Embodiments of the present invention provide a high-voltage connector comprising a first high-voltage connection interface comprising first and second high-voltage pins and first and second high-voltage interlock pins; a second high-voltage connection interface comprising third and fourth high-voltage pins and third and fourth high-voltage interlock pins and a high-voltage interlock connection interface, wherein the first high-voltage pin is electrically connected to the third high-voltage pin, the second high-voltage pin is electrically connected to the fourth high-voltage pin, the first high-voltage interlock pin is electrically connected to the third high-voltage interlock pin, and the second and fourth high-voltage interlock pins are electrically connected to the high-voltage interlock connection interface.

TECHNICAL FIELD

The present disclosure relates to a high-voltage connector, and particularly, but not exclusively, to a high-voltage connector for a high-voltage harness of a vehicle. Aspects of the invention relate to a high-voltage inline connector, a vehicle, and an inline connector body for a high-voltage inline connector.

BACKGROUND

In electric or hybrid vehicles it is known to connect high-voltage components directly to one another via a high-voltage harness. For example, a high-voltage harness may be provided between a high-voltage battery and a high-voltage component such as an inverter, and/or between an inverter and another high-voltage component such as a traction motor (electric machine). Depending on the relative locations of the different high-voltage components, the harness or harnesses may be quite long, and may cause problems during assembly of the vehicle. Accordingly, the need to provide a harness connecting high-voltage components has hitherto limited the design flexibility available to designers of electric or hybrid vehicles.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a high-voltage inline connector, a vehicle, and an inline connector body as claimed in the appended claims.

According to an aspect of the present invention there is provided a high-voltage inline connector comprising:a first high-voltage connection interface comprising first and second high-voltage pins and first and second high-voltage interlock (HVIL) pins;a second high-voltage connection interface comprising third and fourth high-voltage pins and third and fourth high-voltage interlock pins; anda high-voltage interlock connection interface;wherein the first high-voltage pin is electrically connected to the third high-voltage pin, the second high-voltage pin is electrically connected to the fourth high-voltage pin, the first high-voltage interlock pin is electrically connected to the third high-voltage interlock pin, and the second and fourth high-voltage interlock pins are electrically connected to the high-voltage interlock connection interface.

Using a high-voltage inline connector to connect two or more components of an electric vehicle allows for increased design flexibility, as it obviates the need to provide a long harness to connect components located at opposite ends of the vehicle. Furthermore, the high-voltage inline connector of the present invention allows for a high-voltage interlock loop to pass through the connector and be monitored via a high-voltage interlock connection interface on the inline connector. High-voltage electrical components for electric vehicles may be connected to a high-voltage interlock such that connection problems can be detected. Upon detection of a connection problem, the high-voltage interlock system will typically power down the high-voltage circuit. The high-voltage inline connector allows for a simple and secure connection and potentially obviates the need to provide a very long high-voltage harness.

In an embodiment the connector is formed in three parts, the three parts comprising:a first header;a second header; andan inline connector body;wherein the first header comprises the first high-voltage connection interface, the second header comprises the second high-voltage connection interface, and the connector body comprises the high-voltage interlock connection interface.

Use of first and second headers allows the external connections of the inline connector to be formed on parts that are already well validated for use in high-voltage vehicle systems.

In an embodiment, the first and second headers are attachable (or connectable, or mountable) to the connector body, such that when attached the first and third high-voltage pins are within a first pin bore of the inline connector body and the second and fourth high-voltage pins are within a second pin bore of the connector body, wherein the first and third high-voltage pins are electrically connected via a first busbar located in the first pin bore, and the second and fourth high-voltage pins are electrically connected via a second busbar located in the second pin bore.

In another embodiment, the first and second headers are attachable to the connector body, such that when attached, the first and third high-voltage pins are within a first pin bore of the inline connector body and the second and fourth high-voltage pins are within a second pin bore of the connector body, wherein the first high-voltage pin directly contacts the third high-voltage pin in the first pin bore and the second high-voltage pin directly contacts the fourth high-voltage pin in the second pin bore. In this embodiment, busbars connecting the high-voltage pins may not be required.

In an embodiment, the first header further comprises a fifth high-voltage pin, the second header further comprises a sixth high-voltage pin, and said the inline connector body comprises a third pin bore.

Allowing for the inclusion of three high-voltage pins on each header means that a high-voltage harness capable of handling alternating current in three different phases, as may be required for a connection between an inverter and an electric machine running on three phase current.

In an embodiment, each of the first and second headers comprise one or more high-voltage interlock pin bores, wherein each of the high-voltage interlock pins extends through one of the high-voltage interlock pin bores.

In an embodiment, the headers are connected to the inline connector by at least one of a bolt, rivet, over-centre clamp, latch or an adhesive. In some circumstances having a reversible connection means may be advantageous, as it allows for the connection to be broken by service personnel. However, in other embodiments a substantially permanent connection such as that provided by rivets or adhesive may be preferred.

In an embodiment, each of the first and second high-voltage connection interfaces comprises a flange arranged to locate an end connector of a high-voltage harness.

According to an aspect of the present invention there is provided a vehicle comprising a high-voltage inline connector as described above.

In an embodiment, the vehicle comprises a first high-voltage component having an associated first harness and a second high-voltage component having an associated second harness, wherein the first and second high-voltage components are connected to each other by connecting the first harness to the first high-voltage connection interface and connecting the second to the second high-voltage connection interface. Advantageously, use of the high-voltage connector obviates the need for a single harness to traverse the entire distance between the two high-voltage components.

The vehicle may be an electric vehicle or a hybrid electric vehicle.

In an embodiment, the connection between the first harness and the first high-voltage connection interface is releasable.

According to an aspect of the present invention there is provided an inline connector body for a high-voltage inline connector, the inline connector body comprising:a first mounting point;a second mounting point; anda high-voltage interlock connection interface;wherein:the first mounting point is arranged to have a first header mounted thereon and the second mounting point is arranged to have a second header mounted thereon;the first header comprises a first high-voltage connection interface comprising first and second high-voltage pins and first and second high-voltage interlock pins;the second header comprises a second high-voltage connection interface comprising third and fourth high-voltage pins and third and fourth high-voltage interlock pins; andwhen the first and second headers are mounted on the inline connector body, the first high-voltage pin is electrically connected to the third high-voltage pin, the second high-voltage pin is electrically connected to the fourth high-voltage pin, the first high-voltage interlock pin is electrically connected to the third high-voltage interlock pin, and the second and fourth high-voltage interlock pins are electrically connected to the high-voltage interlock connection interface.

Advantageously, such an inline connector body may allow a high-voltage inline connector for use within an electric vehicle to be formed by attaching headers to the inline connector body. Furthermore, this may allow the headers to be located on respective harnesses before the high-voltage inline connector is assembled.

The inline connector body may be provided with a first busbar arranged to connect the first high-voltage pin to the third high-voltage pin, and a second bus bar arranged to connect the second high-voltage pin to the fourth high-voltage pin when the first and second headers are mounted on the respective mounting points. Alternatively, the inline connector body may be arranged to cause the respective pins to directly contact each other when the headers are mounted on the inline connector body.

DETAILED DESCRIPTION

FIG.1shows a prior art electric vehicle100comprising three electrical components200,300,400connected via respective high-voltage harnesses150,152. In the illustrated example, the component200is a traction motor arranged to power one or more wheels of the vehicle100, component300is a high-voltage inverter arranged to provide a three-phase alternating current to the traction motor200, and component400is a high-voltage battery arranged to provide a high-voltage DC current to the inverter300.

Due to safety concerns, the high-voltage components must have features which detect improper use, disconnection or faults. Typically, this is provided by connection to a high-voltage interlock loop. The purpose of the high-voltage interlock loop is to interconnect each of the high-voltage electrical components such that if one is deemed unsafe, comes uncoupled or is being repaired, each component connected to the high-voltage interlock loop is automatically discharged within a very short period of time. This helps to protect vehicle users and service personnel from potential electrocution hazards.

FIG.2shows a further vehicle architecture, in which the high-voltage inverter is integrated within the same housing as the traction motor. As shown inFIG.2, component401is a high-voltage battery and component201is a traction motor and integrated high-voltage inverter. A single harness154connects the components201,401. Because the component201is located towards the front of the vehicle101and the component401is located near the rear of the vehicle201underneath a trunk compartment, it is necessary for the harness154to traverse a substantial portion of the length of the vehicle.

The need to provide such a long harness can cause difficulties during assembly of the vehicle101, partly because the harness itself can get in the way of other components, and also because provision of components connected by a single long harness makes it necessary to install the components201,401at substantially the same time and at distant locations on the vehicle. Although it may be possible in some circumstances to install the high-voltage components without the harness, and only install the harness that connects them together later on in the assembly procedure, this may not be possible because the connection ports of the high-voltage components may be rendered inaccessible by the addition of further components.

Furthermore, if a single vehicle line includes variants with and without the high-voltage inverter300being integrated within the housing of the traction motor200(i.e. a variant having architecture similar to that shown inFIG.1and a variant having architecture similar to that shown inFIG.2), it would be desirable for the other components and the assembly procedure to be changed as little as possible to accommodate this, as the need to provide large numbers of different components and different assembly procedures increases manufacturing complexity and production costs. Preferably, it would be possible to use the same or similar high-voltage harnesses for the vehicle models shown inFIGS.1and2, and to install the components that are present on both vehicles at substantially the same point in the assembly procedure.

FIG.3shows a high-voltage inline connector in the form of a high-voltage inline connector assembly (HVCA)500according to an embodiment of the present invention. In this embodiment the HVCA comprises two headers502which are releasably attachable to an inline connector body520. Flanges505on the headers502comprise holes504for fixings such as screws, bolts or rivets to facilitate attachment. Corresponding holes507are also provided in the inline connector body520. In an alternative embodiment, the holes are replaced by a surface which is suitable for attaching the headers502and the inline connector body using a suitable adhesive. In an alternative embodiment, the holes are replaced by a clamping mechanism to connect the headers502to the inline connector body520. Such a clamping mechanism may be in the form of a latch or over-centre clamp. Each of the headers502are provided with a connection interface at which a high-voltage harness may be connected to the header. For example, the connection interface on each header502may comprise a flange509shaped to locate an end connector of a high-voltage harness. Accordingly, two high-voltage harnesses can be connected to one another via the HVCA.

The inline connector body520further comprises a plurality of holes510for attachment of the HVCA to the body of the vehicle, this may assist in the prevention of vibrations and forces, applied to the HVCA in the normal course of driving, from dislodging the HVCA from its intended location or position, or moving any components within, or associated with the HVCA.

FIG.3also shows how the HVCA allows for the electrical connection of two ends of high-voltage harnesses via a first high-voltage pin506A, a second high-voltage pin506B, a third high-voltage pin506C, and a fourth high-voltage pin506D (collectively the high-voltage pins506A,506B,506C,506D) and a first high-voltage interlock (HVIL) pin508A, a second HVIL pin508B, a third HVIL pin508C, and a fourth HVIL pin508D (collectively the HVIL pins508A,508B,508C,508D). The high-voltage pins506A and506C are electrically connected to one another through a first bus bar514A, and the high-voltage pins506B and506D are electrically connected to one another via a second bus bar514B. HVIL pins508A and508C are electrically connected to one another, thereby allowing a HVIL loop to pass through the HVCA via the first HVIL pin508A and third HVIL pin508C. The other two HVIL pins508B and508D do not connect directly to each other but form an output from the HVCA for connection to an interface512, via which the HVIL loop can be monitored. In an embodiment, the interface512comprises a cover having a socket into which a separate connector can be inserted to connect to the low-voltage harness and allow monitoring of the HVIL loop. The socket may allow connection of the separate connector to the HVCA and the cover may provide ingress protection to protect the HVIL pins from contaminant and water ingress. However, in other embodiments the HVIL connection interface may instead simply comprise pins protruding from the HVCA. It will be understood that such pins may be connected to the low-voltage harness to allow monitoring of the HVIL loop via any suitable means.

As will be well understood by the skilled person, the HVIL loop passes through all of the HV components, and the entire HV circuit is powered down within a predetermined time period in the event that any part of the HVIL loop is broken. For example, the HV circuit may be powered down to a voltage of less than 60V DC or 30V AC (RMS) within 1 second in the event that the HVIL loop is broken.

The construction of the HVCA means that if either harness should become disconnected from the HVCA, all (or selected) high-voltage components will become discharged and safe for operatives to handle, because disconnection of the connector inevitably breaks the HVIL loop. This also prevents electrical arcing during disconnection of the connector, which would otherwise lead to oxidation of the connection surfaces, which may increase their resistance and potentially degrade performance.

The high-voltage harnesses can be connected to the first and second headers502by standard end connectors (not shown), thus creating a high-voltage electrical connection between a high-voltage harness connected to each of the headers502.

Alternatively headers502may form the end of one or more of the high voltage harnesses for connection to the inline connector body520.

There may also be a seal503(shown as an example on the left side header only) between the headers and the inline body to prevent the incursion or ingress of moisture into the HVCA. Similarly, when the harnesses are connected to the HVCA, a seal may be provided between each of the end connectors on the harnesses and the HVCA. The seals may be provided in any suitable form. For example, the seals may comprise one or more ‘0’ rings or deformable gaskets. The seal may be waterproof.

FIG.4shows a view of the HVCA prior to the headers502being connected to the inline connector body520. Busbars514located within the inline body are used to connect the high-voltage pins in the two opposing headers to each other. The busbars514may be fixed within the inline connector body520by any suitable means, such as by bolting the busbars within the connector body, or by co-moulding the busbars within the connector body. Alternatively, the busbars may be located in bores within the inline connector body520and connected to pins by abutment such that the electrical connection is held in place by the bolts (or other fixings) which attach the headers502to the inline connector body520. The HVIL pins are located in bores which pass through each of the headers520, generally parallel with the high-voltage pins. Headers which provide integrated high-voltage pins and bores through which HVIL pins can pass are commercially available and well validated for use in high-voltage vehicle systems. Indeed, it is a particular advantage of the present invention that, in some embodiments, a HVCA can be provided in which all of the high-voltage connection interfaces are provided by components that are already well validated and widely used.

AlthoughFIG.4shows connections between the high-voltage pins506A,506B,506C,506D using first and second busbars514A,514B, it will be understood that in some embodiments the high-voltage pins may be long enough to directly contact each other when the headers502are attached to the inline connector body520, thereby forming the required electrical connections between the first and third pins506A,506C and the second and fourth pins506B,506D. The busbars514A,514B may therefore be omitted in such embodiments.

In another alternative embodiment, the high-voltage pins may be provided within the inline connector body520rather than the headers502, and the headers502may simply provide holes through which the pins may pass. Accordingly, in some embodiments, the first and third high-voltage pins may be formed by respective ends of a single conductor passing through the inline connector body, and the second and fourth high-voltage pins may also be formed by respective ends of another conductor passing through the inline connector body.

FIG.5shows a vehicle102comprising the HVCA500shown inFIGS.3and4, and two high-voltage components201,401. For example, the component201may be a traction motor having an integrated inverter, and the component401may be a high-voltage battery. Each of the components201,401is connected to the HVCA500via a respective harness156,158, and the connection between the components201,401is completed once both harnesses156,158are connected to the HVCA. The inclusion of the HVCA500allows for a connection to be made between the components201,401, without the need to provide a very long harness that may cause manufacturing difficulties.

A variant of the vehicle shown inFIG.5could have a further high-voltage electrical component in place of the HVCA, in which case the HVCA would not be needed on that particular variant. However, use of the HVCA on the variant shown inFIG.5helps to minimise the changes to the required components and the manufacturing process between the two model variants. Without the HVCA the harnesses between components401and201would need to be different for each variant of the vehicle, and the assembly procedure may differ substantially between the two variants. With the HVCA, the manufacturing process for the vehicle shown and variants could be streamlined, with potentially all but one or two of the components being the same.

Whilst the foregoing embodiments describe a high-voltage connector for a high-voltage harness of a vehicle, such a high-voltage connector could also be used for other high-voltage applications, such as for connection of vehicle charging infrastructure, or other applications, where there may be a risk of electrocution of a user or service personnel.