A battery pack wire harness assembly for a new energy vehicle

Abstract

This invention relates to the field of battery pack wiring harness assembly technology, specifically to a battery pack wiring harness assembly for new energy vehicles. The assembly includes a main wire and branch wires, as well as a sheath and an active cooling component. The branch wires extend from the inside of the main wire to the outside. The sheath is located at the branch point of the main wire and is sleeved with both the main wire and branch wire. A slot is formed in the sheath, and the branch wire is snapped into the slot. A heat dissipation vent is formed on the surface of the main wire, and a protective mesh is installed inside the vent. The active cooling component is located on the surface of the sheath and is connected to the vent through the sheath. This invention, through the active cooling component, the heat dissipation vent, and the protective mesh installed inside the vent, solves the problem of easy melting and signal interruption caused by the wiring harness assembly under battery pack thermal runaway conditions, ensuring the continuity and reliability of the early warning system operation in extreme environments.

Description

Technical Field

[0001] This invention relates to the field of battery pack wiring harness assembly technology, specifically to a battery pack wiring harness assembly for new energy vehicles. Background Technology

[0002] In the overall architecture of new energy vehicles, the power battery pack is not only the core unit for energy storage, but also a complex electromechanical and thermal integrated system. As the carrier of energy flow and information flow within the battery pack, the technical level of the battery pack wiring harness assembly directly determines the vehicle's range, fast charging performance, and safety under extreme operating conditions.

[0003] Due to the messy wiring in the battery pack, interference between the power and information wiring harnesses is significant. When assembling the battery pack, operators need to organize the wiring and identify the connection points, then pull the connections to the appropriate points, greatly reducing assembly efficiency. To address this issue, existing technologies offer relatively good solutions, such as a battery wiring harness assembly and battery pack (publication number CN223109083U), including a tray, separator, information wiring harness, and power wiring harness, which can make the wiring harness routing of the battery module neat and improve assembly efficiency. However, the following drawbacks still exist: in existing designs, the wiring harness assembly often melts within seconds of a thermal runaway in the battery pack, causing the vehicle's battery management system to be unable to continue monitoring the data within the battery pack and issue warnings to the driver. Although some automakers use mica panels, the overall fire resistance time of the wiring harness is still limited by the outer sheath material of the wiring harness assembly.

[0004] Therefore, in order to solve the above problems, a battery pack wiring harness assembly for new energy vehicles is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a battery pack wiring harness assembly for new energy vehicles, solving the problem that the wiring harness assembly melts within seconds of a battery pack thermal runaway, causing the vehicle's battery management system to be unable to continue monitoring the battery pack data and issue an alert to the driver. By incorporating an active heat dissipation component, heat dissipation vents, and a protective mesh installed within the heat dissipation vents, the problem of the wiring harness assembly easily melting and causing monitoring signal interruption under battery pack thermal runaway conditions is solved, ensuring the continuity and reliability of the warning system's operation in extreme environments.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A battery pack wiring harness assembly for a new energy vehicle includes a main line and branch lines, as well as a sheath and an active cooling component. The branch lines run from the inside of the main line to the outside. The sheath is located at the branch point of the main line and the branch line and is sleeved with the main line and the branch line. The sheath has a slot, and the branch line is snapped into the slot. The surface of the main line has a heat dissipation vent, and a protective mesh is installed inside the heat dissipation vent. The active cooling component is located on the surface of the sheath and is connected to the heat dissipation vent through the sheath. When the vehicle is moving and shaking occurs, the active cooling component first draws in ambient temperature air from outside into the main line for heat exchange and then discharges it.

[0008] Preferably, the active heat dissipation assembly includes a cover, a guide rod, a guide block, and a bellows. The cover is disposed on the sheath, the guide rod is disposed inside the cover and is axially arranged along the vehicle's travel direction, the guide block is sleeved on the guide rod, and two bellows are disposed, each sleeved on the guide rod. The two ends of each bellows are respectively connected to the inner wall of the cover and the side wall of the guide block. The interiors of the two bellows are connected and both have openings on their surfaces. The surfaces of the sheath and the main line are each provided with vents that communicate with the interior of the cover.

[0009] Preferably, the guide rod is fitted with two springs, and the two ends of each spring are respectively connected to the inner wall of the cover and the side wall of the guide block, and the springs are made of shape memory alloy.

[0010] Preferably, the protective mesh is a foam labyrinth metal mesh with high thermal conductivity, and the pore size of the protective mesh is smaller than the average particle size of the molten aluminum and copper particles in the thermal runaway ejection.

[0011] Preferably, the inner wall of the main line is fixedly fitted with an anti-slip sleeve, the anti-slip sleeve is connected to multiple branch lines inside the main line, and the outer circumference of the anti-slip sleeve has multiple guide grooves.

[0012] Preferably, the elastic force of the spring in the martensitic state is less than the frictional force between the guide block and the guide rod, and the elastic force of the spring in the austenitic state is greater than the frictional force between the guide block and the guide rod.

[0013] Preferably, the anti-slip sleeve is hollow inside and filled with a mixture of perfluoroketone microcapsules and a phase change endothermic expansion agent.

[0014] Preferably, the working temperature of the mixture filling the anti-slip sleeve is higher than the maximum working temperature of the battery pack.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0016] 1. By using a high thermal conductivity foam labyrinth metal mesh set inside the heat dissipation vent, its huge specific surface area and high heat transfer coefficient can act as a "micro-heat sink" at the moment of impact of ejected material generated by thermal runaway. This forces the high-temperature molten aluminum and copper droplets to undergo rapid phase change and solidify, and be trapped in the mesh holes. This prevents the molten metal from penetrating and damaging the core of the wiring harness, and solves the problem of the wiring harness assembly melting within seconds. This provides an effective guarantee for the subsequent transmission of battery pack monitoring data signals by the battery management system.

[0017] 2. Through settings

[0018] The active cooling system utilizes the speed changes of the vehicle to drive the expansion and contraction of two bellows, thereby generating a pumping effect to achieve air circulation inside and outside the main line. At the same time, in conjunction with the temperature control characteristics of the shape memory alloy spring, the active cooling system can automatically overcome friction and actively dissipate heat when the wiring harness temperature rises to the critical point. This non-electrically driven active cooling mechanism not only improves the accuracy of monitoring data under normal operating conditions, but also enhances convective heat transfer in the early stages of thermal runaway, enabling the battery management system to continuously monitor the battery pack and send accurate signals to the driver. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 This is a partial cross-sectional view of the present invention;

[0021] Figure 3 For the present invention Figure 2 Enlarged view of part A in the middle section;

[0022] Figure 4 This is a cross-sectional view of the connection structure between the sheath and the active heat dissipation component of the present invention;

[0023] Figure 5 This is a partial cross-sectional view of the anti-slip sleeve of the present invention.

[0024] In the diagram: 1. Main line; 11. Heat dissipation vent; 12. Protective net; 13. Anti-slip sleeve; 131. Guide channel; 2. Branch line; 3. Sheath; 31. Groove; 32. Air inlet; 4. Active heat dissipation component; 41. Cover; 42. Guide rod; 421. Spring; 43. Guide block; 44. Corrugated pipe; 441. Opening. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Please see Figures 1 to 5 This invention provides a battery pack wiring harness assembly for new energy vehicles, the technical solution of which is as follows:

[0027] For details, please refer to Figure 1 , Figure 2 and Figure 3 A battery pack wiring harness assembly for a new energy vehicle includes a main wire 1 and a branch wire 2, as well as a sheath 3 and an active heat dissipation component 4. The branch wire 2 runs from the inside of the main wire 1 to the outside. The sheath 3 is located at the branch point of the main wire 1 and the branch wire 2 and is sleeved with the main wire 1 and the branch wire 2. The sheath 3 has a slot 31, and the branch wire 2 is snapped into the slot 31 to protect the branch point of the main wire 1 and the branch wire 2 and reduce the risk of the branch point of the main wire 1 and the branch wire 2 being damaged due to shaking during vehicle operation.

[0028] As one embodiment of the present invention, refer to Figure 1 The main wire 1 has a heat dissipation vent 11 on its surface. This vent 11 connects the internal and external spaces of the main wire 1 to dissipate the heat generated by the numerous branch wires 2 within the main wire 1 during operation, thereby improving the safety of the wiring harness assembly. A protective mesh 12 is installed inside the heat dissipation vent 11. The protective mesh 12 is a high thermal conductivity foam labyrinth metal mesh, and the pore size of the protective mesh 12 is smaller than the average particle size of the molten aluminum and copper particles in the thermal runaway ejection.

[0029] Because the thermal runaway of the battery ejects not only hot gas, but also a high-speed jet carrying molten aluminum and copper droplets. If conventional ordinary steel wire mesh or low thermal conductivity ceramic porous mesh is used, these molten droplets will either pass directly through the mesh openings of the protective mesh 12 or partially melt through it. However, foam labyrinth metal mesh (such as foamed copper) not only has a large three-dimensional specific surface area, but also an extremely high thermal conductivity coefficient. When high-temperature molten aluminum and copper particles collide at high speed and enter the pores of the foamed metal at room temperature (or slightly higher temperature), the high thermal conductivity foam labyrinth metal mesh instantly acts as a huge "microscopic radiator," rapidly drawing away the latent heat of the molten droplets. This causes the molten metal particles, which originally had penetrating and destructive power, to undergo a rapid phase change and solidify as they pass through the foam labyrinth metal mesh. As a result, the molten aluminum and copper particles are solidified on the foam labyrinth metal mesh. This not only improves the fire resistance of the outer sheath of the main line 1 but also effectively dissipates heat from the inside of the main line 1 through the heat dissipation port 11. At the same time, the foam labyrinth metal mesh can also effectively protect the branch line 2 inside the main line 1, preventing severe distortion or complete interruption of the weak voltage / temperature communication signals collected by the battery management system on the vehicle.

[0030] As one embodiment of the present invention, refer to Figure 1 The active cooling component 4 is disposed on the surface of the sheath 3 and is connected to the heat dissipation port 11 through the sheath 3. When the car is moving and shaking occurs, the active cooling component 4 first draws in ambient temperature air from outside into the main line 1 for heat exchange and then discharges it. The active cooling component 4 includes a cover 41, a guide rod 42, a guide block 43, and a bellows 44. The cover 41 is disposed on the sheath 3. The guide rod 42 is disposed inside the cover 41 and is axially arranged along the direction of the car's travel. The guide block 43 is sleeved on the guide rod 42. There are two bellows 44, both of which are sleeved on the guide rod 42. The two ends of each bellows 44 are respectively connected to the inner wall of the cover 41. The guide block 43 is connected to the side wall of the guide tube 44. The two bellows 44 are internally connected and both have openings 441 on their surfaces. The sheath 3 and the main line 1 are both provided with air ports 32 that are connected to the inside of the cover 41. Two springs 421 are sleeved on the guide rod 42. The two ends of each spring 421 are connected to the inner wall of the cover 41 and the side wall of the guide block 43, respectively. The spring 421 is a shape memory alloy. The elastic force of the spring 421 in the martensitic state is less than the frictional force between the guide block 43 and the guide rod 42. The elastic force of the spring 421 in the austenitic state is greater than the frictional force between the guide block 43 and the guide rod 42.

[0031] Under the above-mentioned conditions, when the car accelerates and decelerates during driving, on the one hand, under the action of inertial force, the slider will move along the axial direction of the guide rod 42, and during the movement, it will compress and stretch the corresponding bellows 44 and the corresponding spring 421 respectively. The compressed bellows 44 will discharge the internal air through the opening 441 on its surface, while the stretched bellows 44 will draw the external air into the interior through the opening 441 on its surface, thereby realizing the air circulation inside and outside the bellows 44. Since the sheath 3 and the main line 1 are both provided with air ports 32 that communicate with the inside of the cover 41, and both air ports 32 are connected to the corresponding heat dissipation ports 11, the two bellows 44 will realize the exchange of heat between the inside and outside of the main line 1 during the extension and contraction process, thereby realizing the heat dissipation inside the main line 1. The active heat dissipation of branch line 2 during operation not only ensures the stability and service life of the wiring harness assembly, but also improves the accuracy of the battery management system's monitoring results of the battery pack data. On the other hand, when the battery pack is operating normally or in a low-temperature environment, even if the car shakes violently, the spring force of spring 421 in the martensitic state cannot overcome the static friction between guide block 43 and guide rod 42, so the heat dissipation component is inactive. This avoids unnecessary high-frequency reciprocating motion of the slider and extends the service life of bellows 44. However, when the battery pack is operating, the wiring harness assembly heats up to the critical temperature, and spring 421 changes from martensitic to austenitic state and overcomes the friction between guide block 43 and guide rod 42. At this time, guide block 43 begins to slide under the action of inertial force and drives bellows 44 to perform heat dissipation.

[0032] As one embodiment of the present invention, refer to Figure 1 The inner wall of the main line 1 is fixedly fitted with an anti-slip sleeve 13, which is connected to multiple branch lines 2 inside the main line 1. The outer circumference of the anti-slip sleeve 13 has multiple guide grooves 131. The interior of the anti-slip sleeve 13 is hollow and filled with a mixture of perfluoroketone microcapsules and a phase change heat-absorbing expansion agent. The operating temperature of the mixture filled in the anti-slip sleeve 13 is higher than the maximum operating temperature of the battery pack. Specifically, the maximum normal operating temperature of the battery pack is set to T1, the expansion temperature of the phase change heat-absorbing expansion agent is set to T2, the rupture and vaporization temperature of the perfluoroketone microcapsules is set to T3, and the fuselage failure temperature of the wiring harness assembly is set to T4. Wherein, T1... <T2<T3<T4。

[0033] Under the above-mentioned conditions, on the one hand, the anti-slip sleeve 13 can bind the branch wires 2 inside the main line 1, preventing the branch wires 2 inside the main line 1 from becoming loose and tangled. At the same time, the multiple guide grooves 131 of the outer circumferential array of the anti-slip sleeve 13 can turbulentize the air drawn in during the extension and retraction of the two bellows 44, increase the turbulence of the air entering and exiting the heat dissipation port 11, further improve the heat dissipation effect, and ensure the battery management system can effectively monitor the data inside the battery pack. On the other hand, when the battery pack generates low to medium heat during normal operation, the latent heat absorption capacity of the phase change material is used to lock the temperature rise of the core area near the phase change point, which plays a "thermal buffer" role while preventing the formation of local hot spots to slow down insulation aging. When extreme working conditions occur or the wiring harness assembly catches fire (reaching the rupture temperature of the perfluoroketone microcapsules), the perfluoroketone is rapidly released, with the dual effects of chemical inhibition and physical cooling, extinguishing the fire at a fixed point in the early stage of the fire, effectively improving the normal working probability of the wiring harness assembly under thermal runaway conditions, thereby ensuring the normal monitoring of the data monitoring results inside the battery pack by the battery management system.

[0034] Working principle:

[0035] During normal vehicle operation, the guide block 43, which is slidably mounted on the guide rod 42, moves axially due to inertia, thereby causing the two bellows 44 to alternately compress and stretch. The compressed bellows 44 discharges internal air through the opening 441 on its surface, while the stretched bellows 44 draws in external ambient temperature air through the opening 441. The gas circulates and exchanges heat through the air vent 32 on the main line 1 and the heat dissipation vent 11 on the surface of the main line 1, thereby carrying away the heat generated by the branch line 2 inside the main line 1. During this process, the shape memory alloy spring 421, mounted on the guide rod 42, acts as a temperature control switch. At low or normal operating temperatures, the spring 421 is in a martensitic state, and its elastic force is less than the static friction between the guide block 43 and the guide rod 42, keeping the active heat dissipation component 4 stationary to avoid mechanical wear. When the wire harness temperature rises to a critical point, the spring 421 transforms into an austenitic state and generates an elastic force sufficient to overcome friction, triggering the guide block 43 to begin high-frequency sliding heat exchange. Simultaneously, the anti-slip mechanism fixed to the inner wall of the main wire 1... The sleeve 13, through its outer ring guide groove 131, generates a turbulence effect on the flowing air, improving heat exchange efficiency and binding multiple branch lines 2 to prevent loosening and entanglement. When the battery pack experiences thermal runaway, a high-speed jet carrying high-temperature molten aluminum and copper particles impacts the protective mesh 12 inside the heat dissipation port 11. Utilizing the ultra-high specific surface area of ​​the protective mesh 12, which is a high thermal conductivity foam labyrinth metal mesh, the latent heat of the molten droplets is rapidly drawn away, causing them to undergo rapid phase change and solidify before penetrating the protective mesh 12 and be trapped within the mesh openings, thus providing effective heat transfer to the branch lines 2 within the main line 1. Protection; if heat penetrates further, the phase change heat-absorbing expansion agent filled in the anti-slip sleeve 13 locks the temperature rise of the core area near the phase change point through latent heat absorption, playing a thermal buffering role. When the ambient temperature reaches the rupture temperature of the perfluoroketone microcapsule, the perfluoroketone microcapsule quickly releases the fire extinguishing medium for chemical inhibition and physical cooling, implementing targeted fire extinguishing in the early stage of the fire, ensuring that the branch line 2 inside the main line 1 can still maintain the signal transmission function under extreme working conditions, so that the battery management system can continuously monitor the data in the battery pack and issue accurate alarms to the driver.

[0036] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A battery pack wiring harness assembly for a new energy vehicle, comprising a main wire (1) and branch wires (2), characterized in that: It also includes a sheath (3) and an active heat dissipation component (4). The branch line (2) runs from the inside of the main line (1) to the outside. The sheath (3) is set at the branch point of the main line (1) and the branch line (2) and is sleeved with the main line (1) and the branch line (2). The sheath (3) has a slot (31). The branch line (2) is snapped into the slot (31). The surface of the main line (1) has a heat dissipation port (11). The heat dissipation port (11) is provided with a protective net (12) inside. The active heat dissipation component (4) is set on the surface of the sheath (3) and is connected to the heat dissipation port (11) through the sheath (3). When the car is moving and shaking occurs, the active heat dissipation component (4) first draws the outside ambient temperature air into the main line (1) for heat exchange and then discharges it.

2. The battery pack wiring harness assembly for a new energy vehicle according to claim 1, characterized in that: The active heat dissipation assembly (4) includes a cover (41), a guide rod (42), a guide block (43), and a bellows (44). The cover (41) is disposed on the sleeve (3). The guide rod (42) is disposed inside the cover (41) and is axially arranged along the direction of vehicle travel. The guide block (43) is sleeved on the guide rod (42). There are two bellows (44), both of which are sleeved on the guide rod (42). The two ends of each bellows (44) are respectively connected to the inner wall of the cover (41) and the side wall of the guide block (43). The interiors of the two bellows (44) are connected and the surfaces of both are provided with openings (441). The surfaces of the sleeve (3) and the main line (1) are provided with air ports (32) that communicate with the interior of the cover (41).

3. The battery pack wiring harness assembly for a new energy vehicle according to claim 2, characterized in that: Two springs (421) are sleeved on the guide rod (42). The two ends of each spring (421) are connected to the inner wall of the cover (41) and the side wall of the guide block (43), respectively. The spring (421) is a shape memory alloy.

4. The battery pack wiring harness assembly for a new energy vehicle according to claim 1, characterized in that: The protective net (12) is a foam labyrinth metal mesh with high thermal conductivity, and the pore size of the protective net (12) is smaller than the average particle size of molten aluminum and copper particles in the thermal runaway ejection.

5. The battery pack wiring harness assembly for a new energy vehicle according to claim 1, characterized in that: The inner wall of the main line (1) is fixedly fitted with an anti-slip sleeve (13), which is connected to multiple branch lines (2) inside the main line (1). The outer circumference of the anti-slip sleeve (13) has multiple guide grooves (131).

6. The battery pack wiring harness assembly for a new energy vehicle according to claim 3, characterized in that: The elastic force of the spring (421) in the martensitic state is less than the frictional force between the guide block (43) and the guide rod (42), and the elastic force of the spring (421) in the austenitic state is greater than the frictional force between the guide block (43) and the guide rod (42).

7. The battery pack wiring harness assembly for a new energy vehicle according to claim 5, characterized in that: The anti-slip sleeve (13) is hollow inside and filled with a mixture of perfluoroketone microcapsules and phase change endothermic expansion agent.

8. The battery pack wiring harness assembly for a new energy vehicle according to claim 7, characterized in that: The working temperature of the mixture filled in the anti-slip sleeve (13) is higher than the maximum working temperature of the battery pack.

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