WO2023174281A1 - 一种电能传输总成及车辆 - Google Patents

一种电能传输总成及车辆 Download PDF

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Publication number
WO2023174281A1
WO2023174281A1 PCT/CN2023/081364 CN2023081364W WO2023174281A1 WO 2023174281 A1 WO2023174281 A1 WO 2023174281A1 CN 2023081364 W CN2023081364 W CN 2023081364W WO 2023174281 A1 WO2023174281 A1 WO 2023174281A1
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WO
WIPO (PCT)
Prior art keywords
electrical connection
shaped
transmission assembly
cross
connection frame
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2023/081364
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English (en)
French (fr)
Inventor
王超
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jilin Zhong Ying High Technology Co Ltd
Original Assignee
Jilin Zhong Ying High Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jilin Zhong Ying High Technology Co Ltd filed Critical Jilin Zhong Ying High Technology Co Ltd
Priority to US18/847,194 priority Critical patent/US20250192457A1/en
Priority to EP23769783.4A priority patent/EP4496153A4/en
Publication of WO2023174281A1 publication Critical patent/WO2023174281A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R11/00—Individual connecting elements providing two or more spaced connecting locations for conductive members which are, or may be, thereby interconnected, e.g. end pieces for wires or cables supported by the wire or cable and having means for facilitating electrical connection to some other wire, terminal, or conductive member, blocks of binding posts
    • H01R11/01—Individual connecting elements providing two or more spaced connecting locations for conductive members which are, or may be, thereby interconnected, e.g. end pieces for wires or cables supported by the wire or cable and having means for facilitating electrical connection to some other wire, terminal, or conductive member, blocks of binding posts characterised by the form or arrangement of the conductive interconnection between the connecting locations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/18—Cables specially adapted for charging electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/02—Contact members
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01B—CABLES; CONDUCTORS; INSULATORS; SELECTION OF MATERIALS FOR THEIR CONDUCTIVE, INSULATING OR DIELECTRIC PROPERTIES
    • H01B7/00—Insulated conductors or cables characterised by their form
    • H01B7/0009—Details relating to the conductive cores
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R2201/00—Connectors or connections adapted for particular applications
    • H01R2201/26—Connectors or connections adapted for particular applications for vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R31/00—Coupling parts supported only by co-operation with counterpart
    • H01R31/06—Intermediate parts for linking two coupling parts, e.g. adapter

Definitions

  • the present invention relates to the field of electric energy transmission, and more specifically, to an electric energy transmission assembly and a vehicle.
  • high-voltage wire harnesses are used for electrical connections between electrical components such as batteries, inverters, and engines.
  • the purpose of the present invention is to provide a new technical solution for an electric energy transmission assembly and an electric vehicle.
  • an electric energy transmission assembly including at least one electrical connection frame and connectors provided at both ends of the electrical connection frame.
  • the connectors include connection terminals, and the two ends of the electrical connection frame are connected to the electrical connection frame.
  • the connection terminals are electrically connected, and the electrical connection frame includes at least two cross-sections with different shapes.
  • the electrical connection frame is covered with an insulating layer, and the insulating layer covers the outside of the electrical connection frame.
  • connection terminal is made of copper or copper alloy
  • electrical connection frame is made of pure aluminum or an aluminum alloy with an aluminum content of more than 90%.
  • connection frame and the connection terminal are connected by welding or crimping.
  • the electrical connection skeleton is a rigid body, and the tensile strength of the electrical connection skeleton is greater than 75 MPa.
  • the cross-sectional shape of the electrical connection skeleton is circular, elliptical, rectangular, polygonal, A-shaped, B-shaped, D-shaped, M-shaped, N-shaped, O-shaped, S-shaped, P-shaped, E-shaped, F-shaped, H-shaped, K-shaped, L-shaped, T-shaped, U-shaped, V-shaped, W-shaped, X-shaped, Y-shaped, Z-shaped, semi-arc, arc, and wavy shapes.
  • It also includes a transition connection section that transitionally connects two different-shaped cross sections of each of the electrical connection skeletons.
  • the electrical connection skeleton includes at least one bend, and the transition connection section is located in the bend.
  • the cross-sectional area of each two cross-sections of different shapes of the electrical connection skeleton differs by no more than 20%.
  • the electrical connection skeleton at least includes a first conductive core segment and a second conductive core segment, and the first conductive core segment and the second conductive core segment have different cross-sectional shapes.
  • the first conductor core segment is provided with a first insulation layer
  • the second conductor core segment is provided with a second insulation layer.
  • the first insulation layer and the second insulation layer are welded or welded or foamed. Or connected by injection molding, bonding, spraying or dipping.
  • the first guide core segment and the second guide core segment are connected by welding or crimping.
  • the cross-sectional area difference between the first guide core segment and the second guide core segment does not exceed 20%.
  • At least one of the first guide core segment and the second guide core segment is made of pure aluminum or an aluminum alloy with an aluminum content of more than 90%.
  • the cross-sectional shape of the electrical connection skeleton is a polygon, and the corners of the polygon are all chamfered or rounded.
  • the cross-sectional area of the electrical connection skeleton is 3.5mm 2 -240mm 2 .
  • Partial areas of the electrical connection skeleton are flexible.
  • a shielding layer and an outer insulating layer are also arranged outside the insulating layer.
  • One of said connectors is a charging dock.
  • the invention also provides a vehicle, which includes a vehicle body, an electrical device and an electric energy transmission assembly as described above.
  • the electric energy transmission assembly is detachably fixed on the vehicle body or the electric device.
  • the electric energy transmission assembly The connecting frame is arranged and fixed along the contour of the vehicle body.
  • the distance between the electrical connection frame and the vehicle body is greater than or equal to 4.6 mm.
  • the cross-section of the electrical connection frame is set in various shapes, which can be used in different installation environments and can better match the electrical connection frame with the car body.
  • the transitional connection section can smoothly connect the various cross-sectional areas of the electrical connection skeleton without stress concentration, which will reduce the life of the electrical connection skeleton.
  • the electrical connection skeleton is also equipped with flexible parts and curved parts.
  • the structure of the connector assembly can be reasonably designed according to the installation environment of the vehicle body, making it easier to install the connector assembly on the vehicle body and saving assembly time.
  • Figure 1 is a schematic structural diagram of the connector assembly of the present invention
  • Figure 2 is a schematic structural diagram of the electrical connection skeleton of the present invention.
  • Figure 3 is a cross-sectional view of the electrical connection skeleton of the present invention.
  • Figure 4 is a cross-sectional view of the electrical connection skeleton of the present invention taken along line A-A in Figure 3;
  • FIG. 5 is a cross-sectional view of the electrical connection skeleton of the present invention taken along line B-B in FIG. 3 .
  • any specific values are to be construed as illustrative only and not as limiting. Accordingly, other examples of the exemplary embodiments may have different values.
  • An electric energy transmission assembly including at least one electrical connection frame 2 and connectors 1 arranged at both ends of the electrical connection frame 2.
  • the connector 1 includes connection terminals 4.
  • the two ends of the electrical connection frame 2 are connected to the electrical energy transmission assembly.
  • the connection terminals 4 are electrically connected, and the electrical connection frame 2 includes at least two cross-sections with different shapes.
  • the electrical connection frame 2 is covered with an insulating layer 3, and the insulating layer 3 is wrapped around the electrical connection frame 2. outside.
  • the electrical connection skeleton 2 is composed of at least two conductors with different cross-sections.
  • the outer side of the electrical connection skeleton 2 is covered with an insulating layer 3.
  • the design of this structure does not change the power transmission effect. At the same time, it can better adapt to the wiring path of the vehicle.
  • the electrical connection skeleton 2 includes two cross-sections with different shapes.
  • the two structures can be integrated structures. Compared with the traditional use of two different wires for transfer, This structure effectively reduces costs and improves installation efficiency.
  • the material of the insulation layer 3 is PVC. On the one hand, it ensures the insulation performance, and on the other hand, it also has waterproof performance, wear resistance and hardness.
  • the insulation material of the cable can also be rubber, TPE, XPE, PP, XLPE, FEP, ETFE, One or more of TPR and TPFE.
  • connection terminal 4 is made of copper or a copper alloy
  • electrical connection frame 2 is made of pure aluminum or an aluminum alloy with an aluminum content of more than 90%.
  • Copper or copper alloy has good conductivity and strong plasticity, so it is one of the first choices for making conductive materials. Since the connecting terminal 4 needs to be plugged and unplugged frequently, the copper material with good conductivity can be used to extend the life of the connecting terminal 4. service life.
  • the electrical conductivity of aluminum is second only to copper, and aluminum resources are abundant and cheap, making it one of the main materials to replace copper cables.
  • connection frame 2 and the connection terminal 4 are connected by welding or crimping.
  • the metal inertness of copper is greater than that of aluminum.
  • the electrode potential difference between copper and aluminum is 1.9997V.
  • the specific connection method is one or more of resistance welding, friction welding, ultrasonic welding, arc welding, laser welding, electron beam welding, pressure diffusion welding, and magnetic induction welding.
  • Resistance welding refers to a method that uses strong current to pass through the contact point between the electrode and the workpiece, and generates heat due to the contact resistance to achieve welding.
  • Friction welding refers to a method that uses the heat generated by friction on the contact surface of the workpiece as a heat source to cause plastic deformation of the workpiece under pressure for welding.
  • Ultrasonic welding uses high-frequency vibration waves to transmit to the surfaces of two objects to be welded. Under pressure, the surfaces of the two objects rub against each other to form fusion between the molecular layers.
  • the arc welding method refers to using the arc as a heat source and utilizing the physical phenomenon of air discharge to convert electrical energy into the thermal energy and mechanical energy required for welding, thereby achieving the purpose of joining metals.
  • the main methods include electrode arc welding, submerged arc welding, and gas shielding. Welding etc.
  • Laser welding is an efficient and precise welding method that uses high-energy-density laser beams as heat sources.
  • Electron beam welding refers to the use of accelerated and focused electron beams to bombard the welding surface placed in a vacuum or non-vacuum, so that the workpiece to be welded melts to achieve welding.
  • Pressure welding is a method of applying pressure to the weldment to bring the joint surfaces into close contact to produce a certain degree of plastic deformation to complete the welding.
  • Diffusion welding refers to a solid-state welding method that pressurizes the workpiece at high temperatures without causing visible deformation or relative movement.
  • Crimping method is a production process in which after assembling the electrical connection frame 2 and the connection terminal 4, a crimping machine is used to stamp the two into one body.
  • the advantage of crimping is mass production. By using an automatic crimping machine, products of stable quality can be manufactured quickly and in large quantities.
  • the specific welding or crimping method selects an appropriate connection method or combination of connection methods according to the actual status of the electrical connection frame 2 and the connection terminal 4 to achieve an effective electrical connection.
  • the electrical connection skeleton 2 is a rigid body, and the tensile strength of the electrical connection skeleton 2 is greater than 75 MPa.
  • a rigid body refers to an object whose shape and size remain unchanged during motion and after the force is applied, and the relative positions of internal points remain unchanged.
  • absolutely rigid bodies do not actually exist. They are just an ideal model, because any object will deform more or less after being subjected to force. If the degree of deformation is extremely small relative to the geometric size of the object itself, it is difficult to study The deformation of the object during motion is negligible. Therefore, during use, the amount of deformation produced by the electrical connection skeleton 2 made of rigid body material is negligible. The greater the tensile strength of the rigid body, the smaller the deformation amount.
  • the inventor selected the same size specifications and used different resistance For the tensile strength of the electrical connection frame 2 sample, test the tensile force value when the electrical connection frame 2 is broken, the torque during bending and the abnormal sound during vibration.
  • Test method for the tensile force value of the electrical connection skeleton 2 Use a universal tensile testing machine, fix both ends of the electrical connection skeleton 2 on the tensile fixture of the universal tensile testing machine, and stretch at a speed of 50mm/min. Record the tensile force value at the final break. In this embodiment, a tensile force value greater than 1600N is considered a qualified value.
  • Torque test method of the electrically connected skeleton 2 Use a torque tester to bend the electrically connected skeleton 2 at 90° with the same radius and the same speed, and test the torque value of the deformation of the electrically connected skeleton 2 during the bending process.
  • a torque value less than 60 N ⁇ m is a preferred value.
  • the test method is to select electrical connection skeleton 2 samples of the same size and specifications and different tensile strengths, assemble the connectors 1 of the same specifications together, and fix them on the vibration test bench. During the vibration test, observe whether there is abnormal noise in the electrical connection frame 2.
  • the tensile strength of the electrical connection skeleton 2 is less than 75MPa
  • the tensile force value of the electrical connection skeleton 2 when it is broken is less than 1600N.
  • the strength of the electrical connection skeleton 2 itself is not high, and it is subject to smaller It is easily broken by external force, causing the function of the electrical connection skeleton 2 to fail, thereby failing to achieve the purpose of transmitting electric energy.
  • the tensile strength value of the electrical connection skeleton 2 the less likely the electrical connection skeleton 2 is to deform, so during the vibration test, the less likely the electrical connection skeleton 2 is to vibrate relative to the connector 1 connected at both ends. Abnormal noise.
  • Table 1 above when the tensile strength of the electrical connection frame 2 is less than or equal to 75MPa, the electrical connection frame 2 will produce abnormal noise during the vibration test. Therefore, the inventor prefers that the tensile strength of the electrical connection skeleton 2 be greater than 75 MPa.
  • the cross-sectional shape of the electrical connection skeleton 2 is circular, elliptical, A-shaped, B-shaped, D-shaped, M-shaped, N-shaped, O-shaped, S-shaped, P-shaped, rectangular, Polygon, E-shaped, F-shaped, H-shaped, K-shaped, L-shaped, T-shaped, U-shaped, V-shaped, W-shaped, X-shaped, Y-shaped, Z-shaped, semi-arc, arc, wavy shape kind.
  • part of the cross-section of the electrical connection skeleton 2 may be a circular structure and the other part may be an elliptical structure.
  • the outer side of the electrical connection skeleton 2 is covered with an insulating layer 3.
  • the electrical connection skeleton 2 is specifically a rod-shaped conductor with a large diameter.
  • a transition connection section 23 is also included, which transition connection section 23 transitionally connects two different shaped cross sections of each of the electrical connection skeletons 2 .
  • the transitional connection section 23 is used to connect to two electrical connection skeletons 2 of different cross-sections that need to be connected, which can solve the problem that the two sections of the electrical connection skeleton 2 cannot be directly connected due to different cross-sections. , which can improve connection efficiency.
  • the transition section can play a transitional role in different cross-sectional shapes and cross-sectional areas.
  • the cross-sectional areas of the two parts of the electrical connection frame 2 are 3.5mm 2 and 3.6mm 2 respectively, then the first end of the transitional connection section 23 is 3.5mm 2 , the second end is 3.6mm 2 . They are connected to the two ends of the electrical connection frame 2 respectively, and the cross-sectional area gradually increases from the first end to the second end, thereby completing the smooth transition of the two ends of the electrical connection frame 2 .
  • the electrical connection skeleton 2 includes at least one bend, and the transition connection section 23 is located in the bend.
  • the electrical connection frame 2 will include a bend.
  • the transition section is set at the bend.
  • the cross-sectional area of each two cross-sections of different shapes of the electrical connection skeleton 2 differs by no more than 20%.
  • the difference in the cross-sectional area of the electrical connection frame 2 of different shapes cannot be too large, otherwise the electrical connection frame 2 with a larger cross-sectional area will be It is difficult to install on the car body, and may even interfere with other parts on the car body, causing abnormal noises.
  • the difference in the cross-sectional area of each two cross-sections of different shapes of the electrical connection frame 2 does not exceed 20%, which does not affect the installation of the electrical connection frame 2 on the vehicle body. Therefore, when selecting the cross section of the electrical connection skeleton 2, it is not possible to select a cross section with a large difference in shape or a cross section with a large difference in cavity size.
  • the electrical connection skeleton 2 at least includes a first conductive core segment 21 and a second conductive core segment 22.
  • the cross-sectional shapes of the first conductive core segment 21 and the second conductive core segment 22 are similar. different.
  • the electrical connection skeleton 2 is at least connected by a first conductive core section 21 and a second conductive core section 22.
  • the first conductive core section 21 has a circular cross-section
  • the second conductive core section 22 has a circular cross-section.
  • 22 has a hexagonal cross-section
  • the lower end of the rear end of the first guide core section 21 is connected to the upper end of the front end of the second guide core section 22.
  • they can be connected by welding, preferably ultrasonic welding.
  • the electrical connection skeleton 2 can also connect more than three conductor core segments with different cross-sectional shapes.
  • the first conductive core section 21 is provided with a first insulating layer
  • the second conductive core section 22 is provided with a second insulating layer.
  • the first insulating layer and the second insulating layer are welded or welded or Connected by foaming or injection molding or bonding or spraying or dipping.
  • the first insulating layer and the second insulating layer can form a complete insulating layer 3, so that the entire electrical connection skeleton 2 can be externally insulated.
  • first core guide section 21 and the second guide core section 22 are connected by welding or crimping.
  • the first guide core section 21 and the second guide core section 22 are connected by welding or crimping, which can be resistance welding, friction welding, ultrasonic welding, arc welding, laser welding, electron beam welding, or pressure diffusion.
  • welding or crimping can be resistance welding, friction welding, ultrasonic welding, arc welding, laser welding, electron beam welding, or pressure diffusion.
  • welding magnetic induction welding or crimping.
  • the cross-sectional area difference between the first guide core section 21 and the second guide core section 22 does not exceed 20%.
  • first conductive core section 21 and the second conductive core section 22 due to the presence of cavities in the cross-sections of different shapes, The cross-sectional areas are different, so the cross-sectional areas of the first guide core section 21 and the second guide core section 22 are not the same.
  • first conductive core section 21 has a multi-core structure
  • second conductive core section 22 has a solid structure.
  • the cross-sectional area of the multi-core first guide core segment 21 is larger than the cross-sectional area of the second guide core segment 22 of the solid structure.
  • the difference in cross-sectional area between the first conductive core section 21 and the second conductive core section 22 cannot be too large, otherwise the cross-sectional area will be larger.
  • the first guide core section 21 or the second guide core section 22 is difficult to install on the vehicle body, and may even interfere with other parts on the vehicle body, causing abnormal noise.
  • the cross-sectional difference between the first conductive core section 21 and the second conductive core section 22 is too large, insufficient conductivity may easily occur.
  • the experimental method is to select materials with different cross-sections.
  • each electrical connection skeleton 2 is tested on the electrical connection skeleton 2 composed of the first conductor core segment 21 or the second conductor core segment 22 connected in cross section.
  • the test results are shown in Table 2.
  • the absolute value of the difference between the cross-sectional areas of the first conductive core section 21 and the second conductive core section 22 is calculated, and then the ratio to the cross-sectional area of the first conductive core section 21 is calculated, and then the electrical connection skeletons with different ratios are recorded. 2 conductivity, if the conductivity is greater than 99%, it is an ideal value.
  • the cross-sectional area difference between the first guide core section 21 and the second guide core section 22 does not exceed 20%, so as not to affect the installation of the electrical connection frame 2 on the vehicle body. Therefore, when selecting the cross-sections of the first guide core section 21 and the second guide core section 22, it is impossible to select a cross-section with a large difference in shape, or a large difference in cavity size. Large cross section.
  • the inventor conducted relevant tests. The test method was to select different electrical connection skeletons 2. Each electrical connection skeleton 2 has The areas of the first guide core section 21 and the second guide core section 22 are different.
  • Each electrical connection frame is subjected to an assembly test. If it can be successfully installed in the vehicle body environment, it is deemed to be qualified.
  • the electrical connection frame 2 whose cross-sectional areas differ by more than 20% between the first conductive core section 21 and the second conductive core section 22, it will interfere with the sheet metal of the car or electrical devices during installation. Therefore, the inventor prefers the above-mentioned method.
  • the cross-sectional area difference between the first guide core section 21 and the second guide core section 22 does not exceed 20%.
  • At least one of the first core guide segment 21 and the second guide core segment 22 is made of pure aluminum or an aluminum alloy with an aluminum content of more than 90%.
  • the first guide core section 21 and the second guide core section 22 can be made of the same material or different materials. Specifically, the first guide core section 21 is made of aluminum and the second guide core section 22 is made of copper. The first guide core section 21 and the second guide core section 22 are connected by welding. More specifically, the first guide core section 21 and the second guide core section are all made of pure aluminum or an aluminum alloy with an aluminum content of more than 90%.
  • the cross-section of the electrical connection skeleton 2 is a polygon, and the corners of the polygon are rounded or chamfered.
  • the edges and corners can be rounded or chamfered to prevent the sharp parts from causing damage to the insulating layer 3 .
  • the cross-sectional area of the electrical connection skeleton 2 is 3.5mm2-240mm2.
  • the cross-sectional area of the electrical connection skeleton 2 determines the current that the electrical connection skeleton 2 can conduct.
  • the electrical connection skeleton 2 that realizes signal conduction has a smaller current and the cross-sectional area of the electrical connection skeleton 2 is also smaller.
  • the minimum cross-sectional area of the electrical connection skeleton 2 for transmitting signals can reach 3.5mm2, and the electrical connection skeleton 2 for realizing power conduction has a large current, and the cross-sectional area of the electrical connection skeleton 2 is also large, such as vehicle battery wiring harness, electrical connection
  • the maximum cross-sectional area of skeleton 2 reaches 240mm2.
  • At least part of the electrical connection skeleton 2 is a flexible body.
  • the flexible body can ensure that the electrical connection frame 2 can make a larger bending angle to facilitate installation in a car body with a relatively large corner.
  • the flexible body can absorb the vibration of the electrical connection frame 2 so that the vibration of the electrical connection frame 2 will not affect the connector and other corresponding electrical devices on the vehicle body.
  • the first core guide section 21 is made of rigid material
  • the second guide core section 22 is made of flexible material.
  • the flexible material can be a multi-core cable or a braided cable or a flexible cable stacked with multiple layers of thin plates.
  • Flexible materials are easy to bend and have excellent electrical conductivity.
  • Thin sheets are soft and easy to deform, so they are suitable as flexible conductors.
  • the stacking of multiple layers of thin sheets can not only ensure flexibility but also ensure the efficiency of electrification.
  • the electrical connection skeleton is connected by a combination of rigid and flexible materials, which can better match the contours of the body and save material and space.
  • the first core guide section 21 and the second guide core section 22 are all made of flexible materials.
  • part of the first guide core section 21 or the second guide core section 22 is made of flexible material, and the flexible material can be set according to the specific installation environment of the first guide core section 21 or the second guide core section 22. The position can better match the body contour, saving material and space.
  • a shielding layer 31 and an outer insulating layer 32 are arranged outside the insulating layer 3 in sequence.
  • the shielding layer 31 can reduce the interference of the electromagnetic radiation generated by the electrical connection frame 2 to other electrical devices in the car.
  • the shielding layer 31 is made of a conductor and needs to be grounded, so an insulation layer 3 is provided between the shielding layer 31 and the electrical connection frame 2 , to prevent contact between the two.
  • the outer insulating layer 32 can prevent the shielding layer 31 from contacting the vehicle shell and causing a short circuit.
  • one of the connectors 1 is a charging stand.
  • connection terminal 4 One end of the electrical connection skeleton 2 is connected to the connection terminal 4 and then connected to the charging stand.
  • the connection terminal 4 provided at the other end of the connector 1 can be connected to the vehicle battery to form a complete charging system.
  • a vehicle including a vehicle body, an electrical device and the above-mentioned electric energy transmission assembly.
  • the connector 1 is detachably fixed on the vehicle body or the electrical device, and the electrical connection frame 2 follows the outline of the vehicle body. The layout is fixed.
  • the distance between the electrical connection frame 2 and the vehicle body is greater than or equal to 4.6 mm.
  • the electrical connection frame 2 can easily interfere with the vehicle body and make abnormal noises.
  • the inventor conducted tests and selected the same electrical connection frame 2 and the body, and different electrical connections. Connect the distance between the frame 2 and the car body, swing the electrically connected frame 2, and observe whether it makes any abnormal noise when it collides with the car body. If there is any abnormal sound, it is considered unqualified. The results are recorded in Table 3.
  • Table 3 The impact of the distance between the electrical connection frame 2 and the vehicle body on whether abnormal noise occurs

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connections Effected By Soldering, Adhesion, Or Permanent Deformation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种电能传输总成和车辆，包括至少一根电连接骨架和设置在所述电连接骨架两端的连接器，所述连接器包含连接端子，所述电连接骨架两端与所述连接端子电连接，每根所述电连接骨架包括至少两个形状不同的横截面，所述电连接骨架套设绝缘层，所述绝缘层包覆在所述电连接骨架的外侧。结构简单，减少成本，提高安装效率。

Description

一种电能传输总成及车辆
本发明要求2022年3月14日递交的申请号为2022205525468、发明名称为“一种电能传输总成及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及电能传输领域，更具体地，涉及一种电能传输总成及车辆。
背景技术
随着电动车辆的不断升级改进，由于车型和设备多样化，连接器线缆的安装位置和方向也有不同的需求，加上功能要求的增加，安装于设备上的连接器线缆会越来越多，也势必占用大量空间，线缆的布置也必须随时进行调整。
在诸如电动车辆和混合动力车辆这样的车辆中，高压线束用于电气部件之间的电连接，作为电气部件，有电池、逆变器和发动机等。
目前使用的连接器线缆，因结构限制，可能难以将高压线束布置在布设在路径狭窄的部分中。所以目前急需一种可以适合各种安装环境的电能传输总成来解决上述问题。
发明内容
本发明的目的是提供一种电能传输总成及电动车辆的新技术方案。
根据本发明的提供了一种电能传输总成，包括至少一根电连接骨架和设置在所述电连接骨架两端的连接器，所述连接器包含连接端子，所述电连接骨架两端与所述连接端子电连接，所述电连接骨架包括至少两个形状不同的横截面，所述电连接骨架套设绝缘层，所述绝缘层包覆在所述电连接骨架的外侧。
所述连接端子的材质为铜或铜合金，所述电连接骨架的材质为纯铝或铝含量在90％以上的铝合金。
所述电连接骨架与所述连接端子通过焊接或压接的方式连接。
所述电连接骨架为刚性体，所述电连接骨架的抗拉强度大于75MPa。
所述电连接骨架的横截面形状为圆形、椭圆形、矩形、多边形、A形、B形、D形、M形、N形、O形、S形、P形、E形、F形、H形、K形、L形、T形、U形、V形、W形、X形、Y形、Z形、半弧形、弧形、波浪形中的多种。
还包含过渡连接段，所述过渡连接段过渡连接每个所述电连接骨架的两个不同形状的横截面。
所述电连接骨架包含至少一个弯折处，所述过渡连接段位于所述弯折处中。
所述电连接骨架的每两个不同形状的横截面的横截面积相差不超过20％。
所述电连接骨架至少包括第一导芯段和第二导芯段，所述第一导芯段和所述第二导芯段横截面形状相异。
所述第一导芯段外套设有第一绝缘层，所述第二导芯段外套设有第二绝缘层，所述第一绝缘层和所述第二绝缘层通过熔接或焊接或发泡或注塑或粘接或喷涂或浸塑的方式连接。
所述第一导芯段和所述第二导芯段通过焊接或压接的方式连接。
所述第一导芯段与所述第二导芯段的横截面积相差不超过20％。
所述第一导芯段与所述第二导芯段至少其中之一的材质为纯铝或铝含量在90％以上的铝合金。
所述电连接骨架的截面形状为多边形，所述多边形的角全部倒角或倒圆。
所述电连接骨架的横截面积为3.5mm2-240mm2。
所述电连接骨架的部分区域为柔性。
所述绝缘层外还依次套设屏蔽层和外绝缘层。
其中一个所述连接器为充电座。
本发明还提供一种车辆，包含车身、用电装置和如上所述的电能传输总成，所述电能传输总成可拆卸的固定在所述车身上或所述用电装置上，所述电连接骨架沿所述车身轮廓布置固定。
所述电连接骨架与所述车身的距离大于等于4.6mm。
本发明具有以下技术效果：
1.电能传输总成的使用，在整车布线遇到狭窄的空间时，此结构的设计在不改变电能传输效果的同时还能够更好的与车辆的布线路径相适应，效的降低了成本，结构简单，提高安装效率。
2.电连接骨架的横截面设置为各种形状，能够使用在不同的安装环境中，能够使电连接骨架与车身更加匹配。
3.过渡连接段能使电连接骨架的各个截面积之间顺利衔接，不会出现应力集中，导致电连接骨架寿命降低的情况。
4.不同截面采用不同的截面积，能够使电连接骨架各个截面的导通电流相同，保证电连接骨架的电能传输功能。
5.电连接骨架还设置了柔性部分和弯曲部分，可以根据车身的安装环境，合理设计连接器总成的结构，使连接器总成在车身上的安装更加容易，节省装配时间。
通过以下参照附图对本发明的示例性实施例的详细描述，本发明的其它特征及其优点将会变得清楚。
附图说明
被结合在说明书中并构成说明书的一部分的附图示出了本发明的实施例，并且连同其说明一起用于解释本发明的原理。
图1为本发明连接器总成的结构示意图；
图2为本发明电连接骨架的结构示意图；
图3为本发明电连接骨架的剖面图；
图4为本发明电连接骨架如图3中A-A线所截的剖面图；
图5为本发明电连接骨架如图3中B-B线所截的剖面图。
图中标示如下：
1、连接器；2、电连接骨架；3、绝缘层；4、连接端子；21、第一导芯段；22、第二导芯段；23、过渡连接段；31、屏蔽层；32、外绝缘层。
具体实施方式
现在将参照附图来详细描述本发明的各种示例性实施例。应注意到：除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值不限制本发明的范围。
以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本发明及其应用或使用的任何限制。
对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为说明书的一部分。
在这里示出和讨论的所有例子中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它例子可以具有不同的值。
一种电能传输总成，包括至少一根电连接骨架2和设置在所述电连接骨架2两端的连接器1，所述连接器1包含连接端子4，所述电连接骨架2两端与所述连接端子4电连接，所述电连接骨架2包括至少两个形状不同的横截面，所述电连接骨架2套设绝缘层3，所述绝缘层3包覆在所述电连接骨架2的外侧。
电连接骨架2至少由两个横截面不同的导体构成，所述电连接骨架2的外侧套设有绝缘层3，在布线遇到狭窄的空间时，此结构的设计在不改变电能传输效果的同时还能够更好的与车辆的布线路径相适应。
如图1所示，在具体的实施方式中，电连接骨架2包括的两个形状不同的截面，两种结构可以为一体成型结构，相比于传统的采用两条不同的导线进行转接，此结构有效的降低了成本，提高安装效率。
绝缘层3的材质为PVC，一方面保证绝缘性能，另一方面还具有防水性能，耐磨性和硬度，电缆的绝缘的材质还可以是橡胶、TPE、XPE、PP、XLPE、FEP、ETFE、TPR和TPFE的一种或多种。
在具体的实施方式中，所述连接端子4的材质为铜或铜合金，所述电连接骨架2的材质为纯铝或铝含量在90％以上的铝合金。
铜或铜合金的导电性好，可塑性强，是制作导电材料的优选之一，连接端子4由于要经常与对插端进行插拔，因此选用导电性好的铜材质，可以延长连接端子4的使用寿命。
铝的导电性仅次于铜，并且铝资源储存量大，价格便宜，成为代替铜线缆的主要材料之一。
由于金属之间的电极电位差异越大，电化学腐蚀越严重，连接端子4和电连接骨架2之间的电极电位差异很大，因此会很快发生电腐蚀减少连接端子4和电连接骨架2的使用寿命，在连接端子4与电连接骨架2之间增加电极电位在铜与铝之间的金属作为间隔金属层，能够减缓电腐蚀，从而延长电能传输总成的使用寿命。
在具体的实施方式中，所述电连接骨架2与所述连接端子4通过焊接或压接的方式连接。
铜的金属惰性要大于铝，铜与铝之间的电极电位差为1.9997V，这两种金属连接通电后会发生电化学反应，导致铝线逐渐被氧化，降低铝线的机械强度和导电性，采用焊接的方式可以实现异种材料的连接，由于接触位置相融，导电效果更好。
具体的连接方式为电阻焊接、摩擦焊接、超声波焊接、弧焊、激光焊接、电子束焊接、压力扩散焊接、磁感应焊接的一种或几种。
电阻焊接方式，是指一种利用强大电流通过电极和工件间的接触点，由接触电阻产生热量而实现焊接的一种方法。
摩擦焊接方式，是指利用工件接触面摩擦产生的热量为热源，使工件在压力作用下产生塑性变形而进行焊接的方法。
超声波焊接方式，是利用高频振动波传递到两个需焊接的物体表面，在加压的情况下，使两个物体表面相互摩擦而形成分子层之间的熔合。
弧焊方式，是指以电弧作为热源，利用空气放电的物理现象，将电能转换为焊接所需的热能和机械能，从而达到连接金属的目的，主要方法有焊条电弧焊、埋弧焊、气体保护焊等。
激光焊接方式，是利用高能量密度的激光束作为热源的一种高效精密焊接方法。
电子束焊接方式，是指利用加速和聚焦的电子束轰击置于真空或非真空中的焊接面，使被焊工件熔化实现焊接。
压力焊接方式，是对焊件施加压力，使接合面紧密地接触产生一定的塑性变形而完成焊接的方法。
扩散焊方式，指将工件在高温下加压，但不产生可见变形和相对移动的固态焊方法。
磁感应焊接方式，是两个被焊工件在强脉冲磁场作用下，产生瞬间高速碰撞，材料表层在很高的压力波作用下，使两种材料的原子在原子间距离内相遇，从而在界面上形成稳定的冶金结合。是固态冷焊的一种，可以将属性相似或不相似的传导金属焊接在一起。
压接方式，压接是将电连接骨架2和连接端子4装配后，使用压接机，将两者冲压为一体的生产工艺。压接的优点是量产性，通过采用自动压接机能够迅速大量的制造稳定品质的产品。
具体焊接或压接方式根据电连接骨架2和连接端子4的实际状态，选择合适的连接方式或者连接方式组合，实现有效的电性连接。
在具体的实施方式中，所述电连接骨架2为刚性体，所述电连接骨架2的抗拉强度大于75MPa。
刚性体是指在物体运动中和受力作用后，形状和大小不变，而且内部各点的相对位置不变的物体。绝对刚性体实际上是不存在的，只是一种理想模型，因为任何物体在受力作用后，都或多或少地变形，如果变形的程度相对于物体本身几何尺寸来说极为微小，在研究物体运动时变形就可以忽略不计。所以，由刚性体材料制成的电连接骨架2在使用过程中，产生的形变量微乎其微，可忽略不计，刚性体的抗拉强度越大，其变形量越小。
为了验证电连接骨架2的抗拉强度，对电连接骨架2拉断时的拉力值，折弯的扭矩以及振动过程中是否发生异响的影响，发明人选用了相同尺寸规格的，使用不同抗拉强度的电连接骨架2样件，对电连接骨架2拉断时的拉力值，折弯时的扭矩和振动过程中的异响进行测试。
电连接骨架2的拉力值的测试方法：使用万能拉力测试机，将电连接骨架2，两端分别固定在万能拉力测试机的拉伸治具上，并以50mm/min的速度进行拉伸，记录最终拉断时的拉力值，在本实施例中，拉力值大于1600N为合格值。
电连接骨架2的扭矩测试方法：使用扭矩测试仪，将电连接骨架2以相同的半径，相同的速度弯折90°的时候，测试弯折过程中电连接骨架2变形的扭矩值，在本实施例中，扭矩值小于60N·m为优选值。
电连接骨架2是否会出现异响，试验方法为选择相同尺寸规格的，使用不同抗拉强度的电连接骨架2样件，相同规格的连接器1组装在一起，固定在振动试验台上，在振动试验过程中，观察电连接骨架2是否会出现异响。
表1：不同的抗拉强度对电连接骨架2的扭矩值和异响的影响
从上表1中可以看出，当电连接骨架2抗拉强度为小于75MPa时，电连接骨架2拉断时的拉力值小于1600N，此时电连接骨架2本身的强度不高，受到较小外力时容易拉断，造成电连接骨架2功能失效，从而无法起到电能传输的目的。
另一方面，由于电连接骨架2的抗拉强度值越大，电连接骨架2越不易发生形变，所以振动试验过程中，电连接骨架2越不容易相对两端连接的连接器1振动而产生异响，相反，电连接骨架2的抗拉强度值越小，电连接骨架2越容易发生形变，所以振动试验过程中，电连接骨架2越容易相对两端连接的连接器1振动而产生异响。从上表1中可以看出，当电连接骨架2抗拉强度为小于等于75MPa时，电连接骨架2在振动试验过程中会产生异响。所以发明人优选电连接骨架2的抗拉强度大于75MPa。
同时，在表1中也能看出，当电连接骨架2抗拉强度为大于480MPa时，电连接骨架2折弯90°时的扭矩值大于60N·m，此时，电连接骨架2不容置折弯。因此，发明人进一步优选电连接骨架2抗拉强度为大于75MPa且小于等于480MPa。
在具体的实施方式中，所述电连接骨架2的横截面形状为圆形、椭圆形、A形、B形、D形、M形、N形、O形、S形、P形、矩形、多边形、E形、F形、H形、K形、L形、T形、U形、V形、W形、X形、Y形、Z形、半弧形、弧形、波浪形中的多种。
具体的，电连接骨架2横截面的一部分可以是圆形结构另一部分是椭圆形结构，所述电连接骨架2的外侧套设绝缘层3，电连接骨架2具体为大直径的棒状导体，当在布线遇到狭窄的空间时，此结构的设计在不改变电能传输效果的同时还能够更好的与车辆的布线路径相适应。此方案的设计有效的降低了成本，能够更好的匹配车身轮廓，简化布线工艺，减少布线耗材，提高了安装效率。更具体的，如图2所示，电连接骨架2的横截面形状分别为圆形和矩形。
在具体的实施方式中，还包含过渡连接段23，所述过渡连接段23过渡连接每个所述电连接骨架2的两个不同形状的横截面。
如图2所示，利用过渡连接段23分别与两个所需连接的不同横截面的电连接骨架2相连接，可以解决两段电连接骨架2因横截面不同的原因无法直接相连接的问题，可以提升连接效率。过渡段的对不同截面的形状和截面积均能起到过渡作用，比如电连接骨架2的两部分的横截面积分别为3.5mm2和3.6mm2，则过渡连接段23的第一端为3.5mm2，第二端为3.6mm2。分别与电连接骨架2的两端连接，并且从第一端至第二端横截面积逐渐增加，从而完成电连接骨架2两端的流畅过渡。
在具体的实施方式中，所述电连接骨架2包含至少一个弯折处，所述过渡连接段23位于所述弯折处中。为了适应车身布置，电连接骨架2会包含折弯处，为了保证折弯处与两段不同横截面的电连接骨架2更好的连接，把过渡段设置在折弯处。
在具体的实施方式中，所述电连接骨架2的每两个不同形状的横截面的横截面积相差不超过20％。
普通的导电线缆会要求每一段的横截面积都相同，可以导通相同的电流，但是对于不同形状的横截面相互连接的电连接骨架2来说，由于不同形状的截面中存在空腔的截面积不同，因此不同形状的电连接骨架2的横截面积并不相同。例如多芯的电连接骨架2和实心的电连接骨架2，由于多芯的电连接骨架2的线芯之间存在间隙，因此相同导通电流的情况下，多芯的电连接骨架2的横截面积要大于实心的电连接骨架2的横截面积。
为了能够保证电连接骨架2的导电性能，以及在车身上能够方便的布置，不同形状的电连接骨架2的横截面积差异不能过大，否则会导致横截面积较大的电连接骨架2在车身上安装困难，甚至会与车身上其他零部件发生干涉，发出异响。经过发明人多次的实验验证，电连接骨架2的每两个不同形状的横截面的横截面积相差不超过20％为最佳，不影响电连接骨架2在车身上的安装。因此，在电连接骨架2的横截面选择的时候，就不能选择形状差异较大的横截面，或者空腔尺寸差异较大的横截面。
在具体的实施方式中，所述电连接骨架2至少包括第一导芯段21和第二导芯段22，所述第一导芯段21和所述第二导芯段22横截面形状相异。
电连接骨架2至少由第一导芯段21和第二导芯段22连接而成，如图3-图5所示，第一导芯段21的横截面为圆形，第二导芯段22的横截面为六边形，第一导芯段21的后端的下端与第二导芯段22的前端的上端连接，具体的可以通过焊接的方式连接，优选采用超声波焊接方式。根据实际使用情况，电连接骨架2也可以为三种以上的截面形状相异的导芯段相连接。
所述第一导芯段21外套设有第一绝缘层，所述第二导芯段22外套设有第二绝缘层，所述第一绝缘层和所述第二绝缘层通过熔接或焊接或发泡或注塑或粘接或喷涂或浸塑的方式连接。第一绝缘层和第二绝缘层能够组成完整绝缘层3，从而使整个电连接骨架2实现对外绝缘。
在具体的实施方式中，所述第一导芯段21和所述第二导芯段22通过焊接或压接的方式连接。
如图3所示，第一导芯段21与第二导芯段22通过焊接或压接方式连接，可以是电阻焊接、摩擦焊接、超声波焊接、弧焊、激光焊接、电子束焊接、压力扩散焊接、磁感应焊接或压接的一种或几种。
在具体的实施方式中，所述第一导芯段21与所述第二导芯段22的横截面积相差不超过20％。
普通的导电线缆会要求每一段的横截面积都相同，可以导通相同的电流，但是对于第一导芯段21与第二导芯段22来说，由于不同形状的截面中存在空腔的截面积不同，因此第一导芯段21与第二导芯段22的横截面积并不相同。例如第一导芯段21为多芯结构，第二导芯段22为实心结构，由于多芯结构的第一导芯段21的线芯之间存在间隙，因此相同导通电流的情况下，多芯的第一导芯段21的横截面积要大于实心结构的第二导芯段22的横截面积。
为了能够保证电连接骨架2的导电性能，以及在车身上能够方便的布置，第一导芯段21与第二导芯段22的横截面积差异不能过大，否则会导致横截面积较大的第一导芯段21或第二导芯段22在车身上安装困难，甚至会与车身上其他零部件发生干涉，发出异响。同时，如果第一导芯段21与第二导芯段22的横截面接相差过大，也容易出现导电率不足的情况，为此，发明人进行了相关实验，实验方法为选择具有不同横截面接的第一导芯段21或第二导芯段22组成的电连接骨架2，对每根电连接骨架2的导电率进行测试，测试结果如表2所示，在本实施例中，第一导芯段21和所述第二导芯段22的横截面积的差取绝对值再计算其与第一导芯段21的横截面积的比值，再记录不同的比值的电连接骨架2的导电率，如果导电率大于99％为理想值。
表2：比值对导电率的影响
从表2可以看出，当第一导芯段21与第二导芯段22的横截面积相差20％后，电连接骨架2的导电率低于理想值99.0％。因此，发明人优选所述第一导芯段21与所述第二导芯段22的横截面积相差不超过20％。
经过发明人多次的实验验证，第一导芯段21与第二导芯段22的横截面积相差不超过20％为最佳，不影响电连接骨架2在车身上的安装。因此，在第一导芯段21与第二导芯段22的横截面选择的时候，就不能选择形状差异较大的横截面，或者空腔尺寸差异较 大的横截面。为了选择合适的第一导芯段21与第二导芯段22的横截面积的比，发明人进行了相关测试，测试方法为选择不同的电连接骨架2，每个电连接骨架2的具有的第一导芯段21和第二导芯段22的面积不同，对每根电连接骨架进行装配测试，如果能够顺利安装在车身环境中，则视为合格。对于第一导芯段21与第二导芯段22的横截面积相差超过20％的电连接骨架2，安装时会与车声的钣金或用电装置干涉，因此，发明人优选所述第一导芯段21与所述第二导芯段22的横截面积相差不超过20％。
在具体的实施方式中，所述第一导芯段21与所述第二导芯段22至少其中之一的材质为纯铝或铝含量在90％以上的铝合金。
第一导芯段21和第二导芯段22的材质可以采用相同的材质，也可以采用不同的材质，具体的第一导芯段21为铝材质、第二导芯段22为铜材质，第一导芯段21和第二导芯段22之间采用焊接连接。更具体的，第一导芯段21和第二导芯段全部采用纯铝或铝含量在90％以上的铝合金。
在一些实施例中，所述电连接骨架2的横截面为多边形，所述多边形的角为倒圆或倒角。当电连接骨架2具有棱角时，可以对棱角进行倒圆或者倒角，防止其尖锐的部分对绝缘层3造成损伤。
在一些实施例中，所述电连接骨架2的横截面积为3.5mm2-240mm2。电连接骨架2的横截面积决定电连接骨架2所能导通的电流，一般情况下，实现信号导通的电连接骨架2，电流较小，电连接骨架2截面积也较小，例如用于传输信号的电连接骨架2最小横截面积可达到3.5mm2，而实现电源导通的电连接骨架2，电流较大，电连接骨架2横截面积也较大，例如车辆蓄电池线束，电连接骨架2最大横截面积达到240mm2。
所述电连接骨架2的至少部分区域为柔性体。柔性体能够保证电连接骨架2上能够做出较大的折弯角度，以方便设置在拐角比较大的车体内。同时，柔性体能够吸收电连接骨架2的振动，使电连接骨架2的振动不会影响到连接器以及对应的车身上的其他用电装置。
具体的第一导芯段21为刚性材料，第二导芯段22为柔性材料，柔性材料可以为多芯线缆或编织线缆或多层薄板叠加的软排。柔性材料易折弯且导电性能优良，薄板质地较软容易形变，适合作为柔性导体，多层薄板叠加既能保证柔性，又能保证通电的效率。电连接骨架由刚性材料和柔性材料组合连接，可以更好地与车身轮廓相匹配，节省材料和空间。进一步地，第一导芯段21和第二导芯段22全部采用柔性材料。
另外，还有一种实施方式是第一导芯段21或第二导芯段22其中部分为柔性材料，能够根据第一导芯段21或第二导芯段22具体的安装环境设置柔性材料的位置，能够更好的车身轮廓相匹配，节省材料和空间。
在具体的实施方式中，所述绝缘层3外还依次套设屏蔽层31和外绝缘层32。
屏蔽层31能够降低电连接骨架2产生的电磁辐射对车内其他用电装置的干扰，屏蔽层31材质为导体，并且需要接地，所以在屏蔽层31和电连接骨架2之间设置绝缘层3，防止两者接触。外绝缘层32能够防止屏蔽层31和车壳接触发生短路。
在具体的实施方式中，其中一个所述连接器1为充电座。
电连接骨架2的一端与连接端子4连接后与充电座连接，设置在连接器1中另一端的连接端子4可以与车载电池连接，形成一个完整的充电系统。
一种车辆，包含车身、用电装置和上述电能传输总成，所述连接器1可拆卸的固定在所述车身上或所述用电装置上，所述电连接骨架2沿所述车身轮廓布置固定。
进一步的，电连接骨架2与车身的距离大于等于4.6mm。在车辆运动中，电连接骨架2很容易和车身干涉发出异响，为了寻找合适的电连接骨架2与车身的距离，发明人进行了测试，选择相同的电连接骨架2和车身，不同的电连接骨架2与车身的距离，摆动电连接骨架2，观察其是否与车身碰触发出异响，如果出现异响为不合格，结果记录在表3中。
表3：电连接骨架2与车身的距离对是否出现异响的影响
由表3可知，当电连接骨架2与车身的距离小于4.6mm时，电连接骨架2会与车身碰触发出异响，因此发明人优选电连接骨架2与车身的距离大于等于4.6mm能够有效杜绝异响的出现。
虽然已经通过例子对本发明的一些特定实施例进行了详细说明，但是本领域的技术人员应该理解，以上例子仅是为了进行说明，而不是为了限制本发明的范围。本领域的技术人员应该理解，可在不脱离本发明的范围和精神的情况下，对以上实施例进行修改。本发明的范围由所附权利要求来限定。

Claims (18)

  1. 一种电能传输总成，包括至少一根电连接骨架和设置在所述电连接骨架两端的连接器，其特征在于，所述连接器包含连接端子，所述电连接骨架两端与所述连接端子电连接，所述电连接骨架包括至少两个形状不同的横截面，所述电连接骨架套设绝缘层，所述绝缘层包覆在所述电连接骨架的外侧。
  2. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架与所述连接端子通过焊接或压接的方式连接。
  3. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架为刚性体，所述电连接骨架的抗拉强度大于75MPa。
  4. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架的横截面形状为圆形、椭圆形、矩形、多边形、A形、B形、D形、M形、N形、O形、S形、P形、E形、F形、H形、K形、L形、T形、U形、V形、W形、X形、Y形、Z形、半弧形、弧形、波浪形中的多种。
  5. 根据权利要求1所述的电能传输总成，其特征在于，还包含过渡连接段，所述过渡连接段过渡连接每个所述电连接骨架的两个不同形状的横截面。
  6. 根据权利要求5所述的电能传输总成，其特征在于，所述电连接骨架包含至少一个弯折处，所述过渡连接段位于所述弯折处中。
  7. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架的每两个不同形状的横截面的横截面积相差不超过20％。
  8. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架至少包括第一导芯段和第二导芯段，所述第一导芯段和所述第二导芯段横截面形状相异。
  9. 根据权利要求8所述的电能传输总成，其特征在于，所述第一导芯段外套设有第一绝缘层，所述第二导芯段外套设有第二绝缘层，所述第一绝缘层和所述第二绝缘层通过熔接或焊接或发泡或注塑或粘接或喷涂或浸塑的方式连接。
  10. 根据权利要求8所述的电能传输总成，其特征在于，所述第一导芯段和所述第二导芯段通过焊接或压接的方式连接。
  11. 根据权利要求8所述的电能传输总成，其特征在于，所述第一导芯段与所述第二导芯段的横截面积相差不超过20％。
  12. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架的截面形状为多边形，所述多边形的角全部倒角或倒圆。
  13. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架的横截面积为3.5mm2-240mm2。
  14. 根据权利要求1所述的电能传输总成，其特征在于，所述电连接骨架的部分区域为柔性。
  15. 根据权利要求1所述的电能传输总成，其特征在于，所述绝缘层外还依次套设屏蔽层和外绝缘层。
  16. 根据权利要求1所述的电能传输总成，其特征在于，其中一个所述连接器为充电座。
  17. 一种车辆，其特征在于，包含车身、用电装置和如权利要求1-16任一项所述的电能传输总成，所述电能传输总成可拆卸的固定在所述车身上或所述用电装置上，所述电连接骨架沿所述车身轮廓布置固定。
  18. 根据权利要求17所述的车辆，其特征在于，所述电连接骨架与所述车身的距离大于等于4.6mm。
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