Front suspension wiring structure, active suspension system and vehicle

Abstract

The invention relates to the field of vehicle suspensions, and discloses a front suspension wiring structure, an active suspension system and a vehicle, the front suspension wiring structure comprises a sliding column, a lower fork arm and an auxiliary frame, the bottom end of the sliding column is connected to the lower fork arm, the lower fork arm is connected to the auxiliary frame, and the front suspension wiring structure further comprises a support connected to the auxiliary frame; a first connecting point is formed between the wire harness and the sliding column, a second connecting point is formed between the wire harness and the lower fork arm, the wire harness is connected to the support, and a third connecting point is formed between the wire harness and the side, away from the support, of the auxiliary frame. The problem that the relative displacement difference between the wire harness and the non-acting part is too large is solved, stress concentration of the wire harness under the dynamic working condition is reduced, and therefore the risk of early failure is reduced, and the arrangement reasonability, safety and reliability of the wire harness in the front suspension are improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension, and more particularly to a front suspension wiring structure, an active suspension system, and a vehicle. Background Technology

[0002] With the increasing intelligence and electrification of automobiles, active suspension systems are becoming more and more popular because they can significantly improve vehicle comfort, handling and safety. This system relies on a large number of sensors (such as acceleration and height sensors), high-performance controllers (ECUs) and actuators (electromagnetic, hydraulic or pneumatic actuators) throughout the chassis to achieve real-time and precise body control through high-speed data interaction. Currently, the industry's approach to active suspension wiring harness layout largely relies on adaptive improvements to traditional passive suspension wiring harness solutions. This approach commonly suffers from the following problems: During long-term vehicle operation, the suspension system is subjected to high-frequency, large-amplitude reciprocating motion. However, the existing wiring harness fixing points often have overly static length margins or only simple arc bends, causing the wiring harness to endure repeated tensile, compressive, and bending stresses during suspension movement. This makes it highly susceptible to fatigue fracture of metal wires or insulation damage at stress concentration points. Furthermore, the newly added actuators, accumulators, oil / air pipes, and other core components in the active suspension system occupy a significant amount of already limited chassis space, making the wiring harness layout extremely congested and complex. Moreover, the need to reserve clearance for movement often results in insufficient space for wiring harness placement. Summary of the Invention

[0003] The present invention aims to solve the technical problems existing in the background art mentioned above, and proposes a front suspension wiring structure, an active suspension system and a vehicle to improve the rationality, safety and reliability of wiring in the front suspension.

[0004] According to a first aspect of the present invention, a front suspension wiring structure includes a slide column, a lower wishbone, and a subframe. The bottom end of the slide column is connected to the lower wishbone, and the lower wishbone is connected to the subframe. The front suspension wiring structure further includes: a bracket connected to the subframe; a wiring harness having a first connection point with the slide column, a second connection point with the lower wishbone, a connection to the bracket, and a third connection point between the wiring harness and the side of the subframe away from the bracket.

[0005] This technical solution has at least the following beneficial effects: After the wiring harness is led out from the electrical connector of the active suspension actuator, it passes through the slide column and forms a first connection point with the slide column. Then, the wiring harness passes through the lower control arm and forms a second connection point with the lower control arm. Next, it is connected to the bracket and leads around the subframe, forming a third connection point on the side of the subframe away from the bracket. Finally, the wiring harness passes through a preset hole or channel from the subframe and enters the vehicle body to connect with the vehicle's main wiring harness and controller. In this way, after the wiring harness is led out from the actuator, it forms a path that passes through the slide column, lower control arm, bracket, subframe, and then into the vehicle body. This makes the wiring harness and the lower control arm and other suspension moving parts form a follow-up relationship, which helps to avoid the problem of excessive relative displacement difference between the wiring harness and non-moving parts, and reduces stress concentration of the wiring harness under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety, and reliability of the wiring harness arrangement in the front suspension.

[0006] According to some embodiments of the present invention, a connecting rod connection position is provided in the middle of the lower fork arm, and a first connection position and a second connection position are respectively provided in the middle and at the end of a forked segment of the lower fork arm. There are multiple second connection points, one of which is located in the connecting rod connection position, one of which is located in the first connection position, and one of which is located in the second connection position.

[0007] According to some embodiments of the present invention, a connecting component is provided between the wire harness and the lower fork arm. The connecting component includes a connecting ear and a limiting sleeve disposed on the connecting ear. The limiting sleeve is surrounded by a first channel and a second channel that are interconnected. The first channel and the second channel form an angle. The wire harness passes through the first channel and the second channel. The connecting ear is connected to a second connecting position. The wire harness and the lower fork arm form a second connecting point through the connecting component.

[0008] According to some embodiments of the present invention, the position where the subframe is used to connect to the vehicle body is called the vehicle body connection position, and the bracket is located beside the vehicle body connection position.

[0009] According to some embodiments of the present invention, a connecting boss is formed at the position where the sliding column is connected to the lower fork arm, and the first connection point is located at the connecting boss.

[0010] According to some embodiments of the present invention, a first cable tie fixing seat is provided on the outer side of the wire harness, the first cable tie fixing seat is connected to the outer side of the connecting boss by a snap fastener, and the wire harness forms the first connection point through the first cable tie fixing seat.

[0011] According to some embodiments of the present invention, a second cable tie fixing seat is sleeved on the outer side of the wire harness, the second cable tie fixing seat is connected to the subframe by a snap fastener, and the wire harness forms the third connection point through the second cable tie fixing seat. According to some embodiments of the present invention, the bracket is provided with a connecting sleeve, and the connecting sleeve is surrounded by a third channel and a fourth channel that are interconnected. An angle is formed between the third channel and the fourth channel, and the wire harness passes through the third channel and the fourth channel.

[0012] An active suspension system according to a second aspect of the present invention includes the aforementioned front suspension wiring structure.

[0013] This technical solution has at least the following beneficial effects: After the actuator in the main suspension system leads out the wiring harness, a path is formed in the aforementioned front suspension wiring structure, passing through the sliding pillar, lower wishbone, bracket, subframe, and then leading to the vehicle body. This allows the wiring harness to form a follow-up relationship with the lower wishbone and other moving suspension components, which helps to avoid the problem of excessive relative displacement difference between the wiring harness and non-moving components, and reduces stress concentration of the wiring harness under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety, and reliability of the wiring harness arrangement in the front suspension.

[0014] A vehicle according to a third aspect of the present invention includes the above-described active suspension system.

[0015] This technical solution has at least the following beneficial effects: Due to the aforementioned front suspension wiring structure in this vehicle, a path is formed that passes through the strut, lower control arm, bracket, and subframe before being led into the vehicle body. This allows the wiring harness to follow the movement of the suspension components such as the lower control arm, which helps to avoid the problem of excessive relative displacement difference between the wiring harness and the non-moving components, and reduces stress concentration of the wiring harness under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety, and reliability of the wiring harness arrangement in the front suspension.

[0016] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly explained below. Obviously, the described drawings are only a part of the embodiments of the present invention, and not all of them. Those skilled in the art can obtain other design schemes and drawings based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the front suspension wiring structure of the present invention.

[0019] Figure 2 yes Figure 1 A magnified view of part A.

[0020] Figure 3 This is a schematic diagram of the wire harness structure of the present invention.

[0021] Figure 4 This is a schematic diagram of the connection component structure of the present invention.

[0022] Figure 5 This is a schematic diagram of the first cable tie fixing seat structure of the present invention.

[0023] In the attached diagram: 100 - wiring harness, 110 - first connection point, 111 - first cable tie fixing seat, 120 - second connection point, 121 - connecting ear, 122 - limiting sleeve, 123 - first channel, 124 - second channel, 130 - bracket, 131 - connecting sleeve, 140 - third connection point, 141 - second cable tie fixing seat, 210 - sliding column, 220 - lower fork arm, 230 - subframe. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0025] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0026] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0027] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0028] Reference Figures 1 to 3 According to a first aspect of the present invention, a front suspension wiring structure includes a sliding column 210, a lower wishbone 220, and a subframe 230. The bottom end of the sliding column 210 is connected to the lower wishbone 220, and the lower wishbone 220 is connected to the subframe 230. The front suspension wiring structure also includes a bracket 130 and a wiring harness 100. The bracket 130 is connected to the subframe 230. The wiring harness 100 and the sliding column 210 form a first connection point 110, the wiring harness 100 and the lower wishbone 220 form a second connection point 120, the wiring harness 100 is connected to the bracket 130, and the wiring harness 100 and the subframe 230 on the side away from the bracket 130 form a third connection point 140.

[0029] As described above, after the wiring harness 100 is led out from the electrical connector of the active suspension actuator, it passes through the slide column 210 and forms a first connection point 110 with the slide column 210. Then, the wiring harness 100 passes through the lower fork arm 220 and forms a second connection point 120 with the lower fork arm 220. Next, it is connected to the bracket 130 and leads around the subframe 230, forming a third connection point 140 on the side of the subframe 230 away from the bracket 130. Finally, the wiring harness 100 passes through a preset hole or channel from the subframe 230 and enters the vehicle body, connecting with the vehicle's main wiring harness 100 and the control... Once the actuator is connected, the wiring harness 100, after being led out of the actuator, forms a path that passes through the slide column 210, lower wishbone 220, bracket 130, subframe 230, and then into the vehicle body. This allows the wiring harness 100 to follow the movement of the suspension components such as the lower wishbone 220, which helps to avoid the problem of excessive relative displacement difference between the wiring harness 100 and non-actuating components, and reduces stress concentration of the wiring harness 100 under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety, and reliability of the wiring harness 100's arrangement in the front suspension.

[0030] To further optimize the connection position of the wire harness 100 via the lower fork arm 220, in this embodiment, a connecting rod connection position is provided in the middle of the lower fork arm 220, and a first connection position and a second connection position are respectively provided in the middle and at the end of a forked segment of the lower fork arm 220. There are multiple second connection points 120, one second connection point 120 is located at the connecting rod connection position, one second connection point 120 is located at the first connection position, and one second connection point 120 is located at the second connection position. The link connection point formed in the middle of the lower control arm 220 is used to connect with the small link of the suspension system. The lower control arm 220 has two forked sections. A first connection point is set in the middle of one of the forked sections, and a second connection point is set at the end of the forked section. When the wiring harness 100 is led out from the first connection point 110, it is laid along the direction of the lower control arm. First, a second connection point 120 is formed at the link connection point. Then, the wiring continues to run along the lower control arm 220 to the rear of the vehicle, forming a second connection point 120 at the first connection point of the lower control arm 220. Then, the wiring is led along the forked section of the lower control arm 220 to form a second connection point 120 at the second connection point. In this way, the wiring harness 100 can move in coordination with the movement of the lower control arm 220, which helps to avoid interference with surrounding components.

[0031] As a specific embodiment of the second connection point 120 formed by the wire harness 100 and the second connection position, a connection component is provided between the wire harness 100 and the lower fork arm 220, such as... Figure 4 As shown, the connecting assembly includes a connecting ear 121 and a limiting sleeve 122 disposed on the connecting ear 121. The limiting sleeve 122 internally surrounds a first channel 123 and a second channel 124 that are interconnected, forming an angle between them. The wire harness 100 passes through the first channel 123 and the second channel 124. The connecting ear 121 is connected to a second connection position. The wire harness 100 and the lower fork arm 220 form a second connection point 120 through the connecting assembly. The entire connecting assembly is installed and fixed at the second connection position via the connecting ear 121. The limiting sleeve 122 internally forms the angled first channel 123 and second channel 124. When the wire harness 100 passes through the first channel 123 and the second channel 124, it can guide the wire harness 100, thereby guiding the bending path of the wire harness 100 and reducing bending stress. Through the coordinated cooperation between the connecting assembly and the bracket 130, both the fixing strength and the necessary assembly tolerance are ensured.

[0032] In practical applications, the wire harness 100 can also be connected to the first connection point and the second connection point by means of a cable tie fixing seat, thereby forming the second connection point 120 respectively.

[0033] To further optimize the guiding path of the wiring harness 100 and make its transition smoother, in this embodiment, the position of the subframe 230 used to connect to the vehicle body is designated as the vehicle body connection position, and the bracket 130 is located beside this connection position. Thus, when the wiring harness 100 transitions from the lower fork arm 220 to the vehicle body, it can be effectively supported by the bracket 130, achieving the connection and guidance between the moving and stationary components, further improving the reliability of the wiring harness 100's routing.

[0034] In this embodiment, a connecting boss is formed at the position where the wire harness 100 connects to the slide post 210, and the first connection point 110 is located on the connecting boss. The connection point of the wire harness 100 on the slide post 210 is close to the position where the slide post 210 connects to the lower fork arm 220, thus cleverly avoiding motion interference with actuators, stabilizer bars, and other components, and improving safety under extreme clearance conditions.

[0035] As a specific implementation of the formation of the first connection point 110 of the wire harness 100 on the slide post 210, such as Figure 5 As shown, a first cable tie fixing seat 111 is sleeved on the outer side of the wire harness 100. The first cable tie fixing seat 111 is connected to the outer side of the connecting boss by a snap fastener. The wire harness 100 forms the first connection point 110 through the first cable tie fixing seat 111. In use, the first cable tie fixing seat 111 itself has a loose cable tie, which can be used to adjust the position of the wire harness 100 and then tighten it for positioning. The first cable tie fixing seat 111 is quickly fixed to the outer side of the connecting boss by a snap fastener, thereby quickly installing and fixing the first cable tie fixing seat 111 and improving the convenience of installing the wire harness 100 on the sliding post 210.

[0036] Similarly, as a specific embodiment of the wiring harness 100 forming a third connection point 140 on the subframe 230, a second cable tie fixing seat 141 is sleeved on the outside of the wiring harness 100. The second cable tie fixing seat 141 is connected to the subframe 230 by a snap fastener. When the wiring harness 100 forms the third connection point 140 through the second cable tie fixing seat 141, the second cable tie fixing seat 141 itself has a loose cable tie, which can be used to adjust the position of the wiring harness 100 and then tighten and position it. The second cable tie fixing seat is quickly fixed to the subframe 230 by a snap fastener, so as to realize the quick and convenient installation and positioning of the second cable tie fixing seat 141.

[0037] To improve the stability of the wiring harness 100 when guided on the subframe 230, in this embodiment, a connecting sleeve 131 is provided on the bracket 130. The connecting sleeve 131 internally surrounds an interconnected third channel and a fourth channel, forming an angle between them. The wiring harness 100 passes through the third channel and the fourth channel. The angled third and fourth channels within the connecting sleeve 131 guide the wiring harness 100 as it passes through, thus guiding its bending path and reducing bending stress. This arrangement combines multiple fixing points and guiding structures, enabling the wiring harness 100 to maintain a safe clearance throughout the suspension's full travel. For example, under the minimum clearance condition between the actuator and the vehicle body, the clearance between the wiring harness 100 and the actuator can be maintained at more than 15mm, thereby reducing the risk of wear and short circuits.

[0038] As can be seen from the above, the overall effect is as follows: Significantly improved deployment feasibility and safety: "Precise path planning based on motion envelope" and "customized harness 100 shape control" enable the harness 100 to maintain a safe clearance of more than 15 mm with the actuator and body during the entire front wheel suspension movement within a limit installation space of 15.9 mm. This significantly improves product quality, safety and reliability, and helps to eliminate the risk of wear and short circuit caused by insufficient clearance. This improves system integration and assembly convenience, achieving functional integration of the wiring harness 100 fixing point and the oil pipe bracket 130, resulting in a reduction in the number of parts, a simplification of assembly procedures, and an improvement in installation accuracy. By ensuring absolutely reliable physical connections for power supply, system downtime caused by wiring harness 100 failures is reduced, enhancing the continuity and precision of active suspension control.

[0039] It ensures the overall performance and stability of the front active suspension system. By ensuring the absolute reliability of the physical connection of the power supply, it reduces system downtime caused by wiring harness failure and improves the continuity and accuracy of active suspension control.

[0040] An active suspension system according to a second aspect of the present invention includes the aforementioned front suspension wiring structure.

[0041] In this main suspension system, after the actuator in the main suspension system leads out the wiring harness 100, a path is formed in the aforementioned front suspension wiring structure, passing through the sliding column 210, lower wishbone 220, bracket 130, subframe 230, and then leading to the vehicle body. This makes the wiring harness 100 and the lower wishbone 220 and other suspension moving parts form a follow-up relationship, which helps to avoid the problem of excessive relative displacement difference between the wiring harness 100 and non-moving parts, and reduces stress concentration of the wiring harness 100 under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety and reliability of the wiring harness 100 arrangement in the front suspension.

[0042] A vehicle according to a third aspect of the present invention includes the aforementioned active suspension system. The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle needs to have an electric motor capable of outputting power or storing mechanical energy as a generator. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0043] In this vehicle, due to the aforementioned front suspension wiring structure, a path is formed that passes through the strut 210, lower wishbone 220, bracket 130, and subframe 230 before being led into the vehicle body. This allows the wiring harness 100 to follow the movement of the suspension components such as the lower wishbone 220. This helps to avoid the problem of excessive relative displacement difference between the wiring harness 100 and the non-moving components, and reduces stress concentration of the wiring harness 100 under dynamic conditions, thereby reducing the risk of early failure and improving the rationality, safety, and reliability of the wiring harness 100's arrangement in the front suspension.

[0044] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A front suspension wiring structure, comprising a sliding column (210), a lower wishbone (220), and a subframe (230), wherein the bottom end of the sliding column (210) is connected to the lower wishbone (220), and the lower wishbone (220) is connected to the subframe (230), characterized in that: Also includes: A bracket (130) is connected to the subframe (230); The wiring harness (100) forms a first connection point (110) with the slide column (210), the wiring harness (100) forms a second connection point (120) with the lower fork arm (220), the wiring harness (100) is connected to the bracket (130), and the wiring harness (100) forms a third connection point (140) with the subframe (230) on the side away from the bracket (130).

2. The front suspension wiring structure according to claim 1, characterized in that: The lower fork arm (220) is provided with a connecting rod connection position in the middle. The middle and end of a forked segment of the lower fork arm (220) are respectively provided with a first connection position and a second connection position. There are multiple second connection points (120). One second connection point (120) is located at the connecting rod connection position, one second connection point (120) is located at the first connection position, and one second connection point (120) is located at the second connection position.

3. A front suspension wiring structure according to claim 2, characterized in that: A connecting component is provided between the wire harness (100) and the lower fork arm (220). The connecting component includes a connecting ear (121) and a limiting sleeve (122) disposed on the connecting ear (121). The limiting sleeve (122) is surrounded by a first channel (123) and a second channel (124) that are connected to each other. The first channel (123) and the second channel (124) form an angle. The wire harness (100) passes through the first channel (123) and the second channel (124). The connecting ear (121) is connected to the second connection position. The wire harness (100) and the lower fork arm (220) form a second connection point (120) through the connecting component.

4. A front suspension wiring structure according to claim 1, characterized in that: The position where the subframe (230) is used to connect to the vehicle body is called the vehicle body connection position, and the bracket (130) is located next to the vehicle body connection position.

5. A front suspension wiring structure according to claim 1, characterized in that: The sliding column (210) has a connecting boss at the position where it is connected to the lower fork arm (220), and the first connection point (110) is located on the connecting boss.

6. A front suspension wiring structure according to claim 5, characterized in that: The wire harness (100) is fitted with a first cable tie fixing seat (111) on the outside. The first cable tie fixing seat (111) is connected to the outside of the connecting boss by a buckle. The wire harness (100) forms the first connection point (110) through the first cable tie fixing seat (111).

7. A front suspension wiring structure according to claim 1, characterized in that: The wire harness (100) is fitted with a second cable tie fixing seat (141) on the outside. The second cable tie fixing seat (141) is connected to the subframe (230) by a buckle. The wire harness (100) forms the third connection point (140) through the second cable tie fixing seat (141).

8. A front suspension wiring structure according to claim 1, characterized in that: The bracket (130) is provided with a connecting sleeve (131), and the connecting sleeve (131) is surrounded by a third channel and a fourth channel that are connected to each other. An angle is formed between the third channel and the fourth channel, and the wire harness (100) passes through the third channel and the fourth channel.

9. An active suspension system, characterized in that: Includes the front suspension wiring structure as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: Includes the active suspension system as described in claim 9.

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