A method and system for arranging a wiring harness and a pipeline of a commercial vehicle chassis in an integrated manner

Abstract

The application provides a commercial vehicle chassis wire harness and pipeline integrated arrangement method and system, relates to the technical field of commercial vehicle chassis wire harness and pipeline arrangement, and comprises the following steps: acquiring real-time working condition data of a commercial vehicle, constructing a chassis real-time working condition model according to the real-time working condition data, and acquiring a chassis state according to the chassis real-time working condition model; predicting a chassis displacement trend based on an LSTM network and in combination with historical working condition data of the chassis state, and adjusting a preset reaction time according to the chassis displacement trend to obtain an adjusted reaction time; calculating an optimal arrangement path of the wire harness and the pipeline in real time based on an improved A* algorithm and a genetic algorithm to update an initial arrangement path; and adjusting the positions and heights of the wire harness and the pipeline according to the adjusted reaction time and the optimal arrangement path to update the arrangement of the commercial vehicle chassis wire harness and pipeline. The application realizes dynamic adjustment of the arrangement path of the wire harness arrangement and pipeline design, realizes rapid deployment of the vehicle type, and shortens the design and assembly cycle.

Description

Technical Field

[0001] This invention relates to the field of wiring harness and piping layout technology for commercial vehicle chassis, and particularly to an integrated layout method and system for wiring harness and piping in commercial vehicle chassis. Background Technology

[0002] With the increasing demands for intelligent and electric commercial vehicles, regulatory upgrades, and user customization, the quantity and complexity of chassis wiring harnesses and conduits have significantly increased. Traditional "one vehicle, one line" or fixed layout solutions are no longer suitable for production modes involving multiple vehicle models, small batches, and rapid iterations. Modular layout, integrated design, and automated layout have become industry trends.

[0003] The chassis wiring harness and piping layout system for commercial vehicles is one of the key aspects of vehicle design and manufacturing. Chassis wiring harnesses include power transmission lines and signal lines; piping includes brake lines, air lines, coolant lines, and fuel lines. These components must be rationally arranged within the limited chassis space to meet various requirements, including functionality, safety, assembly, and maintenance.

[0004] Existing wiring harness and conduit designs typically employ modular wiring harness layouts and centralized bundling assembly processes. Modular wiring harness layouts divide chassis wiring harnesses into standard modules by region, enabling rapid design and assembly for different vehicle models through module splicing. Centralized bundling assembly processes involve concentrating wiring harnesses from the same region into a specific process for centralized bundling by a dedicated person. However, existing modular wiring harness layouts are generally static designs, unable to dynamically adjust the layout path based on real-time vehicle operating conditions (such as load changes and suspension attitude changes), and interference or stress concentration may still occur under extreme conditions. While centralized bundling assembly processes can reduce repetitive work and improve consistency, they cannot achieve high versatility across vehicle models and configurations, and lack multi-sensor fusion perception and algorithm optimization, failing to achieve real-time optimization and local avoidance of the layout path. This necessitates reserving a large safety margin, resulting in low space utilization and high design redundancy. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a method and system for the integrated layout of wiring harnesses and pipes in commercial vehicle chassis, which solves the technical problem that the static wiring harness layout and pipe design in the prior art cannot dynamically adjust the layout path in real time according to the vehicle's operating conditions, which may lead to interference or stress concentration under extreme operating conditions, thus requiring a large safety space, resulting in low space utilization and high design redundancy.

[0006] This invention provides a method for integrating wiring harnesses and conduits in a commercial vehicle chassis, comprising:

[0007] Acquire real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and obtain the chassis status based on the real-time chassis operating condition model.

[0008] The chassis displacement trend is predicted based on the LSTM network and combined with historical operating data of the chassis status. The preset reaction time is adjusted according to the chassis displacement trend to obtain the adjusted reaction time. The optimal layout path of the wiring harness and pipeline is calculated in real time based on the improved A* algorithm and the genetic algorithm to update the initial layout path.

[0009] The position and height of the wiring harness and conduit are adjusted according to the adjusted reaction time and the optimal layout path to update the layout of the commercial vehicle chassis wiring harness and conduit.

[0010] The aforementioned integrated wiring harness and piping layout method for commercial vehicle chassis acquires real-time operating data of the commercial vehicle to construct a real-time chassis operating model. Based on the real-time chassis operating model, the chassis status is obtained. The optimal layout path of the wiring harness and piping is calculated in real time using an improved A* algorithm and a genetic algorithm to update the initial layout path. This enables dynamic adjustment of the wiring harness and piping layout path, allowing for rapid vehicle deployment and shortening the design and assembly cycle. It solves the technical problem of static wiring harness and piping layout and design in existing technologies, which cannot dynamically adjust the layout path in real time according to vehicle operating conditions. This leads to potential interference or stress concentration under extreme operating conditions, requiring a large safety margin, resulting in low space utilization and high design redundancy.

[0011] In addition, the integrated wiring harness and conduit arrangement method for commercial vehicle chassis according to the present invention may also have the following additional technical features:

[0012] Furthermore, the steps of using the improved A* algorithm and genetic algorithm to calculate the optimal layout path of the wire harness and conduit in real time to update the initial layout path include:

[0013] Obtain the pipe bending radius and support spacing to determine the stress cost factor;

[0014] The optimal layout path for the wiring harness and piping is generated based on the interference risk coefficient, stress cost factor, and chassis displacement trend to update the initial layout path.

[0015] Furthermore, in the step of adjusting the position and height of the wiring harness and conduit according to the adjusted reaction time and the optimal layout path to update the layout of the commercial vehicle chassis wiring harness and conduit, the adjustment method includes:

[0016] Obtain the suspension compression and the distance between the crossbeam and the pipeline;

[0017] Determine whether the suspension compression exceeds a threshold and whether the spacing value is less than a safe value;

[0018] If so, an adjustment command is generated based on the adjusted reaction time and the optimal layout path to adjust the position and height of the wiring harness and conduit.

[0019] Furthermore, the method for obtaining the initial layout path includes:

[0020] Collect static attitude data of commercial vehicles, and obtain the initial deployment path based on the static attitude data.

[0021] Another aspect of the present invention provides an integrated wiring harness and conduit system for commercial vehicle chassis, the system comprising:

[0022] The acquisition module is used to acquire real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and acquire the chassis status based on the real-time chassis operating condition model.

[0023] The update module is used to predict the chassis displacement trend based on the LSTM network and combined with the historical working data of the chassis status, and adjust the preset reaction time according to the chassis displacement trend to obtain the adjusted reaction time; it uses an improved A* algorithm and a genetic algorithm to calculate the optimal layout path of the wiring harness and pipeline in real time to update the initial layout path.

[0024] The adjustment module is used to adjust the position and height of the wiring harness and conduit according to the adjusted response time and the optimal layout path to update the layout of the wiring harness and conduit of the commercial vehicle chassis.

[0025] In another aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method for the integrated arrangement of wiring harnesses and conduits in a commercial vehicle chassis.

[0026] In another aspect, the present invention provides a data processing device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the integrated wiring harness and piping arrangement method for commercial vehicle chassis as described above. Attached Figure Description

[0027] Figure 1 This is a flowchart of the integrated wiring harness and piping arrangement method for commercial vehicle chassis in the first embodiment of the present invention;

[0028] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0029] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0030] 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.

[0031] To address the technical problem of static wiring harness and piping layouts in existing technologies, which cannot dynamically adjust the layout path in real time according to vehicle operating conditions, potentially leading to interference or stress concentration under extreme conditions and necessitating large safety margins, resulting in low space utilization and high design redundancy, this application provides an integrated wiring harness and piping layout method and system for commercial vehicle chassis. This method acquires real-time operating condition data of the commercial vehicle to construct a real-time chassis operating condition model, obtains the chassis status based on the model, and uses an improved A* algorithm and genetic algorithm to calculate the optimal layout path of the wiring harness and piping in real time to update the initial layout path. This enables dynamic adjustment of the wiring harness and piping layout path, facilitating rapid vehicle deployment and shortening design and assembly cycles. This solves the technical problem of static wiring harness and piping layouts in existing technologies, which cannot dynamically adjust the layout path in real time according to vehicle operating conditions, potentially leading to interference or stress concentration under extreme conditions and necessitating large safety margins, resulting in low space utilization and high design redundancy.

[0032] Specifically, the integrated layout method and system for commercial vehicle chassis wiring harnesses and pipelines provided by this invention achieves automatic optimization and local avoidance of the layout path through multi-sensor fusion perception, algorithm optimization, adjustable support modules and flexible connection sections, thereby improving safety, versatility and assembly efficiency.

[0033] To facilitate understanding of the present invention, several embodiments are given below. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the present invention will be more thorough and complete.

[0034] Example 1

[0035] Please see Figure 1 The image shows a method for integrating wiring harnesses and conduits in a commercial vehicle chassis according to a first embodiment of the present invention. The method includes steps S101 to S103:

[0036] S101. Obtain real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and obtain the chassis status based on the real-time chassis operating condition model.

[0037] As a concrete example, the system deploys various sensors at key chassis nodes, including a triaxial accelerometer, suspension travel sensor, steering angle sensor, load sensor, and temperature sensor. The triaxial accelerometer detects vibration and shock, the suspension travel sensor detects suspension compression and extension, the steering angle sensor detects front wheel deflection angle, the load sensor senses load distribution across different axles, and the temperature sensor detects the risk of thermal expansion in the piping. Sensor signals are transmitted to the central control unit via CAN bus or Ethernet, with data sampling frequencies down to the millisecond level.

[0038] Furthermore, the triaxial accelerometer is an industrial-grade high-sensitivity model, installed at the crossbeams of the chassis and suspension pivots, to monitor the chassis vibration frequency and impact intensity in real time, preventing fatigue damage to the wiring harness / pipes due to high-frequency vibration. The suspension travel sensor uses a non-contact laser displacement sensor, installed on the outside of the suspension hydraulic cylinder, to capture the suspension compression / extension stroke in real time, reflecting the relative displacement of the pipes caused by changes in chassis height. The steering angle sensor, based on the Hall effect principle, is integrated into the steering gear input shaft, simultaneously acquiring the steering angle and angular velocity to predict the risk of pipe strain during steering. The load sensor uses a piezoelectric structure, installed at the connection points between each axle and the chassis, to monitor axle load distribution and identify conditions that easily cause chassis deformation, such as full load / off / off-center load. The temperature sensor uses a PT1000 platinum resistance type, closely attached to components prone to heat generation such as brake lines and fuel lines, to prevent excessive temperature from causing thermal expansion of the pipes or aging of the wiring harness insulation.

[0039] Secondly, to protect the sensor and ensure data transmission, the sensor is fixed with a "metal bracket + nitrile rubber buffer pad", and the buffer pad is 3mm-5mm thick to reduce vibration interference; the shell has an IP67 waterproof and dustproof design, and the material is selected from engineering plastics with good weather resistance to adapt to harsh environments; data is transmitted through dual links of CAN FD bus (typical rate 8Mbps) and Ethernet (typical rate 100Mbps), with dynamic parameter sampling frequency of 1kHz and static parameter of 100Hz to ensure no data delay and no loss.

[0040] In this embodiment, electromagnetic and vibration noise in the original data is filtered out by Kalman filtering to preprocess the data, and then multimodal data fusion is performed by weighted averaging to construct a "real-time chassis condition model" that includes multiple parameters such as vehicle speed, axle load, and suspension travel, so as to accurately describe the chassis condition.

[0041] S102. Based on the LSTM network and combined with the historical working data of the chassis status, the chassis displacement trend is predicted, and the preset reaction time is adjusted according to the chassis displacement trend to obtain the adjusted reaction time; the optimal layout path of the wiring harness and pipeline is calculated in real time based on the improved A* algorithm and the genetic algorithm to update the initial layout path.

[0042] By utilizing Kalman filtering and multimodal data fusion technology, real-time data from different sensors are fused into an accurate model of the vehicle's current operating conditions, thereby enabling the prediction of local chassis displacement trends. On the other hand, the system introduces a predictive model for operating condition prediction. Based on an LSTM (Long Short-Term Memory) network, it uses historical data from the past 5 seconds to predict chassis displacement trends 1-3 seconds in advance (e.g., maximum suspension compression on bumpy roads), allowing sufficient reaction time for adjustments and avoiding sudden interference. Regarding interference detection, a preset safety threshold (e.g., a minimum distance of 5mm between piping and the chassis) is used. When this threshold is exceeded, adjustments are only made locally within the 20cm interference zone, with command generation time <50ms, reducing energy consumption.

[0043] Specifically, the method for predicting local chassis displacement trends includes the following steps: First, a Kalman filter with customized parameters is used to filter sensor data noise to improve the signal-to-noise ratio to over 30dB. The Kalman filter optimizes the noise covariance for commercial vehicle vibration and electromagnetic interference. The filtered sensor data includes data collected from accelerometers and suspension travel sensors. Second, the filtered sensor data is input as operating condition parameters into a pre-defined LSTM model for prediction. This pre-defined LSTM model is a customized LSTM network with 2 layers and 64 neurons, predicting chassis displacement 1-3 seconds in advance based on historical data from the past 5 seconds, with an error within ±2mm. Third, the prediction results are categorized into levels based on the predicted displacement to correspond to different reaction times, thus avoiding sudden interference. The categorized levels include slight, moderate, and severe, with corresponding reaction times of 300ms, 150ms, and 50ms, respectively.

[0044] In this embodiment, noise in the sensor data is filtered to improve prediction accuracy, and the prediction results are fed back to correct the filtering parameters, achieving closed-loop synergy between Kalman filtering and LSTM prediction. Secondly, the network structure and filtering parameters are optimized to address the prediction lag problem caused by large load variations and high-frequency vibrations in commercial vehicles, reducing the lag time to less than 100ms. Furthermore, the chassis local displacement prediction in this embodiment only targets the 20cm easily interfered section, reducing energy consumption through local prediction and decreasing the computational load by 60%.

[0045] Specifically, in the process of feeding the prediction results back to correct the filter parameters: every 100ms, the error between the LSTM prediction results and the actual chassis displacement (sensor measured value) is checked. When the absolute value of the error is > ±2mm (the allowable threshold for chassis displacement prediction in commercial vehicles), the filter parameters are corrected. The correction target is the process noise covariance Q of the Kalman filter, and the correction rule is as follows:

[0046] Q = Q×(1 + error percentage);

[0047] Wherein, the error percentage = |predicted value - measured value| / measured value;

[0048] It should be further noted that the maximum correction range shall not exceed 50% to avoid sudden parameter changes.

[0049] In this embodiment, the prediction result is output when any of the following conditions are met: ① Error verification ≤ ±2mm (prediction accuracy meets the standard); ② Error ≤ ±2mm after one parameter correction; ③ If the standard is not met after three consecutive correction triggers, a prediction result with an error warning is output (for emergency path adjustment). The output prediction result is directly synchronized to the path optimization module to support subsequent optimal path calculation.

[0050] As a specific example, the steps of using the improved A* algorithm and genetic algorithm to calculate the optimal layout path of the wiring harness and pipes in real time to update the initial layout path include: obtaining the pipe bending radius and support spacing to obtain the stress cost factor; generating the optimal layout path of the wiring harness and pipes based on the interference risk coefficient of the wiring harness and pipes, the stress cost factor, and the chassis displacement trend to update the initial layout path. Specifically, the initial layout path is obtained through the following methods: First, unloaded static attitude data of the commercial vehicle is collected via laser scanning, and the initial layout path is obtained based on this data. Second, the initial layout path is generated based on the static attitude data according to the formula "shortest path + ≥10mm static spacing." In this case, the initial layout path generated by the former is a macroscopic path logic, for example, from the engine interface through the inner side of the frame to the brake caliper. Third, a Bezier curve is fitted (bending radius ≥ minimum allowable value for pipelines) to output a sequence of path points, thus obtaining the initial layout path. In this case, the initial layout path obtained by the latter method quantifies this logical path into a precise set of three-dimensional coordinate points (e.g., S(100,200,300)→P1(300,200,300)…), which can be used by improved A* algorithms and genetic algorithms to achieve the operability of subsequent dynamic optimization. Both are the "logical definition" and "digital expression" of the same initial layout path, not two independent paths.

[0051] Furthermore, the method for obtaining the optimal layout path includes: obtaining an initial layout path and quantifying the core parameters, which include the stress cost factor, interference risk coefficient, and displacement trend coefficient; outputting the locally optimal path using an improved A* algorithm based on the quantified core parameters, which serves as the initial population for a genetic algorithm; and outputting the globally optimal path after 50 iterations. During these 50 iterations, the selection probability is 80%, the crossover probability is 70%, and the mutation probability is 0.05%. Furthermore, in this embodiment, to address the issues of slow convergence, data format incompatibility, and difficulty in balancing efficiency and accuracy between the A* algorithm's local optima and the genetic algorithm, the following measures are taken: First, A* paths are used as 50% of the initial population for the genetic algorithm, reducing the convergence generation from 100 to 50. Second, a "path point-chromosome" conversion module is designed to unify the data format. Furthermore, dual termination conditions and instruction generation time are established to further resolve these issues. Specifically, the dual termination conditions are 50 iterations or a fitness change of <0.1% for 5 consecutive generations; the instruction generation time is 35ms-45ms. It should be further noted that the 50% initial population of the genetic algorithm consists of locally optimal paths output by the improved A* algorithm, while the remaining 50% consists of randomly generated paths that meet static constraints (such as a distance of ≥5mm from chassis components). For example, with 50 individuals, 50% would be 25 paths.

[0052] The formula for calculating the interference risk coefficient is: λ = (static safety clearance - real-time clearance) / static safety clearance, where λ represents the interference risk coefficient, and λ ≥ 0. The formula for calculating the displacement trend coefficient is: θ = predicted displacement / maximum allowable chassis displacement, where θ represents the displacement trend coefficient.

[0053] In this embodiment, a combination strategy of improved A* algorithm and genetic algorithm is adopted. A* (A-star algorithm) is a classic path search algorithm widely used in game AI, map navigation, and other scenarios. The improved A* algorithm specifically incorporates a "stress cost factor" into the heuristic function, balancing obstacle avoidance and low stress during path planning. The stress cost factor is determined by the pipe bending radius and support spacing. Specifically, in the improved A* algorithm, the heuristic function value is calculated as follows:

[0054] h(n) = 0.6 × Euclidean distance + 0.4 × (σ × remaining path length);

[0055] In this formula, "0.6 × Euclidean distance" is the obstacle avoidance component; "0.4 × (σ × remaining path length)" is the stress component; where h(n) represents the heuristic function value, used to evaluate the optimal path cost from the current path point n to the target point; σ represents the stress cost factor; 0.6 and 0.4 are both weighting coefficients, set based on the safety priority of commercial vehicles, with obstacle avoidance having a higher priority than low stress; the remaining path length is the remaining length of the planned path from path point n to the target point (non-linear distance); where "σ × remaining path length" is the stress cost term of the heuristic function, which is the core component of the formula. Its purpose is to extend the local stress cost to the global path evaluation, avoiding the problem of low σ value in local paths but excessive cumulative stress throughout the entire process, so as to achieve global collaborative optimization of "obstacle avoidance" and "low stress".

[0056] By employing dynamic weight design, the improved A* algorithm balances obstacle avoidance and low stress, proactively mitigating the problem of global stress accumulation. Specifically, the dynamic weights include: increasing the obstacle avoidance weight when the displacement trend coefficient θ > 0.8; and increasing the stress weight when the displacement trend coefficient θ < 0.3.

[0057] Furthermore, the genetic algorithm optimization specifically involves using the A* algorithm result as the initial population, and iterating through 50 generations of selection (80% probability), crossover (0.7 probability), and mutation (0.05 probability) to obtain the globally optimal path. Specifically, the method for obtaining the globally optimal path includes: first, after 50 generations of iteration, extracting the best individuals from each generation; second, verifying that the dynamic spacing is ≥3mm, the maximum stress cost factor σ≤0.6, and the action time ≤50ms; finally, outputting the first individual that meets the verification criteria to ensure reliability, thereby obtaining the globally optimal path.

[0058] S103. Adjust the position and height of the wiring harness and conduit according to the adjusted reaction time and the optimal layout path to update the layout of the commercial vehicle chassis wiring harness and conduit.

[0059] Specifically, the adjustment method includes: obtaining the suspension compression amount and the distance between the crossbeam and the pipeline; determining whether the suspension compression amount exceeds the threshold and whether the distance value is less than the safety value; if so, generating an adjustment command based on the adjusted reaction time and the optimal layout path to adjust the position and height of the wiring harness and pipeline.

[0060] To facilitate adjustments to the position and height of the wiring harness and conduits, the system includes an adjustable support module and flexible connection sections. The adjustable support module, as the core of the execution unit, adjusts the support position of the wiring harness / conduits according to adjustment commands, eliminating interference and stress concentration while balancing lightweight design and reliability. Specifically, the adjustable support module consists of a lightweight aluminum alloy bracket (weighing <300g), an electric micro-screw, a strain gauge force feedback sensor, and a universal base. It has a compact structure and an adjustment stroke of ±15mm. The bracket top features an arc-shaped slot with a built-in silicone pad to prevent scratches; the base has pre-drilled threaded holes for direct mounting to the vehicle frame. Furthermore, the control logic of the adjustable support module is as follows: upon receiving a PWM command, it drives the screw to extend or retract. The force feedback sensor transmits the support force in real time. If the force exceeds a threshold (e.g., 30N), the adjustment immediately stops and feedback is provided, forming a closed-loop control to avoid excessive compression of the conduits. After receiving an adjustment command, the adjustable support module can complete the position or height adjustment within 0.5 seconds, avoiding or eliminating stress peaks. Furthermore, the adjustable support module is equipped with a force feedback sensor to detect changes in the support force, in order to further verify the adjustment effect.

[0061] Flexible connection sections are installed at pipeline bends and areas prone to interference (such as near the suspension). These sections provide ±10° angle compensation and ±8° axial expansion / contraction, absorbing relative displacement caused by dynamic changes in the chassis. They are used to absorb dynamic displacement deviations of the chassis and compensate for insufficient adjustment of the support modules. The flexible connection sections employ a structure of "multi-layer corrugated pipe + universal joint + quick-connect sealing joint" to adapt to the pipeline. Specifically, stainless steel corrugated pipes (for high pressure) or PTFE corrugated pipes (for low pressure / wiring harnesses) provide axial expansion / contraction and angle compensation, and have passed 1 million expansion / contraction tests without leakage. The universal joints are brass-plated chrome double-ball joints, and the quick-connect sealing joints have built-in nitrile rubber sealing rings, with an insertion / extraction force ≤40N, installation completed within 30 seconds, and a sealing rating of IP67. Furthermore, the arrangement principle of the flexible connection sections is: on the one hand, one flexible connection section is placed between every two support modules; on the other hand, the number is appropriately increased in areas with large displacements, such as the suspension and drive shaft, to ensure that the pipeline fully absorbs deviations. Furthermore, the installation points of the flexible connecting section and the adjustable support module are standardized interfaces, which facilitates cross-vehicle and cross-platform applications, thereby reducing costs and improving assembly efficiency.

[0062] Furthermore, to achieve cross-vehicle compatibility, the system features standardized interface design, unifying the connection standards of various components to reduce adaptation costs. Specifically, all support modules and flexible connection sections adopt a unified mounting hole spacing and quick-clamp structure, adaptable to the mounting positions of different vehicle models. When the vehicle model is changed or the configuration is adjusted, only a few adaptable parts need to be replaced, without redesigning the entire system. Further, interface standardization includes: for mechanical interfaces, the support modules and frame connections use unified threads and hole spacing; flexible connection sections are available in several specifications according to pipeline diameter, with consistent interface structures. Electrical interfaces use connectors similar to the AMP174724 series, with unified pin definitions and wiring harness markings. Furthermore, taking the conversion from a 6×4 tractor to a 4×2 cargo truck as an example, only the number of support modules needs to be reduced (e.g., from 12 to 8) and the length of the flexible connection section shortened (e.g., from 150mm to 100mm), without modifying sensors or algorithms. The adaptation cycle is reduced from 2 weeks to 1 day, further reducing costs.

[0063] In this embodiment, when the system determines that adjustment is needed, the adjustable support module first performs a coarse adjustment of the position, and then the flexible connecting section performs a fine adjustment and compensation to achieve multi-level avoidance and thus collaborative operation. The collaborative mechanism can be adjusted imperceptibly during vehicle operation without interfering with the driving experience.

[0064] In summary, the integrated wiring harness and piping layout method for commercial vehicle chassis in the above embodiments of the present invention acquires real-time operating data of commercial vehicles to construct a real-time chassis operating model, obtains the chassis status based on the real-time chassis operating model, and calculates the optimal layout path of the wiring harness and piping in real time using an improved A* algorithm and a genetic algorithm to update the initial layout path. This achieves dynamic adjustment of the layout path of the wiring harness and piping design, enabling rapid deployment of vehicle models and shortening the design and assembly cycle. It solves the technical problem in the prior art where static wiring harness and piping layout and design cannot dynamically adjust the layout path in real time according to vehicle operating conditions, which may lead to interference or stress concentration under extreme operating conditions, requiring a large safety space, resulting in low space utilization and high design redundancy.

[0065] Example 2

[0066] The second embodiment of the present invention provides an integrated wiring harness and piping system for commercial vehicle chassis, the system comprising:

[0067] The acquisition module is used to acquire real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and acquire the chassis status based on the real-time chassis operating condition model.

[0068] The update module is used to predict the chassis displacement trend based on the LSTM network and combined with the historical working data of the chassis status, and adjust the preset reaction time according to the chassis displacement trend to obtain the adjusted reaction time; it uses an improved A* algorithm and a genetic algorithm to calculate the optimal layout path of the wiring harness and pipeline in real time to update the initial layout path.

[0069] The adjustment module is used to adjust the position and height of the wiring harness and conduit according to the adjusted response time and the optimal layout path to update the layout of the wiring harness and conduit of the commercial vehicle chassis.

[0070] In summary, the integrated wiring harness and piping layout system for commercial vehicle chassis in the above embodiments of the present invention acquires real-time operating data of commercial vehicles to construct a real-time chassis operating model, obtains the chassis status based on the real-time chassis operating model, and calculates the optimal layout path of the wiring harness and piping in real time using an improved A* algorithm and a genetic algorithm to update the initial layout path. This achieves dynamic adjustment of the layout path of the wiring harness and piping design, enabling rapid deployment of vehicle models and shortening the design and assembly cycle. It solves the technical problem in the prior art where static wiring harness and piping layout and design cannot dynamically adjust the layout path in real time according to vehicle operating conditions, which may lead to interference or stress concentration under extreme operating conditions, requiring a large safety space, resulting in low space utilization and high design redundancy.

[0071] Furthermore, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the methods described above.

[0072] Furthermore, embodiments of the present invention also propose a data processing device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the methods described above.

[0073] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-including system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0074] More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0075] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0076] 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 the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0077] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An integrated wiring harness and conduit system for a commercial vehicle chassis, characterized in that, The system includes: The acquisition module is used to acquire real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and acquire the chassis status based on the real-time chassis operating condition model. The update module is used to predict the chassis displacement trend based on the LSTM network and combined with the historical working data of the chassis status, and adjust the preset reaction time according to the chassis displacement trend to obtain the adjusted reaction time; it uses an improved A* algorithm and a genetic algorithm to calculate the optimal layout path of the wiring harness and pipeline in real time to update the initial layout path. The adjustment module is used to adjust the position and height of the wiring harness and pipes according to the adjusted reaction time and the optimal layout path to update the layout of the wiring harness and pipes of the commercial vehicle chassis. The steps involved in real-time calculation of the optimal layout path for wire harnesses and conduits based on the improved A* algorithm and genetic algorithm to update the initial layout path include: Obtain the pipe bending radius and support spacing to determine the stress cost factor; The optimal layout path for the wiring harness and piping is generated based on the interference risk coefficient, stress cost factor, and chassis displacement trend to update the initial layout path. The method for obtaining the initial deployment path includes: collecting the unloaded static attitude data of the commercial vehicle through laser scanning, and obtaining the initial deployment path based on the static attitude data; The method for obtaining the optimal layout path includes: obtaining the initial layout path and quantifying the core parameters. The quantified core parameters are then used to output the local optimal path through the improved A* algorithm as the initial population of the genetic algorithm. After 50 iterations, the global optimal path is output. The core parameters include the stress cost factor, the interference risk coefficient, and the displacement trend coefficient. The system includes an adjustable support module and a flexible connection section. When the system determines that adjustment is needed, the adjustable support module first makes a coarse adjustment of the position, and then the flexible connection section makes a fine adjustment and compensation to achieve multi-level avoidance and collaborative work. The adjustable support module adjusts the support position of the wiring harness and pipeline according to the adjustment command to eliminate interference and stress concentration. The adjustable support module is equipped with a force feedback sensor to detect changes in support force. Flexible connection sections are installed at bends in pipelines and wiring harnesses, and also in areas prone to interference, including the area near the suspension. The flexible connection sections are used to provide ±10° angle compensation and ±8° axial expansion and contraction. In the step of adjusting the position and height of the wiring harness and conduit according to the adjusted reaction time and the optimal layout path to update the layout of the commercial vehicle chassis wiring harness and conduit, the method for adjusting the position and height of the wiring harness and conduit includes: Obtain the suspension compression and the distance between the crossbeam and the pipeline; Determine whether the suspension compression exceeds the threshold and whether the spacing value is less than the safe value; If so, an adjustment command is generated based on the adjusted response time and the optimal layout path to adjust the position and height of the wiring harness and conduit.

2. A method for integrated wiring harness and conduit arrangement in a commercial vehicle chassis, applied to the integrated wiring harness and conduit arrangement system in claim 1, characterized in that, The method includes: Acquire real-time operating condition data of commercial vehicles, construct a real-time chassis operating condition model based on the real-time operating condition data, and obtain the chassis status based on the real-time chassis operating condition model. The chassis displacement trend is predicted based on the LSTM network and combined with historical operating data of the chassis status. The preset reaction time is adjusted according to the chassis displacement trend to obtain the adjusted reaction time. The optimal layout path of the wiring harness and pipeline is calculated in real time based on the improved A* algorithm and the genetic algorithm to update the initial layout path. The position and height of the wiring harness and conduit are adjusted according to the adjusted reaction time and the optimal layout path to update the layout of the commercial vehicle chassis wiring harness and conduit. The steps involved in real-time calculation of the optimal layout path for wire harnesses and conduits based on the improved A* algorithm and genetic algorithm to update the initial layout path include: Obtain the pipe bending radius and support spacing to determine the stress cost factor; The optimal layout path for the wiring harness and piping is generated based on the interference risk coefficient, stress cost factor, and chassis displacement trend to update the initial layout path. The method for obtaining the initial deployment path includes: collecting the unloaded static attitude data of the commercial vehicle through laser scanning, and obtaining the initial deployment path based on the static attitude data; The method for obtaining the optimal layout path includes: obtaining the initial layout path and quantifying the core parameters. The quantified core parameters are then used to output the local optimal path through the improved A* algorithm as the initial population of the genetic algorithm. After 50 iterations, the global optimal path is output. The core parameters include the stress cost factor, the interference risk coefficient, and the displacement trend coefficient. The system includes an adjustable support module and a flexible connection section. When the system determines that adjustment is needed, the adjustable support module first makes a coarse adjustment of the position, and then the flexible connection section makes a fine adjustment and compensation to achieve multi-level avoidance and collaborative work. The adjustable support module adjusts the support position of the wiring harness and pipeline according to the adjustment command to eliminate interference and stress concentration. The adjustable support module is equipped with a force feedback sensor to detect changes in support force. Flexible connection sections are installed at bends in pipelines and wiring harnesses, and also in areas prone to interference, including the area near the suspension. The flexible connection sections are used to provide ±10° angle compensation and ±8° axial expansion and contraction. In the step of adjusting the position and height of the wiring harness and conduit according to the adjusted reaction time and the optimal layout path to update the layout of the wiring harness and conduit in the commercial vehicle chassis, the method for adjusting the position and height of the wiring harness and conduit includes: Obtain the suspension compression and the distance between the crossbeam and the pipeline; Determine whether the suspension compression exceeds the threshold and whether the spacing value is less than the safe value; If so, an adjustment command is generated based on the adjusted response time and the optimal layout path to adjust the position and height of the wiring harness and conduit.

3. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the integrated layout method of wiring harness and pipeline of commercial vehicle chassis as described in claim 2.

4. A data processing device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the integrated layout method of wiring harness and pipeline of commercial vehicle chassis as described in claim 2.

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