CN114665298A - 铝合金导体的新能源车载大功率直流电连接器及制造方法 - Google Patents

铝合金导体的新能源车载大功率直流电连接器及制造方法 Download PDF

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CN114665298A
CN114665298A CN202210361646.7A CN202210361646A CN114665298A CN 114665298 A CN114665298 A CN 114665298A CN 202210361646 A CN202210361646 A CN 202210361646A CN 114665298 A CN114665298 A CN 114665298A
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李华
黄诚
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Anhui Pacific Cable Co ltd
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Beijing Anchengtong Technology Development Co ltd
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Abstract

本发明涉及电连接器制造技术领域，且公开了铝合金导体的新能源车载大功率直流电连接器及制造方法，用于新能源汽车中集成整车制造中，采用本发明中的铝合金实心导体的新能源车载大功率直流电连接器在新能源汽车中集成整车制造中敷设空间要求小、重量轻，为新能源汽车节省空间、有效降低车体本体重量，从而增大车体有效空间，增加乘坐人员的舒适度，降低车辆的运行能耗；同时，本发明中的电连接器通过整体设计，电连接器结构简单，安装方便，安装后的电连接器可固定性优越，汽车在运行中的震动性等对电连接器无影响，电连接器整体载流量大，电气安全性高，电连接器符合新能源汽车的全周期寿命要求。

Description

铝合金导体的新能源车载大功率直流电连接器及制造方法
技术领域
本发明涉及电连接器制造技术领域，具体为铝合金导体的新能源车载大功率直流电连接器及制造方法。
背景技术
新能源汽车企业掌握“三电”核心技术，仅仅是一个基本要求，但是远远的不够的。电机、电控、电池技术是基础技术，整车集成技术难度更大，要求更高新能源汽车集成整车制造是汽车技术之高峰。
新能源车载电连接器作为新能源汽车“三电”核心技术的连接扭带，如何在新能源汽车的集成整车制造中做到完美无缝衔接，需要从电连接器材料，结构以及在制造工艺上取得突破，通过科研攻关，发明基于铝基的合金导体的新能源车载大功率直流电连接器及其制造方法，可实现新能源汽车集成整车制造对其车载电连接器的特殊技术要求，具有优越的推广应用价值。
发明内容
本发明主要是提供铝合金导体的新能源车载大功率直流电连接器及制造方法。
为了解决上述技术问题，本发明采用如下技术方案：
铝合金导体的新能源车载大功率直流电连接器，包括铝合金实心导体；
所述铝合金实心导体的组分及各组分百分比为：Si：0.38～0.49%，Mg：0.4～0.58%，Fe：0.32～0.48%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质；
所述铝合金实心导体的电阻率小于等于0.0320Ω·mm2/m，导电率大于等于55%IACS，延伸率大于等于20%，弯曲半径达到2D ～3D。
进一步，所述铝合金实心导体采用F态或T4～T64态铝镁硅合金实心棒材料制成。
进一步，所述铝合金实心导体的截面为50mm2～500mm2。
进一步，所述铝合金实心导体的横截面为圆形或矩形。
进一步，还包括挤制于所述铝合金实心导体外的绝缘层，所述绝缘层的同心度大于等于90%，经6～12kV火花耐压应无击穿现象，经施加的500N～1000N的加持力弯折到2D～3D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
进一步，所述绝缘层采用交联聚乙烯、辐照交联聚乙烯、辐照交联聚烯烃或PFA氟塑料材料。
进一步，所述交联聚乙烯或辐照交联聚乙烯、辐照交联聚烯烃的绝缘厚度为2.0mm～4.0mm，所述PFA氟塑料的绝缘厚度为0.8mm～1.2mm。
铝合金导体的新能源车载大功率直流电连接器的制造方法，其特征在于，包括：
a、对铝合金导体进行整形，整形量小于等于1%；
b、在整形后的铝合金导体外挤制绝缘层形成绝缘线芯，挤制的绝缘层同心度大于等于90%，进行6～12kV火花耐压实验，及对成品施加500N～1000N的加持力弯折到2D～3D半径实验，并进行5kV/5min电压绝缘实验。
进一步，对步骤b中，绝缘线芯为辐照交联聚乙烯的进行辐照交联，其绝缘层热延伸控制在15～25%，抗张强度大于等于13MPa，断裂伸长率大于等于250%，进行6～12kV火花耐压实验。
有益效果：1、本发明中铝合金实心导体材料采用F态或T4～T64态的铝镁硅的实心棒，延伸率大于等于20%，电阻率小于等于0.0320Ω·mm2/m，导电率大于等于55%IACS，可塑性强、耐腐蚀好，制成成品后接线方便可靠、接线端头处耐电气腐蚀，运行安全性高，延长电连接器的使用寿命，同时采用实心杆结构，在相同载流能力下相较于绞合结构的导体轮廓截面的体积减小15%左右，相较于复绞结构的导体轮廓截面的体积减小25%左右，缩径明显；2、本发明中绝缘层主要选用交联聚乙烯、辐照交联聚乙烯、辐照交联聚烯烃、PFA氟塑料，产品实现的耐温范围广，可实现对不同耐温等级下电连接器选型的覆盖；3、本发明中的电连接器通过整体结构设计，电连接器结构简单实用、电连接器外径减小15～20%：电连接器重量减轻45～55%，有效地降低新能源汽车集成整车的电连接器敷设空间和载重重量，降低能耗，同时电连接器具有一定的机械塑性和可固定性，能够很好地和新能源汽车集成整车结合，其可敷设性及敷设后的稳定性优越；4、本发明中的电连接器可弯曲性能好，通过提高绝缘厚度，辐照后抗张强度大于等于13MPa，断裂伸长率大于等于250%，可使电连接器最小弯曲半径达2D～3D，具有良好可敷设性能，成品电连接器施加的500N～1000N的加持力弯折到2D～3D半径后绝缘表面无裂纹，并经5kV/5min电压绝缘不击穿；适用于车内布置安装，同时电连接器导体采用实心杆，可适用于后道继续加工中的拍扁、冲压、打孔、螺接、焊接等工艺，端头可根据车内连接器结构要求任意调整设计并进行连接，可省去电连接器接头端子等附件，降低电连接器安装的附加成本。
附图说明
图1为本发明的矩形电连接器结构示意图；
图2为本发明的圆形电连接器结构示意图；
附图标记：铝合金实心导体1、绝缘层2。
具体实施方式
以下将结合实施例对本发明涉及的铝合金导体的新能源车载大功率直流电连接器及制造方法技术方案进一步详细说明；在本发明的实施例中，杂质可以是指在铝合金制造过程中可能不是故意引入的杂质，也可以是各元素自身中非故意含有的。
实施例一：
铝合金实心导体的组分及各组分百分比为：Si：0.49%，Mg：0.41%，Fe：0.38%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质。
铝合金实心导体的电阻率为0.0320Ω·mm2/m，导电率为55 %IACS，延伸率为20.4%，弯曲半径达到2D ～3D。
铝合金实心导体外挤制的绝缘层采用交联聚乙烯，满足在90℃长期工作的要求。绝缘厚度为2.3mm，同心度为93.7%，经6kV火花耐压应无击穿现象，经施加的700N的加持力弯折到3D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
铝合金实心导体的横截面为矩形。矩形结构相较于圆形结构占用空间更小，车内安装与电池包接触面更大、连接更服帖，同长度、同截面电连接器，矩形结构较圆形结构可节省空间15％，矩形结构较圆形结构贴合度≥75％。
实施例二：
铝合金实心导体的组分及各组分百分比为：Si：0.42%，Mg：0.45%，Fe：0.46%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质。
铝合金实心导体的电阻率为0.0318Ω·mm2/m，导电率为55.75%IACS，延伸率为21.06%，弯曲半径达到2D ～3D。
铝合金实心导体外挤制的绝缘层采用辐照交联聚乙烯，并通过辐照处理，满足在125℃、150℃长期工作的要求。绝缘厚度为3.1 mm，同心度为91.3%，经12kV火花耐压应无击穿现象，经施加的1000N的加持力弯折到3D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
绝缘层经辐照后，抗张强度为14.16MPa，断裂伸长率为256.7%，保证成品电连接器在弯折到3D半径后绝缘表面无裂纹，并施加5kV/5min电压绝缘不击穿。
实施例三：
铝合金实心导体的组分及各组分百分比为：Si：0.42%，Mg：0.53%，Fe：0.33%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质。
铝合金实心导体的电阻率为0.0312Ω·mm2/m，导电率为56.13%IACS，延伸率为21.19%，弯曲半径达到2D ～3D。
铝合金实心导体外挤制的绝缘层采用PFA氟塑料材料，满足在260℃长期工作的要求。绝缘厚度为0.9mm，同心度为93.4%，经6kV火花耐压应无击穿现象，经施加的500N的加持力弯折到2D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
实施例四：
铝合金实心导体的组分及各组分百分比为：Si：0.38%，Mg：0.54%，Fe：0.35%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质。
铝合金实心导体的电阻率为0.0296Ω·mm2/m，导电率为57.54%IACS，延伸率为23.61%，弯曲半径达到2D ～3D。
铝合金实心导体外挤制的绝缘层采用辐照交联聚烯烃，满足在90℃长期工作的要求。绝缘厚度为4.0 mm，同心度为90.4%，经12kV火花耐压应无击穿现象，经施加的1000N的加持力弯折到2D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
实施例五：
铝合金实心导体的组分及各组分百分比为：Si：0.45%，Mg：0.58%，Fe：0.48%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质。
铝合金实心导体的电阻率为0.0307Ω·mm2/m，导电率为56.61 %IACS，延伸率为20.72%，弯曲半径达到2D ～3D。
铝合金实心导体外挤制的绝缘层采用PFA氟塑料材料，满足在260℃长期工作的要求。绝缘厚度为1.2mm，同心度为92.7%，经12kV火花耐压应无击穿现象，经施加的800N的加持力弯折到3D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
上述实施例一至五中，铝合金实心导体的横截面范围可选为50mm2～500mm2，具体根据载流要求进行设计电连接器导体有效截面，使得选用的导体截面充分而有效地实现导体要求的载流能力，同时能有效降低电连接器重量和体积，节约成本，同时不同于常规电连接器的导体结构采用多股绞合（紧压或非紧压）或异型成型导体，该导体结构采用实心结构。
铝合金实心导体的横截面形状为圆形或矩形，矩形结构相较于圆形结构占用空间更小，车内安装与电池包接触面更大、连接更服帖，同长度、同截面电连接器，矩形结构较圆形结构可节省空间15％，矩形结构较圆形结构贴合度≥75％。矩形包括长方形和正方形。
绝缘层除了保证电气性能外，还要保证一定的机械防护性能，因此设置交联聚乙烯或辐照交联聚乙烯、辐照交联聚烯烃的绝缘厚度为2.0mm～4.0mm，PFA氟塑料的绝缘厚度为0.8mm～1.2mm。
上述实施例一至五的电连接器制造方法如下：
a、对铝合金导体进行整形，整形量小于等于1%；
对其进行整形，整形量不大于1%，经整形后的不同截面形状的导体表面应圆整或平整、表面光滑、无油污、无明显氧化，无毛刺、裂纹等现象，可提高后道工序同心度，保证产品结构尺寸符合设计要求，同时满足电连接器的绝缘电气性能及机械性能。
b、在整形后的铝合金导体外挤制绝缘层形成绝缘线芯，挤制的绝缘层同心度大于等于90%，进行6～12kV火花耐压实验，及对成品施加500N～1000N的加持力弯折到2D～3D半径实验，并进行5kV/5min电压绝缘实验。
因电连接器在安装时需要直接在绝缘层施加机械外力进行折弯，同时需要保证绝缘的电气安全性能，绝缘层的厚度设计为2.0mm～4.0mm，其中PFA厚度为0.8mm～1.2mm，绝缘厚度的同心度应控制在90%以上，挤制后的绝缘线芯表面应平整、无其他不良现象，经6～12kV火花耐压应无击穿现象；成品电连接器施加的500N～1000N的加持力弯折到2D～3D半径后绝缘表面无裂纹，并经5kV/5min电压绝缘不击穿。
对步骤b中，选择绝缘线芯为辐照交联聚乙烯或辐照交联聚烯烃的进行辐照交联，其绝缘层热延伸控制在15～25%，抗张强度大于等于13MPa，断裂伸长率大于等于250%，进行6～12kV火花耐压实验。
绝缘层经辐照后，抗张强度不小于13MPa，断裂伸长率不小于250%，相比于传统电连接器辐照后其抗张强度在9MPa～11MPa，断裂伸长率在125％～160％；强度提高到13MPa以上的时，防止折弯时所施加的500N～1000N的加持力不损伤绝缘层，并施加5kV/5min电压绝缘不击穿，伸长率提高到250％以上时保证成品电连接器在弯折到2D～3D半径后绝缘表面无裂纹，并施加5kV/5min电压绝缘不击穿，而传统电连接器的指标要求不能满足弯折半径要求，绝缘存在电压击穿风险。
上述实施例根据GB/T 3956进行电阻率和导电率实验，根据GB/T228-2002进行延伸率实验，性能参数表如下：
Figure DEST_PATH_IMAGE001
从表中可以看出该铝合金实心导体，Si对电阻率的影响较大，且本发明整体电阻率小于等于0.0320Ω·mm2/m； Mg对导电率的影响较大，在Mg含量差不多时Si也能够提高导电率，本发明整体导电率大于等于55%IACS；Si对延伸率的影响较大，且本发明整体延伸率大于等于20%，火花耐压根据绝缘厚度进行选择，且绝缘厚度越厚，同心度越小。Fe用于提升强度和硬度。
有益效果：1、本发明中铝合金实心导体材料采用F态或T4～T64态的铝镁硅的实心棒，延伸率大于等于20%，电阻率小于等于0.0320Ω·mm2/m，导电率大于等于55%IACS，可塑性强、耐腐蚀好，制成成品后接线方便可靠、接线端头处耐电气腐蚀，运行安全性高，延长电连接器的使用寿命，同时采用实心杆结构，在相同载流能力下相较于绞合结构的导体轮廓截面的体积减小15%左右，相较于复绞结构的导体轮廓截面的体积减小25%左右，缩径明显；2、本发明中绝缘层主要选用交联聚乙烯、辐照交联聚乙烯、PFA氟塑料，产品实现的耐温范围广，可实现对不同耐温等级下电连接器选型的覆盖；3、本发明中的电连接器通过整体结构设计，电连接器结构简单实用、电连接器外径减小15～20%：电连接器重量减轻45～55%，有效地降低新能源汽车集成整车的电连接器敷设空间和载重重量，降低能耗，同时电连接器具有一定的机械塑性和可固定性，能够很好地和新能源汽车集成整车结合，其可敷设性及敷设后的稳定性优越；4、本发明中的电连接器可弯曲性能好，通过提高绝缘厚度，辐照后抗张强度大于等于13MPa，断裂伸长率大于等于250%，可使电连接器最小弯曲半径达2D～3D，具有良好可敷设性能，成品电连接器施加的500N～1000N的加持力弯折到2D～3D半径后绝缘表面无裂纹，并经5kV/5min电压绝缘不击穿；适用于车内布置安装，同时电连接器导体采用实心杆，可适用于后道继续加工中的拍扁、冲压、打孔、螺接、焊接等工艺，端头可根据车内连接器结构要求任意调整设计并进行连接，可省去电连接器接头端子等附件，降低电连接器安装的附加成本。
尽管已经示出和描述了本发明的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由所附权利要求及其等同物限定。

Claims (9)

1.铝合金导体的新能源车载大功率直流电连接器，其特征在于，包括铝合金实心导体；
所述铝合金实心导体的组分及各组分百分比为：Si：0.38～0.49%，Mg：0.4～0.58%，Fe：0.32～0.48%，Cu：含量小于0.05%，Mn：含量小于0.05%，Cr：含量小于0.001%，Ni：含量小于0.001%，Zn：含量小于0.001%，余量为Al和不可避免的杂质；
所述铝合金实心导体的电阻率小于等于0.0320Ω·mm2/m，导电率大于等于55%IACS，延伸率大于等于20%，弯曲半径达到2D ～3D。
2.根据权利要求1所述的电连接器，其特征在于：所述铝合金实心导体采用F态或T4～T64态铝镁硅合金实心棒材料制成。
3.根据权利要求1所述的电连接器，其特征在于：所述铝合金实心导体的截面为50mm2～500mm2。
4.根据权利要求1所述的电连接器，其特征在于：所述铝合金实心导体的横截面为圆形或矩形。
5.根据权利要求1所述的电连接器，其特征在于：还包括挤制于所述铝合金实心导体外的绝缘层，所述绝缘层的同心度大于等于90%，经6～12kV火花耐压应无击穿现象，经施加的500N～1000N的加持力弯折到2D～3D半径后绝缘表面无裂纹，经5kV/5min电压绝缘不击穿。
6.根据权利要求5所述的电连接器，其特征在于：所述绝缘层采用交联聚乙烯、辐照交联聚乙烯、辐照交联聚烯烃或PFA氟塑料材料。
7.根据权利要求6所述的电连接器，其特征在于：所述交联聚乙烯或辐照交联聚乙烯、辐照交联聚烯烃的绝缘厚度为2.0mm～4.0mm，所述PFA氟塑料的绝缘厚度为0.8mm～1.2mm。
8.铝合金导体的新能源车载大功率直流电连接器的制造方法，其特征在于，包括：
a、对铝合金导体进行整形，整形量小于等于1%；
b、在整形后的铝合金导体外挤制绝缘层形成绝缘线芯，挤制的绝缘层同心度大于等于90%，进行6～12kV火花耐压实验，及对成品施加500N～1000N的加持力弯折到2D～3D半径实验，并进行5kV/5min电压绝缘实验。
9.根据权利要求8所述的方法，其特征在于：对步骤b中，绝缘线芯为辐照交联聚乙烯、辐照交联聚烯烃的进行辐照交联，其绝缘层热延伸控制在15～25%，抗张强度大于等于13MPa，断裂伸长率大于等于250%，进行6～12kV火花耐压实验。
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