WO2019043311A1

WO2019043311A1 - Electrical connector participating in a charging of a vehicle battery and comprising a heat treatment element

Info

Publication number: WO2019043311A1
Application number: PCT/FR2018/052009
Authority: WO
Inventors: Bastien Jovet; Carlos Martins; Maël BRIEND; Philippe Jouanny; Samer Saab; Eric Droulez; François CHARBONNELLE
Original assignee: Valeo Systemes Thermiques
Priority date: 2017-08-29
Filing date: 2018-08-03
Publication date: 2019-03-07
Also published as: FR3070330B1; FR3070330A1

Abstract

The invention concerns a vehicle electrical connector (10) participating in a charging of a vehicle battery and comprising: - an electrical part comprising: - at least one electrical terminal (11, 11a, 11b), and - at least one electrical conductor (13, 13a, 13b) in contact with the at least one electrical terminal (11, 11a, 11b) and intended for ensuring an electrical connection with the battery, characterised in that the electrical connector (10) comprises a heat treatment element (900) designed for heat treatment of at least a portion of the electrical part (11, 11a, 11b, 13, 13a, 13b), the heat treatment element (900) being intended to interact with a source (1004, 1003, 1001, 1002) of cooling coming from the vehicle.

Description

ELECTRICAL CONNECTOR PARTICIPATING IN A VEHICLE BATTERY CHARGE AND COMPRISING A THERMAL PROCESSING ELEMENT

The present invention relates to the field of vehicle battery charging, and in particular to the field of charge of traction batteries of hybrid or electric type motor vehicles, for example. By traction batteries, it is understood any energy storage device for generating a driving force of the motor vehicle. The subject of the invention is the electrical connector situated on the vehicle, as well as the cooling circuit of this electrical connector, whether of refrigerant or heat transfer fluid.

The charging of a traction battery can be done by electrical connection. A first way of charging the battery, called rapid charge, is implemented by dedicated terminals, which are configured to deliver direct current for example. For this, a charging cord connected to the terminal is equipped with a gun type charging plug to connect to the electrical connector on the vehicle. For example, by delivering a continuous current of up to 400 Amperes, this type of terminal can fully charge the traction battery between 20 and 30 minutes. Generally, such a fast charging terminal is arranged to deliver 350 kilowatts.

A second way of charging the battery, called normal charge, is implemented by a connection to a domestic electrical network outlet. For this, a charging cord comprising at its first end a mains-type plug and at its second end a gun-type charge plug for connection to the electrical connector on the vehicle. Generally, the charging cord includes a transformer housing located between the two ends. This type of load generally requires 8h to 12h of connection for a full charge of the traction battery.

A third way of charging the battery, said recovery, is implemented during the braking and deceleration phases. Indeed, during a braking or deceleration phase, the wheels of the motor vehicle drive the electric motor of the motor vehicle in a direction of rotation to create an electric current, called recovery, used for charging the battery of traction. A well-known disadvantage of the charge, whether of the fast charging or normal charging type, is that the connection between the electrical source and the battery to be charged by the vehicle releases a significant thermal power. However, heating these elements causes a reduction in the electrical power transmitted to the battery, especially when a threshold temperature is reached. Indeed, when warming reaches this threshold temperature, the charging time of the battery is lengthened compared to the theoretical values based exclusively on the transfer of the electrical power. However, given the needs of the market, this lengthening of the charging time is a disadvantage to overcome, particularly in the case of fast charging. For this, the prior art proposes solutions for cooling the charging terminal and / or the charging plug. For example, EP0823767 proposes to provide a charging plug comprising a cooling fluid channel supplied with cooling fluid from the charging terminal.

However, the prior art does not seem to propose a solution for cooling the electrical connector on the vehicle and / or the connection between the electrical connector on the vehicle and the battery to be charged.

In this context, the subject of the present invention is a vehicle electrical connector participating in a charge of a battery of the vehicle, comprising an electrical part comprising: at least one electrical conductor intended to provide an electrical connection with the battery,

at least one electrical terminal in contact with the at least one electrical conductor, characterized in that the electrical connector comprises a thermal treatment element arranged to heat-treat at least part of the electrical part of the electrical connector, the treatment element thermal being intended to cooperate with a cooling source from the vehicle.

Such an electrical connector allows a heat exchange to improve the transfer of electrical power to the vehicle battery. By the use of a source of cooling from the vehicle, the invention allows easy integration into the vehicle, in which congestion constraints are strong. Moreover, this cooling makes it possible to remain below the threshold temperature, thus avoiding damaging components of the electrical connector or limiting the charging speed. In fine, the invention provides an improvement in the transfer of electrical power to the battery and therefore a decrease in charging time. The invention thus provides a solution that meets the needs of the market by proposing a heat exchanger to cool for example the end portion located on the vehicle and / or the connector on the vehicle connecting an electrical source and the battery to be charged.

By cooperating, it is understood that the heat treatment element is arranged to be cooled by the cooling source. In addition, the term "source of cooling from the vehicle" means that the vehicle comprises a cooling system or circuit arranged to cool the electrical connector.

According to one or more characteristic (s) that can be taken alone or in combination, it can be provided that:

- The cooling source from the motor vehicle is a refrigerant circuit and / or a heat transfer fluid circuit supported by the motor vehicle. It is then understood that the coolant or heat transfer fluid is intended to exchange calories with the electrical connector through the heat treatment element.

The heat treatment element allows a heat exchange between the electrical connector and the coolant or heat transfer fluid while remaining electrically insulating. For this, the heat treatment element interacts firstly with components of the electrical connector and secondly with the coolant or heat transfer fluid. For example, the heat treatment element is arranged to allow a flow of this fluid through it. In this case, the heat treatment element comprises at least one channel in which the coolant or heat transfer fluid circulates. Thus, the element of

heat treatment constitutes a heat exchanger.

It should be noted that a refrigerant fluid is defined as a fluid that allows the exchange of calories during its phase changes (liquid, gas ...). In other words, a refrigerant is a fluid that has physical features that allow it to be used in a compression / relaxation cycle to transfer calories. More particularly, the refrigerant fluids are chosen for their temperatures and pressures of passage from the liquid state to the gaseous state and the amount of energy required to cause this change of state. Such a refrigerant fluid is also already present on the vehicle, which facilitates its operation to cool the electrical connector. For example, such a coolant is known by the acronym R-134A, 1234YF or R744.

It should be noted that a coolant is defined as a fluid allowing a transport of calories from one point to another. In other words, a heat transfer fluid is a fluid that is able to store and give up its calories. Unlike coolants, heat transfer fluids are not chosen for their state changes, but for their high boiling point, demonstrating their ability to transport calories.

Indeed, a heat transfer fluid is selected in particular according to its physicochemical properties, such as viscosity, the volume heat capacity and its high boiling temperature to avoid changes in state. For example, such a coolant can be a mixture of water and glycol.

- The electrical connector is intended to receive a charging plug adapted to be connected to an electrical terminal to ensure the charging of the vehicle battery. In other words, the electrical connector is for receiving an external charging plug connected to an external power source, so as to charge the vehicle battery. Such a charging plug inserted for example into the electrical terminal or terminals present on the electrical connector.

- The battery is a traction battery of the vehicle. Thus, this traction battery corresponds to an energy storage device for supplying energy to an electric traction motor capable of generating a driving force of the vehicle. The vehicle is preferably a motor vehicle, for example of the hybrid or electric type.

- The heat treatment element is for cooling the at least one electrical terminal and the at least one electrical conductor. - The heat treatment element is for cooling the at least one electrical terminal. Thus, this heat treatment element allows the cooling of the connection between an electrical source and the battery to be charged to the vehicle.

- The heat treatment element is for cooling the at least one electrical conductor. Thus, this heat treatment element allows the cooling of the connection between an electrical source and the battery to be charged to the vehicle.

- The heat treatment element comprises at least one cooling channel. Such a cooling channel extends in at least a portion of the electrical connector and is arranged to allow a circulation of coolant or heat transfer fluid within it. - The heat treatment element comprises several cooling channels. It can thus form a multi-channel heat exchanger in thermal interaction with the at least one electrical terminal and / or the at least one electrical conductor.

- The cooling channel is arranged to allow a flow of refrigerant or heat transfer fluid therein. It is then understood that the circulation of such a fluid at a low temperature makes it possible to cool the electrical connector.

- In the case where the heat treatment element comprises several cooling channels, it can be provided that a portion of the channels is supplied with refrigerant and the other part of the channels is supplied with heat transfer fluid.

- The cooling channel extends at least partly along the at least one electrical terminal and / or the at least one electrical conductor. By extending along, it is understood that the cooling channel extends parallel to a larger dimension of the electrical terminal and / or the electrical conductor, such a dimension corresponding for example to the direction of insertion of the plug charge in the electrical connector, object of the invention. Generally, the largest dimension is a length of electrical terminal and / or electrical conductor in the electrical connector. - The cooling channel forms a cylindrical groove in a body of thermally conductive material, surrounding the at least one electrical terminal and / or the at least one electrical conductor in the electrical connector.

- The cooling channel is a duct forming a U in a longitudinal section of the electrical connector.

The invention also relates to a circuit of a vehicle heat transfer fluid comprising a cooling loop comprising:

a pump intended to circulate the coolant in the circuit,

a radiator intended to be exposed to a flow of air,

characterized in that it comprises a heat treatment element located in an electrical connector as defined above.

Cooling of the heat transfer fluid in this circuit is achieved by means of the radiator. Preferably, the radiator is exposed to a flow of air outside the vehicle.

- The heat transfer fluid circuit comprises an additional heat exchanger for cooling a battery of the motor vehicle. In other words, the cooling loop comprises two heat exchangers.

- The additional heat exchanger is arranged in series of the heat treatment element.

- The additional heat exchanger is disposed upstream of the heat treatment element, in a direction of circulation of the coolant.

- The radiator is disposed downstream of the heat treatment element and upstream of the pump, in a direction of circulation of the coolant in this circuit. If several heat exchangers are present on the circuit, the radiator is located downstream of all these heat exchangers and upstream of the pump. - The additional heat exchanger is arranged in parallel with the heat treatment element.

The subject of the invention is also a refrigerant circuit of a vehicle comprising:

a compressor intended to raise the pressure of the refrigerant fluid,

- a condenser

an expansion element intended to lower the pressure of the refrigerant fluid,

an evaporator,

characterized in that it comprises the heat treatment element located in the electrical connector as defined above.

Such a refrigerant circuit makes it possible, on the one hand, to heat and / or air condition a passenger compartment of a motor vehicle and, on the other hand, to cool the electrical connector with the aid of the heat treatment element which is dedicated to it. This refrigerant circuit is particularly advantageous, in the sense that it can be existing on the vehicle and that an additional branch supporting the heat treatment element can be added to allow cooling of the electrical connector.

- More particularly, the heat treatment element is disposed between the condenser and the compressor of the refrigerant circuit, in a direction of circulation of the refrigerant.

- The condenser is located downstream of the compressor in a direction of circulation of the refrigerant in the circuit.

The subject of the invention is also a circuit for cooling an electrical connector intended for a charge of a motor vehicle battery, comprising a first loop, called a cooling loop, in which a coolant is intended to circulate and a second loop in which a refrigerant fluid is intended to circulate, the second loop comprising:

a compressor intended to raise a pressure of the cooling fluid, - a condenser

an expansion member intended to lower the pressure of the refrigerant fluid,

the circuit comprising a cooler for effecting a heat transfer between the heat transfer fluid of the first loop and the coolant of the second loop,

characterized in that the cooling loop comprises the heat treatment element located in the electrical connector as defined above.

It is then understood that the cooler forms an interface between the cooling loop and the second loop and that the cooling loop is arranged to cooperate with the second loop. It should be noted that the various fluids circulating in the cooler do not mix and that the heat exchange between these two fluids is by conduction. Such a circuit makes it possible to cool the electrical connector with the aid of the heat treatment element which is dedicated to it.

According to one or more characteristic (s) can be taken alone or in combination, it can be provided that: - The cooler is disposed downstream of the condenser and upstream of the compressor, in the direction of circulation of the refrigerant in the second loop. Thus, at the outlet of the condenser and the expansion member, it is ensured that the coolant is in the liquid state and at a low temperature, which makes it possible to improve the transfer of calories and to cool the coolant of the cooling loop. - The heat treatment element dedicated to the cooling of the electrical connector is configured to perform a heat exchange between the coolant and the electrical connector.

The invention also relates to a motor vehicle comprising the electrical connector as defined above and / or the refrigerant circuit as defined above and / or the heat transfer fluid circuit as defined above.

Other features, details and advantages of the invention and its operation will emerge more clearly on reading the description given below as an indication, in relation to the appended figures, in which: FIG. 1 is a schematic representation of a motor vehicle comprising an electrical connector according to the present invention for charging a battery, the motor vehicle being connected to an external electrical source,

FIGS. 2A to 2F are diagrammatic representations in section of various embodiments of an electrical connector according to the present invention,

FIGS. 3A and 3B are diagrammatic representations of two exemplary embodiments of a heat transfer fluid circuit for cooling the electrical connector, according to the present invention.

FIG. 4 is a schematic representation of an exemplary embodiment of a coolant circuit for cooling the electrical connector, according to the present invention, operating with a refrigerant circuit, and

- Figure 5 is a schematic representation of an embodiment of a refrigerant circuit for cooling the electrical connector according to the present invention.

It should firstly be noted that while the figures show the invention in detail for its implementation, they can of course be used to better define the invention where appropriate. Similarly, it is recalled that, for all the figures, the same elements are designated by the same references.

Figure 1 shows a motor vehicle 2, for example of all-electric or hybrid type, connected to an electrical source 5, to recharge a battery. According to this embodiment, the electrical source 5 recharges a traction battery 3 of the motor vehicle 2. By traction batteries, it is understood any energy storage device for generating a driving force of the motor vehicle. To transfer the electricity supplied by the electrical source 5 to the motor vehicle 2, and in particular to the traction battery 3, the motor vehicle 2 comprises an electrical connector 10. The electrical source 5 is here a fast charging terminal delivering substantially 350 kilowatts (kW). Of course, the electrical source 5 could also be a domestic electrical network socket allowing a normal charge of the traction battery 3. More specifically, the electrical connector 10 is an integral part of the motor vehicle 2. This means that the electrical connector 10 is secured to the vehicle 2, that is to say that even in rolling condition, the electrical connector 10 is part of the vehicle 2.

The electrical connector 10 comprises an end portion 12. This end portion 12 is located on an accessible portion of the vehicle 2, and on which a user can connect a charging plug of a charging cord 6 electrically connected to the electrical source 5. More specifically, the electrical connector 10 is arranged to connect the traction battery 3 of the vehicle to be charged to the charging plug, the charging plug not being part of the electrical connector 10. In order to charge the traction battery 3, the end portion 12 of the electrical connector 10 is electrically connected to the traction battery 3. For this, the electrical connector 10 comprises at least one electrical conductor 13 extending from the traction battery 3 to the end portion 12.

In the following description, relating to the electrical connector 10, reference will be made to an orientation as a function of the longitudinal axes L, transverse T and vertical V as they are defined by the trihedron L, V, T shown in the figures. Arbitrarily, this reference the longitudinal axis L corresponds to the elongation direction followed by the electrical terminals 13, 13a, 13b of the electrical connector 10, the transverse axis T perpendicular to the longitudinal axis L, is oriented so as to pass by at least two electrical terminals and the vertical axis V is perpendicular both to the longitudinal axis L and to the transverse axis T. It should be noted that the choice of the names of these axes L, V, T n ' is not limiting the orientation that can take the electrical connector 10 in its application to a motor vehicle.

It should be noted that on the different exemplary embodiments illustrated in FIGS. 2A to 2F, the electrical connector 10 comprises an electrical part comprising, for example, two electrical conductors 13, with a first electrical conductor 13a intended to be connected to the positive terminal of the electrical source 5 and a second electrical conductor 13b intended to be connected to the negative terminal of the electrical source 5. It may also be provided other electrical conductors 13, in particular dedicated to control signals, control or diagnostic. In a preferred embodiment, the electrical part comprises five electrical conductors 13, two for fast charge and three for normal charge.

The electrical part of the electrical connector 10 also comprises electrical terminals 11, 11a, 11b extending in the end portion 12 of the electrical connector 10. In other words, the terminal portion 12 of the electrical connector 10 corresponds to the zone in which extend the electrical terminals 11, 11a, 1 lb.

The electrical terminals 11, 11a, 11b are intended to be in contact with the charging plug 6. More specifically, the electrical terminals 11, 11a, 11b are intended to be in contact with the members of the charging plug 6 having a complementary form. The electrical terminals 11, 11a, 11b take for example the form of metal hollow tubes in which male members of the load plug 6 are intended to be inserted. It should be noted that the electrical terminals 11, 11a, 11b are in contact with the electrical conductors 13, 13a, 13b, for example by being crimped or brazed inside. Thus, the electrical connector 10 comprises as many electrical terminals 11, 11a, 11b as electrical conductors 13, 13a, 13b. It should be noted that the electrical connector 10 comprises a central insulating zone 17, disposed between the electrical terminals 11, 11a, 11b. This central insulating zone 17 extends along a central longitudinal axis L1 of the electrical connector 10 and makes it possible to separate the electrical terminals 11, 11a, 11b from each other, as well as the electrical conductors 13, 13a, 13b from each other. each other in the central zone of the electrical connector 10. This central insulating zone 17 is insulating in that it is made of an electrically non-conductive material. The insulating zone 17 is thermally conductive at least of the cooling channel.

The electrical connector 10 also comprises a peripheral insulating zone 18. This peripheral insulating zone 18 extends along an outer peripheral face of the electrical connector 10 and makes it possible to electrically isolate the electrical terminals 11, 11a, 11b as well as the electrical conductors 13, 13a, 13b vis-à-vis an environment outside the electrical connector 10. This insulating peripheral zone 18 is insulating in that it is made of an electrically non-conductive material. Similar to the insulating zone 17 described above, the peripheral insulating zone 18 is thermally conductive at least of the cooling channel. To allow the insertion of the male members of the charging plug in the electrical terminals 11, 11a, 11b, the electrical connector 10 comprises inlet orifices 14 formed in an end face 12a. It should be noted that the electrical connector 10 comprises as many inlet ports 14 as there are electrical terminals 11, 11a, 11b. Incidentally, these inlet ports 14 are equipped with a safety shutter. Opposite the inlet ports 14, each electrical terminal 11, 11a, 11b is in contact with the electrical conductor 13, 13a, 13b, then each electrical conductor 13, 13a, 13b extends to the battery of traction 3, possibly via components of the electric power train. Thus, such an electrical connector 10 makes it possible to transfer the electrical energy to the traction battery 3. It may for example be provided for the electrical conductors 13, 13a, 13b to be connected to a transformation box 110 to process the electrical current. directed towards the traction battery 3, the transformation box 110 being located between the end portion 12 of the electrical connector 10 and the traction battery 3.

In order to cool the electrical connector 10 during the charging of the traction battery 3, it comprises a heat treatment element 900 intended to cooperate with a cooling source coming from the motor vehicle 2. More precisely, the heat treatment element 900 acts as a heat exchanger in which is provided at least one cooling channel 90, where a fluid is intended to circulate at low temperature, as will be described later. The heat treatment element 900 is dedicated to the partial or total cooling of the electrical connector 10. For this, the heat treatment element is in the form of at least one metal part, for example aluminum or copper, housed in the electrical connector 10. As will now be described, the heat treatment element 900 may be in various forms. According to a first series of exemplary embodiments illustrated in FIGS. 2A to 2E, the heat treatment element 900 is in the form of a cooling channel 90 defined by one or more walls forming a first contour 9a of the cooling channel. cooling 90 and by one or more walls forming a second contour 9b of the cooling channel 90, the first contour 9a and the second contour 9b being spaced apart from each other by a distance d determining the amount of fluid that can circulate in the cooling channel 90. More particularly, according to these exemplary embodiments, the first contour 9a and the second contour 9b are connected to each other by a bottom wall 9c of which the one of its dimensions is equal to the distance d. The first contour 9a and the second contour 9b are for example circular so as to form a cooling channel in the form of an annular groove. According to another embodiment, the first contour 9a and the second contour 9b are each formed by four mutually perpendicular walls, so as to form a parallelepipedal groove. Of course the first contour 9a and the second contour 9b can be defined by a different number of walls, so that the cooling channel 90 has any shape.

In order to cool the terminal portion 12 of the electrical connector 10, FIGS. 2A and 2B show that the cooling channel 90 extends inside and along the end portion 12 of the electrical connector 10. More specifically, the Cooling 90 extends closer to the electrical terminals 11, 11a, 1b. Closer to near is meant in a sufficiently close manner that there is a heat exchange between the heat treatment element 900 and the electrical terminals 11, 11a, 11b, without however risking a short circuit. The cooling channel 90 is formed in the peripheral insulating zone 18 of the electrical connector 10. According to an alternative embodiment, the cooling channel 90 is formed in the central insulating zone 17 of the electrical connector 10.

According to this exemplary embodiment, the cooling channel 90 forms a cylindrical groove surrounding the electrical terminals 11, 11a, 11b. For example, this hollow cylindrical groove takes a circular or elliptical or semi-circular or semi-elliptical shape around all the electrical terminals 11, 11a, 11b. It should be noted that according to this exemplary embodiment, the cooling channel 90 does not extend around the electrical conductors 3, 13a, 13b. In other words, this exemplary embodiment illustrates a cooling channel 90 extending only around the electrical terminals 11, 11a, 11b. According to a non-illustrated embodiment, several cooling channels forming cylindrical grooves are provided, with a cooling channel 90 for each electrical terminal 11, 11a, 1 lb. According to all the exemplary embodiments, it is understood that the cooling channel 90 is an integral part of the electrical connector 10 and that it is intended to cooperate with a fluid circuit that supplies it with fluid. For this, the electrical connector 10 comprises at least one opening and preferably two openings 15a, 15b allowing a circulation of the fluid to or from the cooling channel 90. More particularly, a first opening 15a allows, for example, a fluid inlet into the cooling channel 90 and a second opening 15b allows an outlet of the fluid from the cooling channel 90. In the case where the electrical connector 10 comprises a single opening, a pump may be provided to suck and propel fluid in the channel cooling 90, intermittently for example.

According to this first exemplary embodiment illustrated by FIGS. 2A and 2B, the electrical connector 10 comprises two openings 15a, 15b disposed on an outer peripheral face of the electrical connector 10. These two openings 15a, 15b each form a transverse circulation channel 95 through relative to the electrical connector 10 and opening each in which the cooling channel 90. The two openings 15a, 15b are for example diametrically opposite on the outer periphery of the electrical connector 10.

Furthermore, it should be noted that for all the exemplary embodiments, the electrical connector 10 comprises an electrically insulating part 16 provided between the cooling channel 90 and the electrical part of the electrical connector 10. More precisely, according to this example of realization, the electrically insulating portion 16 extends between the cooling channel 90 and each electrical terminal 11, 11a, 11b. However, it should be noted that this electrically insulating portion 16 is adapted to allow a heat exchange between the cooling channel 90 and the electrical terminal 11, 11a, 1 lb.

According to a second exemplary embodiment illustrated in FIG. 2C and in order to cool the electrical conductor or conductors 13, 13a, 13b of the electrical connector 10, the cooling channel 90 extends along and around the electrical conductors 13, 13a, 13b only and closer to them. By closer, means sufficiently close for there to be heat exchange between the cooling channel 90 and the electrical conductors 13, 13a, 13b. In the same way as previously, the cooling channel 90 is formed in the peripheral insulating zone 18 of the electrical connector 10. According to one variant embodiment, the cooling channel 90 is formed in the central insulating zone 17 of the electrical connector 10. The cooling channel 90 forms a cylindrical groove around the electrical conductors 13, 13a, 13b. For example, this cylindrical groove takes a circular or elliptical or semi-circular or semi-elliptical shape around all the electrical conductors 13, 13a, 13b. It should be noted that according to this exemplary embodiment, the cooling channel 90 does not extend around the electrical terminals 11, 11a, 11b. In other words, this exemplary embodiment illustrates a cooling channel 90 extending only around the electrical conductors 13, 13a, 13b. According to a non-illustrated embodiment, several cooling channels 90 in the form of a cylindrical groove are provided, with a cooling channel 90 for each electrical conductor 13, 13a, 13b. The openings 15a, 15b are provided, here also, on the outer peripheral face of the electrical connector 10.

According to an alternative embodiment not illustrated, the cooling channel 90 extends along the electrical conductors 13, 13a, 13b to the traction battery 3. It is then understood that the electrical connector 10 comprises on the one hand the part 12 and on the other hand the electrical conductors 13, 13a, 13b extending to the traction battery 3. In the presence of the transformation housing 110, it can also be provided to cool it with the aid of the cooling 90.

According to other exemplary embodiments illustrated in FIGS. 2D to 2F, all of the electrical part of the electrical connector 10 is cooled. For this, the cooling channel 90 extends along and / or around the electrical conductors 13, 13a, 13b and along and / or around the electrical terminals 11, 11a, 11b.

More specifically, according to a third exemplary embodiment illustrated in FIG. 2D, the cooling channel 90 extends around and along the electrical conductors 13, 13a, 13b and electrical terminals 11, 11a, 1b. For this, the cooling channel 90 forms a cylindrical groove around the electrical conductors 13, 13a, 13b and electrical terminals 11, 11a, 11b. The cooling channel 90 is formed in the peripheral insulating zone 18 of the electrical connector 10. The openings 15a, 15b have, in this case, been arranged on two different transverse axes. In other words, the inlet 15a and the outlet 15b of the cooling channel 90 have been formed at different lengths of the electrical connector 10, according to the previously defined reference system. According to a fourth exemplary embodiment illustrated in FIG. 2E, a first cooling channel 91 forming a cylindrical groove is located in the peripheral insulating zone 18 of the electrical connector 10, that is to say that the first cooling channel 91 s extends along an outer periphery of the electrical conductors 13, 13a, 13b and the electrical terminals 11, 11a, 11b. A second cooling channel 92 forming a cylindrical groove is, in turn, located in the central insulating zone 17 of the electrical connector 10, that is to say that the second cooling channel 92 extends along a internal periphery of the electrical conductors 13, 13a, 13b and electrical terminals 11, 11a, 11b. In other words, the peripheral insulating zone 18 comprises a first cooling channel 91 and the central insulating zone 17 comprises a second cooling channel 92.

The openings 15a, 15b for the first cooling channel 91 are formed on an outer periphery of the electrical connector 10, while the openings 15a, 15b for the second cooling channel 92 are arranged at a longitudinal end of the electrical connector 10. More precisely , the openings 15a, 15b for the second cooling channel 92 are disposed on the face opposite to the end face 12a along the longitudinal axis L.

It should be noted that the first cooling channel 91 is defined by one or more walls forming a first contour 9d of the first cooling channel 91 and by one or more walls forming a second contour 9e of the first cooling channel 91, the first contour 9d and the second contour 9e being spaced from each other by a distance dl determining the amount of fluid that can flow in this first cooling channel 91. More particularly, the first contour 9d and the second contour 9e of the first channel of cooling 91 are connected to each other by a bottom wall 9f whose one of its dimensions is equal to the distance dl. In the same way, the second cooling channel 92 is defined by one or more walls forming a first contour 9g of the second cooling channel 92 and by one or more walls forming a second contour 9h of the second cooling channel 92, the first contour 9g and the second contour 9h being spaced from each other by a distance d2 determining the amount of fluid that can flow in the second cooling channel 92. More particularly, the first contour 9g and the second contour 9h of the second cooling channel 92 are connected to each other by a bottom wall 9i, one of whose dimensions is equal to the distance d2. In addition, according to this embodiment, the contours 9d, 9e of the first cooling channel 91 each have an area greater than an area of the first contour 9g or the second contour 9h of the second cooling channel 92.

According to an alternative embodiment, a first cooling channel surrounds a first assembly formed by the electrical conductor 13a and the electrical terminal l ia electrically connected to the positive terminal and second cooling channel surrounds a second assembly formed by the electrical conductor 13b and the electrical terminal 11b electrically connected to the negative terminal. In other words, each of its cooling channels extends both in a part of the central insulating zone 17 and in a part of the peripheral insulating zone 18 of the electrical connector 10.

According to a fifth exemplary embodiment illustrated in FIG. 2F, the electrical connector 10 comprises a cooling channel 90 forming a U in a longitudinal section of the electrical connector 10. More specifically, this cooling channel 90 forms a duct formed in the insulating zone. central 17. To facilitate the flow of fluid within the cooling channel 90, the pipe is U-shaped with an opening 15a for the fluid inlet, located at one end of the pipe and another opening 15b for the outlet of the fluid, located at a second end of the pipe.

According to a first aspect of the present invention, the fluid flowing in the heat treatment element 900 is a coolant 750. More specifically, according to the present invention, the cooling source corresponds to a circuit 1001, 1002, 1003 comprising a loop. 850, in which a heat transfer fluid 750 circulates and which, according to the exemplary embodiments, cooperates or not with a loop 860 of coolant 700. It should be noted that the heat transfer fluid 750 is for example cooling water . The cooling loop 850, intended to be borrowed by the heat transfer fluid 750, comprises the heat treatment element 900. It is then understood that the heat treatment element 900 forms an interface between the electrical connector 10 and the cooling loop 850 Several embodiments of the heat transfer fluid circuit 1001, 1002, 1003 will now be described in relation with FIGS. 3A, 3B and 4. However, among these circuits, circuits 1001, 1002 comprising a single heat transfer fluid 750, as will be described in connection with FIGS. 3A and 3B and a circuit 1003 in which the heat transfer fluid loop 750 operates with a loop 860 of coolant 700, as will be described with reference to FIG. 4.

FIGS. 3A and 3B show heat transfer fluid circuits 1001, 1002, each of which comprises, successively, a pump 250, heat treatment element 900 dedicated to cooling the electrical connector 10 and a radiator 350. According to one particular embodiment, these circuits 1001, 1002 may also be equipped with a heat exchanger dedicated to the cooling of the traction battery 3, as will be described later. It should be noted that the heat treatment element 900 is considered as a heat exchanger.

These circuits 1001, 1002 comprise a first channel 831 connecting the pump 250 to at least one of the heat exchangers 100, 900 and at least one of the heat exchangers 100, 900 is connected to the radiator 350 using a second channel 832. The radiator 350 is then connected to the pump 250 via a return channel 833. It should be noted that the pump 250 makes it possible to ensure the circulation of the coolant 750 along this cooling loop 850.

The radiator 350 is preferably placed on the front face of the motor vehicle 2 in order to be exposed to an outside air flow E. More particularly, this radiator 350 enables the coolant 750 circulating therein to be cooled in order to exchange calories with the outside air flow E passing through the radiator 350.

FIG. 3A illustrates the circuit 1001 in which the cooling loop 850 is exclusively dedicated to the cooling of the electrical connector 10. Thus, the heat transfer fluid 750 is cooled in the radiator 350 and is then sent into the heat treatment element 900, using the pump 250. In the heat treatment element 900, the heat transfer fluid 750 exchanges heat with the electrical part of the connector 10, in order to cool it down and to reduce the charging time. At the end of this exchange of calories, the coolant 750 is cooled again through the radiator 350. It should be noted that the pump 250 may be located at any point in the circuit 1001.

It should be noted that the electrical consumption due to the operation of such a heat transfer fluid circuit 1001 is negligible compared to the power gain that the cooling of the electrical connector 10 allows. According to a variant embodiment illustrated in FIG. circuit 1002 includes a heat exchanger dedicated to the cooling of the traction battery 3, this heat exchanger is said additional heat exchanger 100 in the following description due to the presence of the heat treatment element 900 already constituting a heat exchanger. This embodiment is particularly suitable for cooling traction batteries 3 which can generally reach 60 ° C.

Such an additional heat exchanger 100 is, on the one hand, arranged as close as possible to the traction battery 3, forming for example a support for it, and on the other hand configured to circulate the coolant 750, by being provided with circulation tubes for example.

FIG. 3B illustrates an exemplary embodiment, in which the heat exchangers 100, 900 are arranged in series on the cooling loop 850. More specifically, the additional heat exchanger 100 dedicated to the cooling of the traction battery 3 is arranged upstream of the heat treatment element 900 dedicated to the cooling of the electrical connector 10, according to the direction of flow of the coolant 750. These two heat exchangers 100, 900 are connected to one another by a connecting channel 834. This arrangement of the heat exchangers 100, 900 relative to one another makes it possible to optimize the efficiency of the additional heat exchanger 100 while ensuring that the coolant 750 passing therethrough is the coldest possible. Indeed, the average temperature of the electrical connector 10 being significantly higher than the average temperature of the traction battery 3, it is more advisable to place them in this order.

However, according to an alternative embodiment, the heat treatment element 900 dedicated to the cooling of the electrical connector 10 is disposed upstream of the additional heat exchanger 100, in the direction of the heat transfer fluid 750 in the circuit 1002.

According to another variant embodiment, the heat treatment element 900 dedicated to the cooling of the electrical connector 10 is arranged in parallel with the additional heat exchanger 100 dedicated to the cooling of the traction battery 3.

We will now describe a circuit 1003 in which the coolant 750 is cooled using a loop 860 of coolant 700. It is then understood that the circuits 1001, 1002 previously described offer the possibility of being installed on vehicles not including a refrigerant circuit 700.

The loop 860 of coolant 700 comprises a compressor 200, at least one condenser 300, 301, at least one expansion member 401, 402, 403, at least one internal evaporator 601 and a cooler 650. The coolant 700 circulates successively to through these elements forming a closed circuit that collaborates with a ventilation, heating, and / or air conditioning of a passenger compartment of the motor vehicle 2. In addition, in the following, the names upstream and downstream will be used with reference in the flow direction of the coolant 700 or heat transfer fluid 750, as the case may be, within the circuit 1003. An exemplary embodiment of this circuit 1003 is illustrated in FIG. 4.

It should be noted that a refrigerant fluid 700 is defined as a fluid allowing exchanges of calories during its phase changes (liquid, vapor, gas ...). In other words, a refrigerant fluid is a fluid that has physical features to operate in a compression / expansion cycle to transfer calories. More particularly, the refrigerant fluids are chosen for their transition temperatures from the liquid state to the gaseous state, the amount of energy required to cause this change of state and the temperature difference caused by this change of state. For example, such a coolant is known by the acronym R-134A, 1234YF or R744. Thus, as can be seen in the embodiment shown in FIG. 4, the compressor 200 is connected to an internal condenser 301 via a channel 803 in which the coolant 700 circulates at high pressure, and therefore at a high temperature. This internal condenser 301 is located in the ventilation, heating and / or air conditioning installation and is selectively traversed by a flow of air A or not, with the aid of a shutter device 31. note that for the description of the circuit 1003, 1004, the name "internal" means an element located inside the ventilation system, heating and / or air conditioning.

When the internal condenser 301 is traversed by the air flow A, the refrigerant 700 exchanges heat with this air flow A and is found in a different state at the output of the internal condenser 301. When the shutter device 31 prevents the flow of air A to pass through the internal condenser 301, the coolant 700 does not exchange calories and does not change state when it passes through the internal condenser 301.

At the outlet of this internal condenser 301 and depending on the state of the coolant 700, the refrigerant passes through a channel 802 on which a flow control valve 61, called the first valve 61, or a channel 807 on which is disposed a detent, called the first detent member 401.

At the outlet of these two channels 802, 807 the cooling fluid 700 is directed to a heat exchanger 36 that can be used as a condenser 300 or as an evaporator 600, depending on the state of the cooling fluid 700. This heat exchanger 36 is located on the front face of the motor vehicle 2, so as to be exposed to an outside air flow E. At the outlet of this heat exchanger 36, the refrigerant 700 takes a channel 801 to a bifurcation 808.

At the end of this bifurcation 808, the cooling fluid 700 is intended to take one or more branches arranged in parallel before reaching the compressor 200 again. Among these branches arranged in parallel, there is a first branch 806, called a branch return 806, on which only a flow control valve, called the second flow control valve 62, is disposed, and a second branch 804, called air conditioning, on which at least one internal evaporator 601 is provided. The internal evaporator 601 is located in the ventilation, heating and / or air conditioning system and is exposed to an air stream A. The air conditioning branch 804 forms a first node 811 with the channel 801 exiting the heat exchanger 36 and a second node 812 with a channel 810 leading to a battery 500. It should be noted that the return branch 806 originates at the bifurcation 808 and forms a node, called the third node 813, with the channel 810 leading to the accumulator 500.

Among these branches arranged in parallel, there is also a cooler branch 805 on which at least one cooler 650 is provided. It should be noted that the chill branch 805 forms a node, called the fourth node 841, with the channel 801 coming out of the heat exchanger 36 and another node, called the fifth node 851, with the channel 810 leading to the accumulator 500 .

At the output of these different parallel branches 805, 804, 806, the cooling fluid 700 is conveyed in the channel 810 leading to the accumulator 500. This accumulator 500 makes it possible to ensure that only the gaseous phase of the cooling fluid 700 is directed towards the compressor 200, via a channel 818 connecting the accumulator 500 to the compressor 200. It should be noted that the coolant 700 flowing in the channel 810 closing the circuit is at low pressure, as is the channel 818, located downstream of the channel 810 and upstream of the compressor 200. Thus, these channels 810, 818 may be designated by the terms "low pressure channels" of the circuit.

The coolant 700 at the outlet of the cooler 650 is admitted in essentially gaseous form into the compressor 200. At the outlet of the compressor 200, the refrigerant fluid 700, which has been compressed, is in the form of a gas of which the pressure and the temperature have increased.

Furthermore, this circuit 1003 comprises the cooling loop 850 on which the heat treatment element 900 is provided and in which the heat transfer fluid 750 circulates. It should be noted that this cooling loop 850 here comprises the pump 250 for circulating the heat transfer fluid 750, as described above, and the heat treatment element 900. The cooling loop 850 comprises a first channel 821 connecting the cooler 650 to the pump 250, then a second channel 822 connecting the pump 250 to the heat treatment element 900 and finally a third channel 823 connecting the heat treatment element 900 to the cooler 650. The heat transfer fluid 750 flows successively in these three channels 821, 822, 823.

According to an alternative embodiment, this cooling loop 850 comprises the radiator 350, as previously described. Thus, the heat transfer fluid 750 is doubly cooled.

In an alternative embodiment, the cooling can also be done according to the temperature of the heat transfer fluid 750 and according to the ambient temperature. We will now describe the operation of this circuit 1003:

According to a first so-called air-conditioning operating mode, the refrigerant fluid 700, at the outlet of the compressor 200, is admitted into the heat exchanger 36 that can be as well condenser 300 as evaporator 600 according to the state in which the refrigerant fluid 700 circulates within this heat exchanger 36. The refrigerant 700 being in this example in gaseous form, this heat exchanger 36 behaves as a condenser 300, in which it undergoes a first phase change and is converted into liquid. During this phase change, the pressure of the cooling fluid 700 remains constant and its temperature decreases, the refrigerant 700 yielding part of its heat to an outside air flow E through the condenser 300. It should be noted that the circuit 1003 comprises an internal condenser 301, which in this mode of operation in air conditioning, is not used. Indeed, it can be seen that the closure device 31, such as a shutter, is in the closed position so as to prohibit any exchange with a flow of air A through the ventilation, heating, and / or air conditioning. Therefore, the coolant 700 passes through this internal condenser 301 without undergoing transformation. In addition, the first expansion member 401 located on the channel 807, at the output of this internal condenser 301 is not used in this mode of operation in air conditioning and the refrigerant 700 takes the channel 802 to reach the heat exchanger 36 operating as a condenser 300. Part of the coolant 700 is conveyed to the air conditioning branch 804 supporting the internal evaporator 601 and another part to the cooler branch 805. The coolant 700, essentially in liquid form at the outlet of the condenser 300, is then conveyed to an expansion member 402, called the second expansion member 402, located on the cooler branch 805 and an expansion member 403, called the third expansion member 403, located on the air conditioning branch 804 supporting the internal evaporator 601. expansion undergone in the expansion member 402, 403 allows to reduce suddenly the pressure of the refrigerant 700 which results in a liquid refrigerant fluid 700 at low temperature.

Alternatively, one can provide a single detent member located on a portion of the channel 801 between the first node 811 and the bifurcation 808 distributing the coolant 700 to the different parallel branches 805, 804, 806 of the circuit 1003.

It is notable that according to the mode of operation in cooling the return branch 806, is not used. For this purpose, the second flow control valve 62 located on this return branch 806 is in the closed position so as to prevent any liquid refrigerant passage 700, in the direction of the compressor 200.

The portion of the coolant 700 supplied to the internal evaporator 601 exchanges heat with a flow of air A passing through the internal evaporator 601. This air flow A circulates in the ventilation, heating and / or ventilation system. air conditioning, is cooled and is sent to the passenger compartment of the vehicle. The portion of the coolant 700 conveyed to the cooler 650 exchanges heat with the coolant 750 circulating in the cooling loop 850 dedicated to the cooling of the electrical connector 10. At the end of this heat exchange, the coolant 750, to low temperature, is driven to the thermal treatment element 900 described above, using the pump 250. Depending on the shape that takes the heat treatment element 900, the coolant 750 can cool a part or the entire electrical connector 10.

It is understood from this first example of implementation, that the passenger compartment of the motor vehicle 2 is air-conditioned during the cooling of the electrical connector 10. Thus, during the charging the traction battery 3 by a fixed electrical source 5, such an implementation example also allows pre-conditioning of the passenger compartment of the motor vehicle 2, that is to say before the user can uses it. It should be noted that the electrical consumption due to the operation of such a circuit 1003 is negligible compared to the power gain that the cooling of the electrical connector 10 allows.

According to another example of implementation, a flow control valve, called the third flow control valve 63, is disposed on the air conditioning branch 804, upstream of the internal evaporator 601 in the direction of circulation of the refrigerant fluid. 700 in the air conditioning branch 804. When this third flow control valve 63 is in the closed position, it allows to route all the refrigerant 700 to the cooler branch 805. Thus, the entire refrigerant 700 is used to exchange calories with heat transfer fluid 750.

Thus, this second example of implementation makes it possible not to air-condition the passenger compartment of the motor vehicle 2 during the cooling of the electrical connector 10, which makes it possible to dedicate the cooling capacity of the circuit 1003 to the cooling of the electrical connector 10.

Furthermore, it should be noted that the cooler branch 805 is equipped with a flow control valve, called the fourth flow control valve 64 for disabling the cooling of the electrical connector 10. In fact, during the rolling of the vehicle 2, or during a startup phase, it is not necessary to cool the electrical connector 10. During the heat exchange, either in the internal evaporator 601 or in the cooler 650, the refrigerant 700 undergoes a new phase change by turning into gas. It is then rerouted to the compressor 200 to undergo a new cycle.

In order to ensure that the compressor 200 compresses refrigerant 700 in exclusively gaseous form, the circuit 1003 is advantageously equipped with the accumulator 500 located directly upstream of the compressor 200. In other words, a battery 500 can be provided. on the circuit 1005 between the internal evaporator 601 and the compressor 200 or between the 650 and the compressor 200, so that the compressor 200 only compresses refrigerant 700 in exclusively gaseous form.

According to a second so-called heat pump operating mode, the refrigerant fluid 700 in the gaseous form at high pressure and high temperature, at the outlet of the compressor 200, is admitted into the internal condenser 301, which according to this mode of operation is active.

For this, the closure device 31 is in the open position, as shown by dots, so that the internal condenser 301 is exposed to a flow of air A through the ventilation system, heating and / or air conditioning to be sent towards the passenger compartment of the vehicle 2. During its passage along the internal condenser 301, the coolant 700 gives its calories to the flow of air A through the internal condenser 301, so as to provide a hot air flow towards the passenger compartment.

During its passage through the internal condenser 301, the coolant 700 undergoes a first phase change and transforms into a liquid. During this phase change, the pressure of the refrigerating fluid 700 remains constant and its temperature decreases (or remains constant), the refrigerant 700 yielding part of its heat to the flow of air A through the internal condenser 301.

The cooling fluid 700, essentially in liquid form at the outlet of the internal condenser 301, is then conveyed into the first expansion member 401, with the passage to the channel 802 closed by the first flow control valve 61. The refrigerant 700 then undergoes a relaxation to lower its pressure which results in obtaining a coolant 700 in the liquid state and at low temperature.

The coolant 700 is then conveyed to the heat exchanger 36. The coolant 700 being here in liquid form, this heat exchanger 36 behaves like an evaporator 600, in which the coolant 700 exchanges its heat with a surrounding medium. heat exchanger 36 and in particular with the outside air flow E. It should be noted that the heat pump mode of the circuit 1003 is generally used when the external medium is cold, so that the cooling fluid 700, although becoming gaseous, remains at low temperature at the outlet of the heat exchanger 36. Part of the coolant 700, at the outlet of the heat exchanger 36, is conveyed to the cooler branch 805 which supplies the cooler 650. The other part of the coolant 700 is conveyed directly to the compressor 200 via the branch return 806, including the second flow control valve 62 in the open position. The part of the coolant 700 passing through the cooler branch 805, in gaseous form and at low temperature, then exchanges heat with the heat transfer fluid 750 circulating in the cooler 650. At the end of this heat exchange, the heat transfer fluid 750 is at low temperature and is then driven to the heat treatment element 900 dedicated to the cooling of the electrical connector 10 with the aid of the pump 250 of the cooling loop 850. Depending on the shape that the element of heat treatment 900, the heat transfer fluid 750 allows to cool part or all of the electrical connector 10.

At the end of the heat exchange in the cooler 650, the coolant 700 is then rerouted to the compressor 200 for a new cycle.

According to a second example of implementation of the heat pump mode, and to more effectively cool the electrical connector 10, the second flow control valve 62 located on the return branch 806 is in the closed position. Thus, the totality of the cooling fluid 700, at the outlet of the heat exchanger 36, is conveyed to the cooler branch 805 to ensure a better heat exchange with the coolant 750 and therefore with the electrical connector 10. According to this method of operating in heat pump, access to the internal evaporator 601 located on the air conditioning branch 804 is disabled by positioning the third flow control valve 63 located on this branch 804 in the closed position. However, according to a dehumidification mode, the third flow control valve 63 is placed in the open position so as to capture the humidity of the flow of air A circulating in the ventilation, heating and / or air conditioning system prior to its heating. by the internal condenser 301. In fact, it should be noted that according to the direction of the flow of air A flowing in the ventilation, heating and / or air conditioning system, the internal condenser 301 is disposed downstream of the internal evaporator 601. In order for the circuit 1003 to be as well suited to the cooling mode as it is to the heat pump mode, it will be understood that the ventilation, heating and / or air conditioning system with which the circuit 1003 cooperates, and the circuit 1003 itself, 2-way valves, three-way valves and one or more shut-off devices 31. Advantageously, the circuit 1003 is also arranged to cool the traction battery.

3 of the motor vehicle 2. For this a heat exchanger, said additional heat exchanger 100, is provided on the cooling loop 850, as described above.

Whatever the type of cooling loop 850 selected, and whatever the position of the heat treatment element 900 dedicated to the electrical connector 10 on this cooling loop 850, the invention makes it possible to perform a heat exchange allowing improve the transfer of electrical power to the battery of a motor vehicle 2. By the use of a heat transfer fluid circuit 750 operating with or without a refrigerant circuit 700, this invention allows easy integration with a vehicle automobile 2, in which the congestion constraints are strong. In addition, by integrating the cooling of the battery itself, with the aid of an additional heat exchanger 100, these circuits contribute to improving the battery life.

According to a second aspect of the present invention, the fluid flowing in the heat treatment element 900 is a refrigerant 700. More particularly, this coolant 700 is circulated along the cooling channel 90 with the aid of a refrigerant circuit 1004 700 that collaborates with a ventilation, heating, and / or air conditioning of a passenger compartment of the motor vehicle 2. An embodiment of this circuit 1004 is illustrated in FIG.

In the same way as the circuit 1003, the circuit 1004 comprises an air-conditioning loop with the difference that the cooler 650 is replaced by the heat-treatment element 900. Thus, it is understood that this circuit 1004 does not use heat transfer fluid 750. In other words, this circuit 1004 cools the electrical connector 10, exclusively with the aid of the cooling fluid 700. More particularly, the circuit 1004 comprises a compressor 200, at least one condenser 300, 301, at least one expansion member 401, 403, 404, at least one internal evaporator 601 and the thermal treatment element 900 dedicated to the cooling of the connector. 10. The refrigerant 700 flows successively through these elements forming a closed circuit collaborating with a ventilation system, heating and / or air conditioning. Furthermore, in the following, the names upstream and downstream will be used with reference to the direction of flow of the refrigerant fluid in the circuit 1004.

Thus, as can be seen in the embodiment shown in FIG. 5, the compressor 200 is connected to the internal condenser 301 via the channel 803 in which the coolant 700 circulates at high pressure, and therefore at a high temperature. At the outlet of this internal condenser 301 and depending on the state of the cooling fluid 700, the refrigerant 700 passes through the channel 802 on which the first valve 61 is located, or passes through the channel 807 on which the first expansion device is arranged. 401.

At the outlet of these two channels 802, 807 the cooling fluid 700 is directed to the heat exchanger 36 used as a condenser 300 or evaporator 600, depending on the state of the coolant 700 flowing therein. At the outlet of this heat exchanger 36, the refrigerant 700 takes the channel 801 to the bifurcation 808.

At the end of this bifurcation 808, the refrigerant 700 is intended to take one or more branches arranged in parallel before reaching the compressor 200 again. Among these branches arranged in parallel, there is the return branch 806, on which the second flow control valve 62 is disposed, and the air conditioning branch 804 on which the internal evaporator 601 is provided.

The air conditioning branch 804 forms the first node 811 with the channel 801 coming out of the heat exchanger 36 and the second node 812 with the channel 810 leading to the accumulator 500. It should be noted that the return branch 806 originates at the bifurcation 808 and forms the third node 813, with the channel 810 leading to the accumulator 500.

Among these branches 804, 806 arranged in parallel, there is also a cooling branch 800 on which the thermal treatment element 900 dedicated to cooling of the electrical connector 10 is provided. It should be noted that the cooling branch 800 forms a node 814 with the channel 801 leaving the heat exchanger 36 and another node 815 with the channel 810 leading to the accumulator 500.

It is then understood that the heat treatment element 900 dedicated to the cooling of the electrical connector 10 forms an interface between the electrical connector 10 and the refrigerant circuit 1004 700. Preferably, the heat treatment element 900 is in the form of of the cooling channel 90, as described above, wherein the coolant 700 is intended to circulate at low temperature.

According to an alternative embodiment of the circuit 1004, the additional heat exchanger 100 dedicated to the cooling of the traction battery 3 is provided on the cooling branch 800. In other words, the cooling branch 800 comprises two heat exchangers, namely the heat treatment element 900 and the additional heat exchanger 100.

According to another embodiment of the circuit 1004, among the branches arranged in parallel, there is a heat treatment branch, dedicated to the cooling of the traction battery 3, on which the additional heat exchanger 100 dedicated to the cooling of the battery traction 3 is provided. In other words, the additional heat exchanger 100 is arranged in parallel with the heat treatment element 900.

Moreover, it is noteworthy that the cooling branch 800 is also equipped with a flow control valve, called the fifth flow control valve 65, for deactivating the cooling of the electrical connector 10. In fact, during the rolling of the motor vehicle 2, or during a startup phase, it is not necessary to cool the electrical connector 10.

It should be noted that the fifth flow control valve 65 is located upstream of the expansion member 404, called the fourth expansion member 404, located on the cooling branch 800, in the direction of circulation of the refrigerant fluid 700 in the cooling branch 800. That the fifth flow control valve 65 is located upstream or downstream of the fourth expansion member 404, it should be noted that it avoids the expansion of the coolant 700 when in a position preventing the circulation of the refrigerant 700 in the cooling branch 800.

During the heat exchange, whether in the heat exchanger 36, the internal evaporator 601 or in the heat treatment element 900 dedicated to the cooling of the electrical connector 10, the coolant 700 undergoes a new phase change in itself. transforming into gas. It is then rerouted to the compressor 200 to undergo a new cycle, including the accumulator 500.

Whatever the embodiment chosen, and whatever the connection of the cooling branch 800 dedicated to the cooling of the electrical connector 10, the invention makes it possible to perform a heat exchange to improve the charge of the battery. 2. By the use of a refrigerant circuit 700 available on the vehicle for supplying such a cooling branch 800, the invention allows easy integration into a motor vehicle in which the space constraints are strong. Moreover, by integrating the cooling of the traction battery 3 itself, this circuit 1004 contributes to improving the autonomy of this battery.

Whatever the embodiment, an intermediate element between the electrical connector 10 and a cooling source 1001, 1002, 1003, 1004 from the vehicle 2, such as a heat pipe or heat pipe, a dielectric fluid or a steam room. The invention can not however be limited to the means and configurations described and illustrated, and it also applies to any means, or all configurations, equivalent (e) s and all combinations of such means and / or configurations. Indeed, if the invention has been described here and illustrated according to different embodiments implementing each separately a particular arrangement, it is obvious that these presented arrangements can be combined without affecting the invention.

Claims

A vehicle electrical connector (10) (2) participating in a charge of a battery (3) of the vehicle (2), comprising an electrical part comprising:

at least one electrical conductor (13, 13a, 13b) intended to provide an electrical connection with the battery (3),

at least one electrical terminal (11, 11a, 11b) in contact with the at least one electrical conductor (13, 13a, 13b),

characterized in that the electrical connector (10) comprises a heat treatment element (900) arranged to heat-treat at least part of the electrical part of the electrical connector (10), the heat treatment element (900) being intended to cooperate with a cooling source (1001, 1002, 1003, 1004) from the vehicle (2).

2. Electrical connector according to claim 1, characterized in that the cooling source from the motor vehicle is a refrigerant circuit (1004) and / or a coolant circuit (1003, 1001, 1002) supported by the motor vehicle .

3. Electrical connector according to claim 1 or 2, characterized in that the electrical connector (10) is intended to receive a load plug adapted to be connected to an electrical terminal to ensure the charging of the vehicle battery.

4. Electrical connector according to any one of the preceding claims, characterized in that the heat treatment element (900) is for cooling the at least one electrical terminal (11, 11a, 11b).

5. Electrical connector according to any one of the preceding claims, characterized in that the heat treatment element (900) is for cooling the at least one electrical conductor (13, 13a, 13b).

6. Electrical connector according to any one of the preceding claims, characterized in that the heat treatment element (900) comprises at least one cooling channel (90).

7. Electrical connector according to the preceding claim taken in combination with claim 2, characterized in that the cooling channel (90) is arranged to allow a circulation of the coolant (700) or heat transfer fluid (750) in its breast.

8. Circuit (1001, 1002) for a heat transfer fluid (750) for a vehicle (2) comprising a cooling loop (850) comprising:

a pump (250) intended to circulate the coolant (750) in the circuit (1001, 1002),

a radiator (350) for being exposed to an air flow (A, E),

characterized in that it comprises a heat treatment element (900) located in an electrical connector (10) as defined in any one of the preceding claims.

9. Coolant circuit (1004) (700) of a vehicle (2) comprising:

a compressor (200) for raising the pressure of the coolant (700),

a condenser (300, 301),

an expansion member (401, 403, 404) for lowering the pressure of the cooling fluid (700),

an evaporator (600),

characterized in that it comprises the heat treatment element (900) located in the electrical connector (10) as defined in any one of claims 1 to 8.

10. Circuit (1003) for cooling an electrical connector (10) for charging a vehicle battery (3) (2), comprising a first loop, called a cooling loop (850), in which a fluid coolant (750) is intended to circulate and a second loop (860) in which a refrigerant fluid (700) is intended to circulate, the second loop (860) comprising:

a compressor (200) for raising a pressure of the cooling fluid (700),

a condenser (300, 301),

an expansion member (401, 402, 403) for lowering the pressure of the cooling fluid (700), the circuit (1003) comprising a cooler (650) for effecting heat transfer between the coolant (750) of the first loop (850) and the coolant (700) of the second loop (860),

characterized in that the cooling loop (850) comprises the heat treatment element (900) located in the electrical connector (10) as defined in any one of claims 1 to 8.