DE202015103854U1 - Track for use in the electrical system or as a battery line of vehicles - Google Patents

Abstract

A busbar for use in the electrical system of or as a battery line in vehicles, wherein the busbar is composed of a plurality of elongate individual rails (1, 2, 3) with a flat cross section, which are electrically and mechanically connected to each other, wherein a first (1) of the individual rails in its longitudinal direction (Y-axis) has a straight course, characterized in that an outer shape of a second (3) of the individual rails is essentially an archetype.

Description

The present invention relates to a bus bar for vehicles, in particular motor vehicles. For example, it relates to battery, starter or generator lines for vehicles, especially motor vehicles. Such busbars are preferably intended for partial or complete laying in an interior of the vehicle.

In the case of a large number of motor vehicles, the battery for starting is located in the boot and is arranged there in an area of the spare wheel well or laterally in the wheel arch. To the battery with the appropriate component, eg. As the engine or the starter, to connect in the engine compartment of the vehicle, have been used to date round conductor made of copper or aluminum. Aluminum is currently the preferred material due to cheap raw material prices. Because of the lack of space in the vehicle interior and the poorly representable bending radii of a round conductor, the high current line was often in the wet area, d. H. laid outside the vehicle. If it is the starter cable or the starter cable, this must have a large conductor cross-section due to the large cable length and the voltage drop that occurs during the starting process. When using aluminum instead of copper, this conductor cross section must be even 1.6 times larger than copper. Accordingly, for example, the material requirement in such an embodiment is greater and thereby increasing costs result. Furthermore, the weight is high due to the long Verbauweg.

To lay the battery cable in the interior, suggests the DE 42 10 202 A1 a battery cable with a flat cross-section (busbar), which can be laid in existing beads or without showing a curvature under the carpet. The advantage of such a flat-sectioned lead is also in the higher heat dissipation compared to a circular lead having a smaller surface area. The problem here is that the laying of the bulky and rigid busbar, especially in the interior difficult and thus costly and time-consuming.

To counter this problem, the DE 10 2006 049 604 A1 to put together the busbar of several individual rails with a flat cross-section, wherein the individual rails are electrically and mechanically interconnected. In this regard, it may be necessary to reshape the individual rails so that they can follow the topography of the body. In particular, forming processes can be used here, as used in the DE 10 2012 203 571 A1 are described. In particular, with these methods, bends (offset in the Z direction) of the individual rails about an axis transverse to the longitudinal direction and parallel to the width of the individual rails (in the X direction) are possible. A twist around an axis parallel to the longitudinal extent (Y direction) and / or a bending (offset in the X direction) transversely to the longitudinal extension and parallel to the height (Z direction), however, is difficult without damaging the metal structure and thus influencing the electrical conductivity or not possible. This is especially true for very flat busbars. Although this can be accommodated by a transition to a less flat cross-section, which takes into account both a Y-direction twist and a Z-axis bend, but only at the expense of the functional properties, such as the EMC (Electromagnetic Compatibility) and the height of the busbar. In particular, it is difficult in tight space conditions to realize a straight line in the longitudinal direction of the busbar, so that the aforementioned twisting about the Y-direction and / or bending about an axis in the Z-direction is necessary.

The object of the present invention was therefore to provide a busbar of the type mentioned, which allows without sacrificing the functional properties and the height direction changes or a twist around all three spatial axes (X, Y, Z direction).

This object is solved by the features of claims 1, 6 or 10. Advantageous developments can be found in the subclaims, the following description and the drawings.

According to one aspect of the invention, the busbar is completely formed as a free-form body, in particular essentially in the original molding process. "Essentially" in this context means that the outer shape is predetermined by the primary molding process, for example a casting process, in particular die-casting, and only post-processing steps are required which do not change the outer shape at least with respect to the course of the busbar in its longitudinal direction and in particular no bending processes of the busbar to include an axis in the Y or Z direction. Alternatively, it is also conceivable to assemble the busbar from one or more straight sections (individual rails) in the longitudinal direction (Y-direction) and at least one section (single rail) which is designed as a free-form body and mechanically and electrically connect the individual sections to one another. The designed as a freeform body section can be configured as explained in relation to the completely designed as a freeform body busbar. The remaining sections can be longitudinal in a straight course and possibly have an offset in the Z direction. Finally, it is also conceivable to design this designed as a free-form body section as a flexible, non-rigid conductor (and thus free-formable during installation ladder), which is mechanically and electrically connected at opposite ends with the straight sections. Flexible as opposed to rigid includes, for example, bendable, pliable, stretchable, or a combination thereof. The above-described measures enable busbars with X / Y / Z offset, which means that new installation paths in the vehicle can be tapped. In particular, bottlenecks and obstacles can be easily bypassed. In particular, a height and lateral offset without sacrificing functionality and height is possible. In addition, in a "busbar construction kit" the straight sections or individual rails in the longitudinal direction can be adapted by the free-form body to variants due to vehicle derivatives (for example, different equipment). Here, the busbar can be adjusted in terms of their length and their course. Furthermore, it is possible to realize a variation of cross-sections with respect to height / width ratio within the busbar by the free-form body, ie the freeform body allows the transition from one cross-section to another cross-section, if, for example, not so high current carrying capacity in the respective section is required.

Thus, in one aspect, a bus bar is proposed for use in the electrical system or as a battery lead in vehicles. In this regard, a battery cable also means a starter or generator cable. In particular, this aspect is used in motor vehicles. According to this aspect, the bus bar consists of a plurality of elongate individual rails with a flat cross-section. By "flat" in this regard is meant that the cross section of the individual rails is wider than high. According to a preferred embodiment, the height of the individual rails is less than 2 mm, preferably less than 1.5 mm and more preferably less than or equal to 1 mm. The width of the individual rails in an exemplary embodiment is less than 100 mm, preferably less than 80 mm and more preferably less than 65 mm. According to a concrete example, the width of the rails is 60 mm and the height of the rails is 1 mm. Thus, a bend around the strong side (60mm) is limited or not possible, while a bend around the weak side (1mm) is easily possible. The preferred material for the rails is aluminum or an aluminum alloy. But there are also copper and copper alloys and magnesium or magnesium alloys and combinations thereof conceivable. The individual rails are electrically and mechanically connected to each other. Preferably, a material connection, in particular a welded connection, is present here. According to a particular aspect, an ultrasonic or magnetic pulse welding process is used. Of the individual rails, at least one of the individual rails has a straight course in its longitudinal extent (Y direction). This is to be understood that in a plan view, i. in a view perpendicular to the longitudinal extent of the course of the 1st of the individual rails is straight, even if an offset in the Z direction can be provided. Accordingly, the first of the individual rails preferably has a straight course in the Y direction but at least one bend (offset in the Z direction) about an axis (X direction) transversely to its longitudinal extent (Y direction) and parallel to its width. This can be a bend around the weak side of the rail. A second of the individual rails forms the aforementioned free-form body, wherein its outer shape is essentially a prototype. A prototype is a body that is used in a master-molding process, i. made from a shapeless fabric. Particularly preferred here is a casting process, in particular a die-casting used, so that the second of the individual rails is a casting, in particular a die-cast part.

In the case of an original molded part, it is possible to twist the second individual rails about an axis parallel to the longitudinal extent (Y direction) and to change direction (offset in the X direction) (bending, even if no bending process is used) about an axis (Z-axis) transverse to the longitudinal extent (Y-axis) and parallel to its height and / or a change of direction (offset in Z-direction) about an axis (X-direction) transverse to its longitudinal extent (Y-direction) and parallel to To allow their width.

In particular, according to one aspect, the single rail is not subjected to a bending process about an axis parallel to the longitudinal extent (Y direction) and around an axis (Z-axis) transverse to the longitudinal extent (Y-axis) and parallel to its height, but becomes this twisting predetermined by the original molding process.

Alternatively or additionally, it is possible for the second individual rail to have different cross sections at opposite ends. In this regard, the cross-sections may be different in their outer shape, the cross-sectional area may be different, and / or the height-to-width ratio may differ. This allows a transition within the bus bar from one cross section to another cross section. By way of example only, this makes possible a transition from a first height of the rail to a second height of the rail.

According to an alternative aspect, the entire busbar is a prototype, whereby the entire busbar is formed as a free-form body. In other words, its outer shape is essentially made in a prototyping process.

Again, it is possible, without adversely affecting the material structure, directional changes (offset in the X direction) about an axis (Z axis) transverse to its longitudinal extent (Y axis) and parallel to their height and / or a twist around an axis parallel to its longitudinal extent (y-axis) and / or changes in direction (offset in z-direction) about an axis (x-axis) transverse to its longitudinal extent and parallel to its width.

Otherwise, the same applies to this alternative aspect with respect to the above aspect with regard to the second single rail.

Another alternative aspect proposes a busbar of the type mentioned. This aspect can also be combined with the above-mentioned aspect. The busbar according to this aspect is in turn composed of a plurality of elongate individual rails with a flat cross section, which are electrically and mechanically connected to each other, as explained above. Between two of the individual rails, a flexible conductor is arranged as a freeform body in this aspect. This is electrically and mechanically connected at opposite ends with one of the individual rails or a respective end of the individual rails. With regard to the electrical and mechanical connection, what has been said above with regard to the connection of the individual rails applies. Due to the flexible conductor, it is also possible to "bypass" bottlenecks and obstacles and to allow a height and lateral offset and the busbar can thereby realize a transition from one to another cross section. Furthermore, the flexible conductor can act as an end piece with corresponding contacting, for example a plug, for connection to the battery, the starter, etc. It can be used on known Endkontaktierungsverfahren.

According to another embodiment, the flexible conductor is a round conductor. For example, braided tapes (grounding tapes) can be used here. But it can also be used a flat conductor or a flat ribbon.

For ease of mechanical and electrical connection of the flexible conductor with the respective ends of the individual rails, the flexible conductor according to one aspect has heads which correspond to the cross-section of the respective individual rail at its free, the flexible conductor end facing away. Preferably, these heads are produced in a primary molding process. In this case, a casting method is particularly preferably used, so that the heads are a casting, in particular a die-cast part, particularly preferably an aluminum die-cast part. When the flexible conductor is used as the end piece, such a head is provided at the end to be connected to the end of the single rail. Other features and advantages of the present invention, which may be implemented alone or in combination with one or more of the above features, may be found in the description of some embodiments made with reference to the accompanying drawings.

The drawings show in:

1 a busbar according to one aspect in a perspective view;

2a) to c) is a plan view of a bus bar according to another aspect;

3 a busbar according to another aspect in a partial perspective; and

4 a partial perspective of a busbar according to yet another aspect.

In the figures, like reference numerals designate like or similar elements, and repetitive description will be omitted to avoid repetition.

In the 1 illustrated busbar is exemplified by three individual rails 1 . 2 and 3 together. At joints 4 the individual rails are materially connected to one another at mutually facing ends (welded here). The busbar is elongated and has a longitudinal extent along the Y-axis. Further, in the illustrated example, the cross section of the bus bar is rectangular and flat with a height along the Z axis and a width along the X axis, the width being significantly greater than the height. According to one example, the width is about 60 mm and the height about 1 mm.

The single rails 1 and 2 have a longitudinal extent along the Y-axis straight course. That is, in the plan view parallel to the Z-axis run the individual rails 1 and 2 just. The single rail 2 however, has a height offset by being in more than one position about an axis 5 transverse to the longitudinal extent (Y-axis) and parallel to the width (X-axis) is formed. The deformation can according to the method of the DE 10 2012 203 571 A1 which are referred to for further information. The single rails 1 . 2 do not have any Change of direction about other axes parallel to the Z axis and / or parallel to the Y axis.

The single rail 3 is a casting, in particular an aluminum die-cast part, wherein the outer shape, in particular the lateral offset described later, has already been formed in the primary molding process, ie in this case the casting process. Nevertheless, some post-processing steps can be carried out, in particular with regard to the surface condition. This forms the single rail 3 a free-form body in the sense of the present application.

The single rail 3 has, as mentioned, a page offset. This is accomplished by having a change of direction in two places compared to the longitudinal extent (Y-axis) about one axis 6 transverse to the longitudinal extent (Y-axis) and parallel to the height (Z axis). This lateral offset can be easily realized in the original molding process without negative influence on the metal structure. Thus, in order to realize the lateral offset, no change in the cross section and no loss of function required. In addition, a twisting about the longitudinal extent (Y-axis), which is not shown in the figures, can be provided.

According to an alternative aspect, the in 1 illustrated busbar integrally in a primary molding process, in particular a casting process, in particular a die-cast aluminum produced and thus an aluminum die-cast part. The interfaces 4 eliminated with it. Otherwise, the busbar can be configured as explained above.

The aspect in 2 should explain the above-mentioned modular system. In principle, the busbar is in the 2a) to c) as well as in relation to the first aspect of FIG 1 explained. In particular, beyond the individual rails 1 . 2 identical in the representations a to c. The single rails 3 however, in the embodiments a), b) and c) are designed differently.

This can be done with the same single rails 1 . 2 Different variants are covered in the manner of a kit, by different individual rails 3 ' . 3 '' and 3 ''' be used. For example, in b) the identical lateral offset as in a) by the single rail 3 '' realized, the busbar overall by a longer design of the single rail 3 '' in the longitudinal direction (Y-axis) but longer. Through the single rail 3 ''' in the illustration c) this allows the individual rails 1 . 2 lie in longitudinal extension (Y-axis) in flight and still a possible obstacle 7 Can be bypassed.

3 shows an example of a busbar, in which the single rail 3 '''' a change in cross section (here in one direction, but also a change in cross section in two directions or three directions are conceivable) in the course of the busbar along the longitudinal extent allows. At the joints 4 it can be seen that the cross section of the single rail 1 is formed rectangular with a first width and a first height, while the cross section of the single rail 2 is formed rectangular with a second width and a second height. The first and second heights are the same (but it would also be conceivable that the heights differ), while the first width is less than the second width. Furthermore, it would also be conceivable to move from a cross-sectional shape, for example a rectangular cross-section, to another cross-sectional shape, for example an elliptical cross-section. The single rail 3 '''' has opposite ends 8th . 9 on, being the end 8th the single rail 1 and the end 9 the single rail 2 are facing. The cross section of the single rail 3 at the end 8th corresponds to the cross section of the single rail 1 while the cross section of the single rail 3 '''' at the end 9 the cross section of the single rail 2 equivalent. By connecting the single rail 3 '''' with the single rails 1 . 2 at the joints 4 thus becomes a transition from the cross section of the single rail within the busbar 1 to the cross section of the single rail 2 allows. Again, the single rail 3 '''' produced in a primary molding process, as explained above.

4 shows finally another aspect of a busbar with two individual rails 1 . 2 , which are identical to the individual rails described above 1 . 2 can be trained. Furthermore, a freeform body is a flexible conductor 10 , here in the form of a round ladder 11 (But it can also be a flat conductor or ribbon used) between the individual rails 1 . 2 arranged. The flexible conductor 10 can also be between 2 the single rails 1 or 2 the single rails 2 or at the beginning or end of the busbar for contacting a component of, for example, the battery or the starter. The flexible conductor 10 has opposite ends 8th . 9 heads 12 . 13 preferably made of die-cast aluminum, with the round conductor 11 are connected. Further, the heads are 12 . 13 at the joints 4 each with the single rail 1 or the single rail 2 cohesively connected, in particular welded. Through the flexible conductor 11 between the individual rails 1 . 2 allows both a twisting about an axis parallel to the longitudinal extent (Y-axis) and a lateral offset along the X-axis and a height offset along the Z-axis.

It should be understood that the above embodiments and aspects are also inter-related can be combined insofar as the embodiments are not contradictory. In particular, in a busbar both individual rails 1 . 2 . 3 . 3 ' . 3 '' . 3 ''' . 3 '''' as well as flexible conductors 10 be provided.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 4210202 A1 [0003]
• DE 102006049604 A1 [0004]
• DE 102012203571 A1 [0004, 0025]

Claims (12)

Conductor rail for use in the electrical system of or as a battery cable in vehicles, wherein the busbar from a plurality of elongated individual rails ( 1 . 2 . 3 ) is assembled with a flat cross section, which are electrically and mechanically connected to each other, wherein a first ( 1 ) of the individual rails in their longitudinal direction (Y-axis) has a straight course, characterized in that an outer shape of a second ( 3 ) of the individual rails is essentially a prototype. A busbar according to claim 1, wherein the second single rail ( 3 ) a twist about an axis parallel to its longitudinal extent (Y-axis) and / or a change of direction about an axis transverse to its longitudinal extent (Y-axis) and parallel to its height (Z-axis) and / or a change of direction about an axis transverse to its longitudinal extent (Y-axis) and parallel to its width (X-axis). Bus bar according to one of the preceding claims, in which the second individual rail ( 3 ) is not subjected to a bending process about an axis parallel to its longitudinal extension and / or transversely to its longitudinal extension (Y-axis) and parallel to its height (Z-axis). Bus bar according to one of the preceding claims, in which the second individual rail ( 3 ) opposite ends ( 8th . 9 ) and the cross-section at one end ( 8th ) from the cross section at the other end ( 9 ) is different. Bus bar according to one of the preceding claims, in which the second individual rail ( 3 ) is a casting, in particular a die-cast part. Power rail for use in the electrical system of or as a battery cable in vehicles, wherein the bus bar is elongated with a flat cross-section and the outer shape of the busbar is essentially a prototype. A busbar according to claim 6, wherein the bus bar has a change of direction about an axis transverse to its longitudinal extent (Y-axis) and parallel to its height (Z-axis) and / or a twist about an axis parallel to its longitudinal extent (Y-axis ) and / or a change of direction about an axis transverse to its longitudinal extent (Y-axis) and parallel to its width (X-axis). A busbar according to claim 6 or 7, wherein the bus bar is not subjected to a bending process about an axis parallel to its longitudinal extent (Y-axis) and / or transverse to its longitudinal extent (Y-axis) and parallel to its height (Z-axis). Busbar according to claim 6, 7 or 8, wherein the busbar is a cast part, in particular a die-cast part. Conductor rail for use in the electrical system of or as a battery cable in vehicles, wherein the busbar from a plurality of elongated individual rails ( 1 . 2 ) is assembled with a flat cross-section, which are electrically and mechanically interconnected, characterized in that between two of the individual rails ( 1 . 2 ) a flexible ladder ( 10 ) arranged at opposite ends ( 8th . 9 ) with one of the individual rails ( 1 . 2 ) is electrically and mechanically connected to one another and / or that at least one end of one of the individual rails ( 1 . 2 ) a flexible ladder ( 10 ) arranged at one of its ends with the end of a single rail ( 1 . 2 ) is electrically and mechanically connected. A bus bar according to claim 10, wherein the flexible conductor ( 10 ) a round conductor ( 11 ) or flat conductor is. A bus bar according to claim 10 or 11, wherein the flexible conductor ( 10 ) for connection to the individual rails 1 . 2 ) at the opposite ends ( 8th . 9 ) in each case or for connection to the end of a single rail at its one end a head ( 12 . 13 ), which at its free, the flexible conductor ( 10 ) facing away from the cross-section of the respective individual rail ( 1 . 2 ) corresponds.

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