Heat dissipation structure of vehicle electric wire

Abstract

The utility model provides a heat dissipation structure of a vehicle electric wire. A heat dissipation structure for an electric wire for a vehicle includes an electric wire routed inside a vehicle body, a plate member constituting a part of the vehicle body, and a sound insulation member laid on the plate member, in which at least a part of the electric wire is housed in a through portion formed in the sound insulation member, and a heat dissipation member is laid between the plate member and the through portion of the sound insulation member. The heat dissipation member is configured to close the penetration portion in a state of contacting the electric wire. According to the above structure, the heat emitted from the electric wire can be transmitted to the plate member which forms a part of the vehicle body through the heat dissipation member and then is dissipated to the outside from the vehicle body, thereby ensuring the sound insulation performance of the vehicle body and preventing the periphery of the electric wire from being in a high-temperature state.

Description

Technical Field

[0001] This utility model relates to a heat dissipation structure for automotive electrical wires. Background Technology

[0002] Typically, electric vehicles can be charged using household power via chargers in dedicated charging facilities (e.g., wall-mounted chargers) located in homes or parking lots; or they can be charged at high speeds via high-speed chargers at public charging stations (or charging piles). Regular charging takes a relatively long time; high-speed charging can complete the process in a short time, but because a large amount of power is being transferred to the battery installed inside the vehicle, the wires transmitting power from the charging port to the battery will heat up and become very hot.

[0003] In response, various heat dissipation structures exist in the prior art to improve the heat dissipation performance of electrical wires. For example, Figure 4 This illustrates a heat dissipation structure for automotive electrical wires. Figure 4 This is a cross-sectional view of the automotive wiring harness W, which incorporates a heat dissipation structure. (Example) Figure 4 As shown, the wire W is constructed by inserting a conductive body W1, made of metal wire (or wire bundle), into a tubular outer component W5. The outer surface of the conductive body W1 is covered by an insulating component W2 made of a non-conductive material. A metallic shielding material W3 for suppressing electromagnetic interference is disposed outside the insulating component W2, and a heat dissipation component W4 made of a thermally conductive material is disposed outside the shielding material W3. In this structure, because the heat dissipation component W4 is disposed between the conductive body W1 and the outer component W5, the heat generated by the conductive body W1 when current flows can be transferred to the outer component W5 via the heat dissipation component W4, and then dissipated to the outside from the outer component W5.

[0004] However, in the above structure, if the heat transferred from the conductor W1 to the outside of the outer component W5 via the heat dissipation component W4 is not dissipated to the outside of the vehicle body, the area around the wire W will become a high temperature state. Utility Model Content

[0005] In view of the above situation, the purpose of this utility model is to provide a heat dissipation structure for automotive wiring harnesses that can effectively dissipate the heat generated by the wiring harness to the outside of the vehicle body.

[0006] As a technical solution to solve the above-mentioned technical problems, the present invention provides a heat dissipation structure for automotive wiring. The heat dissipation structure for automotive wiring includes wiring inside the vehicle body, a plate component constituting part of the vehicle body, and a sound insulation component laid on the plate component. The feature is that at least a portion of the wiring is housed in a through-hole formed in the sound insulation component, and a heat dissipation component is laid between the plate component and the through-hole of the sound insulation component. The heat dissipation component is configured to block the through-hole in contact with the wiring.

[0007] Based on the heat dissipation structure of the automotive wiring harness described above, the heat emitted from the wiring harness can be transferred to the plate component that forms part of the vehicle body via the heat dissipation component, and then dissipated to the outside through the vehicle body. Therefore, while ensuring the sound insulation performance of the vehicle body, it is possible to prevent the area around the heating wiring harness from becoming too hot.

[0008] In the heat dissipation structure of the above-mentioned automotive wiring of the present invention, preferably, the heat dissipation member is configured such that its side portion overlaps with the side portion of the through portion of the sound insulation member.

[0009] Based on this structure, it is possible to ensure that the heat dissipation component has sufficient heat dissipation area, thereby efficiently dissipating the heat released by the wires to the outside of the vehicle body.

[0010] In addition, in the heat dissipation structure of the above-mentioned automotive wiring harness of this utility model, it is preferred that the heat dissipation component is made of a sheet of elastic silicone.

[0011] Based on this structure, the heat dissipation component can make close contact with the wires and the board component, thereby efficiently transferring the heat released by the wires. In addition, it can also prevent mutual interference between the board component and the wires, achieving a silent effect.

[0012] In the heat dissipation structure of the above-mentioned automotive wiring of the present invention, preferably, a heat sink is provided on the reverse side of the portion of the plate member where the heat dissipation member is disposed.

[0013] Based on this structure, the arrangement of the heat sink increases the heat dissipation area, so that the heat transferred from the wires to the plate component can be dissipated to the outside of the vehicle more efficiently. In addition, the heat on the heat sink is more easily blown away by the wind while the vehicle is in motion.

[0014] In the heat dissipation structure of the above-mentioned vehicle wiring of this utility model, the wiring can be a charging wiring that transmits power from the charging port provided on the vehicle body to the vehicle battery side, or the wiring can be a power supply wiring that transmits power between the vehicle battery side and the vehicle power control unit side.

[0015] Based on this structure, it is possible to prevent the area around the charging wire from becoming hot due to the heating of the charging wire during charging, or the area around the power supply wire from becoming hot due to the heating of the power supply wire during operation. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating the general configuration of a vehicle charging system in an embodiment of the present invention.

[0017] Figure 2 This is a schematic block diagram illustrating a portion of the electrical system in an embodiment of the present invention.

[0018] Figure 3 This is a schematic cross-sectional view illustrating the heat dissipation structure of the automotive wiring harness according to an embodiment of the present invention.

[0019] Figure 4 This is a schematic cross-sectional view of the heat dissipation structure of automotive wiring harnesses in the prior art. Detailed Implementation

[0020] The embodiments of this utility model will now be described with reference to the accompanying drawings.

[0021] <Charging System>

[0022] Figure 1 This is a schematic diagram showing the general configuration of the vehicle charging system in this embodiment. Figure 1 The charging system shown includes a vehicle 1 and a charger 4.

[0023] In this embodiment, vehicle 1 is, for example, an electric vehicle, but it can also be a plug-in hybrid electric vehicle or other vehicle that can be externally charged. Vehicle 1 has a battery 7 installed inside for storing and providing electrical energy required for driving, and a charging port 6 is provided on the vehicle body. The battery 7 is installed, for example, at the bottom of vehicle 1, and is connected to the charging port 6 located on one side (e.g., the right side) of the vehicle body via a charging cable (charging wire) 71 routed inside vehicle 1.

[0024] The charger 4 is installed, for example, on a charging station 3 in a parking lot or similar location, to supply power from an external power source 2 to the battery 7. The charger 4 is configured to be electrically connected to a charging port 6 via a charging cable 5.

[0025] <Electrical Systems>

[0026] Figure 2 This is a schematic block diagram illustrating a portion of the electrical system of vehicle 1 during charging and power supply. First, refer to... Figure 2 Explain the power supply during charging.

[0027] Figure 2 The electrical system shown includes an AC power supply 2, a charger 4, charging cables 5 (5P, 5N), a charging port 6, charging wires 71 (71P, 71N), a battery 7, an on-board power control unit (PCU) 8, power supply lines 81 (81P, 81N), an electric generator (MG) 9, and an electronic control unit (ECU) 10.

[0028] Here, charger 4 is a DC charger, which includes an A / D converter 41, a control unit (CU) 42, and voltage sensors and signal transmission and reception devices (not shown).

[0029] The A / D converter 41 is electrically connected to an external power source 2, which is an AC power source, via a three-phase cable 21. It converts the AC power from the external power source 2 (including A / D conversion and voltage level adjustment) into DC power suitable for the battery 7 of the vehicle 1, and outputs it through positive and negative power lines (not shown).

[0030] The control unit 42 is electrically connected to the A / D converter 41, a voltage sensor (not shown), and a signal transmitting and receiving device, etc., and controls the power conversion of the AC / DC converter 41 based on the voltage between the positive and negative transmission lines detected by the voltage sensor, the external control signal CS received by the signal transmitting and receiving device, and the control signal from the ECU 10 of the vehicle 1.

[0031] The charging cable 5 includes power supply lines (positive power supply line 5P and negative power supply line 5N) and a charging plug 51. The positive power supply line 5P is electrically connected to the positive power supply line (not shown) of the charger 4, and the negative power supply line 5N is electrically connected to the negative power supply line (not shown) of the charger 4.

[0032] The charging plug 51 can be inserted into the charging port 6 of the vehicle 1 and mechanically engaged with the charging port 6. A positive charging cable 71P and a negative charging cable 71N are connected to the charging port 6. When the charging plug 51 is engaged with the charging port 6, the positive charging cable 71P is electrically connected to the positive power supply cable 5P, and the negative charging cable 71N is electrically connected to the negative power supply cable 5N.

[0033] Additionally, although not shown in the diagram, a current sensor for measuring the charging current flowing through the positive charging cable 71P is provided on the positive charging cable 71P; a voltage sensor for measuring the charging voltage between the positive charging cable 71P and the negative charging cable 71N is provided between the two. The measured charging current and charging voltage are input to the ECU 10 of the vehicle 1.

[0034] In addition, charging relays 72 and 73 are respectively provided on the positive charging cable 71P and the negative charging cable 71N to control the connection and disconnection of the positive charging cable 71P and the negative charging cable 71N. The charging relays 72 and 73 are electrically connected to the ECU 10 of the vehicle 1 via signal lines D1 and D2 respectively, and perform connection or disconnection actions according to the control commands from the ECU 10.

[0035] Battery 7 is, for example, an assembled battery composed of multiple battery cells, used to store electricity charged by charger 4 and electricity generated by electric generator 9, and to supply the electric generator 9 with the power required for vehicle 1 to run. The positive terminal of battery 7 is electrically connected to positive charging line 71P via system main relay (SMR) 74, and the negative terminal of battery 7 is electrically connected to negative charging line 71N via system main relay (SMR) 75.

[0036] SMR74 and SMR75 are electrically connected to ECU10 via signal lines D3 and D4 respectively, and perform on-off or off-off actions according to control commands from ECU10.

[0037] The ECU10 has a CPU, ROM, RAM and other memory (not shown), and signal output and input devices, etc., and outputs control commands to control the opening and closing of the relays (72 to 75) based on the signals detected by the above-mentioned sensors.

[0038] In addition, when the charging plug 51 is engaged with the charging port 6, the charger 4 and the vehicle 1 are electrically connected via the charging cable 5. At this time, the ECU 10 and the control unit 42 of the charger 4 can transmit various kinds of information such as signals, commands, short messages or data to each other through communication based on communication standards such as CAN (Controller Area Network).

[0039] Based on the above structure, when charging vehicle 1, the charging plug 51 is inserted into the charging port 6 to start charging. Then the charging relays (72 and 73) and SMR (74 and 75) are turned on. The AC power from AC power source 2 is converted into DC power suitable for vehicle 1 by charger 4 and then supplied to battery 7.

[0040] Secondly, the power supply for vehicle 1 during operation will be explained. For example... Figure 2 As shown, battery 7 is electrically connected to PCU8 via power supply wire (power supply wire) 81. Specifically, the positive terminal of battery 7 is electrically connected to the positive terminal of PCU8 via SMR74 and positive power supply wire 81P, and the negative terminal of battery 7 is electrically connected to the negative terminal of PCU8 via SMR75 and negative power supply wire 81N.

[0041] PCU8 consists of a converter (not shown) and an inverter, and can convert AC power to DC power and vice versa. PCU8 is electrically connected to the electric generator (MG) 9 via AC cable 91 and to the ECU 10 via signal cable D5.

[0042] The electric generator 9 is, for example, a permanent magnet synchronous motor. Its output rotational torque is transmitted to the drive wheels of the vehicle 1 via transmission gears (not shown), thereby causing the vehicle 1 to move. On the other hand, when the vehicle 1 brakes, the electric generator 9 can generate electricity using the rotational power of the drive wheels.

[0043] Based on the above structure, when the vehicle 1 is in motion, the PCU8 converts the DC power from the battery 7 into AC power according to the control command from the ECU 10 and supplies it to the electric generator 9 through the power transmission line 81; when the vehicle 1 brakes, the electric generator 9 generates electricity using the rotational power of the drive wheels, and then the PCU8 converts the electricity generated by the electric generator 9 into DC power and supplies it to the battery 7 through the power transmission line 81.

[0044] However, during the charging of the battery 7 of the vehicle 1 as described above, or during the driving of the vehicle 1, a large current flows through the charging cable 71 or power supply cable 81 inside the vehicle 1, which causes these cables (71, 81) to heat up.

[0045] For example, one could adopt the following approach: Figure 4 The existing wire heat dissipation structure shown is used to dissipate the heat generated by the conductor of the wires (71, 81) to the outside of the wires. However, if the heat dissipated to the outside of the wires (71, 81) cannot be dissipated to the outside of the vehicle 1, the area around the wires (71, 81) will become a high temperature state.

[0046] <Heat dissipation structure of electrical wires>

[0047] To address the aforementioned problems, this embodiment employs a wire heat dissipation structure capable of dissipating heat generated by the wires to the exterior of the vehicle body. The following refers to... Figure 3 The heat dissipation structure of the automotive wiring harness in this embodiment will be described.

[0048] Figure 3 This is a schematic cross-sectional view illustrating the heat dissipation structure of the charging cables (71P and 71N), with an enlarged view showing part of the charging cables (71P and 71N) and surrounding structure. Figure 3As shown, charging cables (71P and 71N) are routed between the plate member 12 and the interior member 14 of the vehicle 1. The plate member 12 is a member that forms part of the body of the vehicle 1 and is in contact with the air outside the body; in this case, it is, for example, the floor of the vehicle 1. The interior member 14 is disposed inside the passenger compartment of the vehicle 1; in this case, it is, for example, a decorative member of the floor of the passenger compartment.

[0049] like Figure 3 As shown, a sound-insulating member 13 is laid on the plate member 12, and the charging cables (71P and 71N) are housed in the through-hole 131 formed in the sound-insulating member 13. Furthermore, a heat-insulating member 17 is disposed between the charging cables (71P and 71N) and the internal component 14 to cover the charging cables (71P and 71N); a heat-dissipating member 15 is laid between the charging cables (71P and 71N) and the plate member 12. Each component will now be described in detail.

[0050] In this embodiment, the vehicle body of the vehicle 1 is, for example, a die-cast body (but it can also be other types of body). In order to increase the heat dissipation area, a plurality of (in this case, four) sheet-like heat dissipation fins 16 perpendicular to the plate member 12 are formed on the reverse side of the portion of the plate member 12 where the heat dissipation member 15 is disposed.

[0051] The sound insulation member 13 is a thin plate-shaped member used to prevent noise from outside the vehicle from entering the passenger compartment through the plate member 12. A groove-shaped through-hole 131 is formed on the sound insulation member 13, extending along the wiring path of the charging cable 71 and penetrating the sound insulation member 13 in the thickness direction.

[0052] The heat dissipation member 15 is, for example, made of a heat dissipation sheet made of silicone with excellent thermal conductivity and elasticity. The heat dissipation member 15 is laid between the plate member 12 and the sound insulation member 13 and extends along the through-hole 131. Furthermore, the heat dissipation member 15 is configured such that the two sides of its extending direction overlap with the two sides of the through-hole 131 in the extending direction, thus blocking the through-hole 131.

[0053] The positive charging cable 71P and the negative charging cable 71N are arranged side by side in the width direction of the through portion 131 and are housed in the through portion 131 in a state of pressing down the heat dissipation member 15.

[0054] The heat insulation member 17 is used to prevent heat emitted from the charging cables (71P and 71N) from being transferred to the inner component 17. The heat insulation member 17 is configured to have an arched cross-section. The heat insulation member 17 is fixed to the sound insulation member 13 in a state that covers the charging cables (71P and 71N) from the side closest to the inner component 17.

[0055] While the inner side of the heat dissipation component 15 is pressed down by the charging cables (71P and 71N), the outer side of the heat dissipation component 15 presses down on the plate component 12. In this way, the heat dissipation component 15 can make close contact with both the charging cables (71P and 71N) and the plate component 12, thereby efficiently absorbing heat from the charging cables 71 and efficiently transferring the absorbed heat to the plate component 12. At the same time, it can also achieve a noise reduction effect to prevent the plate component 12 and the charging cables 71 from interfering with each other.

[0056] Based on the above structure, the heat emitted from the charging cables (71P and 71N) can be transferred to the plate member 12 through the heat dissipation member 15, and then dissipated to the outside of the vehicle body through the plate member 12 and the heat sink 16. Therefore, the sound insulation performance of the vehicle 1 can be ensured, and the heat generated on the charging cable 71 during the charging of the battery 7 can be efficiently dissipated to the outside of the vehicle 1, thereby preventing the area around the charging cable 71 from becoming too hot.

[0057] In addition, the above Figure 3 The heat dissipation structure shown for automotive wiring harnesses is not limited to charging cables (71P and 71N), but is also applicable to power supply cables (81P and 81N). In other words, it can... Figure 3 The positive charging cable 71P and negative charging cable 71N are replaced with positive power supply cable 81P and negative power supply cable 81N. In this case, the heat generated by the power supply cable 81 during vehicle 1 operation can be transferred to the plate member 12 and heat sink 16 through the heat dissipation member 15, and then efficiently blown away by the driving wind of vehicle 1.

[0058] However, this invention is not limited to the embodiments described above, and various modifications can be made. For example, heat sinks of other shapes can be provided on the bottom surface (the surface facing the outer side of the vehicle body) of the plate member 12, or the heat sink 16 can be omitted. In this case, the heat transferred to the heat dissipation member 15 can also be dissipated to the outside of the vehicle body through the plate member 12. In addition, the wires can also be busbars or wire harnesses, etc.

Claims

1. A heat dissipation structure for automotive wiring, comprising wiring inside a vehicle body, a plate component forming part of the vehicle body, and a sound insulation component laid on the plate component, characterized in that: At least a portion of the wire is housed in a through-hole formed in the sound insulation member. A heat dissipation member is provided between the through-hole of the plate member and the sound insulation member, the heat dissipation member being configured to block the through-hole in a state of contact with the wire.

2. The heat dissipation structure for automotive wiring as described in claim 1, characterized in that: The heat dissipation member is configured such that its side portion overlaps with the side portion of the through portion of the sound insulation member.

3. The heat dissipation structure for automotive wiring as described in claim 1, characterized in that: The heat dissipation component is made of a sheet of elastic silicone.

4. The heat dissipation structure for automotive wiring as described in claim 1, characterized in that: A heat sink is provided on the reverse side of the portion of the plate member where the heat sink is located.

5. The heat dissipation structure for automotive wiring as described in any one of claims 1 to 4, characterized in that: The wire is a charging wire that transmits power from the charging port located on the vehicle body to the vehicle battery.

6. The heat dissipation structure for automotive wiring as described in claim 5, characterized in that: The wire is a power supply wire used to transmit power between the vehicle battery side and the vehicle power control unit side.

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