Chassis wiring module and wiring structure of chassis wiring module

Abstract

An object is to make it difficult for forces in different directions to act on a plurality of wire-like transmission members. A chassis wiring module has a wiring member that connects a vehicle body side device and a wheel side device, and a support member that supports the wiring member, the wiring member including a plurality of wire-like transmission members, the wiring member including a parallel interval in which at least two wire-like transmission members of the plurality of wire-like transmission members are arranged in parallel in such a manner as to follow the same path when viewed along a steering rotation center axis.

Description

Technical Field

[0001] This disclosure relates to chassis wiring modules and the wiring structure of chassis wiring modules. Background Technology

[0002] Patent document 1 discloses power cables for a hub motor. The vehicle body side ends of the three power cables are clamped by clamping members. The motor side ends of the three power cables are connected to a power cable terminal box provided in the hub motor drive unit.

[0003] Prior art literature

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2018-65545 Summary of the Invention

[0006] Summary of the invention

[0007] The problem that the invention aims to solve

[0008] According to the technology disclosed in Patent Document 1, when the three power cables are oriented toward the wheel wiring, forces in different directions may act on the three power cables.

[0009] Therefore, the purpose of this disclosure is to make it difficult for forces in different directions to act on multiple linear transmission components.

[0010] Solution for solving the problem

[0011] The chassis wiring module disclosed herein includes: a wiring member for connecting vehicle body-side equipment to wheel-side equipment; and a support member for supporting the wiring member. The wiring member includes a plurality of linear transmission members, and the wiring member includes a parallel section in which at least two of the plurality of linear transmission members are arranged side by side, wherein the at least two linear transmission members are arranged side by side along the same path when viewed along the steering rotation center axis.

[0012] Invention Effects

[0013] According to this disclosure, forces in different directions are difficult to apply to multiple linear transmission components. Attached Figure Description

[0014] Figure 1 This is a schematic cross-sectional view showing the wiring structure of the chassis wiring module.

[0015] Figure 2 yes Figure 1 A rough cross-sectional view along line II-II in the diagram.

[0016] Figure 3 It is a schematic diagram showing the supporting components.

[0017] Figure 4 yes Figure 3 A rough cross-sectional view along line IV-IV.

[0018] Figure 5 yes Figure 3 A rough cross-sectional view of the VV line.

[0019] Figure 6 This is a schematic sectional view of the support member in a modified example. Detailed Implementation

[0020] [Description of embodiments of this disclosure]

[0021] First, let's illustrate the implementation forms of this disclosure.

[0022] The chassis wiring module disclosed herein is as follows.

[0023] (1) A chassis wiring module comprising: a wiring member for connecting vehicle body-side equipment to wheel-side equipment; and a support member for supporting the wiring member, the wiring member including a plurality of linear transmission members, the wiring member including a parallel section in which at least two of the plurality of linear transmission members are arranged side by side, wherein the at least two linear transmission members are arranged side by side along the same path when viewed along a steering rotation center axis. According to this chassis wiring module, it is difficult for forces of different directions to act on the plurality of linear transmission members.

[0024] (2) In the chassis wiring module of (1), the at least two linear transmission components can also be power lines. Multiple power lines that are prone to thickening are unlikely to exert forces in different directions.

[0025] (3) In the chassis wiring module of (1) or (2), the support member may support the wiring member via the steering rotation center axis, and the parallel section is set between the steering rotation center axis and the wheel-side device in the wiring member. When viewed along the steering rotation center axis, the wiring member is arranged at a short distance from the steering rotation center axis toward the wheel-side device. Moreover, when the wheel rotates by steering, the distance between the multiple linear transmission members is difficult to change, and the wiring member itself is difficult to bend or deform.

[0026] (4) In the chassis wiring module of (3), the support member may support the wiring member such that a portion of the wiring member is along the steering rotation axis. The portion of the wiring member along the steering rotation axis can rotate over a wide range in response to the rotation of the wheels used for steering, thus extending the lifespan of the wiring member.

[0027] (5) In the chassis wiring module of (3) or (4), the portion of the wiring member along the steering rotation center axis may also be formed to be closer to a circular shape than the shape of the wiring member in the parallel section. The portion of the wiring member along the steering rotation center axis can be easily twisted.

[0028] The wiring structure of the chassis wiring module disclosed herein is as follows.

[0029] (6) A wiring structure for a chassis wiring module, wherein the wiring structure includes a wiring member that connects vehicle-side equipment to wheel-side equipment, the wiring member comprising a plurality of linear transmission members, the wiring member comprising a parallel section formed by arranging at least two of the plurality of linear transmission members side by side, wherein the at least two linear transmission members are arranged side by side along the same path when viewed along the steering rotation center axis. According to this wiring structure for the chassis wiring module, it is difficult for forces in different directions to act on the plurality of linear transmission members.

[0030] [Details of the embodiments of this disclosure]

[0031] Hereinafter, with reference to the accompanying drawings, specific examples of the chassis wiring module and the wiring structure of the chassis wiring module of this disclosure are described. It should be noted that this disclosure is not limited to these examples, but is disclosed by the claims and is intended to include all modifications within the meaning and scope equivalent to the claims.

[0032] [Implementation Method]

[0033] The following describes the chassis wiring module and its wiring structure according to the embodiment. Figure 1 This is a schematic cross-sectional view showing the wiring structure 30 of the chassis wiring module 40.

[0034] Figure 1 It is a schematic cross-sectional view of a plane that is orthogonal to the front-rear direction of the vehicle body 10 and passes through the central axis of the wheel 20. Figure 2 yes Figure 1 A rough cross-sectional view along line II-II. Figure 3 This is a schematic diagram showing the support member 60. Figure 4 yes Figure 3 A rough cross-sectional view along line IV-IV. Figure 4 In the diagram, the position of the wiring component 50 when the wheel 20 rotates around the steering rotation center axis X is represented by an imaginary line. Figure 5 yes Figure 3 A rough cross-sectional view of the VV line.

[0035] The chassis wiring module 40 includes a wiring component 50 and a support component 60. The wiring component 50 is a component for connecting the body-side equipment 18 to the wheel-side equipment 28. The wiring component 50 wiring is performed along the path connecting the body-side equipment 18 and the wheel-side equipment 28. The support component 60 is a component that supports the wiring component 50 in a manner that allows the wiring component 50 to wiring along a predetermined path.

[0036] For ease of explanation, the structure of the object part of the wiring module 40 for the wiring chassis will be described.

[0037] The body 10, which provides wiring for a portion of the chassis wiring module 40, is the vehicle body. Figure 1 The diagram shows the area surrounding the front wheel 20 in the vehicle body 10. The chassis wiring module 40 is conceived for use with the wheel 20, which is turned by steering. Therefore, the wheel 20 is the front wheel. It should be noted that the chassis wiring module can also be used for the rear wheel when the rear wheel is turned.

[0038] The vehicle body 10 includes a floor portion 12 and a body portion 14. The floor portion 12 is the portion facing the ground. The body portion 14 is disposed on the upper side of the floor portion 12, forming the outer casing of the vehicle body 10. The vehicle body 10 can be a monocoque body in which the frame, as a rigid body, is integrated with the body, or it can be a structure in which the body is mounted on the frame. It should be noted that, in this embodiment, the direction in which the vehicle normally travels is sometimes referred to as the front, and the opposite side is referred to as the rear.

[0039] The wheel 20 is rotatably supported on the vehicle body 10. Figure 1 In the example shown, wheel 20 is rotatably supported within mudguard 16. The suspension system can also be a structure that supports wheel 20 in any suspension configuration, such as an independent suspension. Figure 1 The example shown illustrates a wheel 20 supported by a lower arm 32 and a shock absorber 36. Figure 1 The suspension device shown is a strut-type suspension device, which is a type of independent suspension.

[0040] More specifically, the wheel 20 includes a wheel 22 and a tire 24. The wheel 22 is made of metal such as iron or aluminum. The wheel 22 includes a wheel disc portion 22a and a tire mounting portion 22b. The wheel disc portion 22a is formed in the shape of a circular plate. The tire mounting portion 22b is an annular portion that protrudes inward in the vehicle width direction from the periphery of the wheel disc portion 22a. The annular rim protrudes to the two side edges of the tire mounting portion 22b. The tire 24, made of an elastic component such as rubber, is mounted on the outer periphery of the tire mounting portion 22b.

[0041] A wheel-side device 28 is provided on the aforementioned wheel 20. Here, it is assumed that the wheel-side device 28 is an in-wheel motor. It should be noted that an in-wheel motor is a motor installed in the wheel 20 to rotate it. Here, with the wheel-side device 28 disposed within the tire mounting section 22b, the shaft 28a of the wheel-side device (in-wheel motor) 28 is connected to the central portion of the wheel disc section 22a. Thus, the wheel-side device 28 is integrally mounted onto the wheel 20.

[0042] An upper joint 25 and a lower joint 26 are mounted on the wheel-side device 28. The upper joint 25 extends from the upper part of the wheel-side device 28 toward the inward side in the vehicle width direction. The lower joint 26 extends from the lower part of the wheel-side device 28 toward the inward side in the vehicle width direction. An arm 26a for bearing steering force is provided protruding from the lower joint 26. Here, the arm 26a extends rearward from the inward side in the vehicle width direction of the lower joint 26. When the wheel-side device 28 is not a hub motor, the aforementioned upper joint 25 and lower joint 26 sometimes extend inward in the vehicle width direction from the bearing portion that supports the wheel 20 for rotation.

[0043] The lower arm 32 is a component formed of metal or the like. The base end of the lower arm 32 is supported relative to the wheel 20 in the vehicle width direction, allowing it to swing relative to the floor portion 12. The axis centered on the base end of the lower arm 32 during swinging is along the longitudinal direction of the vehicle body 10. The base end of the lower arm can also be supported on the floor portion in a swinging manner relative to the wheel, either diagonally forward, inward, diagonally backward, or rearward. In these cases, the axis of rotation during lower arm swinging can be along the left-right direction of the vehicle body, along the longitudinal direction, or along a direction inclined relative to both the left-right and longitudinal directions.

[0044] The front end of the lower arm 32 extends from the base plate portion 12 toward the inside of the mudguard 16 (towards the outside in the vehicle width direction). A bearing portion 33 is provided at the front end of the lower arm 32. The lower joint portion 26 is rotatably supported at the front end of the lower arm 32 via the bearing portion 33. The rotation axis based on the bearing portion 33 is the steering rotation center axis X of the wheel 20 rotating within the mudguard 16.

[0045] A spring 35 and a shock absorber 36 are provided between the upper joint 25 and the vehicle body 10. More specifically, the upper end of the shock absorber 36 is supported on the vehicle body 10 above the wheel 20. The upper joint 25 is rotatably supported on the lower end of the shock absorber 36 via a bearing 37. The rotation axis based on the bearing 37 is the steering rotation center axis X of the wheel 20 rotating within the fender 16.

[0046] As described above, the base of the lower arm 32 is supported so that it can swing relative to the base plate portion 12, thus supporting the wheel 20 so that it can move vertically within the fender 16. With the direction of movement of the wheel 20 restricted by the lower arm 32, the shock absorber 36 is located between the upper joint portion 25 and the vehicle body 10. The shock absorber 36 and the spring 35 externally mounted on the shock absorber 36 absorb the impact generated by the unevenness of the road surface during driving.

[0047] In this embodiment, the rotation axes of the bearing portion 33 and the bearing portion 37 are located on the steering rotation center axis X of the wheel 20. Furthermore, the central axis of the shock absorber 36 is also located on the steering rotation center axis X of the wheel 20. The central axis of the shock absorber does not necessarily need to coincide with the steering rotation center axis X.

[0048] A tie rod 38 is connected to the front end of the arm 26a. When the steering wheel 19 is rotated by the driver's steering, its rotational motion is transmitted to the tie rod 38 as a movement in the vehicle width direction via the steering shaft 19a and the transmission mechanism 19b, such as the rack and pinion mechanism. When the tie rod 38 moves in the vehicle width direction, the lower joint 26 can rotate around the rotation axis of the bearing 33 (i.e., the steering rotation center axis X). Thus, by operating the steering, the wheel 20 can rotate around the steering rotation center axis X. The rotation of the wheel 20 around the steering rotation center axis X changes the travel direction of the vehicle body 10. That is, the steering rotation center axis X can also be the center axis when the wheel 20 rotates by operating the steering wheel 19. The steering rotation center axis X can also be positioned closer to the direction of gravity than the horizontal direction. The steering rotation center axis X can also be positioned as the center axis for the wheel 20 to rotate in order to change the travel direction of the vehicle body 10.

[0049] A body-side device 18 is provided on the side of the vehicle body 10, and a wheel-side device 28 is provided on the side of the wheel 20. The wheel-side device 28 is a device installed in the wheel 20 and rotates with the wheel 20 about the steering rotation center axis X relative to the vehicle body 10. As described above, when the hub motor is conceived as the wheel-side device 28, the body-side device 18 is conceived as a drive unit that drives the hub motor. For example, if the hub motor is a three-phase induction motor, the body-side device 18 is conceived as an inverter unit that provides three-phase AC power (U-phase, V-phase, and W-phase) for driving the hub motor. It should be noted that the body-side device 18 is a device provided on the vehicle body 10 that does not rotate even when the wheel 20 rotates about the steering rotation center axis X.

[0050] The wheel-side device 28 is not necessarily a hub motor. The wheel-side device 28 is envisioned to replace the hub motor, or to be based on it as a sensor, electric brake, etc. The sensor could be, for example, a sensor that detects the rotational speed of the wheel. The sensor could also be, for example, a temperature sensor that detects the temperature of the hub motor, etc. The wheel-side device 28 can be an electric brake that includes a motor or the like, using electricity to brake the rotation of the wheel 20. The electric brake can be an electric parking brake used when the car is parked, or a brake used when the car is moving. The body-side device 18 can simply be a device that transmits and receives signals or supplies power to these wheel-side devices 28. For example, the body-side device 18 could also be a structure that includes functions such as receiving signals from sensors or controlling the aforementioned electric brake as an ECU (Electronic Control Unit). The body-side device 18 can be installed inside or outside the body 10. Here, the body-side device 18 is installed inside the body 10.

[0051] The wiring assembly 50 includes multiple linear transmission components for transmitting electricity or light. One end of the wiring assembly 50 is connected to the vehicle body-side device 18. The other end of the wiring assembly 50 is connected to the wheel-side device 28. Figures 4-5 The diagram shows an example of a wiring component 50 comprising a plurality of power lines 52. Each power line 52 consists of wires with a sheath 52b formed around a core wire 52a. The power lines 52 are, for example, three-phase AC power lines supplying power to a hub motor. Figures 3-5 The diagram shows three power lines 52. Wiring components 50 may replace the power lines 52, or may include signal lines for sensors or control. Wiring components 50 may also replace electrical conductors, or may include fiber optic cables.

[0052] One end of the wiring component 50 can also be connected to the vehicle-side device 18 via a connector. The wiring component 50 can also be led directly out from the vehicle-side device 18. One end of the wiring component 50 can also be connected to the vehicle-side device 18 via another wiring component.

[0053] The other end of the wiring component 50 can also be connected to the wheel-side device 28 via a connector 51. Alternatively, the other end of the wiring component 50 can be directly connected to the wheel-side device 28 without a connector. At the other end of the wiring component 50, multiple wires can also branch out and be connected to different locations.

[0054] The wiring member 50 is wired via the rotation axis X. Here, the support member 60 supports the wiring member 50 via the rotation axis X. Here, "the wiring member 50 via the rotation axis X" refers to the positional relationship within the smallest encompassing circle C in any cross-section along the length direction of the wiring member 50 through the rotation axis X. It should be noted that the smallest encompassing circle C is the smallest circle capable of including the portion of the wiring member 50 represented by the cross-section. For example, if the cross-sectional shape of the wiring member 50 is circular, the outer circle of the wiring member 50 represented by that cross-section is the smallest encompassing circle C. Furthermore, the smallest encompassing circle C includes the boundary line of the rotation axis X passing through the smallest encompassing circle.

[0055] As long as the rotation center axis X passes through the smallest enclosing circle C, the case where the wiring component 50 passes through the rotation center axis X includes the case where the wiring component 50 intersects the rotation center axis X and the case where a portion of the wiring component 50 is along the rotation center axis X. Figure 1 The diagram shows an example of a portion 50a of wiring member 50 being positioned along the rotational axis X. The rotational axis X only needs to pass through the smallest containing circle C; therefore, in the portion of wiring member 50 along the rotational axis X, the central axis of wiring member 50 does not need to coincide with the rotational axis X.

[0056] That is, the positional relationship within the smallest enclosing circle C in the cross-section of the wiring component 50 is acceptable, as long as the portion of the wiring component 50 passing through the rotation center axis X (the intersecting portion) or the portion of the wiring component 50 along the rotation center axis X.

[0057] To suppress bending deformation of the wiring component 50, it is preferable to extend the length of the portion of the wiring component 50 along the rotation center axis X.

[0058] In addition, the case in which the support member 60 supports the wiring member 50 via the rotation center axis X includes both the case in which the wiring member 50 can move along its extension direction via the rotation center axis X and the case in which it cannot move.

[0059] It should be noted that it is not necessary for the wiring component 50 to be wired via the steering rotation center axis X. The wiring component 50 can also be wired via a location separate from the steering rotation center axis X. Even in this case, as long as the multiple power lines 52 are arranged side by side along the same path when viewed along the steering rotation center axis X, they can easily be aligned and deformed as the wheel 20 rotates around the steering rotation center axis X.

[0060] The support member 60 is any structure that supports at least a portion of the wiring member 50; there is no particular limitation on the structure. The support member can comprise multiple support members or be a single support member. The support member can be supported on the vehicle body 10 side or on the wheel 20 side. Here, the case where the support member is supported on the vehicle body 10 side refers to the case where it is supported on a portion that will not rotate even if the wheel 20 rotates around the steering rotation center axis X. For example, the support member may be supported on the aforementioned shock absorber 36 or lower arm 32. Furthermore, the case where the support member is supported on the wheel 20 side refers to the case where it is supported on a portion that rotates along with the wheel 20 when it rotates around the steering rotation center axis X. For example, the support member may be supported on the aforementioned upper joint 25 or lower joint 26.

[0061] In this embodiment, the support member 60 includes an upper support portion 62 and a lower support portion 64. The lower support portion 64 is disposed below the upper support portion 62. Furthermore, the wiring member 50 is supported by the upper support portion 62 and the lower support portion 64, thereby the wiring member 50 is rotated between the upper support portion 62 and the lower support portion 64 via the turning rotation center axis X.

[0062] More specifically, an upper support portion 62 and a lower support portion 64 are provided between the front end of the upper joint portion 25 and the front end of the lower joint portion 26. The front end of the upper joint portion 25, the upper support portion 62, the lower support portion 64, and the front end of the lower joint portion 26 are arranged in this order, spaced apart from top to bottom along the steering rotation center axis X.

[0063] The upper support portion 62 is supported on the front end of the shock absorber 36 by an extended support portion 61. The extended support portion 61 extends from the lower end of the shock absorber 36, bypasses the front end of the upper joint portion 25, and faces downward in a position parallel to the steering rotation center axis X. The extended support portion 61 can also be fixed to the shock absorber 36 by welding, threaded fastening, or the like. The front end of the extended support portion 61 is located above the lower support portion 64.

[0064] The upper support portion 62 is supported at the front end of the extension support portion 61. The upper support portion 62 may be integrally formed with the extension support portion 61, or it may be fixed to the extension support portion 61 by welding, threading, or other means. The upper support portion 62 is positioned at a point separated downwards from the front end of the upper joint portion 25 along the rotation axis X. At this position, the upper support portion 62 supports a portion of the wiring member 50 on the rotation axis X. The upper support portion 62 can simply be a structure that supports a portion of the wiring member 50 in a certain position. For example, the upper support portion 62 may also be an annular member with a hole through which the wiring member 50 is inserted. The upper support portion 62 may also be a structure where a pair of clamping tabs clamp a portion of the wiring member 50 and it is threadedly fastened. The upper support portion 62 may also be a structure with rivet tabs that are riveted and fixed to a portion of the wiring member 50. The upper support portion 62 may also support a portion of the wiring member 50 in a non-rotating state.

[0065] The upper support portion 62 is supported on the shock absorber 36 via the extended support portion 61, and therefore does not follow the rotation of the wheel 20 centered on the steering rotation center axis X. Therefore, the upper support portion 62 is supported on the side of the vehicle body 10.

[0066] The lower support portion 64 is supported on the front end of the lower joint portion 26 by an extended support portion 63. The extended support portion 63 extends upward from the front end of the lower joint portion 26 at a position adjacent to the steering rotation center axis X, in a posture parallel to the steering rotation center axis X. The extended support portion 63 can also be fixed to the lower joint portion 26 by welding, threaded fastening, or the like. The front end of the extended support portion 63 is located below the upper support portion 62.

[0067] The lower support portion 64 is supported at the front end of the extension support portion 63. The lower support portion 64 may be integrally formed with the extension support portion 63, or it may be fixed to the extension support portion 63 by welding, threading, or the like. The lower support portion 64 is positioned at a point that separates upward from the front end of the lower joint portion 26 along the steering rotation center axis X. In this configuration, the lower support portion 64 supports a portion of the wiring member 50 on the steering rotation center axis X.

[0068] The lower support portion 64 supports a portion of the wiring member 50 in a certain position. The lower support portion 64 may also be a structure that holds a portion of the wiring member 50 extending from the lower support portion 64 toward the wheel-side device 28 in a certain posture around its axle. An example of the lower support portion 64 will be further explained later in relation to the wiring member 50.

[0069] The lower support portion 64 is supported on the lower joint portion 26 via the extended support portion 63, and therefore rotates in sync with the rotation of the wheel 20 centered on the steering rotation center axis X. Thus, the lower support portion 64 is supported on the side of the wheel 20.

[0070] The wiring component 50 extends from the body-side device 18 within the vehicle body 10, passes through the fender 16, and is guided to the front end of the upper joint 25. At the front end of the upper joint 25, the wiring component 50 is supported on the steering rotation center axis X by the upper support 62 between the front end of the upper joint 25 and the upper support 62. Furthermore, the wiring component 50 is guided to the lower support 64 and supported on the steering rotation center axis X by the lower support 64. The portion of the wiring component 50 between the upper support 62 and the lower support 64 becomes the portion supported along the steering rotation center axis X. In addition, the wiring component 50 extends toward the wheel-side device 28 between the lower support 64 and the front end of the lower joint 26, and is connected to the wheel-side device 28 via a connector 51.

[0071] If the lower support 64 supports the wiring member 50 so that it can rotate, the torsion of the wiring member 50 caused by the rotation of the wheel 20 centered on the steering rotation center axis X can be transmitted between the lower support 64 and the upper support 62 in the wiring member 50. Furthermore, if the upper support 62 supports the wiring member 50 so that it cannot rotate, the torsion of the wiring member 50 is difficult to transmit to the part of the wiring member 50 closer to the vehicle body 10 than the upper support 62.

[0072] The wiring assembly 50 includes a parallel section E1 in which at least two of the plurality of linear conveying components are arranged side by side. In this parallel section E1, the at least two linear conveying components are arranged side by side along the same path when viewed along the rotational axis X.

[0073] As described above, the wiring component 50 may or may not be transmitted via the rotation center axis X. When the wiring component 50 is transmitted via the rotation center axis X, in the parallel section E1, at least two linear transmission components extend in a direction intersecting the rotation center axis X. Furthermore, they may also extend in an imaginary plane through which the rotation center axis X passes (e.g., referring to...). Figure 3 The two linear conveying members in the parallel section E1 and the rotation center axis X can also be positioned on the same imaginary plane (e.g., refer to the paper). Figure 3 On the paper). Moreover, if at least two linear transmission members in the parallel section E1 are extended, they can also be positioned to intersect with the steering rotation center axis X.

[0074] It should be noted that when at least two linear transmission components are viewed along the rotation axis X, they do not need to overlap strictly on the same path. Due to differences in their thickness, deviations in the width direction, etc., they can also overlap locally in the width direction.

[0075] Here, the multiple parallel power lines arranged in parallel within the parallel section E1 are multiple (in this case, three) power lines 52. The wiring component 50 sometimes includes linear transmission components that are not parallel power lines. For example, the wiring component 50 may include power lines for brake drives, signal lines for sensors, and signal lines for control. In these cases, it is sufficient that at least two of the multiple linear transmission components are arranged in parallel within the parallel section E1 as parallel transmission components. When at least two of the multiple linear transmission components are designated as parallel linear transmission components, even difficult-to-bend linear transmission components can be designated as parallel power lines. For example, multiple wires with the thickest diameter, such as power lines, can be designated as parallel linear transmission components. Since the power line 52 used for a hub motor is typically a thick power line, it can also be selected as a parallel power line. Other linear transmission components, such as signal lines, can be positioned arbitrarily relative to the multiple parallel power lines.

[0076] The parallel section E1 in the wiring component 50 can also be achieved by the following structure: that is, the parallel section E1 is set between the lower support portion 64 and the wheel-side device 28 in the wiring component 50.

[0077] The lower support portion 64 includes a base plate portion 65 and a clamping plate portion 66 fixed to the base plate portion 65 in an overlapping state. The clamping plate portion 66 is fixed to the base plate portion 65 by means of threaded fastening, riveting, or the like.

[0078] A parallel holding portion 66a is formed on the wheel-side device 28 side of the clamping plate portion 66, capable of holding multiple power lines 52 in a parallel state. The parallel holding portion 66a is formed in a recessed shape when viewed from the substrate portion 65. The parallel holding portion 66a is formed by, for example, stamping a metal sheet. The parallel holding portion 66a is formed with a depth approximately equal to the diameter of the multiple power lines 52 and a width approximately equal to the total parallel width of the multiple power lines 52. Therefore, by arranging the multiple power lines 52 between the substrate portion 65 and the parallel holding portion 66a in the clamping plate portion 66, the multiple power lines 52 are held in a parallel state.

[0079] Additionally, connectors 51 are provided at the front ends of the plurality of power lines 52. The front ends of the plurality of power lines 52 are inserted into connectors 51 in a row. Connector 51 is formed as a cuboid extending in the direction in which the plurality of power lines 52 are arranged. A counterpart connector is formed on the wheel-side device 28, which is capable of connecting connector 51 in a certain posture (here, a posture along the vertical direction). By connecting connector 51 to wheel-side device 28, connector 51 is maintained in a posture along the vertical direction. The plurality of power lines 52 extending from connector 51 are also maintained in a parallel posture along the vertical direction. The plurality of power lines 52 can also be connected to different connectors. In this case, counterpart connectors corresponding to each connector are arranged longitudinally on wheel-side device 28. Furthermore, the plurality of connectors can also be maintained in a longitudinal arrangement by connecting the plurality of connectors to their respective counterpart connectors.

[0080] Thus, the portion on the lower support 64 side of the parallel section E1 is held in a longitudinally aligned parallel state by the lower support 64, and the portion on the wheel-side device 28 side is held in a longitudinally aligned parallel state by the connector 51. As a result, in the parallel section E1, when viewed along the steering rotation center axis X, the multiple power lines 52 are held in a parallel state along the same path.

[0081] In the middle of the parallel section E1, the multiple power lines 52 can be in a separate state or connected in a parallel state. For example, the multiple power lines 52 can also be housed in an elliptical corrugated tube or resin tube, etc., and assembled into a flat shape. In the parallel section E1, a flat power cable can also be presented in which the resin parts of the multiple power lines 52 are integrally connected.

[0082] The portion of the wiring component 50 along the rotation center axis X can also be formed to be closer to a circular shape than the wiring component 50 in the parallel interval E1.

[0083] Here, in section E2 along the rotation axis X of the wiring component 50, multiple power lines 52 are grouped into one by a protective member 54. The protective member 54 can be, for example, a corrugated tube, a spirally wound adhesive tape, a sheath compressed and wrapped to cover the power lines 52, or a resin tube. In the parallel section E1, three or more power lines 52 are arranged side-by-side, and in section E2 along the rotation axis X, three or more power lines 52 are grouped into a more circular shape by the aforementioned protective member 54. Thus, the portion of the wiring component 50 along the rotation axis X becomes more circular in shape than the wiring component 50 in the parallel section E1. Here, the wiring component 50 is circular in shape.

[0084] It should be noted that the portion of the clamping plate portion 66 facing the upper support portion 62 is formed as a U-shaped recessed circular retaining portion 66b. The circular retaining portion 66b is formed with a depth and width that are the same as the diameter of the interval E2 in the wiring member 50. Therefore, the lower end of the portion of the wiring member 50 along the rotation center axis X is disposed between the base plate portion 65 and the circular retaining portion 66b of the clamping plate portion 66, thereby holding the portion of the wiring member 50 facing the upper support portion 62 in a state where it cannot rotate relative to the lower support portion 64.

[0085] As described above, the lower support 64 is supported on the side of the wheel 20. Therefore, when the wheel 20 rotates around the steering rotation center axis X, the lower support 64 also rotates accordingly. Consequently, a torsional force acts on the portion of the wiring member 50 that is above the lower support 64 and along the steering rotation center axis X. In section E2, if the shape of the wiring member 50 is close to a circle, the wiring member 50 can be easily torsional deformed.

[0086] In interval E2, the wiring component 50 does not necessarily have to be nearly circular in shape. Multiple power lines 52 can also be arranged side-by-side in interval E2. Multiple power lines 52 do not need to be combined into one in interval E2. For example, the aforementioned protective component 54 can also be omitted.

[0087] Based on the chassis wiring module 40 and the wiring structure 30 of the chassis wiring module, the wiring component 50 includes a parallel section E1 in which multiple power lines 52 are arranged side by side. In the parallel section E1, the multiple power lines 52 are arranged side by side along the same path when viewed along the steering rotation center axis X (see reference). Figure 4 Therefore, with multiple power lines 52 wired towards the wheel-side device 28, it is difficult for forces in different directions to act on the multiple power lines 52. Consequently, it is difficult for excessive forces to act between the multiple power lines 52 or on the objects connected to the multiple power lines 52.

[0088] For example, consider a scenario where multiple power lines 52 follow different paths when viewed along the steering rotation axis X. In this case, it is impossible to simultaneously arrange multiple power lines 52 along the same path when viewed along the steering rotation axis X. For instance, if a portion of the power lines 52 are arranged along an ideal path (e.g., the shortest straight path from the steering rotation axis X towards the wheel-side device 28), other power lines 52 would need to follow paths deviating from that ideal path, such as paths that bend away from the ideal path. In this case, excessive force may act between two power lines 52 or at common connection points. In this embodiment, in the parallel section E1, multiple power lines 52 are arranged side-by-side along the same path when viewed along the steering rotation axis X, thus making it difficult for forces in different directions to act on the multiple power lines 52. In particular, when viewed along the steering rotation axis X, portions of the parallel section E1 of the multiple power lines 52 are linearly wired along a common path with the shortest distance, thus making it difficult for forces in different directions to act on the multiple power lines 52.

[0089] When the wiring component 50 is positioned between the steering rotation center axis X and the wheel-side device 28 via the parallel section E1, the wiring component 50 can be configured with a short distance from the steering rotation center axis X toward the wheel-side device 28 when viewed along the steering rotation center axis X. Moreover, when the wheel 20 rotates by steering, the distance between the multiple power lines 52 is difficult to change, and the wiring component 50 itself is difficult to bend or deform.

[0090] Reference Figure 4 To explain in more detail. Figure 4 In the figure, the wheel-side device 28 and the wiring member 50 facing the wheel-side device 28 when the vehicle body is in a straight line are represented by solid lines, while the wheel-side device 28 and the wiring member 50 facing the wheel-side device 28 when the vehicle body turns left and right are represented by double-dotted lines. As shown in the figure, when the wheel 20 rotates around the steering rotation center axis X, the wheel-side device 28, which is the connection object of the wiring member 50, rotates around the steering rotation center axis X. Therefore, the distance between the steering rotation center axis X and the wheel-side device 28 is kept as constant as possible. The wiring member 50 is connected to the wheel-side device 28 via the steering rotation center axis X, so even when the wheel 20 rotates around the steering rotation center axis X, the portion of the wiring member 50 from the portion via the steering rotation center axis X to the wheel-side device 28 is kept as constant as possible by length L. As a result, when the wheel 20 rotates by steering, it is difficult for a force to stretch or compress the wiring member 50 to act, and bending deformation of the wiring member 50 can be suppressed. The result of suppressing the bending deformation of the wiring component 50 is a longer lifespan for the wiring component 50.

[0091] Furthermore, even if multiple power lines are set via the steering rotation center axis X, it is advantageous for multiple power lines to follow the rotation of the steering-based wheel completely, or for multiple power lines not to be via the steering rotation center axis X, to pass through the same path when viewed along the steering rotation center axis X.

[0092] For example, multiple power cables follow different paths when viewed along the steering rotation center axis X. In this case, due to the rotation of the steering wheel 20, there is a possibility that the bending patterns of the multiple power cables will differ. To address this, there is a need to ensure sufficient space to account for the individual bending patterns of the multiple power cables. Furthermore, to avoid this, it is also possible to increase the number of fixing points for the multiple power cables to limit the bending patterns. In this case, there is a need to set more fixing points. In this embodiment, the space that accounts for the bending deformation of the wiring component 50 can be minimized. Moreover, the number of fixing points can also be reduced. As a result, space-saving and weight reduction of the chassis wiring module 40 can be achieved.

[0093] Furthermore, when viewed along the steering rotation center axis X, the wiring member 50 of the parallel section E1 appears to be a thin member. Therefore, relative to the movement of the wheel 20, which is centered on the steering rotation center axis X—that is, the change in position in a plane orthogonal to the steering rotation center axis X—the wiring member 50 of the parallel section E1 can easily deform. Thus, even if the wiring member 50 of the parallel section E1 undergoes bending deformation relative to the movement of the wheel 20, which is centered on the steering rotation center axis X, a long service life for the wiring member 50 can be achieved.

[0094] The linear transmission members arranged in parallel within the parallel section E1 may not be all of the linear transmission members included in the wiring member 50. However, multiple power lines 52 can be arranged in parallel within the parallel section E1. Power lines 52, which tend to thicken compared to signal lines, are difficult to bend. By arranging the power lines 52 in parallel, it is difficult for forces in different directions to act on each power line 52.

[0095] In this case, if a portion of the wiring component 50 is along the steering rotation center axis X, the portion of the wiring component 50 along the steering rotation center axis X can be twisted over a wide range in response to the rotation of the wheel that is being steered, thus increasing the lifespan of the wiring component 50.

[0096] Furthermore, when the portion of the wiring component 50 along the rotation center axis X is formed to be closer to a circle than the shape of the wiring component 50 in the parallel section E1, the portion of the wiring component 50 along the rotation center axis X can be easily twisted.

[0097] It should be noted that the presence of the lower support portion 64 is not mandatory. Furthermore, the upper support portion 62 not necessarily resting on the side of the wheel 20. For example, it could be as follows: Figure 6 As shown in the modified example, the lower support portion 64 is omitted in the above embodiment. Furthermore, the upper support portion 162, corresponding to the upper support portion 62, can also be configured similarly to the lower support portion 64, employing a structure in which multiple power lines 52 are supported in a parallel configuration in the portion of the wiring member 50 extending from the steering rotation center axis X toward the wheel-side device 28. In this modified example, the portion of the wiring member 50 extending from the upper support portion 162 toward the wheel-side device 28 is the parallel section E1.

[0098] In this modified example, the upper support 162 is supported by the shock absorber 36, so even if the wheel 20 rotates around the steering rotation center axis X, the upper support 162 will not rotate. When the wheel 20 rotates around the steering rotation center axis X, the parallel section E1 in the wiring member 50 can bend and deform. However, in the parallel section E1, multiple power lines 52 are arranged in parallel along a direction intersecting the steering rotation center axis X and along an imaginary plane containing the steering rotation center axis X. Therefore, the multiple power lines 52 in the parallel section E1 can easily bend and deform in response to the rotation of the wheel 20 around the steering rotation center axis X.

[0099] That is, in the parallel section E1, the structure in which at least two power lines 52 are arranged in parallel along the same path when viewed along the steering rotation center axis X is also effective as the structure in which the wiring member 50 bends and deforms in the parallel section E1 in response to the rotation of the wheel 20 based on the steering.

[0100] It should be noted that the structures described in the above embodiments and variations can be appropriately combined as long as they do not contradict each other.

[0101] Label Explanation

[0102] 10 body

[0103] 12 base plate section

[0104] 14 Body Parts

[0105] 16 mudguards

[0106] 18. Side equipment of the vehicle body

[0107] 19-inch steering wheel

[0108] 19a steering axle

[0109] 19b transmission mechanism

[0110] 20 wheels

[0111] 22 wheels

[0112] 22a Roulette Section

[0113] 22b Tire Assembly Department

[0114] 24 tires

[0115] 25 Upper joint

[0116] 26 Lower joint

[0117] 26a arm

[0118] 28 wheel side equipment

[0119] 28a axis

[0120] 30 wiring configuration

[0121] 32 forearms

[0122] 33 Bearing Section

[0123] 35 spring

[0124] 36 shock absorbers

[0125] 37 Bearing Section

[0126] 38 tie rod

[0127] 40 chassis wiring module

[0128] 50 wiring components

[0129] Part of 50A wiring components

[0130] 51 connector

[0131] 52 Power cord (linear transmission component)

[0132] 52a core wire

[0133] 52b encapsulation

[0134] 54 Protective Components

[0135] 60 Support Components

[0136] 61 Extended support section

[0137] 62 Upper support section

[0138] 63 Extended support section

[0139] 64 Lower support section

[0140] 65 substrate department

[0141] 66 clamping plate section

[0142] 66a Parallel Holding Section

[0143] 66b Circular Retaining Part

[0144] 162 Upper Support Section

[0145] C is the smallest contained circle

[0146] E1 parallel interval

[0147] E2 interval

[0148] L is a certain length

[0149] X-axis rotation center axis 1.

Claims

1. A chassis wiring module, comprising: The first joint and the second joint extend from the wheel-side equipment; The first bearing portion and the second bearing portion respectively support the first joint portion and the second joint portion so that they can rotate; Wiring components connect the vehicle-side equipment to the wheel-side equipment; and Support member, supporting the wiring member. The wiring component includes multiple linear transmission components. The wiring component includes a parallel section formed by arranging at least two of the plurality of linear transmission components side by side. In the parallel section, the at least two linear conveying members are arranged side by side along the same path when viewed along the rotation center axis, which serves as the rotation axis of the second bearing portion. In the parallel section, the at least two linear transmission members are configured to deform according to the movement of the wheel about the steering rotation center axis. The support member fixes the wiring member relative to the vehicle body at one position of the wiring member, while the other position of the wiring member is connected to the wheel-side device and rotates together with the wheel about the steering rotation center axis, such that during steering rotation, the at least two linear transmission members in the parallel section deform between the one position and the other position.

2. The chassis wiring module according to claim 1, wherein, The at least two linear transmission components are power lines.

3. The chassis wiring module according to claim 1 or 2, wherein, The support member supports the wiring component via the rotation center axis. The parallel section is set between the steering rotation center axis and the wheel-side equipment in the wiring component.

4. The chassis wiring module according to claim 3, wherein, The support member supports the wiring component in such a manner that a portion of the wiring component is along the rotational axis.

5. The chassis wiring module according to claim 3, wherein, The portion of the wiring component along the rotation center axis is formed to be approximately circular in shape than the outer shape of the wiring component in the parallel section.

Images