DESC:FIELD OF THE INVENTION
[0001] The patent application relates to the technical field of electrical connectors, specifically addressing innovations in charging connectors for electric vehicles. The invention focuses on a novel charging connector designed to enhance the efficiency, versatility, and user experience in the charging of electric vehicles.
BACKGROUND OF THE INVENTION
[0002] Electric vehicles (EVs) have gained prominence as a sustainable mode of transportation, and the charging infrastructure supporting them plays a crucial role in their widespread adoption. Charging connectors are pivotal components of this infrastructure, enabling the transfer of electric power from the grid to the vehicle's battery. Despite significant progress, several limitations and challenges persist in current charging connector technology.
[0003] Traditional charging connectors face limitations in terms of charging speed. The time required to charge an EV can be a significant deterrent for potential users, especially during long-distance travel. Different EV manufacturers often employ proprietary charging connectors, leading to compatibility issues and limiting the flexibility for users to charge their vehicles at various charging stations. Frequent plugging and unplugging can lead to wear and tear on the connector pins, reducing the reliability of the charging connection over time.
[0004] While existing fast charging technologies offer some improvement, they face limitations such as power where traditional connector designs lead to heat generation and energy loss, limiting charging speeds and efficiency. In addition, high currents and voltages employed in fast charging necessitate robust connections to prevent arcing and overheating. Further, a lack of standardization across connector types creates inconvenience and infrastructure challenges.
[0005] In an example, a patent application US2019344670A1 provides battery thermal management during charging in which an electric vehicle includes a traction battery, a cold plate, and a thermoelectric device including a pair of thermally conductive plates disposed between the battery and cold plate and separated by doped junctions. The thermoelectric device is configured to, responsive to flow of current through the junctions, drive a temperature difference between the conductive plates to transfer heat between the battery and cold plate.
[0006] In another example, another patent application US2020161696A1 provides a battery control system in which various embodiments herein relate to the design of battery stacks, batteries and battery packs that are able to accommodate volumetric expansion in the battery materials. These designs may be especially useful in connection with batteries having negative electrodes made of lithium metal and/or positive electrodes made of an electrochemically active conversion material. These batteries may expand on the order of 10-40% during cycling. The battery designs disclosed herein include compressible regions that span a wide variety of different designs and implementations.
[0007] However, none of the above-mentioned prior arts provide a solution for the current charging connectors facing issues with overheating contactors when supplying high current, necessitating the use of thermal blocks for cooling. Overheating leads to sticky/burned contact points, causing mechanical failures. Additionally, when the current exceeds the specified limit, burning occurs, creating defects in the charging contactor. The existing cooling solutions are costly and challenging to assemble and service.
[0008] Therefore, there is a need for a new and improved charging connector for fast charging electric vehicle batteries.
OBJECTIVES OF THE DISCLOSURE
[0001] A primary objective of the present invention is to overcome the disadvantages of the prior-arts.
[0002] Another objective of the present invention is to develop a novel charging connector with a plurality of contactors with different functions, aiming to improve charging efficiency for electric vehicle batteries.
[0003] Yet another objective of the present invention is to allow an efficient and safe transfer of high currents in a charging connector, thereby reducing overheating issues commonly associated with high-current charging.
[0004] Yet another objective of the present invention is to ensure even power distribution and prevent overheating in the charging connector, especially during high-current charging sessions by utilizing a plurality of power contactors.
[0005] Yet another objective of the present invention is to ensure universal compatibility and effective data transfer during the charging process by incorporating a plurality of signal contactors for communication between the charging station and the electric battery;
[0006] Yet another objective of the present invention is to integrate a plurality of contactors in the charging connector, maintaining an optimum working temperature for the electric battery during the charging process;
[0007] Yet another objective of the present invention is to reduce the charging time of the electric battery to ultimately save the time of the user.
SUMMARY OF THE INVENTION
[0008] The following is a summary description of illustrative embodiments of the invention. It is provided as a preface to assist those skilled in the art to more rapidly assimilate the detailed design discussion which ensues and is not intended in any way to limit the scope of the claims which are appended hereto in order to particularly point out the invention.
[0009] An embodiment of the present invention relates to a charging connector for charging an electric vehicle (EV) battery. The charging connector includes a first plurality of pins, configured to facilitate a connection between the charging connector and a charging port of an electric vehicle. In addition, the charging connector includes a first plurality of contactors configured to establish communication between the charging connector and the electric vehicle battery via a CAN (controlled area network). Further, the charging connector includes a second plurality of contactors configured to manage a flow of current from the charging connector to the electric vehicle battery during a charging operation. The second plurality of contactors include at least four power contactors configured to be split into at least two pairs of power contacts that supply direct current (DC) to the electric vehicle battery. Furthermore, the charging connector includes a bus bar along with a cable assembly configured to complete a plurality of electrical connections within the charging connector.
[0010] In accordance with an embodiment of the present invention, the charging connector further includes at least one ground contactor configured to provide protection to the charging connector against any of short circuits or faults where the at least one ground contactor includes a plurality of safety lines covered by ground insulation for enhanced safety during charging of the electric vehicle battery.
[0011] In accordance with an embodiment of the present invention, the charging connector further includes a casing and a housing, where the casing embedded on a front side of the charging connector is configured to secure the charging connector and the housing is configured to secure the casing, the first plurality of pins, the first plurality of contactors, the second plurality of contactors, the second plurality of contactors, the at least one ground contactor and wire assembly within the charging connector.
[0012] In accordance with an embodiment of the present invention, the charging connector further includes a third plurality of contactors configured to maintain an optimal temperature of the electric vehicle battery during the charging operation.
[0013] In accordance with an embodiment of the present invention, the third plurality of contactors is a plurality of fluid contactors which includes at least two fluid contacts to allow the fluid to flow in and out of the electric vehicle battery, where the fluid flow from a charging station to the electric vehicle battery maintains the optimal temperature during the charging operation.
[0014] In accordance with an embodiment of the present invention, the first plurality of pins is any of a plurality of connector pins, a plurality of plug terminals, plurality of plug pins and a plurality of socket pins.
[0015] In accordance with an embodiment of the present invention, the first plurality of contactors is a plurality of signal contactors which includes at least four signal contacts for establishing communication between the charging connector and the electric vehicle battery where the at least four signal contacts include a CAN HIGH, a CAN LOW, a proximity pilot (PP) and a control pilot (CP).
[0016] In accordance with an embodiment of the present invention, the charging connector supports at least 800 amperes of direct current (DC) without overheating, reducing the necessity for additional cooling mechanisms during charging.
[0017] In accordance with an embodiment of the present invention, the charging connector is capable of accommodating voltage ratings of at least 1500 volts direct current from a charging station to charge the electric vehicle battery.
[0018] In accordance with an embodiment of the present invention, the charging connector enables a charge rate of up to 1.2 Megawatts for achieving a 15-minute charging duration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] To describe the technical solutions in the embodiments of the present disclosure or in the prior art more clearly, the following briefly describes the accompanying drawings required for describing the embodiments or the prior art. Apparently, the accompanying drawings in the following description merely show some embodiments of the present disclosure, and a person of ordinary skill in the art can derive other implementations from these accompanying drawings without creative efforts. All of the embodiments or the implementations shall fall within the protection scope of the present disclosure. Having thus described the disclosure in general terms, reference will now be made to the accompanying figures.
[0020] Fig. 1 illustrates a diagrammatic representation 100 of a charging connector 102 in communication with a charging station 104 configured to charge an electric vehicle 106, in accordance with an embodiment of the present invention.
[0021] Fig. 2 illustrates an exploded view 200 of the charging connector 102, in accordance with an embodiment of the present invention.
[0022] Fig. 3 illustrates a front view 300 of the casing 202 showing various components inside the charging connector 102, in accordance with an embodiment of the present invention.
[0023] It should be noted that the accompanying figure is intended to present illustrations of a few examples of the present disclosure. The figure is not intended to limit the scope of the present disclosure. It should also be noted that the accompanying figure is not necessarily drawn to scale.
DETAILED DESCRIPTION OF THE INVENTION
[0024] In the following detailed description of the invention, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be obvious to a person skilled in the art that the invention may be practiced with or without these specific details. In other instances, well known methods, procedures and components have not been described in detail so as not to unnecessarily obscure aspects of the invention.
[0025] The accompanying drawing is used to help easily understand various technical features and it should be understood that the alternatives presented herein are not limited by the accompanying drawing. As such, the present disclosure should be construed to extend to any alterations, equivalents and substitutes in addition to those which are particularly set out in the accompanying drawing. Although the terms first, second, etc. may be used herein to describe various elements or values, these elements or values should not be limited by these terms. These terms are generally only used to distinguish one element or values from another.
[0026] It will be apparent to those skilled in the art that other alternatives of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention. While the foregoing written description of the invention enables one of ordinary skill to make and use what is considered presently to be the best mode thereof, those of ordinary skill will understand and appreciate the existence of variations, combinations, and equivalents of the specific aspect, method, and examples herein. The invention should therefore not be limited by the above described alternative, method, and examples, but by all aspects and methods within the scope of the invention. It is intended that the specification and examples be considered as exemplary, with the true scope of the invention being indicated by the claims.
[0027] Conditional language used herein, such as, among others, "can," "may," "might," "may," “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain alternatives include, while other alternatives do not include, certain features, elements and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more alternatives or that one or more alternatives necessarily include logic for deciding, with or without other input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular alternative. The terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list.
[0028] Fig. 1 illustrates a diagrammatic representation 100 of a charging connector 102 in communication with a charging station 104 configured to charge an electric vehicle 106, in accordance with an embodiment of the present invention. The charging connector 102 provides electric energy to a battery 110 of the electric vehicle 106 through a charge connector 108 of the electric vehicle 106. In general, a charging station is a facility equipped with the necessary infrastructure to provide electric power to recharge electric vehicles. In an example, the charging station 104 may be a Level 1 station referred to as standard household outlets. In another example, the charging station 104 may be a Level 2 station referred to as AC charging stations with higher power. In yet another example, the charging station 104 may be a Level 3 station referred to as DC power chargers with high power output.
[0029] In yet another example, the charging connector 102 may be a physical interface that connects the charging station 104 to the electric vehicle 106. In an embodiment of the present invention, the electric vehicle 106 may include the battery 110 that stores the electric energy to power a motor configured with the electric vehicle 106.
[0030] In accordance with an embodiment of the present invention, the battery 110 are anyone of a Lithium-ion (Li-ion) battery, a nickel-cadmium battery, a nickel-metal hydride battery, and a solid-state battery.
[0031] In accordance with an embodiment of the present invention, the electric vehicle 106 is any of a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a Plug-in Hybrid electric vehicle (PHEV) Fuel Cell electric vehicle (FCEV), a two-wheeler electric bike, a three-wheeler electric vehicle.
[0032] In accordance with an advantageous embodiment of the present invention, the charging connector 102 supports at least 800 amperes of direct current (DC) without overheating, reducing the necessity for additional cooling mechanisms during charging. In addition, the charging connector 102 is capable of accommodating voltage ratings of at least 1500 volts of direct current from the charging station 104 to charge the electric vehicle battery. Further, the charging connector 102 enables a charge rate of up to 1.2 Megawatts for achieving a 15-minute charging duration.
[0033] Fig. 2 illustrates an exploded view 200 of the charging connector 102, in accordance with an embodiment of the present invention. The charging connector 102 includes a casing 202, a first plurality of pins 204, a first plurality of contactors 206, a second plurality of contactors 208, at least one ground contactor 210, a bus bar 212 and a housing 220.
[0034] In an embodiment of the present invention, the plurality of pins 204 is configured to facilitate a connection between the charging connector and a charging port of an electric vehicle. In an embodiment of the present invention, the first plurality of pins 204 is any of a plurality of connector pins, a plurality of plug terminals, plurality of plug pins and a plurality of socket pins.
[0035] In accordance with an embodiment of the present invention, the first plurality of contactors 206 is configured to establish communication between the charging connector and the electric vehicle battery via a CAN (controlled area network). In general, a controller area network (CAN) is a robust and widely used communication protocol designed primarily for embedded systems in vehicles which enables microcontrollers and devices to communicate with each other without a host computer.
[0036] In an embodiment of the present invention, the first plurality of contactors 206 is a plurality of signal contactors which includes at least four signal contacts for establishing communication between the charging connector and the electric vehicle battery wherein the at least four signal contacts include a CAN HIGH, a CAN LOW, a proximity pilot (PP) and a control pilot (CP).
[0037] In accordance with an embodiment of the present invention, the second plurality of contactors 208 is configured to manage a flow of current from the charging connector to the electric vehicle battery during a charging operation. In an embodiment of the present invention, the second plurality of contactors 206 includes at least four power contactors configured to be split into at least two pairs of power contacts that supply direct current (DC) to the electric vehicle battery.
[0038] In accordance with an embodiment of the present invention, the bus bar 212 along with a cable assembly is configured to complete a plurality of connections within the charging connector 102.
[0039] In accordance with an embodiment of the present invention, the at least one ground contactor 210 is configured to provide protection to the charging connector 102 against any of short circuits or faults. In addition, the at least one ground contactor 210 includes a plurality of safety lines covered by ground insulation for enhanced safety during charging of the electric vehicle battery.
[0040] In accordance with an embodiment of the present invention, the casing 202 is embedded on a front side of the charging connector 102. In addition, the casing 202 is configured to secure the charging connector 102. Further, the housing 220 is configured to secure the casing 202, the first plurality of pins 204, the first plurality of contactors 206, the second plurality of contactors 208, the third plurality of contactors (305 shown in Fig. 3), the at least one ground contactor 210 and wire assembly within the charging connector 102.
[0041] In accordance with an embodiment of the present invention, the charging connector 102 includes a third plurality of contactors (305 shown in Fig. 3), configured to maintain an optimal temperature of the electric vehicle battery during the charging operation. In an embodiment of the present invention, the third plurality of contactors (305 shown in Fig. 3), is a plurality of fluid contactors which includes at least two fluid contacts to allow fluid to flow in and out of the electric vehicle battery where the fluid flow from the charging station 104 to the electric vehicle battery maintains the optimal temperature during the charging operation.
[0042] In accordance with an embodiment of the present invention, the charging connector 102 supports at least 800 amperes of direct current (DC) without overheating, reducing the necessity for additional cooling mechanisms during charging. In addition, the charging connector 102 is capable of accommodating voltage ratings of at least 1500 volts direct current from the charging station 104 to charge the electric vehicle 106. Further, the charging connector 102 enables a charge rate of up to 1.2 Megawatts for achieving a 15-minute charging duration.
[0043] Fig. 3 is a front view 300 of the casing 202 describing various components inside the charging connector 102, in accordance with an embodiment of the present invention. The front view 300 describes the first plurality of contactors 206, the second plurality of contactors 208, the third plurality of contactors 305, the at least one ground contactor 210 inside the charging connector 102.
[0044] In accordance with an embodiment of the present invention, the first plurality of contactors 206 is configured to establish communication between the charging connector and the electric vehicle battery via a CAN (controlled area network). The first plurality of contactors 206 is a plurality of signal contactors which includes at least four signal contacts for establishing communication between the charging connector and the electric vehicle battery wherein the at least four signal contacts include a CAN HIGH, a CAN LOW, a proximity pilot (PP) and a control pilot (CP).
[0045] In accordance with an embodiment of the present invention, the second plurality of contactors 208 is configured to manage a flow of current from the charging connector to the electric vehicle battery during a charging operation. In an embodiment of the present invention, the second plurality of contactors 208 includes at least four power contactors configured to be split into at least two pairs of power contacts that supply direct current (DC) to the electric vehicle battery.
[0046] In accordance with an embodiment of the present invention, the at least one ground contactor 210 is configured to provide protection to the charging connector 102 against any of short circuits or faults. In addition, the at least one ground contactor 210 includes a plurality of safety lines covered by ground insulation for enhanced safety during charging of the electric vehicle battery.
[0047] In accordance with an embodiment of the present invention, the charging connector 102 includes the third plurality of contactors 305 configured to maintain an optimal temperature of the electric vehicle battery during the charging operation. In an embodiment of the present invention, the third plurality of contactors 305 is a plurality of fluid contactors which includes at least two fluid contacts to allow fluid to flow in and out of the electric vehicle battery where the fluid flow from the charging station 104 to the electric vehicle battery maintains the optimal temperature during the charging operation.
[0048] Advantageously, the present invention intends to reduce the charging time of the battery, eventually saving a considerable amount of time of the user. The present invention also removes the requirement of cooling the plurality of power contactors placed inside the charging connectors while supplying high current by splitting the DC into the at least two pairs of DC power contacts i.e., DC+ and DC-.
[0049] It is to be appreciated that only the essential components of the system have been described above. The locking arrangement may further include various other parts like housing and support mechanisms various parts as described above. As also disclosed, the locking arrangement may be placed within a single housing or may be provided as an open arrangement in a waterproof arrangement.
[0050] Moreover, although the present invention and its advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the invention as defined by the appended claims. Moreover, the scope of the present application is not intended to be limited to the particular embodiments of the process, machine, manufacture, composition of matter, means, methods and steps described in the specification. As one will readily appreciate from the disclosure, processes, machines, manufacture, compositions of matter, means, methods, or steps, presently existing or later to be developed that perform substantially the same function or achieve substantially the same result as the corresponding embodiments described herein may be utilized. Accordingly, the appended claims are intended to include within their scope such processes, machines, manufacture, compositions of matter, means, methods, or steps.

,CLAIMS:We Claim:
1. A charging connector 102 for charging an electric vehicle (EV) battery 110, comprising:
a first plurality of pins 204, configured to facilitate a connection between the charging connector 102 and a charging port of an electric vehicle 106;
a first plurality of contactors 206 configured to establish communication between the charging connector 102 and the electric vehicle battery via a CAN (controlled area network);
a second plurality of contactors 208 configured to manage a flow of current from the charging connector 102 to the electric vehicle battery 110 during a charging operation; wherein the second plurality of contactors 208 includes:
at least four power contactors configured to be split into at least two pairs of power contacts that supply direct current (DC) to the electric vehicle battery; and
a bus bar 212 along with a cable assembly, configured to complete a plurality of electrical connections within the charging connector 102;
2. The charging connector 102 as claimed in claim 1, further comprising at least one ground contactor 210 configured to provide protection to the charging connector against any of short circuits or faults, wherein the at least one ground contactor 210 includes a plurality of safety lines covered by ground insulation for enhanced safety during charging of the electric vehicle battery.
3. The charging connector 102 as claimed in claim 1 and claim 2, further comprising a casing 202 and a housing 220, wherein the casing 202 embedded on a front side of the charging connector 102 is configured to secure the charging connector 102 and the housing 220 is configured to secure the casing 202, the first plurality of pins 204, the first plurality of contactors 206, the second plurality of contactors 208, the third plurality of contactors 305, the at least one ground contactor 210 and wire assembly within the charging connector 102.
4. The charging connector 102 as claimed in claim 1, further comprising a third plurality of contactors 305 configured to maintain an optimal temperature of the electric vehicle battery during the charging operation.
5. The charging connector 102 as claimed in claim 4, wherein the third plurality of contactors 305 is a plurality of fluid contactors which includes at least two fluid contacts to allow the fluid to flow in and out of the electric vehicle battery, wherein the fluid flow from a charging station 104 to the electric vehicle battery maintains the optimal temperature during the charging operation.
6. The charging connector 102 as claimed in claim 1, wherein the first plurality of pins 204 is any of a plurality of connector pins, a plurality of plug terminals, plurality of plug pins and a plurality of socket pins.
7. The charging connector 102 as claimed in claim 1, wherein the first plurality of contactors 206 is a plurality of signal contactors which includes at least four signal contacts for establishing communication between the charging connector 102 and the electric vehicle battery wherein the at least four signal contacts include a CAN HIGH, a CAN LOW, a proximity pilot (PP) and a control pilot (CP).
8. The charging connector 102 as claimed in claim 1, wherein the charging connector 102 supports at least 800 amperes of direct current (DC) without overheating, reducing the necessity for additional cooling mechanisms during charging.
9. The charging connector 102 as claimed in claim 1, wherein the charging connector 102 is capable of accommodating voltage ratings of at least 1500 volts direct current from a charging station 104 to charge the electric vehicle battery.
10. The charging connector 102 as claimed in claim 1, wherein the charging connector 102 enables a charge rate of up to 1.2 Megawatts for achieving a 15-minute charging duration.