Cooled cable from HUBER+SUHNER allows for greater EV charging power

HUBER+SUHNER ev charging cable

Charging power levels are heading upwards to accommodate longer EV ranges, and it’s becoming apparent that some sort of cooling system for charging cables will be needed.

The Swiss firm HUBER+SUHNER has introduced a cable and connector with an integrated cooling system that allows high power throughput while keeping charging times below 20 minutes (to 80% state of charge). The cables are designed to be highly flexible, lightweight and easy to handle – they are slimmer in diameter than a gas hose at a legacy filling station.

HUBER+SUHNER ev charging cable

HUBER+SUHNER’s cooled cable system enables charging currents of 500 amperes and higher. It is available with CCS type-1 (USA, Canada) and type-2 connectors (Europe), and can be customized with customer-specific design and labeling.

The system includes the connector, cable, inlet to HP-CS, junction to power supply, cooling system with pump heat exchanger or cooler and coolant. It features integrated stress relief, and has nominal system performance of 350 A and 1,000 V according to the ISO/IEC 61851-23 standard.

 

 

Source: HUBER+SUHNER

  • Lance Pickup

    I’ve said it before, so I’ll say it again…would like to eventually see this type of system extend right into the car as well, so the cooling fluid flows through the battery as well to assist the vehicle’s battery thermal management in keeping the battery nice and cool during charging.

    • Ramon A. Cardona

      Would not the car battery cooling system have to be integral and self powered during charging? Otherwise I have no alternative. But active cooling seems essential. Cheers.

      • Lance Pickup

        Not necessarily, but even if you assume it is (which is a fair assumption), it would have certain practical limits due to the size of its pumps & radiator. Now you could build this thing big enough to handle sustained 350kW (or more) of power transfer, but it would largely be wasted space & weight

        Instead you could build a smaller system that could keep up with more practical peak power during driving, and then during charging the system could be assisted by an external cooling system (with much larger pumps & radiator) while it was connected to the charging station. Systems like described in this article already pump cooling fluid down the “wire” to the connector…why not standardize a cooling fluid port as part of the connector that circulated fluid into the vehicle, through the battery, and then back out to be cooled by the cooling system in the charging station.

        • Ray Slowik

          As has been stated many times the key limiting factors here are the power handling capacity of the cables (conductor cross sectional area, connectors, heat dissipation or active removal, etc.) and the corresponding effects within the vehicles charging and energy storage systems. Active external cooling support, if standardized, would improve this aspect but would still be limited by cable ergonomic handling concerns (size/weight) for the operator.
          if fast charging is really the goal for rapid turn around at a trunk line charging station why not dual connector options for operators who require minimal recharge times during extended range operations. appropriate BMS systems could recognize a secondary cable being connected and split the battery charge path between the two sources, encluding the externally supported cooling. this would not preclude the use of single ended charging at home or during extended stays at a lower capacity charging station.

          • Lance Pickup

            Very true. I would certainly envision some kind of “dual purpose” connector, much like the CCS connector already is an “add-on” to the standard J1772 connector. Good point about the “cable” becoming unwieldy as you add more components to it. Perhaps a counterweighted “suspension” from above could assist the user and provide cable management. Some fast charging stations even today have this kind of arrangement. Even gas stations have this arrangement, although it’s more about hose management than ergonomics.

  • http://www.adomanielectric.com EVman

    Fast DC charging is the only way to go. After building some of the most successful and (actual WORKING) energy eating EVs this has proven to be a 100% fact.
    The cooling for the battery should be onboard. As for the cooled plug ….the problem is that if you are using a internal cooling tube and you get 3 ft then 6 ft then 9ft….by the time you get to 9ft you aren’t cooling that well. There is a way around that but I doubt they figured that out and also be careful with what material you use for a cooling tube.
    Thermal dynamics is very critical in every part of a EV. Agree that cooling needs to be there but it is a simple solution and part of 101 EV engineering.

    • Lance Pickup

      As I said in my reply to Ramon, yes, a certain amount of battery cooling should be onboard. But the engineer designing the system has to make a tradeoff between cooling capacity and size/weight of the onboard cooling system.

      When an EV is driving or braking, it is transferring power from/to the battery, which then needs to be cooled. But this is going to come in small, brief bursts, not a sustained 30 minute high power session. So if you want the onboard cooling to be able to handle 30 minutes of 350kW charging power, you’d have to design it very big, heavy, and expensive, all for use only when the car is connected to a charging station already. Why not design a smaller on board cooling system that can be assisted with a dedicated cooling loop/radiator built in to the charging station itself which can be relatively arbitrarily big, expensive, power hungry, noisy, etc. as compared to the car itself.

      Not saying that in 2017 or even 2020 that this would be required. But in the future when we start talking about 400kW-800kW of power being transferred to your EV, this is going to be more of a concern.

    • Electric Bill

      EVman—
      Fast charging will only be needed for a while. When there is ubiquitous inductive charging (IC), it will negate any need for huge, expensive battery packs that need brute force charging.

      By investing in an infrastructure that supports IC it means we can drive powerful, light, much less expensive cars that outperform ICE cars in every respect. We need to focus on the ultimate goal.

  • discussstuff

    Hello, Yes of course battery cooling during the rapid charge cycle is important and should be part of the off vehicle charging system. Any extra weight or complexity should be off the vehicle if possible.

  • Electric Bill

    All this discussion of cooling and high energy transfer is moot once there is ubiquitous and intelligent use of inductive charging in roadways. Inductive charging carries a small efficiency penalty, but very small compared to the penalty of hundreds of pounds of battery cells. With inductive charging in the roadway and/or at busy intersections while at red lights, stop signs and parking lots, we do not need to fool with cables, connectors or systems for collecting charging fees—it can all be handled with near-field systems such as Bluetooth or WiFi.

    Such systems would be expensive but would have many benefits such as reduced vehicle weight and cost, and increased performance.

    • JohnM

      bs

      • Electric Bill

        You, sir, are a witless ape. You sound ever so much like Trump on the Stump— if you don’t like something someone says, just call them ugly or insane, and let the facts be damned.

        If you actually had a valid reason for challenging anything I have said you would have done so, stating your position as I have— instead, you simply troll on.

        Whenever you do as you have done, you out yourself as a doofus, silly boy.

  • http://www.adomanielectric.com EVman

    Very True Mr Bill. Cant wait until we get to that time and era.