DE102022124506A1 - Charging connectors for electric and hybrid vehicles - Google Patents

Abstract

The subject of the invention is a charging connector (1) for electric and hybrid vehicles (2), with a housing (3), charging contacts (4) arranged in the housing (3) for contacting corresponding charging contacts (5) of a corresponding charging connector (6) and at least one heat-conducting element (7), the heat-conducting element (7) being connected to at least one charging contact (4) and to the housing (3), so that by means of the heat-conducting element (7), heat is removed from the heat-conducting element (7) contacted Charging contact (4) is made possible towards the housing (3). In this way, improved heat dissipation is achieved in a simple manner in a charging connector (1), which itself is not equipped with a cooling system on the part of a charging station.

Description

The invention relates to a charging connector for electric and hybrid vehicles, with a housing and charging contacts arranged in the housing for contacting corresponding charging contacts of a corresponding charging connector.

Electric and hybrid vehicles have a rechargeable energy storage device, usually a high-voltage battery, which provides energy to an electric drive motor while driving. The storage capacities of these high-voltage batteries are limited, so they have to be recharged regularly at a charging station. The battery is charged via a charging cable provided between the charging station and the vehicle, whereby the charging cable, for example in accordance with the European standard IEC 62196 Type 2, has a charging plug on one side that can be plugged into a charging socket provided on the charging station, and on the other side is provided with a charging coupling that can be connected to a charging plug installed in the electric and hybrid vehicle. In the present case, charging sockets, charging plugs, charging couplings and charging plugs are subsumed under the term “charging connectors”. Charging sockets and charging couplings have contact sleeves as charging contacts, and charging plugs as well as charging plugs that can be installed in electric and hybrid vehicles have contact pins as charging contacts that can be inserted into the contact sleeves.

As for example in the EP 3 043 421 A1 As explained, a charging current flowing through the charging connector heats up due to ohmic current heat losses. However, the heating of the charging connector is limited to a limit temperature increase. For example, according to the IEC 62196-3 standard, the limit temperature increase is limited to 50 K. This in turn leads to a maximum charging current for mostly standardized connector geometries that generally cannot be greater than 200 A in continuous load operation. However, with intermittent charging of the battery of an electric or hybrid vehicle, higher charging currents are necessary over limited periods of time in order to charge the battery in the desired short time. This leads to temporary heating of the charging connectors, which is above the limit temperature increase. The cable cross-section of the electrical connection bodies cannot be increased arbitrarily because the connector geometries are standardized and, in addition, the smallest possible amount of conductive material, usually copper, should be used for the electrical connection bodies.

In this respect, according to the EP 3 043 421 A1 The task can be solved to provide an electrical connection body that enables increased charging currents with limited heating and therefore has an increased short-term current carrying capacity. This object is to be achieved in that an electrical connection body for a charging plug or a charging socket, the electrical connection body having a first connection area for galvanic connection to an electrical energy receiver and a second connection area for galvanic connection to an electrical energy source, the electrical connection body being designed in this way that it has a cooling fluid channel formed in the electrical connection body, the cooling fluid channel of the electrical connection body being fluidly connected to a cooling fluid source which is arranged in a charging station.

Cooling of a charging connector for electric and hybrid vehicles, which emanates from the side of the charging station, is also otherwise well known from the prior art. That's how it describes DE 10 2015 119 338 A1 that two connection points for coolant lines are arranged on a contact sleeve element of a charging plug. By means of a spiral-shaped slip-on element, coolant is guided circularly around the contact sleeve element. The two connection points serve as inlet and outlet for the coolant, which is led from the charging station to the charging plug. The EP 3 433 902 B1 also describes a connector part with cooled contact elements. Here too, on the charging station side, a coolant is provided via coolant lines to the contact elements of the charging socket connected to the charging cable. A fluid is provided as a coolant, which is directed into the hollowed-out contact element perpendicular to the contact element and flows back within the contact element. Finally, 10 2016 105 361 B4 also describes a connector part with a cooled contact element, whereby here too the introduction of a coolant via coolant lines to the contact elements of a charging socket connected to the charging cable is provided on the charging station side. Guide elements are arranged on the contact elements, which are intended to allow the coolant in the form of compressed air to flow around the contact elements.

However, solutions are also known from the prior art that can also be used with a charging connector that is not cooled directly from the charging station, such as a charging connector installed in the vehicle body of an electric or hybrid vehicle, such as a built-in charging connector according to the European standard IEC 62196 Type 2.

That's how it describes DE 10 2016 107 409 A1 a plug connector part for connecting to a mating plug connector part, which comprises a housing which has a plug-in section for plug-in connection with the mating plug-in connector part and a contact element arranged on the plug-in section for electrically contacting an associated mating contact element of the mating plug-in connector part. In addition, a heat line connected to the contact element and a heat sink arranged in the housing are provided, which is in a heat-conducting connection to the contact element via the heat line to dissipate heat from the contact element. In this way, a connector part is provided with a contact element that can have a large current-carrying capacity, for example for use in a charging system for charging an electric vehicle.

Furthermore, it describes DE 20 2019 102 461 U1 a plug connector part for connecting to a mating plug connector part, with a housing, a plug-in section arranged on the housing for plug-in connection with the mating plug-in connector part, an electrical contact element arranged on the plug-in section for transmitting a current between the plug-in connector part and the mating plug-in connector part and a cooling element arranged on the contact element Cooling the contact element, wherein a fan device is provided for generating an air flow on the cooling element. This one as well as the one in the DE 10 2016 107 409 A1 However, the system described is very complex.

Based on this, the object of the present invention is to easily achieve improved heat dissipation in a charging connector that is not itself equipped with a cooling system on the part of a charging station.

This task is solved by the subject matter of the independent claims. Preferred developments of the invention are described in the subclaims.

According to the invention, a charging connector for electric and hybrid vehicles is thus provided, with a housing, charging contacts arranged in the housing for contacting corresponding charging contacts of a corresponding charging connector and at least one heat-conducting element, wherein the heat-conducting element is connected to at least one charging contact and to the housing, so that heat removal from the charging contact contacted by the heat-conducting element to the housing is possible by means of the heat-conducting element.

If we are talking about a corresponding charging connector here, then on the one hand this means a charging connector that has the same plug-in face as the charging plug-in connector according to the invention, but one plug-in face has contact pins if the other plug-in face has contact sleeves, and vice versa. The set of charging connector according to the invention and corresponding charging connector can therefore be plugged together. On the other hand, the present case is also referred to as a corresponding charging connector if the plug-in faces only partially correspond in the sense mentioned above, i.e. the corresponding charging plug-in connector, for example, does not have all of the contacts that are present in the charging plug-in connector according to the invention, but the existing contacts of the corresponding charging plug-in connector are of the plug-in face correspond to the charging connector according to the invention, so that the charging connector according to the invention and the corresponding charging connector can also be plugged together in this case.

Such a case occurs, for example, with a charging coupling connected to a charging cable for direct current charging in accordance with the European standard IEC 62196 Type 2. Such a charging coupling can be plugged into a charging plug installed in the body of an electric or hybrid vehicle and suitable for alternating current charging and direct current charging, whereby only the communication contacts and the protective contact are present in the AC connector face of the DC charging coupling, but no contacts for external conductors and a center conductor for AC charging.

In the present case, a heat-conducting element is understood to mean an element which results in the thermal conductivity between the charging contact to which the heat-conducting element is connected and the housing being better in the charging connector according to the invention than without the heat-conducting element. The installation of the heat-conducting element therefore improves the possibility of dissipating heat generated on or in the charging contact towards the housing. Furthermore, the heat-conducting element represents an additional element of the charging connector and is therefore separate and different from the housing.

It is therefore a significant aspect of the invention to support passive cooling on the part of the charging connector and to improve the thermal coupling between at least one charging contact and the housing of the charging connector, so that heat can be transferred more effectively from the charging contact to the housing.

In principle, the charging contacts can have very different shapes. According to a preferred development of the invention, however, the charging contacts are circular in cross section. They are preferably designed as contact sleeves or as contact pins that can be inserted into them.

As already explained above, the essential requirement for the heat-conducting element is that it results in the thermal conductivity in the charging connector according to the invention from a charging contact to the housing being greater than without the heat-conducting element. The installation of the heat-conducting element is intended to improve the ability of the charging connector to dissipate heat to the outside. According to a preferred development of the invention, it is provided that the heat-conducting element is made of metal, preferably copper or aluminum. Furthermore, other materials and material mixtures with good thermal conductivity are of course also possible for the heat-conducting element, which lead to the improved heat dissipation in question from the charging connector according to the invention.

In principle, the heat-conducting element can connect both DC charging contacts and AC charging contacts to the housing. However, the present invention is particularly useful when DC charging contacts are connected to the housing by means of the heat-conducting element. In the present case, contacts that are intended exclusively for charging with direct current are referred to as direct current charging contacts. In contrast to this, there are AC charging contacts. This refers to the external conductors and the neutral conductor (center conductor), which are also intended for charging with alternating current.

An external conductor (also known colloquially as a phase) is a conductor that is live during normal operation and can contribute to the transmission or distribution of electrical energy, but is not a neutral conductor. A neutral conductor is a conductor that is electrically connected to the neutral point and capable of contributing to the distribution of electrical energy. In the European standard IEC 62196 Type 2, the contacts, which are referred to here as AC charging contacts, are designated L1, L2 and L3 (outer conductor) and N (neutral conductor) and the DC charging contacts are designated DC+ and DC. This understanding should not be contradicted by the fact that the European standard IEC 62196 Type 2 also recognizes an operating mode according to which direct current charging takes place via the contacts L1, L2, L3 and N.

It has proven to be particularly effective if the heat-conducting element has a thermal conductivity that is above 0.3 W/(m K), preferably above 1 W/(m K). For this purpose, the heat-conducting element can be constructed differently.

According to a preferred development of the invention, the heat-conducting element is at least partially, preferably completely, formed by introducing a casting compound into the housing. This casting compound can be formed, for example, from a resin with good thermal conductivity. It is particularly preferred that the casting compound is galvanically insulating, so that electrical insulation is achieved in this way between a charging contact connected by means of the heat-conducting element and the housing.

As a rule, a charging connector of the type in question has seals for sealing from the outside. Such separate seals can be dispensed with if, according to a preferred development of the invention, the casting compound is introduced into the housing in such a way that it acts to seal the housing from its surroundings. The casting compound therefore has a dual function, namely, on the one hand, improving the thermal conductivity between the connected charging contact and the housing and, on the other hand, the sealing function, for example against the penetration of moisture into the housing.

In principle, it is possible for the potting material to only fill a portion of the free area within the charging connector. However, it is preferably provided that the heat-conducting element completely fills the otherwise free space within the housing. This generally achieves the maximum increase in heat dissipation from the connected charging contacts to the housing of the charging connector. A sealing function can also be achieved in a particularly good manner. Of course, the area for inserting the corresponding plug must remain available. In this respect, it is particularly preferred that the potting material completely fills the otherwise free area in the connection area of the charging connector, while no potting material is provided in the plug-in area of the charging connector.

When we speak here of a plug-in area of the charging connector according to the invention, this means an area in which the charging connector, when plugged into the corresponding charging connector, overlaps with the corresponding charging connector in the plug-in direction and the charging contacts of the two connectors are in galvanically conductive contact with one another. Such a plug-in area of a charging connector is generally defined by this and is therefore geometrically rically limited in that the charging connector has a device which ensures that the two charging connectors overlap each other over a certain maximum length when plugged in, which corresponds to the fully plugged in state of one charging connector into the other charging connector. In the present case, the connection area of the charging connector is the area of the charging connector in which the charging contacts are galvanically connected to electrical lines that lead away from the charging connector.

According to a preferred development of the invention, the heat-conducting element can also be introduced into the housing as a separate prefabricated component. In this context, according to a preferred development of the invention, it is provided that the heat-conducting element has a metal, preferably copper or aluminum. It is particularly preferred that the connection of the heat-conducting element to the charging contact is galvanically insulated. In this way, the electrical insulation between the charging contact and the housing remains guaranteed even when the heat-conducting element is provided.

According to a preferred development of the invention, the heat-conducting element has a plastic material in addition to or as an alternative to metal. Plastic usually has the advantage that it is electrically insulating and therefore no separate insulation needs to be provided.

In principle, it can be sufficient if the heat-conducting element thermally connects a charging contact to the housing. According to a preferred development of the invention, however, it is provided that the heat-conducting element is led out of the housing. In this way, the heat from the charging contact can be dissipated not only onto the housing but also directly into areas outside the housing, which further improves the heat transfer from the charging contact. In this context, according to a preferred development of the invention, it is provided that the heat-conducting element has a connection area outside the housing with which it can be connected to the body of an electric or hybrid vehicle. This has the advantage that the heat dissipated by the charging contact can be brought directly and effectively to the body of the electric or hybrid vehicle, so that in this way a very large area is available over which the heat dissipated by the charging contact can be transferred to the Environment can be delivered. It is particularly preferred that the connection area has a contact surface, which allows the connection area to rest flat against the body when the connection area is attached to the body of an electric or hybrid vehicle. The larger the area with which the heat-conducting element rests on the body of the electric or hybrid vehicle, the better the heat transfer to the body.

In principle, the surface of the heat-conducting element can have different shapes. In particular, a smooth surface of the heat-conducting element can be provided. According to a preferred development of the invention, however, it is provided that the surface of the heat-conducting element is structured. Different geometric structures are possible. In particular, e.g. B. it can be provided that the surface is corrugated. On the other hand, according to a preferred development of the invention, it is provided that the heat-conducting element is provided with cooling fins. Such cooling fins can be arranged inside and/or outside the housing. With such cooling fins, the heat transfer from the heat-conducting element to its surroundings is further improved, since an enlarged surface is provided over which the heat can be given off.

According to a preferred development of the invention, cooling of the heat-conducting element can also be achieved in that a heat sink is connected to the heat-conducting element or a heat sink has a cooling effect on the heat-conducting element. Such a heat sink is preferably made of a metal and/or a plastic. In this context, it is particularly preferred that the heat sink has a connection device for a heat dissipation device. Such a connection device for a heat dissipation device can, for example, be a connection for a cooling line with which the heat sink is cooled by means of a cooling fluid. However, according to a preferred development of the invention, it is also possible for the heat sink to have an active cooling element, for example a Peltier element and/or a fan.

A preferred development of the invention also provides that the housing and/or the heat-conducting element has a fastening element with which a cooling element can be fastened in the housing. Such a cooling element can be a previously described heat sink and therefore active or passive. This makes it possible to individually adapt the charging connector to its area of application, namely by integrating a cooling element into the housing using the fastening element that is particularly advantageous for the respective area of application.

According to a preferred development of the invention, it is not just the case that the heat-conducting element is made of a material that exhibits particularly good heat conduction. Rather, according to the preferred development of the invention described here, it is provided that the housing is made of a material whose thermal conductivity is above 0.3 W/(m K), preferably above 1 W/(m K). In this way, the heat dissipation from the charging contact connected by means of the heat-conducting element is further improved.

The invention also relates to the use of a charging connector according to one of the preceding claims on the vehicle body of an electric or hybrid vehicle. It is particularly preferred that the charging connector is a built-in charging plug, in particular according to the European standard IEC 62196 Type 2.

The invention is described in further detail below with reference to the drawings using preferred exemplary embodiments.

• 1 in einer perspektivischen Ansicht einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung,
• 2 in einer perspektivischen Ansicht einen korrespondierenden Ladesteckverbinder,
• 3a den nach außen gewandten Bereich des Ladesteckverbinders aus 1 in einem in ein Elektro- oder Hybridfahrzeug eingebauten Zustand in einer perspektivischen Ansicht,
• 3b den nach innen gewandten Bereich des Ladesteckverbinders aus 1 in einem in ein Elektro- oder Hybridfahrzeug eingebauten Zustand in einer perspektivischen Ansicht,
• 4 den Ladesteckverbinder aus 1 in einer Seitenansicht mit einer Schnittlinie A-A,
• 5 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem die Gleichstromladekontakte jeweils separat mittels eines jeweiligen Wärmeleitelements thermisch an das Gehäuse angebunden sind,
• 6 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem die Gleichstromladekontakte und die Wechselstromkontakte gemeinsam mittels eines als Vergussmasse in den Ladesteckverbinder eingebrachten Wärmeleitelements thermisch an das Gehäuse angebunden sind,
• 7 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem jeweils ein Gleichstromladekontakt mit jeweils zwei Wechselstromkontakten separat mittels eines jeweiligen Wärmeleitelements thermisch an das Gehäuse angebunden sind,
• 8 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem die Gleichstromladekontakte gemeinsam mittels eines Wärmeleitelements thermisch an das Gehäuse angebunden sind, wobei das Wärmeleitelement mit einem Kühlkörper ausgestattet ist, der mit Kühlrippen versehen ist,
• 9 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem die Gleichstromladekontakte gemeinsam mittels eines Wärmeleitelements thermisch an das Gehäuse angebunden sind, wobei das Wärmeleitelement mit einem Kühlkörper ausgestattet ist, der mit Kühlrippen versehen ist und an eine Kühlmittelleitung angeschlossen ist,
• 10 eine Schnittansicht längs der Schnittlinie A-A durch einen Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem die Gleichstromladekontakte gemeinsam mittels eines Wärmeleitelements thermisch an das Gehäuse angebunden sind, wobei das Wärmeleitelement mittels eines aktiven Kühlelements in Form eines Lüfters gekühlt wird, und
• 11 schematisch ein Elektro- oder Hybridfahrzeug mit einem in die Karosserie eingebauten Ladesteckverbinder gemäß einem bevorzugten Ausführungsbeispiel der Erfindung, bei dem das Wärmeleitelement aus dem Ladesteckverbinder thermisch leitend auf die Karosserie herausgeführt ist.

Show in the drawings

• 1 in a perspective view a charging connector according to a preferred embodiment of the invention,
• 2 in a perspective view a corresponding charging connector,
• 3a the outward-facing area of the charging connector 1 in a state installed in an electric or hybrid vehicle in a perspective view,
• 3b the inward-facing area of the charging connector 1 in a state installed in an electric or hybrid vehicle in a perspective view,
• 4 the charging connector 1 in a side view with a section line AA,
• 5 a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which the DC charging contacts are each thermally connected to the housing separately by means of a respective heat-conducting element,
• 6 a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which the DC charging contacts and the AC contacts are thermally connected to the housing together by means of a heat-conducting element introduced into the charging connector as a casting compound,
• 7 a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which a direct current charging contact with two alternating current contacts are thermally connected to the housing separately by means of a respective heat-conducting element,
• 8th a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which the DC charging contacts are thermally connected to the housing together by means of a heat-conducting element, the heat-conducting element being equipped with a heat sink which is provided with cooling fins,
• 9 a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which the DC charging contacts are thermally connected to the housing together by means of a heat-conducting element, the heat-conducting element being equipped with a heat sink which is provided with cooling fins and connected to a coolant line is,
• 10 a sectional view along the section line AA through a charging connector according to a preferred embodiment of the invention, in which the DC charging contacts are thermally connected to the housing together by means of a heat-conducting element, the heat-conducting element being cooled by means of an active cooling element in the form of a fan, and
• 11 schematically an electric or hybrid vehicle with a charging connector installed in the body according to a preferred embodiment of the invention, in which the heat-conducting element is led out of the charging connector onto the body in a thermally conductive manner.

Out of 1 A charging connector 1 according to a preferred exemplary embodiment of the invention can be seen in a perspective view. In the present case, this charging connector 1 is a charging connector for installation in the body 9 of an electric or hybrid vehicle 2, as shown schematically in, for example 11 shown. The charging connector 1 has a housing 3 made of plastic and DC charging contacts 4 arranged therein for DC charging and AC charging contacts 19 for AC charging. Depending on whether AC charging or DC charging is to take place, the charging connector 1 is equipped with a corresponding one Charging connector 6 connected, which is accordingly an AC charging coupling or a DC charging coupling connected to a charging cable. For this purpose, the charging connector 1 is provided with a plug-in area 17 in which it overlaps with the corresponding charging connector 6 when plugged in. This plug-in area 17 is adjoined by a connection area 18 of the charging connector 1, in which the DC charging contacts 4 and the AC contacts 19 are connected to electrical lines, not shown here, which lead away from the charging connector 1 to a battery of the electrical or Hybrid vehicle 2 lead.

On to the charging connector off 1 Corresponding charging connector 6 in the form of a DC charging coupling is shown in a perspective view 2 visible. The corresponding charging connector 6 has two DC charging contacts 5 as well as a protective contact 15 and two communication contacts 16. At the in 1 and 2 The charging connectors 1, 6 shown are, in terms of basic geometry, a built-in charging plug and a DC charging coupling in accordance with the European standard IEC 62196 Type 2.

The 3a now shows the outward-facing area of the charging connector 1 1 in a perspective view in a state installed in an electric or hybrid vehicle 2 by means of an adapter plate 20, while 3b shows the inward-facing area of this charging connector 1 in a state installed in the electric or hybrid vehicle 2. Here two DC charging contacts 4, four AC charging contacts 19, a protective contact 23 and two communication contacts 24 are provided. It can be seen that the DC charging contacts 4 and the AC charging contacts 19 lead from the plug-in area 17 into the connection area 18, where a connection of the DC charging contacts 4 and the AC charging contacts 19 to the electrical lines is provided. The cutting line AA now runs through the connection area 18 of the electrical charging connector 1, which is in 4 is shown, which removes the charging connector 1 is shown in a side view.

Those described below 5 to 10 now show various preferred embodiments of the invention, in which the DC charging contacts 4 and partly also the AC charging contacts 19 are thermally connected to the housing 3 of the charging connector by means of a heat-conducting element 7.

Specifically, it’s over 5 a sectional view along the section line AA through a charging connector 1 according to a preferred embodiment of the invention, in which the DC charging contacts 19 are each separately thermally connected to the housing 3 of the charging connector 1 by means of a respective heat-conducting element 7. The heat-conducting element 7 should preferably have a thermal conductivity that is in any case above 0.3 W/(m K), very particularly preferably above 1 W/(m K). Specifically, heat-conducting elements 7 made of aluminum are provided in the present case, each of which is connected to the DC charging contacts 19 by means of electrical insulation (not shown). With these heat-conducting elements 7, the heat generated during direct current charging in or on the direct current charging contacts 4 is effectively dissipated to the housing 3 of the charging connector 1, which enables charging with higher currents.

Out of 6 is a sectional view along the section line AA through a further charging connector 1 according to a preferred embodiment of the invention, in which the DC charging contacts 4 and the AC contacts 19 are thermally connected to the housing 3 of the charging connector 1 together by means of a heat-conducting element 7 introduced here as a casting compound in the charging connector are. This casting compound is made from a highly thermally conductive resin whose thermal conductivity is above 1 W/(m K). The casting compound is also galvanically insulating, so that in this way electrical insulation is achieved between the individual DC charging contacts 4, the AC charging contacts 19 and the housing 3 connected by means of the casting compound.

In addition, the casting compound also acts as a seal to seal the charging connector 1 from the outside. Separate seals can therefore be dispensed with, since in this case the casting compound is introduced into the housing 3 in such a way that it acts to seal the housing from its surroundings. The casting compound therefore has a dual function, according to which the improvement of the thermal conductivity between the connected DC charging contacts 4 and the connected AC charging contacts 19 and the housing 3 and additionally the sealing function in question is achieved, e.g. against the penetration of moisture into the housing 3.

Here it is also the case that the casting compound completely fills the entire otherwise free space within the housing, which corresponds to the connection area 18 of the charging connector 1. This will greatly increase the heat dissipation from the connected DC charging contacts 4 and the connected alternating current Current charging contacts 19 to the housing 3 of the charging connector 1 achieved.

7 now shows a sectional view along the section line AA through a charging connector 1 according to a further preferred exemplary embodiment of the invention, in which a direct current charging contact 4 with two alternating current contacts 19 are separately thermally connected to the housing 3 by means of a respective heat-conducting element 7. Here too, electrical insulation (not shown) is provided between the heat-conducting elements 7 and the respective DC charging contact 4 and the respective AC contacts 19.

Out of 8th a sectional view along the section line AA through a charging connector 1 according to a further preferred exemplary embodiment of the invention can now be seen, in which the direct current charging contacts 19 are thermally connected to the housing 3 together by means of a heat-conducting element 7, the heat-conducting element 7 being equipped with a heat sink 11, which is provided with cooling fins 10. In the present case, the heat sink 11 is made of aluminum and lies against the heat-conducting element 7 over a large area. The heat sink 11 serves to cool the heat-conducting element 7 and thus also the DC charging contacts 4. This cooling is supported in the present case by the fact that the cooling element 11 is provided with cooling fins 10 through which heat can be effectively given off. In addition, the heat-conducting element 7 has a fastening element 14 in the form of two holders, with which an additional cooling element, not shown here, can be arranged in the housing 3. The cooling capacity in the housing 3 can be further increased by such an additional cooling element.

An increase in the cooling capacity in the housing 3 of the charging connector is also achieved by the next preferred embodiment. This shows 9 a sectional view through a charging connector 1 along the section line AA according to a further preferred exemplary embodiment of the invention, in which the DC charging contacts 4 are thermally connected to the housing 3 together by means of a heat-conducting element 7, the heat-conducting element 7 being equipped with a heat sink 11, which is also provided with Cooling fins 10 is provided and is also connected to a coolant line 21 by means of connection devices 12. The cooling capacity is further increased by means of a coolant pumped through the coolant line 21.

10 finally shows a sectional view along the section line AA through a charging connector 1 according to a further preferred embodiment of the invention, in which the DC charging contacts 4 are thermally connected to the housing 3 together by means of a heat-conducting element 7, the heat-conducting element 7 being in shape directly by means of an active cooling element 13 is cooled by a fan, which is shown here by arrows pointing downwards from the active cooling element 13. In principle, it would also be possible here to provide the heat-conducting element 7 with a heat sink, such as 8th removable, and then cool this heat sink using the fan.

11 Finally, is a schematic representation of an electric or hybrid vehicle 2 with a charging connector 1 installed in the body 9 of the electric or hybrid vehicle 2 according to a further preferred exemplary embodiment of the invention, in which the heat-conducting element 7 is thermally conductive by means of a heat pipe 22 from the charging connector 1 the body 9 is led out. Here, the heat conduction 22 is guided outside the housing 3 to a connection area 8, which is connected to the body 9 of the electric or hybrid vehicle 2 in such a way that the connection area 8 lies flat against the body 9. This enables efficient heat transfer from the heat-conducting element 7 to the body 9, which leads to a further increase in the heat transfer away from the DC charging contacts 4. The connection area 12 can be attached to the body 9 here on the inside of the body 9, so that there is no optical change to the external view of the body 9 of the electric or hybrid vehicle 2.

List of reference symbols

1

Charging connector

2

Electric and hybrid vehicle

3

Housing

4

DC charging contacts

5

corresponding charging contacts

6

corresponding charging connector

7

Heat conducting element

8th

Connection area

9

body

10

cooling fins

11

Heat sink

12

Connection device

13

active cooling element

14

fastener

15

Protective contact

16

Communication contacts

17

Plugging area

18

Connection area

19

AC charging contacts

20

Adapter plate

21

Coolant line

22

Heat conduction

23

Protective contact

24

Communication contacts

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 3043421 A1 [0003, 0004]
• DE 102015119338 A1 [0005]
• EP 3433902 B1 [0005]
• DE 102016107409 A1 [0007, 0008]
• DE 202019102461 U1 [0008]

Claims (13)

Charging connector (1) for electric and hybrid vehicles (2), with a housing (3), charging contacts (4) arranged in the housing (3) for contacting corresponding charging contacts (5) of a corresponding charging connector (6) and at least one heat-conducting element (7 ), wherein the heat-conducting element (7) is connected to at least one charging contact (4) and to the housing (3), so that by means of the heat-conducting element (7), heat is transferred from the charging contact (4) contacted with the heat-conducting element (7). the housing (3) is possible. charging connector (1). Claim 1 , wherein the heat-conducting element (7) has a thermal conductivity that is above 0.3 W/(m K), preferably above 1 W/(m K). charging connector (1). Claim 1 or 2 , wherein the heat-conducting element (7) is formed at least partially by introducing a casting compound into which the housing (3) is formed. charging connector (1). Claim 3 , wherein the casting compound is introduced into the housing (3) in such a way that it acts to seal the housing (3) from its surroundings. charging connector (1). Claim 3 or 4 , wherein the heat-conducting element (7) completely fills the otherwise free space within the housing (3). Charging connector (1) according to one of the preceding claims, wherein the heat-conducting element (7) is led out of the housing (3) and has a connection area (8) outside the housing (3) with which it is connected to the body (9) of an electrical or hybrid vehicle 82) can be connected. Charging connector (1) according to one of the preceding claims, wherein the surface of the heat-conducting element (7) is structured at least in sections. Charging connector (1) according to one of the preceding claims, with a heat sink (11) for cooling the heat conducting element (7). charging connector (1). Claim 8 , wherein the heat sink (11) has a connection device (12) for a heat dissipation device. charging connector (1). Claim 8 or 9 , wherein the heat sink (11) has an active cooling element (13). Charging connector (1) according to one of the preceding claims, wherein the housing (3) and/or the heat-conducting element (7) has a fastening element (14) with which a cooling element can be fastened in the housing (3). Charging connector (1) according to one of the preceding claims, wherein the housing (3) is made of a material whose thermal conductivity is above 0.3 W/(m K), preferably above 1 W/(m K). Use of a charging connector (1) according to one of the preceding claims on the body (9) of an electric or hybrid vehicle (2).

Images