Automobile wire harness based on aluminum-magnesium alloy conductor and crimping process thereof

Abstract

This invention relates to the field of automotive wiring harness technology, and discloses an automotive wiring harness based on an aluminum-magnesium alloy conductor, comprising: a wiring harness body and crimp terminals. The wiring harness body includes, from the inside out, a core layer, an insulating layer, a stranded layer, and an outer layer; the core layer is composed of multiple first aluminum-magnesium alloy wires; the stranded layer is composed of multiple second aluminum-magnesium alloy wires, and the mass percentage of magnesium in the second aluminum-magnesium alloy wires is lower than the mass percentage of magnesium in the first aluminum-magnesium alloy wires; the crimp terminals are crimped to the stripped ends of the wiring harness body to achieve electrical connection. This improves reliability in use.

Description

Technical Field

[0001] This invention relates to the field of automotive wiring harness technology, and in particular to an automotive wiring harness based on an aluminum-magnesium alloy conductor and its crimping process. Background Technology

[0002] With the development of automotive electrification and drive-by-wire chassis technology, vehicle wiring harnesses are subjected to a combination of high-frequency engine vibration, road bumps and impacts, repeated bending, and static pressure over a wide temperature range. Vibration fatigue and stress creep have become the core causes of wiring harness failure, and the industry's requirements for the wiring harness's ability to resist vibration loosening and creep deformation have significantly increased.

[0003] In existing technologies, automotive conductors mostly adopt single-material stranding or simple double-layer composite structures, without targeted design from the perspective of functional layering and material matching. They cannot effectively share vibration loads and long-term stress. Under continuous broadband vibration (5–2000Hz), wires are prone to loosening, layer slippage, and structural collapse. Under long-term constant stress, slow plastic creep is prone to occur, leading to conductor relaxation, fretting wear at connection points, contact resistance drift, or even loosening. They cannot meet the requirements for long-term stable service under harsh automotive conditions and have insufficient reliability. Summary of the Invention

[0004] In order to overcome the shortcomings of the prior art, one of the objectives of the present invention is to provide an automotive wiring harness based on an aluminum-magnesium alloy conductor, which improves the reliability of use.

[0005] To overcome the shortcomings of the prior art, the second objective of this invention is to provide a crimping method for automotive wiring harnesses based on aluminum-magnesium alloy conductors.

[0006] The objective of this invention is achieved through the following technical solution:

[0007] An automotive wiring harness based on an aluminum-magnesium alloy conductor, comprising:

[0008] The wire harness body comprises, from the inside out, a core layer, an insulating layer, a stranded layer, and an outer layer; the core layer is composed of multiple first aluminum-magnesium alloy wires; the stranded layer is composed of multiple second aluminum-magnesium alloy wires, and the mass percentage of magnesium in the second aluminum-magnesium alloy wires is lower than the mass percentage of magnesium in the first aluminum-magnesium alloy wires.

[0009] A crimp terminal is crimped onto the stripped end of the wire harness body to achieve electrical connection.

[0010] Further, the extension direction of the wire harness body is defined as a first direction, and the crimp terminal includes a plug section, a toothed crimping section, a sleeve section, and a guide section connected sequentially along the first direction; the stripped end of the wire harness body is inserted from the end of the guide section away from the sleeve section until it reaches the toothed crimping section; the toothed crimping section is used to crimp the stripped end of the wire harness body; the inner diameter of the guide section gradually extends and expands along the first direction, and extends away from the sleeve section.

[0011] Furthermore, the crimp terminal further includes a clamping section connected to the end face of the guide section away from the sleeve section; the circumferential inner wall of the clamping section is configured to press against the outer wall of the wire harness body; the circumferential outer wall of the clamping section is provided with a first point pressure groove, the first point pressure groove being recessed radially toward the axis of the clamping section to form a first locking protrusion; the first locking protrusion presses the circumferential outer wall of the wire harness body radially.

[0012] Furthermore, the bottom end face of the first pressure groove is provided with a second pressure groove, the second pressure groove is recessed along the radial direction of the pressing section toward the axis of the pressing section to form a second clamping protrusion; the second clamping protrusion presses the circumferential outer wall of the wire harness body along the radial direction of the wire harness body; the protrusion height of the second clamping protrusion along the radial direction of the pressing section is greater than the protrusion height of the first clamping protrusion.

[0013] Furthermore, the outer layer includes a cushioning and shock-absorbing layer and a protective surface layer, wherein the cushioning and shock-absorbing layer is located between the stranded layer and the protective surface layer.

[0014] Further, the magnesium content in the first aluminum-magnesium alloy wire is 2.0%–4.5% by mass; the magnesium content in the second aluminum-magnesium alloy wire is 0.3%–1.5% by mass; and the insulating layer is a conductive insulating layer with a conductivity of not less than 1×10⁻⁶. 5 S / m, thickness 1~50μm.

[0015] Furthermore, multiple second aluminum-magnesium alloy wires are distributed circumferentially along the insulating layer and extend around the axis of the insulating layer along the extension direction of the wire harness body.

[0016] A crimping process for automotive wiring harnesses based on aluminum-magnesium alloy conductors includes the following steps:

[0017] S1: Peel off the outer layer of the wire harness body end according to the set length to form the stripped wire end;

[0018] S2: Use 20-60kHz high-frequency ultrasonic waves with a neutral cleaning agent to clean the end for 5-30 seconds to remove the oxide film and impurities on the conductor surface. After rinsing with pure water and drying, a clean stripped end is obtained.

[0019] S3: Insert the stripped end of the processed wire harness body into the crimping terminal guide section, and use the crimping equipment to squeeze the toothed crimping section to pierce the surface oxide film of the stripped end, so as to realize the electrical connection between the wire harness body and the terminal.

[0020] S4: The crimping area of ​​the crimp terminal is sealed and protected.

[0021] Furthermore, the step of inserting the stripped end of the processed wire harness body into place through the crimping terminal guide section, and then pressing the crimping tooth section with a crimping device to pierce the surface oxide film of the stripped end to achieve electrical connection between the wire harness body and the terminal includes: inserting the stripped end of the processed wire harness body into place through the crimping terminal guide section, and then pressing the crimping tooth section with a crimping device to pierce the surface oxide film of the stripped end to achieve electrical connection between the wire harness body and the terminal; simultaneously, using upper and lower crimping molds with crimping protrusions for mold closing operation, the protrusions apply radial pressure to the outer wall of the crimping section, causing local deformation of the crimping section to form a first crimping groove and an inner first clamping protrusion, which clamps and fixes the outer wall of the wire harness.

[0022] Furthermore, the stripped end of the processed wire harness body is inserted into the crimping terminal guide section, and the crimping device squeezes the toothed crimping section to pierce the surface oxide film of the stripped end, achieving electrical connection between the wire harness body and the terminal. Simultaneously, an upper and lower crimping mold with crimping protrusions is used for mold closing operation, with the protrusions applying radial pressure to the outer wall of the crimping section, causing local deformation of the crimping section to form a first crimping groove and an inner first clamping protrusion. The clamping and fixing of the outer wall of the wire harness includes: inserting the stripped end of the processed wire harness body into the crimping terminal guide section, squeezing the toothed crimping section with the crimping device to pierce the surface oxide film of the stripped end, achieving electrical connection between the wire harness body and the terminal; simultaneously, an upper and lower crimping mold with crimping protrusions is used for mold closing operation, with the protrusions applying radial pressure to the outer wall of the crimping section. The crimping protrusions have a two-stage stepped structure, with the first-stage protrusion forming the first crimping groove and the first clamping protrusion, and the second-stage protrusion squeezing the bottom of the groove to form a second crimping groove and a higher second clamping protrusion, forming a multi-stage fastening structure.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] 1. The wiring harness body comprises, from the inside out, a core layer, an isolation layer, a stranded layer, and an outer layer. The core layer, as the internal core load-bearing structure, effectively distributes the vibration, impact, and static pressure during vehicle operation, resisting creep deformation caused by long-term stress. The isolation layer provides hierarchical isolation, preventing interference between the core layer and the stranded layer and ensuring stable performance output for both layers. The stranded layer provides stable conductivity, ensuring continuous circuit transmission. The outer layer provides comprehensive protection for all internal conductors, isolating them from external influences. Through the coordinated operation of these multiple layers, the probability of wiring harness loosening, abnormal contact, and circuit failures under complex automotive conditions is reduced, improving the reliability of the wiring harness.

[0025] 2. The core layer is composed of multiple first aluminum-magnesium alloy wires, while the stranded layer is composed of multiple second aluminum-magnesium alloy wires, with the magnesium content in the second aluminum-magnesium alloy wires being lower than that in the first aluminum-magnesium alloy wires. The first aluminum-magnesium alloy wires, with their higher magnesium content, possess stronger structural strength, toughness, and resistance to stress creep. The core layer formed by these wires can withstand high-frequency vibrations, bumps, impacts, and static pressure under automotive operating conditions for extended periods, and is less prone to plastic deformation, wire loosening, and layer slippage, thus improving the fatigue resistance and anti-loosening performance of the overall wiring harness structure. The second aluminum-magnesium alloy wires, with their lower magnesium content, have superior conductivity and lower resistance. The stranded layer formed by these wires can stably carry current transmission, ensuring stable conduction of the vehicle's circuitry without sacrificing conductivity for structural strength. The two layers of aluminum-magnesium alloy wires with different magnesium contents work together to balance the structural stability and conductivity reliability of the wiring harness, improving its service life and reliability under complex automotive operating conditions. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the structure of an automotive wiring harness based on an aluminum-magnesium alloy conductor according to the present invention;

[0027] Figure 2 for Figure 1 The diagram shows the structure of the wire harness body.

[0028] Figure 3 for Figure 1 A sectional view;

[0029] Figure 4 for Figure 1 The diagram shows the structure of the crimp terminal;

[0030] Figure 5 for Figure 3 An enlarged view of point A shown.

[0031] In the diagram: 1. Wire harness body; 11. Stripped wire end; 2. Core layer; 21. First aluminum-magnesium alloy wire; 3. Insulation layer; 4. Stranded layer; 41. Second aluminum-magnesium alloy wire; 5. Outer layer; 51. Buffer and shock-absorbing layer; 52. Protective surface layer; 6. Crimping terminal; 61. Insertion section; 62. Toothed section; 63. Sleeve section; 64. Guide section; 65. Clamping section; 651. First clamping groove; 652. First clamping protrusion; 653. Second clamping groove; 654. Second clamping protrusion. Detailed Implementation

[0032] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0033] It should be noted that when an element is described as being "fixed to" another element, it can be directly attached to the other element or there may be an intervening element. When an element is described as being "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementations.

[0034] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0035] See Figures 1-5 The present invention discloses an automotive wiring harness based on an aluminum-magnesium alloy conductor, comprising: a wiring harness body 1 and a crimp terminal 6.

[0036] The wire harness body 1 comprises, from the inside out, a core layer 2, an insulating layer 3, a stranded layer 4, and an outer layer 5. The core layer 2 is composed of multiple first aluminum-magnesium alloy wires 21; the stranded layer 4 is composed of multiple second aluminum-magnesium alloy wires 41, and the mass percentage of magnesium in the second aluminum-magnesium alloy wires 41 is lower than that in the first aluminum-magnesium alloy wires 21. The core layer 2 and the stranded layer 4 are prepared using aluminum-magnesium alloy wires with different magnesium contents. Functional matching is achieved by utilizing the material properties of the first aluminum-magnesium alloy wires 21 and the second aluminum-magnesium alloy wires 41. The high-magnesium-content first aluminum-magnesium alloy wires 21 endow the core layer 2 with excellent structural strength, deformation resistance, and creep resistance, serving as the main load-bearing structure inside the wire harness to withstand vibration loads and static pressure under vehicle operating conditions. The low-magnesium-content second aluminum-magnesium alloy wires 41 ensure that the stranded layer 4 has excellent conductivity, serving as the main conductive structure to achieve stable current transmission. This material-layered functional adaptation design improves reliability.

[0037] The crimp terminal 6 is crimped onto the stripped end 11 of the wire harness body 1 to achieve electrical connection. This integrated crimping fastening method ensures a close contact between the crimp terminal 6 and the conductor structure of the wire harness body 1, guaranteeing a stable electrical connection and providing a fundamental guarantee for the transmission of vehicle circuitry. Simultaneously, the mechanical crimping structure can initially constrain the end structure of the wire harness body, reducing the probability of slight displacement or contact failure at the connection end of the wire harness body 1 under vehicle vibration conditions. Combined with the layered anti-vibration structure of the wire harness body 1, this improves the overall reliability of the vehicle's wire harness connections.

[0038] The working principle of this invention's automotive wiring harness based on aluminum-magnesium alloy conductors is as follows: Vibrations, impacts, and long-term static stress loads generated by vehicle operation are preferentially absorbed by the core layer 2, composed of a high-magnesium-content first aluminum-magnesium alloy wire 21. Its high strength and high creep resistance absorb and disperse mechanical stress, preventing overall plastic deformation and layer loosening of the wiring harness. Simultaneously, the stranded layer 4, composed of a low-magnesium-content second aluminum-magnesium alloy wire 41, ensures current transmission through its excellent conductivity, achieving complete separation of load-bearing and conductive functions. An isolation layer 3 isolates the core layer 2 from material interference between the stranded layer 4, preventing performance interference caused by contact between aluminum-magnesium alloy wires with different magnesium contents, ensuring the stable functioning of both layers. The outer layer 5 protects against external impacts, wear, or temperature-induced corrosion, safeguarding the internal structure. A crimp terminal 6 is tightly crimped to the wiring harness body 1, forming an integrated conductive connection structure. This suppresses connection micro-movements under vibration conditions, continuously maintaining a low-resistance conductive state, enabling the wiring harness to possess both creep resistance and long-term conductive stability under complex automotive operating conditions.

[0039] The wiring harness body 1 comprises, from the inside out, a core layer 2, an isolation layer 3, a stranded layer 4, and an outer layer 5. The core layer 2, as the internal core load-bearing structure, effectively distributes the vibration impact and static pressure during vehicle operation, resisting creep deformation caused by long-term stress. The isolation layer 3 provides hierarchical isolation, preventing interference between the core layer 2 and the stranded layer 4, ensuring stable output performance for both layers. The stranded layer 4 provides stable conductivity, ensuring continuous circuit transmission. The outer layer 5 provides comprehensive protection for all internal conductors, isolating them from external influences. Through the coordinated operation of these multiple layers, the probability of wiring harness loosening, abnormal contact, and circuit failures under complex automotive conditions is reduced, improving the reliability of the wiring harness.

[0040] The core layer 2 is composed of multiple first aluminum-magnesium alloy wires 21, and the stranded layer 4 is composed of multiple second aluminum-magnesium alloy wires 41, with the magnesium mass percentage in the second aluminum-magnesium alloy wires 41 being lower than that in the first aluminum-magnesium alloy wires 21. The first aluminum-magnesium alloy wires 21, with their higher magnesium content, possess stronger structural strength, toughness, and resistance to stress creep. The core layer 2 formed from these wires can withstand high-frequency vibrations, bumps, and static pressure under automotive operating conditions for extended periods, and is less prone to plastic deformation, wire loosening, and layer slippage, thus improving the overall fatigue resistance and anti-loosening performance of the wiring harness. The second aluminum-magnesium alloy wires 41, with their lower magnesium content, have superior conductivity and lower resistance. The stranded layer 4 formed from these wires can stably carry current transmission, ensuring stable conduction of the vehicle's circuitry without sacrificing conductivity for structural strength. The two layers of aluminum-magnesium alloy wires with different magnesium contents work together to balance the structural stability and conductivity reliability of the wiring harness, improving its service life and reliability under complex automotive operating conditions.

[0041] Preferably, the extension direction of the wire harness body 1 is defined as the first direction. The crimp terminal 6 includes a plug section 61, a toothed crimp section 62, a sleeve section 63, and a guide section 64 connected sequentially along the first direction. The stripped end 11 of the wire harness body 1 is inserted from the end of the guide section 64 away from the sleeve section 63 until it reaches the toothed crimp section 62. The toothed crimp section 62 is used to crimp the stripped end 11 of the wire harness body 1. The inner diameter of the guide section 64 gradually expands along the first direction and extends away from the sleeve section 63. The guide section 64, which has a flared structure, gradually expands its inner diameter in the direction away from the sleeve section 63, which can guide the stripped end 11 during assembly and effectively prevent the wire harness from deflecting, jamming, or the wires from turning outward and becoming tangled when inserted. The stripped end 11 can be inserted along the guide section 64 and reach the position of the toothed crimp section 62. The toothed crimping section 62 serves as the core crimping conductive area, crimping and fixing the conductor structure of the stripped wire end 11, so that the crimping terminal 6 is tightly attached to the wire harness conductor, thus constructing an electrical conductive path.

[0042] Preferably, the crimp terminal 6 further includes a crimping section 65, which is connected to the end face of the guide section 64 away from the sleeve section 63. The circumferential inner wall of the crimping section 65 is configured to press against the outer wall of the wire harness body 1. The circumferential outer wall of the crimping section 65 is provided with a first point crimping groove 651, which is recessed radially toward the axis of the crimping section 65 to form a first clamping protrusion 652. The first clamping protrusion 652 presses the circumferential outer wall of the wire harness body 1 radially. By opening the first point crimping groove 651 on the circumferential outer wall of the crimping section 65 and forming the first clamping protrusion 652 on the circumferential inner wall of the crimping section 65 using radial concave deformation, the first clamping protrusion 652 can tightly press the circumferential outer wall of the wire harness body 1 from the radial direction, so that the crimping section 65 and the outer wall of the wire harness body 1 form an interference fit structure. This structure can constrain the end position of the wire harness body 1, effectively resist the axial movement and radial micro-sway of the vehicle under complex working conditions, and prevent relative slippage, loosening and separation between the wire harness body 1 and the crimp terminal 6. At the same time, it can share the clamping load of the toothed crimp section 62, prevent stress concentration in a single crimping area from causing crimping fatigue or deformation failure, strengthen the assembly tightness of the crimp terminal 6 and the wire harness body 1, continuously ensure the long-term stability of the wire harness electrical connection, and improve the overall connection reliability and vibration resistance of the wire harness.

[0043] Preferably, the bottom end face of the first pressure groove 651 is provided with a second pressure groove 653. The second pressure groove 653 is recessed radially toward the axis of the pressing section 65 to form a second clamping protrusion 654. The second clamping protrusion 654 presses the circumferential outer wall of the wire harness body 1 radially. The protrusion height of the second clamping protrusion 654 radially along the pressing section 65 is greater than the protrusion height of the first clamping protrusion 652. Compared with the uniform pressing method of the single first clamping protrusion 652, the second clamping protrusion 654 with a higher protrusion height can press the circumferential outer wall of the wire harness body 1 more deeply, forming a local high-strength clamping limit. The two-stage protrusion structure with varying heights can alter the stress distribution between the crimping section 65 and the outer wall of the wire harness, preventing single-point crimping loosening and failure. At the same time, the two-stage protrusions form a multi-layered clamping and limiting effect on the outer wall of the wire harness, improving the bonding and fastening strength, creep resistance, and vibration and loosening prevention effect between the crimping terminal 6 and the wire harness body 1.

[0044] Preferably, the outer layer 5 includes a buffer and damping layer 51 and a protective surface layer 52, with the buffer and damping layer 51 located between the stranded layer 4 and the protective surface layer 52. The outer protective surface layer 52 directly isolates the harness from harsh environmental influences such as sand and gravel impacts, road wear, water vapor erosion, and high and low temperature aging, providing basic physical protection for the inner stranded layer 4, isolation layer 3, and core layer 2. The inner buffer and damping layer 51 absorbs high-frequency vibrations and instantaneous impact loads generated during vehicle operation, weakening the transmission of external mechanical vibrations to the internal conductor structure and preventing problems such as wire friction, misalignment, loosening, and fatigue damage that may occur when the stranded layer 4 and core layer 2 are subjected to long-term vibration. Through the synergistic cooperation of the two layers, the harness is guaranteed to have both external environmental tolerance and internal vibration damping performance, effectively reducing the risk of harness structural failure under complex vehicle operating conditions and further improving the overall service life and reliability of the harness.

[0045] Preferably, the buffer and shock-absorbing layer 51 can be made of materials such as EPDM rubber, polyurethane elastomer, and nitrile rubber. These materials have excellent elastic deformation capabilities and can efficiently dissipate vibration and impact forces, making them suitable for circuit bending conditions. The protective surface layer 52 is made of materials such as cross-linked polyethylene, polyvinyl chloride, and neoprene rubber, which have wear-resistant, high and low temperature resistant, waterproof and corrosion-resistant properties, and can resist external environmental erosion. The combination of the two materials is suitable for complex vehicle use scenarios.

[0046] Preferably, the magnesium content in the first aluminum-magnesium alloy wire 21 is 2.0% to 4.5% by mass; the magnesium content in the second aluminum-magnesium alloy wire 41 is 0.3% to 1.5% by mass; and the insulating layer 3 is a conductive insulating layer 3 with a conductivity of not less than 1×10⁻⁶. 5 The thickness ranges from 1 to 50 μm. A high magnesium content imparts stronger structural toughness and creep resistance to the first aluminum-magnesium alloy wire 21, ensuring stable support against various mechanical loads. A low magnesium content ensures lower conductive loss in the second aluminum-magnesium alloy wire 41, facilitating smooth current transmission. The conductive isolation layer 3, possessing conductive properties, physically separates the core layer 2 from the stranded layer 4, preventing structural interference and performance disruptions. It also ensures electrical interconnection between layers without blocking conductive paths. The 1–50 μm thickness range satisfies the basic function of layered isolation protection without increasing the overall size of the harness. It also accommodates the bending deformation requirements of the harness. The coordinated parameters optimize the harness's structural strength, conductivity, and protective performance, further enhancing overall operational stability.

[0047] Preferably, multiple second aluminum-magnesium alloy wires 41 are distributed circumferentially around the isolation layer 3 and extend around the axis of the isolation layer 3 along the extension direction of the wire harness body 1. The arrangement of the second aluminum-magnesium alloy wires 41 in a circumferentially spaced manner and extending around the axis can make the stranded layer 4 structure uniformly and regularly distributed, and the load can be evenly distributed in all directions when under stress, avoiding local stress concentration and wire bending damage.

[0048] A crimping process for automotive wiring harnesses based on aluminum-magnesium alloy conductors includes the following steps:

[0049] S1: Peel off the outer layer 5 at the end of the wire harness body 1 according to the set length to form the stripped end 11;

[0050] S2: Use 20-60kHz high-frequency ultrasonic waves with a neutral cleaning agent to clean the end for 5-30 seconds to remove the oxide film and impurities on the conductor surface. After rinsing with pure water and drying, a clean stripped end is obtained.

[0051] S3: Insert the stripped end 11 of the processed wire harness body 1 into the guide section 64 of the crimping terminal 6, and use the crimping equipment to squeeze the toothed section 62 to pierce the surface oxide film of the stripped end, so as to realize the electrical connection between the wire harness body 1 and the terminal.

[0052] S4: Perform sealing and protection treatment on the crimping area of ​​crimp terminal 6.

[0053] First, the outer layer 5 is peeled off to obtain a neat stripped wire end 11, reserving a standard working area for subsequent processing. Then, a short-term cleaning is performed using a neutral cleaning agent at a specified frequency to remove the oxide film and attached impurities from the conductor surface. Subsequent rinsing and drying can avoid the adverse effects of residual substances, resulting in a clean conductor contact surface. The end is aligned and inserted using the guiding structure of the guide section 64. The toothed pressing section 62 is used to crush and break the residual oxide film, establishing a stable electrical connection path. Finally, the sealing and protection can isolate the crimping position from external factors such as moisture and dust, reducing the risk of corrosion and aging failure of the connection part.

[0054] Preferably, the stripped end 11 of the processed wire harness body 1 is inserted into place by the guide section 64 of the crimping terminal 6, and the toothed crimping section 62 is pressed by the crimping device to pierce the oxide film on the surface of the stripped end, thereby achieving an electrical connection between the wire harness body 1 and the terminal. This includes: inserting the stripped end 11 of the processed wire harness body 1 into place by the guide section 64 of the crimping terminal 6, and pressing the toothed crimping section 62 by the crimping device to pierce the oxide film on the surface of the stripped end, thereby achieving an electrical connection between the wire harness body 1 and the terminal; simultaneously, using upper and lower crimping molds with crimping protrusions for mold closing operation, the protrusions apply radial pressure to the outer wall of the crimping section 65, causing local deformation of the crimping section 65 to form a first crimping groove 651 and an inner first clamping protrusion 652, which clamp and fix the outer wall of the wire harness. The toothed crimping section 62 crushes and breaks the oxide film on the conductor surface, eliminating insulation barriers, ensuring sufficient conductive contact between the wire harness body 1 and the crimping terminal 6, and establishing a circuit connection. Simultaneously, the mold pressing protrusions are used to apply radial force to the outer wall of the pressing section 65, causing the pressing section 65 to undergo plastic deformation, forming the first pressing groove 651 and the first clamping protrusion 652. The protrusion structure firmly clamps the outer wall of the wire harness body 1, further constraining the position of the wire harness end from the outside, and preventing relative displacement of the connection part.

[0055] Preferably, the stripped end 11 of the processed wire harness body 1 is inserted into place by the guide section 64 of the crimping terminal 6, and the toothed crimping section 62 is pressed by the crimping equipment to pierce the surface oxide film of the stripped end, thereby achieving electrical connection between the wire harness body 1 and the terminal; at the same time, the upper and lower crimping molds with crimping protrusions are used for mold closing operation, and the protrusions apply radial pressure to the outer wall of the crimping section 65, causing the crimping section 65 to partially deform to form the first point crimping groove 651 and the inner first clamping protrusion 652, which clamps and fixes the outer wall of the wire harness, including: the stripped end of the processed wire harness body 1 11. The crimping terminal 6 is inserted into the guide section 64. The crimping equipment squeezes the toothed section 62, piercing the surface oxide film of the stripped wire end, thus achieving electrical connection between the wire harness body 1 and the terminal. Simultaneously, the upper and lower crimping molds with crimping protrusions are closed. The protrusions apply radial pressure to the outer wall of the section 65. The crimping protrusions have a two-stage stepped structure. The first-stage protrusion forms the first point crimping groove 651 and the first clamping protrusion 652. The second-stage protrusion squeezes the bottom of the groove to form the second point crimping groove 653 and the higher second clamping protrusion 654, forming a multi-stage fastening structure. The two-stage stepped crimping protrusions apply radial pressure step by step, forming two sets of point structures in sequence. Relying on the clamping protrusions with different heights, a layered clamping and limiting effect is formed on the outer wall of the wire harness, constructing a hierarchical fastening system. This can evenly distribute the crimping stress, strengthen the anti-slip and anti-vibration capabilities of the end, further improve the overall firmness of the connection between the wire harness and the terminal, and ensure that the connection structure is not easy to loosen or detach during long-term use.

[0056] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0057] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0058] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A wiring harness for automobiles based on an aluminum-magnesium alloy conductor, characterized in that, include: The wire harness body (1) includes a core layer (2), an isolation layer (3), a stranded layer (4), and an outer layer (5) that are sequentially covered from the inside to the outside; the core layer (2) is composed of multiple first aluminum-magnesium alloy wires (21); the stranded layer (4) is composed of multiple second aluminum-magnesium alloy wires (41), and the mass percentage of magnesium in the second aluminum-magnesium alloy wires (41) is lower than the mass percentage of magnesium in the first aluminum-magnesium alloy wires (21); A crimp terminal (6) is crimped onto the stripped end (11) of the wire harness body (1) to achieve electrical connection.

2. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 1, characterized in that, The extension direction of the wire harness body (1) is defined as the first direction. The crimp terminal (6) includes a plug section (61), a toothed crimp section (62), a sleeve section (63), and a guide section (64) connected sequentially along the first direction. The stripped end (11) of the wire harness body (1) is inserted from the end of the guide section (64) away from the sleeve section (63) until it reaches the toothed crimp section (62). The toothed crimp section (62) is used to crimp the stripped end (11) of the wire harness body (1). The inner diameter of the guide section (64) gradually extends and expands along the first direction and extends away from the sleeve section (63).

3. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 2, characterized in that, The crimp terminal (6) further includes a crimping section (65), which is connected to the end face of the guide section (64) away from the sleeve section (63); the circumferential inner wall of the crimping section (65) is configured to press against the outer wall of the wire harness body (1); the circumferential outer wall of the crimping section (65) is provided with a first point pressure groove (651), which is recessed along the radial direction of the crimping section (65) toward the axis of the crimping section (65) to form a first clamping protrusion (652); the first clamping protrusion (652) presses the circumferential outer wall of the wire harness body (1) along the radial direction of the wire harness body (1).

4. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 3, characterized in that, The bottom end face of the first pressure groove (651) is provided with a second pressure groove (653). The second pressure groove (653) is recessed along the radial direction of the pressing section (65) towards the axis of the pressing section (65) to form a second clamping protrusion (654). The second clamping protrusion (654) presses the circumferential outer wall of the wire harness body (1) along the radial direction of the wire harness body (1). The protrusion height of the second clamping protrusion (654) along the radial direction of the pressing section (65) is greater than the protrusion height of the first clamping protrusion (652).

5. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 1, characterized in that, The outer layer (5) includes a buffer and shock-absorbing layer (51) and a protective surface layer (52), wherein the buffer and shock-absorbing layer (51) is located between the stranded layer (4) and the protective surface layer (52).

6. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 1, characterized in that, The first aluminum-magnesium alloy wire (21) contains 2.0% to 4.5% magnesium by mass; the second aluminum-magnesium alloy wire (41) contains 0.3% to 1.5% magnesium by mass; the insulating layer (3) is a conductive insulating layer (3) with a conductivity of not less than 1×10⁻⁶. 5 S / m, thickness 1~50μm.

7. The automotive wiring harness based on an aluminum-magnesium alloy conductor according to claim 1, characterized in that, Multiple second aluminum-magnesium alloy wires (41) are distributed circumferentially along the isolation layer (3) and extend around the axis of the isolation layer (3) along the extension direction of the wire harness body (1).

8. A crimping process for automotive wiring harnesses based on aluminum-magnesium alloy conductors as described in claim 1, characterized in that, Including the automotive wiring harness based on an aluminum-magnesium alloy conductor as described in claim 4, and Includes the following steps: S1: Peel the outer layer (5) of the end of the wire harness body (1) according to the set length to form the stripped end (11). S2: Use 20-60kHz high-frequency ultrasonic waves with a neutral cleaning agent to clean the end for 5-30 seconds to remove the oxide film and impurities on the conductor surface. After rinsing with pure water and drying, a clean stripped end is obtained. S3: Insert the stripped end (11) of the processed wire harness body (1) into place through the guide section (64) of the crimping terminal (6), and puncture the surface oxide film of the stripped end by squeezing the toothed section (62) through the crimping equipment to achieve electrical connection between the wire harness body (1) and the terminal. S4: The crimping area of ​​the crimping terminal (6) is sealed and protected.

9. The crimping process for automotive wiring harnesses based on aluminum-magnesium alloy conductors according to claim 8, characterized in that, The process of inserting the stripped end (11) of the processed wire harness body (1) into place through the guide section (64) of the crimping terminal (6), and piercing the surface oxide film of the stripped end by squeezing the toothed section (62) of the crimping device to achieve electrical connection between the wire harness body (1) and the terminal includes: inserting the stripped end (11) of the processed wire harness body (1) into place through the guide section (64) of the crimping terminal (6), and piercing the surface oxide film of the stripped end by squeezing the toothed section (62) of the crimping device to achieve electrical connection between the wire harness body (1) and the terminal; at the same time, using the upper and lower crimping molds with crimping protrusions to close the mold, the protrusions apply radial pressure to the outer wall of the crimping section (65), causing the crimping section (65) to partially deform to form the first point crimping groove (651) and the inner first clamping protrusion (652), which clamp and fix the outer wall of the wire harness.

10. The crimping process for automotive wiring harnesses based on aluminum-magnesium alloy conductors according to claim 9, characterized in that, The process involves inserting the stripped end (11) of the processed wire harness body (1) into place via the guide section (64) of the crimping terminal (6), and then using a crimping device to press the toothed section (62) to pierce the surface oxide film of the stripped end, thereby achieving electrical connection between the wire harness body (1) and the terminal. Simultaneously, an upper and lower crimping mold with crimping protrusions is used for mold closing operation, with the protrusions applying radial pressure to the outer wall of the crimping section (65), causing the crimping section (65) to partially deform and form a first point pressure groove (651) and an inner first clamping protrusion (652), thereby clamping and fixing the outer wall of the wire harness. This includes: inserting the stripped end of the processed wire harness body (1) into place. (11) The crimping terminal (6) guide section (64) is inserted into place, and the crimping equipment squeezes the toothed section (62) to pierce the surface oxide film of the stripped end, so as to realize the electrical connection between the wire harness body (1) and the terminal; at the same time, the upper and lower crimping molds with crimping protrusions are used for mold closing operation, and the protrusions apply radial pressure to the outer wall of the section (65). The crimping protrusions are a two-stage stepped structure. The first-stage protrusion forms the first point pressing groove (651) and the first clamping protrusion (652). The second-stage protrusion squeezes the bottom of the groove to form the second point pressing groove (653) and the higher second clamping protrusion (654), forming a multi-stage fastening structure.

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