Lightweight flexible new energy automobile aluminum alloy cable

Abstract

The invention relates to the technical field of aluminum alloy cables, in particular to a lightweight flexible new energy automobile aluminum alloy cable which comprises a cable wire and further comprises an armoring sleeve, a positioning assembly and a buffer adjusting assembly, the armoring sleeve comprises an armoring pipe and an armoring shell, the armoring pipe and the armoring shell are both arranged on the cable wire, and the positioning assembly is arranged on the armoring pipe. The section, located in the armored shell, of the cable is arranged in a bent shape, the positioning assembly is arranged in the armored shell and arranged on the cable, and the armored pipe is arranged at the upper end of the armored shell and connected with the armored shell through the buffer adjusting assembly. By arranging the positioning assembly and the buffering adjusting assembly, buffering protection of the cable can be achieved while the reserved section of the cable is stored, and driving safety is guaranteed while the service life of the cable is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of aluminum alloy cable technology, specifically a lightweight flexible aluminum alloy cable for new energy vehicles. Background Technology

[0002] New energy vehicles refer to automobiles that use unconventional vehicle fuels as their power source, primarily employing electrical energy. Cables are a conventional product used for power transmission in new energy vehicles. While copper core cables are commonly used for power transmission, with the development of new energy vehicles, aluminum alloy cables, with their lightweight, flexible design and high conductivity, have significant advantages in this field and are gradually replacing copper core cables.

[0003] During vehicle operation, vibrations in the chassis and suspension system can cause dynamic deformation of cables, sometimes resulting in cable twisting around its centerline. This twisting can lead to friction and damage to the internal insulation layer, causing a short circuit, affecting the vehicle's power transmission, and potentially resulting in serious safety accidents. Existing technologies offer effective solutions to this problem, such as a flexible multi-core aluminum alloy cable (patent number CN117095861B). This cable uses a fixed ring to move a movable block along the inside of a support ring. A buffer spring and spring plate are compressed, preventing significant conductor deflection and severe cable deformation under their elastic force. A limiting ridge isolates the insulation layers on different conductors, preventing friction and insulation damage, thus avoiding short circuits and ensuring driving safety. However, the following drawbacks still exist: When installing aluminum alloy cables used in new energy vehicles, a certain length needs to be reserved to meet the installation requirements. However, vehicle vibration is unavoidable during driving. When the vehicle vibrates, the reserved section of the aluminum alloy cable will continuously collide with the bottom of the installation space due to direct stacking. Furthermore, when the two ends of the aluminum alloy cable must be connected to two car parts in an up-down manner, the vertical section of the aluminum alloy cable will be stretched by the inertial force generated by the vibration, affecting the service life of the aluminum alloy cable and still affecting driving safety.

[0004] Therefore, in order to solve the above problems, a lightweight and flexible aluminum alloy cable for new energy vehicles is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a lightweight, flexible aluminum alloy cable for new energy vehicles. This solves the problem that the vertical section of the aluminum alloy cable is stretched by inertial forces generated by vibration, affecting its service life and still impacting driving safety. Through the design of positioning and buffer adjustment components, the cable can be buffered and protected when it sags due to inertial forces generated by vibration during vehicle operation. Furthermore, different buffering effects can be provided according to the magnitude of the inertial force, effectively ensuring both the cable's service life and driving safety.

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

[0007] A lightweight, flexible aluminum alloy cable for new energy vehicles includes a cable, an armored sleeve, a positioning component, and a buffer adjustment component. The armored sleeve includes an armored tube and an armored shell, both of which are disposed on the cable. A section of the cable inside the armored shell is bent. The positioning component is disposed inside the armored shell and on the cable. When the inertial force generated by vehicle vibration is less than a set value and causes the cable to sag, the positioning component deforms and slows down the sag of the cable. The armored tube is disposed at the upper end of the armored shell and connected through the buffer adjustment component. When the inertial force generated by vehicle vibration is greater than a set value and causes the armored shell to sag, the buffer adjustment component contracts and slows down the sag of the armored shell.

[0008] Preferably, the positioning assembly includes two mounting plates, two rotating shafts, two guide wheels, and two limiting blocks. The two mounting plates are disposed inside the armored shell, the two rotating shafts are symmetrically disposed between the mounting plates, and the two guide wheels are respectively disposed on the corresponding rotating shafts. A section of the cable located inside the armored shell is disposed between the two guide wheels. The armored shell has a strip-shaped opening, and the limiting block is slidably disposed inside the strip-shaped opening and connected to the mounting plate. A stop block is disposed inside the strip-shaped opening. Both the limiting block and the stop block are magnetic blocks, and their closest ends have opposite magnetic properties. When the distance between the limiting block and the stop block is the greatest, the bending radius of the cable is greater than or equal to 6 times its own outer diameter.

[0009] It is known that a certain length needs to be reserved during cable installation to avoid insufficient cable length affecting the electrical connection between automotive parts. Considering actual vehicle driving conditions and the "one above the other" connection at both ends of the cable, under the influence of the cable's own weight and the inertial force generated during vehicle vibration, the reserved section of the cable will continuously collide with the bottom of the installation space, while the upper section of the cable will be subjected to axial tension. Repeated axial tension can easily damage the cable, thus affecting driving safety. Therefore, this solution is adopted. Through the positioning component, the upper section of the cable is flexibly clamped inside the armor shell. When the cable drops due to the inertial force generated by vibration during vehicle driving, the positioning component can buffer and protect the cable through the magnetism between the limit block and the stop block, preventing the cable from being subjected to hard pulling. When the vehicle is not vibrating, the original state of the buffer adjustment component allows the section of the cable inside the armor shell to be in a bent state, ensuring driving safety while meeting the reserved length requirements during cable installation.

[0010] Preferably, the buffer adjustment assembly includes a fixed rod, a first annular plate, a second annular plate, and a spring. The fixed rod is disposed on the armor shell, the first annular plate is disposed on the fixed rod and movably connected to the armor tube, the second annular plate is disposed on the armor shell, and the spring is disposed between the first annular plate and the second annular plate and connected to the armor tube. The force of the spring during its initial deformation is equal to the inertial force generated when the vehicle vibration exceeds a set value.

[0011] It is known that vehicles vibrate to varying degrees during operation due to factors such as speed and road conditions. When the inertial force generated by this vibration exerts a significant pulling force on the cable, it can affect the cable's lifespan and, consequently, driving safety. Therefore, this solution is adopted. By using a spring, when the inertial force generated by vibration during vehicle operation exceeds the initial force required for spring deformation, the spring is stretched downwards. At this point, the compression exerted on the cable by the guide wheel during its downward movement provides auxiliary stretching at the bend in the pre-reserved section of the cable, reducing the stress on the cable and thus effectively protecting it, thereby ensuring driving safety.

[0012] Preferably, the armored tube includes tube one, tube two and tube three, tube one, tube two and tube three are connected in sequence and tube one is disposed above tube three, tube one and tube three are fixedly sleeved with the cable, tube two is movably sleeved with the cable, tube one is connected with the end joint of the cable, and tube three is movably sleeved with the armor shell.

[0013] The second tube is arc-shaped and has heat dissipation holes on its surface. The central axes of the first tube and the third tube are perpendicular to each other.

[0014] By adopting the above solution, while ensuring normal heat dissipation of the section of the cable inside the armored tube, the cable can be laid vertically downwards after passing through the tube. Furthermore, when the cable is pulled by the inertial force generated by vehicle vibration, it will not cause stress pulling on the insertion position along the insertion direction between the upper end of the cable and the automotive parts. This effectively ensures the stable insertion of the cable and the automotive parts, thereby ensuring the stable transmission of electrical signals and thus achieving protection for driving safety.

[0015] Preferably, a stop is fixedly sleeved on the cable, and the stop is located below the armor shell and is arranged in an "I" shape.

[0016] By adopting the above solution, when the inertial force generated during vehicle operation causes the armor shell to move downward, the bottom of the armor shell and the stop can help pull the cable downward, reducing the compression between the guide wheel and the cable.

[0017] Preferably, the bending radius of the second tube is equal to 6 times that of the cable.

[0018] By adopting the above scheme, the bending radius of the cable end can be limited by the second conduit. While reducing the space occupied by the second conduit, it can prevent the upper part of the cable from having an excessively small bending radius under the action of inertial force and its own weight during vehicle operation. This can effectively protect the upper part of the cable and further ensure driving safety.

[0019] Preferably, the buffer adjustment assembly further includes a limiting ring and a limiting rod. The limiting ring is fixedly mounted on the tube three and has a limiting hole on its surface. The limiting rod is mounted on the annular plate one and is inserted into the limiting hole. The annular plate two is rotatably sleeved with the armored tube.

[0020] It is known that vibrations generated during vehicle operation cause the cable to swing not only vertically but also horizontally, affecting the stable connection between the cable and automotive parts, and consequently the stable transmission of electrical signals. Therefore, this solution is adopted. By inserting the limiting rod and limiting hole, the vertical movement of the armor shell can be restricted, preventing horizontal swaying at the connection point between the cable and automotive parts. This effectively ensures a stable connection between the cable and automotive parts, thus guaranteeing stable transmission of electrical signals and ultimately ensuring driving safety.

[0021] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0022] 1. By using the armored sleeve, positioning components, and buffer adjustment components, the upper section of the cable can be protected, and the reserved section of the cable can be stored, preventing the reserved section of the cable from being placed directly in the installation space. When the cable falls due to the inertial force generated by vibration during vehicle travel, the section of the cable stored inside the armored sleeve, together with the positioning components and buffer adjustment components, can provide a double protection effect, achieving both cable protection and ensuring driving safety.

[0023] 2. Through the setting of springs, armor shells, limiting blocks, and stops, when the inertial force generated by vibration during vehicle operation causes the cable to sag but is insufficient to stretch the spring, a section of the cable stored inside the armor shell will be gradually stretched. As the cable is gradually stretched, the limiting block continuously moves closer to the stop. Under the action of the opposite magnetic force, the moving speed of the limiting block can be slowed down, thereby buffering the cable and reducing the stress on the cable. Thus, the reserved section of the cable can be used to buffer and protect the cable, effectively ensuring driving safety.

[0024] 3. The set buffer adjustment component can adjust the angle of the armor shell according to the position of the parts plugged into both ends of the cable during the installation process, thereby avoiding cable twisting during installation. After the cable is installed, when the inertial force generated by the vibration during vehicle driving causes the cable to sag and the armor shell to stretch the spring, the guide wheel will move downward with the armor shell under the action of the limit block and the strip opening and squeeze the cable. The bottom of the armor shell can squeeze the stop, promote the stretching of the cable, and achieve further buffer protection for the cable, further ensuring driving safety. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the present invention;

[0026] Figure 2 For the present invention Figure 1 A magnified view of part A in the middle section;

[0027] Figure 3 For the present invention Figure 1 A magnified view of part B in the middle section;

[0028] Figure 4 This is a cross-sectional structural diagram of the present invention;

[0029] Figure 5 This is a schematic diagram of the structure of the armored tube of the present invention;

[0030] Figure 6 This is a diagram showing the state of the cable of the present invention being pulled downwards;

[0031] Figure 7 This is a diagram showing the armor shell of the present invention being pulled downwards;

[0032] Figure 8 For the present invention Figure 7 A magnified view of part C in the middle.

[0033] In the diagram: 1. Cable; 2. Armored sleeve; 21. Armored tube; 211. Tube 1; 212. Tube 2; 2121. Heat dissipation hole; 213. Tube 3; 22. Armored shell; 221. Strip opening; 222. Stop block; 3. Positioning assembly; 31. Mounting plate; 32. Shaft; 33. Guide wheel; 34. Limiting block; 4. Buffer adjustment assembly; 41. Fixing rod; 42. Annular plate 1; 43. Annular plate 2; 44. Spring; 45. Limiting ring; 451. Limiting hole; 46. Limiting rod; 5. Stop. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] Please see Figures 1 to 8 This invention provides a lightweight, flexible aluminum alloy cable for new energy vehicles, the technical solution of which is as follows:

[0036] For details, please refer to Figure 1 , Figure 4 , Figure 5 , Figure 6 and Figure 8 A lightweight flexible aluminum alloy cable for new energy vehicles includes a cable 1, an armored sleeve 2, a positioning component 3, and a buffer adjustment component 4. The armored sleeve 2 includes an armored tube 21 and an armored shell 22, both of which are mounted on the cable 1. The armored tube 21 includes a first tube 211, a second tube 212, and a third tube 213, which are connected sequentially, with the first tube 211 positioned above the third tube 213. Above 13, the first tube 211 and the third tube 213 are fixedly sleeved with the cable 1, the second tube 212 is movably sleeved with the cable 1, the first tube 211 is connected to the end joint of the cable 1, the third tube 213 is movably sleeved with the armor shell 22, the second tube 212 is arc-shaped and has heat dissipation holes 2121 on its surface, the central axes of the first tube 211 and the third tube 213 are perpendicular to each other, and the bending radius of the second tube 212 is equal to 6 times that of the cable 1.

[0037] Under the above settings, the bending radius of the upper section of cable 1 can be fixed, which avoids the bending radius of the upper section of cable 1 being less than 6 times its outer diameter due to the inertial force generated during vehicle operation. This ensures normal heat dissipation of cable 1 and guarantees its service life, thereby effectively ensuring driving safety.

[0038] As one embodiment of the present invention, refer to Figure 1 , Figure 2 and Figure 4 The cable 1 is curved within the armored housing 22. The positioning component 3 is located inside the armored housing 22 and on the cable 1. When the inertial force generated by vehicle vibration is less than a set value and causes the cable 1 to fall, the positioning component 3 deforms and slows down the fall of the cable 1. The positioning component 3 includes two mounting plates 31, two rotating shafts 32, two guide wheels 33, and two limiting blocks 34. The two mounting plates 31 are located inside the armored housing 22, and the two rotating shafts 32 are symmetrically arranged between the mounting plates 31. The guide wheels 33 are respectively mounted on the corresponding rotating shafts 32. The section of the cable 1 located inside the armor shell 22 is positioned between the two guide wheels 33. The armor shell 22 has a slot 221. The limiting block 34 is slidably disposed inside the slot 221 and connected to the mounting plate 31. A stop block 222 is provided inside the slot 221. Both the limiting block 34 and the stop block 222 are magnetic blocks, and their magnetic properties are opposite at their closest ends. When the limiting block 34 and the stop block 222 are at their farthest distance, the bending radius of the cable 1 is greater than or equal to 6 times its own outer diameter.

[0039] Under the aforementioned conditions, when the inertial force generated by vibration during vehicle operation causes cable 1 to sag, a section of cable 1 inside the armor shell 22 will gradually change towards a vertical position. During this process, the surface of cable 1 will press against the guide wheel 33 on the right side. As the guide wheel 33 moves, it can drive the mounting plate 31 to move synchronously through the connection between the rotating shaft 32 and the mounting plate 31. Since the side wall of the mounting plate 31 is provided with a limit block 34, and the limit block 34 is slidably disposed inside the strip-shaped opening 221, the mounting plate 31 can drive the limit block 34 to move to the right in the horizontal direction. Since the magnetic properties of the limiting block 34 and the stop block 222 are opposite at the same end, the rightward movement speed of the mounting plate 31 can be gradually reduced under the action of the repulsive magnetic force, thereby buffering the cable 1 and reducing the stress tension on the cable 1. When the vehicle is stationary or the inertial force generated during driving is insufficient to cause the cable 1 to fall, the cable 1 can be stored inside the armor shell 22 with a reserved length, and the bending radius can be limited so that the minimum radius of the cable 1 is greater than or equal to 6 times its own outer diameter, thereby ensuring the normal use of the cable 1 and thus ensuring driving safety.

[0040] As one embodiment of the present invention, refer to Figure 1 , Figure 3 , Figure 7 and Figure 8 The armor tube 21 is disposed at the upper end of the armor shell 22 and connected through the buffer adjustment assembly 4. When the inertial force generated by vehicle vibration exceeds a set value and causes the armor shell 22 to fall, the buffer adjustment assembly 4 contracts and slows down the falling speed of the armor shell 22. The buffer adjustment assembly 4 includes a fixing rod 41, an annular plate 42, an annular plate 43, and a spring 44. The fixing rod 41 is disposed on the armor shell 22, the annular plate 42 is disposed on the fixing rod 41 and is movably sleeved with the armor tube 21, and the annular plate 43 is disposed on the armor tube 22. On sleeve 2, the spring 44 is disposed between annular plate 1 42 and annular plate 2 43 and sleeved with armored tube 21. The force of the initial deformation of spring 44 is equal to the inertial force generated when the vehicle vibration is greater than the set value. The buffer adjustment assembly 4 also includes a limiting ring 45 and a limiting rod 46. The limiting ring 45 is fixedly disposed on tube 3 213 and has a limiting hole 451 on its surface. The limiting rod 46 is disposed on annular plate 1 42 and is inserted into the limiting hole 451. Annular plate 2 43 is rotatably sleeved with armored tube 21.

[0041] Under the above-mentioned conditions, when the armor shell 22 falls due to the inertial force generated by the vehicle's vibration during driving (at the initial moment of the armor shell 22's fall, the stop 5 and the armor shell 22 are already separated), the guide wheel 33 can no longer move to the right relative to the position of the armor shell 22 due to the magnetic restriction between the limit block 34 and the stop block 222. As the armor shell 22 moves downward, under the action of the strip opening 221, the limit block 34 can move downward synchronously with the armor shell 22, thereby driving the guide wheel 33 to move downward synchronously under the action of the mounting plate 31 and the rotating shaft 32. During the downward movement of the guide wheel 33, the guide wheel 33 can squeeze the cable 1, causing the cable 1 to further change to a vertical state. This can further protect the cable 1 when the inertial force generated by the vehicle vibration is too large, preventing the cable 1 from being subjected to excessive stress and further ensuring driving safety.

[0042] As one embodiment of the present invention, refer to Figure 1 , Figure 4 , Figure 6 and Figure 7 A stop 5 is fixedly sleeved on the cable 1. The stop 5 is located below the armor shell 22 and is arranged in an "I" shape.

[0043] Under the above-mentioned conditions, when the inertial force generated during vehicle operation causes the armor shell 22 to move downward, the bottom of the armor shell 22 and the stop 5 can help to pull the cable 1 downward, reducing the compression between the guide wheel 33 and the cable 1.

[0044] Working principle: To prevent the bending radius of cable 1 from falling below the limit value due to vibration at the upper section during vehicle operation, refer to... Figure 1 By using the armor sleeve 2, the bending direction and radius of the upper end of the cable 1 can be fixed, preventing the bending radius of the upper end of the cable 1 from being less than 6 times its outer diameter due to the inertial force generated by vibration during vehicle operation. This effectively protects the cable 1 and the safety of the vehicle. To reduce the stress on the cable 1 caused by the inertial force generated by vibration during vehicle operation, refer to... Figure 1 , Figure 6 and Figure 7 By using the positioning component 3 and the buffer adjustment component 4, the cable 1 can be protected with double buffer when it falls due to vibration, thereby reducing the stress on the cable 1 caused by inertia. While reserving the installation length of the cable 1, the cable 1 is protected, thus ensuring driving safety.

[0045] Specifically: After the two ends of cable 1 are connected to the automotive parts in an "up and down" manner, the bending radius of the upper end of cable 1 can be fixed by the action of tube 212. The bending radius of the upper end of cable 1 will not decrease due to the inertia generated by vibration, thus achieving effective protection for cable 1.

[0046] When the inertial force generated by the vibration during vehicle operation is insufficient to drive the spring 44 to deform, the cable 1 will fall due to inertia and its own weight. During the fall of the cable 1, the section of the cable 1 inside the armor shell 22 will be gradually straightened, and during the straightening process, it will squeeze the guide wheel 33 to the right. Since the guide wheel 33 is set on the mounting plate 31, and the mounting plate 31 is set inside the armor shell 22, under the action of the limiting block 34 on the surface of the mounting plate 31 and the strip opening 221 on the surface of the armor shell 22, the guide wheel 33 can move horizontally to the right inside the armor shell 22. During the movement, the limiting block 34 and the stop block 222 set inside the strip opening 221 gradually approach each other. During this process, the repulsive magnetic force between the limiting block 34 and the stop block 222 will gradually increase, thereby achieving buffering of the cable 1, reducing the stress tension on the cable 1 during the fall, achieving primary protection for the cable 1, and thus initially ensuring driving safety.

[0047] When the inertial force generated by the vibration during vehicle operation drives the spring 44 to be stretched (at this time, the cable 1 is already in a stretched state), the armor shell 22 moves downward. As can be seen from the connection relationship between the guide wheel 33 and the rotating shaft 32, the mounting plate 31, the limiting block 34 and the strip opening 221, the guide wheel 33 will move downward synchronously with the armor shell 22. During the downward movement of the guide wheel 33, the bottom of the armor shell 22 will squeeze the stop 5, and the guide wheel 33 can squeeze the cable 1 inside the armor shell 22, thereby causing the section of the cable 1 inside the armor shell 22 to become straighter, further realizing the buffer protection of the cable 1, and thus ensuring driving safety.

[0048] During the installation of cable 1, the installation direction of armor shell 22 can be adjusted according to different installation positions. During adjustment, push armor shell 22 upward. As armor shell 22 moves upward, it drives fixing rod 41 to move upward. As fixing rod 41 moves upward, it drives annular plate 42 to move upward and squeeze spring 44. As annular plate 42 moves upward, it drives limiting rod 46 to move upward until limiting rod 46 separates from limiting hole 451. At this time, armor shell 22 can be rotated. When armor shell 22 is adjusted to the required installation angle, release armor shell 22. Spring 44 returns to its original position through its own elasticity. Under the elasticity of spring 44, annular plate 42 drives limiting rod 46 to insert into limiting hole 451, thereby fixing the installation angle of armor shell 22. This can prevent cable 1 from being twisted during installation and can also protect cable 1, further ensuring driving safety.

[0049] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A light-weight flexible new energy vehicle aluminum alloy cable, comprising a cable wire (1), characterized in that: The armored sleeve (2) includes an armored tube (21) and an armored shell (22), both of which are arranged on the cable (1), and a section of the cable (1) inside the armored shell (22) is arranged in a curved shape; the positioning assembly (3) is arranged inside the armored shell (22) and on the cable (1), and when the inertial force generated by the vehicle vibration is less than a set value and causes the cable (1) to drop, the positioning assembly (3) deforms and slows down the falling speed of the cable (1); the armored tube (21) is arranged at the upper end of the armored shell (22) and is connected through the buffer adjustment assembly (4), and when the inertial force generated by the vehicle vibration is greater than a set value and causes the armored shell (22) to drop, the buffer adjustment assembly (4) shrinks and slows down the falling speed of the armored shell (22). 2.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 1, characterized in that: The positioning assembly (3) includes two mounting plates (31), two rotating shafts (32), two guide wheels (33), and two limiting blocks (34), the two mounting plates (31) are arranged inside the armored shell (22), the two rotating shafts (32) are symmetrically arranged between the mounting plates (31), the two guide wheels (33) are respectively arranged on the corresponding rotating shafts (32), a section of the cable (1) inside the armored shell (22) is arranged between the two guide wheels (33), a strip-shaped opening (221) is formed on the armored shell (22), the limiting block (34) is slidably arranged inside the strip-shaped opening (221) and connected with the mounting plate (31), a stop block (222) is arranged inside the strip-shaped opening (221), the limiting block (34) and the stop block (222) are both magnetic blocks, and the magnetic properties of the ends close to each other are opposite, and when the limiting block (34) is farthest from the stop block (222), the bending radius of the cable (1) is greater than or equal to 6 times the outer diameter of the cable (1). 3.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 2, characterized in that: The buffer adjustment assembly (4) includes a fixed rod (41), an annular plate one (42), an annular plate two (43), and a spring (44), the fixed rod (41) is arranged on the armored shell (22), the annular plate one (42) is arranged on the fixed rod (41) and movably sleeved with the armored tube (21), the annular plate two (43) is arranged on the armored sleeve (2), and the spring (44) is arranged between the annular plate one (42) and the annular plate two (43) and sleeved with the armored tube (21), and the initial deformation force of the spring (44) is equal to the inertial force generated when the vehicle vibration is greater than a set value.

4. The light-weight flexible new energy vehicle aluminum alloy cable according to claim 1, characterized in that: The armored tube (21) includes a tube one (211), a tube two (212), and a tube three (213), the tube one (211), the tube two (212), and the tube three (213) are connected in sequence, and the tube one (211) is arranged above the tube three (213), the tube one (211) and the tube three (213) are fixedly sleeved with the cable (1), the tube two (212) is movably sleeved with the cable (1), the tube one (211) is connected with the end joint of the cable (1), and the tube three (213) is movably sleeved with the armored shell (22). 5.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 4, characterized in that: The second tube (212) is arc-shaped and has heat dissipation holes (2121) on its surface. The central axes of the first tube (211) and the third tube (213) are perpendicular to each other. 6.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 1, characterized in that: A stop (5) is fixedly sleeved on the cable (1). The stop (5) is located below the armor shell (22) and is arranged in an "I" shape. 7.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 5, characterized in that: The bending radius of the second tube (212) is equal to 6 times that of the cable (1). 8.The light-weight flexible new energy vehicle aluminum alloy cable according to claim 4, characterized in that: The buffer adjustment assembly (4) further includes a limiting ring (45) and a limiting rod (46). The limiting ring (45) is fixedly mounted on the tube three (213) and has a limiting hole (451) on its surface. The limiting rod (46) is mounted on the annular plate one (42). The limiting rod (46) is inserted into the limiting hole (451). The annular plate two (43) is rotatably sleeved with the armored tube (21).

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