Multi-stage variable-angle limiting side sliding door drag chain

Abstract

This invention relates to the field of automotive wiring harness protection devices, specifically to a multi-stage variable angle limiting side sliding door cable chain. It includes an arc-shaped segment fixedly connected to the vehicle body, the arc-shaped segment being pre-formed with a fixed curvature and made of carbon fiber composite material; and a rotating connection end fixedly connected to the door, the rotating connection end including a rotating shaft and a bearing seat, with a first limiting block and a second limiting block provided between the rotating shaft and the bearing seat. The first limiting block and the second limiting block are located on opposite sides of the rotation direction, and an elastic buffer layer is provided on their contact surface. This side sliding door cable chain eliminates interference risks at the source through an active clearance structure, eliminating the need for additional guide components, resulting in a more compact structure and higher reliability. The limiting angle exhibits a gradient distribution that gradually increases and then gradually decreases along the length of the cable chain, causing the cable chain to form a variable curvature curve that matches the bending moment distribution when bending, significantly extending the fatigue life of the wiring harness.

Description

Technical Field

[0001] This invention relates to the field of automotive wiring harness protection devices, specifically to a multi-stage variable angle limiting side sliding door drag chain. Background Technology

[0002] Cable chains are used in applications where equipment units need to move back and forth. To prevent cables from becoming tangled, worn, pulled out, snagged, or scattered, cables are typically placed in cable chains for protection. Currently, cable chains are commonly used to protect the wiring harnesses of sliding doors. However, existing technology has the following drawbacks: 1. U-shaped bend interference problem: During the opening of the sliding door, the cable chain is prone to forming an uncontrollable "U-shaped bend" at a certain position, which will come into contact with the side of the vehicle body, causing abnormal noise and even wear of the wiring harness; 2. Simple limiting structure: The limiting angle of existing cable chain links is usually a fixed value. All links use the same limiting angle, which results in the maximum bending moment at both ends of the cable chain (where it is connected to the fixed seat), but the bending angle is the same as that of the middle section. This easily leads to stress concentration at the ends, which accelerates the fatigue fracture of the cable harness. 3. End motion interference: The connection between the cable chain and the door or body is usually only equipped with a simple rotating shaft, which lacks effective angle control. During the sliding door movement, uncontrollable swaying or excessive rotation is likely to occur. 4. Existing cable chains lack condition monitoring and lifespan warning functions, so users cannot know the remaining lifespan. Cable chains often break suddenly, and after-sales maintenance relies on periodic replacement, which cannot be maintained as needed. Summary of the Invention

[0003] The purpose of this invention is to provide a multi-stage variable angle limiting side sliding door cable chain. This side sliding door cable chain eliminates the risk of interference at the source through an active clearance structure, eliminating the need for additional guide components. The structure is more compact and more reliable. The limiting angle has a gradient distribution that gradually increases and then gradually decreases along the length of the cable chain, so that the cable chain forms a variable curvature curve that matches the bending moment distribution law when bending, which significantly extends the fatigue life of the cable harness.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: A multi-stage variable angle limiting side sliding door drag chain includes an arc-shaped segment fixedly connected to the vehicle body, wherein the arc-shaped segment is pre-formed with a fixed arc and is made of carbon fiber composite material; A rotating connection end fixedly connected to the car door, the rotating connection end includes a rotating shaft and a shaft seat, and a first limiting block and a second limiting block are provided between the rotating shaft and the shaft seat; the first limiting block and the second limiting block are respectively located on both sides of the rotation direction, and an elastic buffer layer is provided on the contact surface of the two; The intermediate chain segment connecting the arc segment and the rotating connection end is composed of multiple chain link units with hinged ends, and each chain link unit is provided with a limiting structure. The limiting structure is used to limit the maximum relative rotation angle between adjacent chain links. Along the length direction of the drag chain, from the arc segment to the rotating connection end, the maximum relative rotation angle has a gradient distribution that gradually increases and then gradually decreases. Magnets are provided on the intermediate chain segments and rotating connection ends, and Hall sensors that cooperate with the magnets are provided at corresponding positions on the vehicle body to detect the movement status of the cable chain.

[0005] Furthermore, the arc-shaped segment is molded using carbon fiber reinforced composite material, and its bending radius is 80-150mm.

[0006] Furthermore, the limiting structure includes a limiting protrusion disposed at one end of the link unit and a limiting groove disposed at the corresponding position of the adjacent link unit. The limiting protrusion can rotate within the limiting groove, and when the limiting protrusion rotates to contact the groove wall of the limiting groove, the adjacent link reaches the maximum rotation angle.

[0007] Furthermore, along the length of the cable chain, the width of the limiting protrusion of each link unit varies in a gradient, or the opening angle of the limiting groove varies in a gradient, so as to achieve a gradient distribution of the maximum rotation angle.

[0008] Furthermore, the maximum rotation angle of the link unit near the arc segment and the rotating connection end is ±3° to ±8°, and the maximum rotation angle of the link unit in the middle part is ±12° to ±18°.

[0009] Furthermore, the maximum rotation angle of the rotating connection end is ±15° to ±25°.

[0010] Furthermore, the elastic buffer layer is one of a rubber pad, a polyurethane pad, or a silicone pad.

[0011] Furthermore, the arc-shaped segment is made of a gradient composite material of carbon fiber and nylon, wherein the carbon fiber content is higher in the part near the fixed end than in the part far from the fixed end.

[0012] Furthermore, the magnets and Hall sensors are configured in multiple sets and installed at the following locations: (a) at the maximum bending position of the intermediate chain segment, for detecting whether the drag chain has reached the maximum bending limit and recording the number of bends of the drag chain; (b) at the first or second limit block of the rotating connection end, for detecting whether the shaft has rotated to the limit angle.

[0013] Furthermore, the Hall sensor is electrically connected to the vehicle controller, which is configured to: (i) execute door anti-pinch logic or door lock status confirmation when receiving an extreme position trigger signal; (ii) accumulate and record the number of bends, and issue a maintenance reminder signal when the accumulated number of bends reaches a preset lifespan threshold.

[0014] The beneficial effects of this invention are as follows: The overall structural design of the multi-stage variable angle limiting side sliding door drag chain of this invention is scientific, and it is simple and convenient to install, operate and use. Compared with existing side sliding door drag chains, this invention has the following characteristics and advantages in specific use: First, the pre-formed arc segment actively avoids interference: The present invention sets a pre-bent segment with a fixed arc at the end where the cable chain connects to the vehicle body. It is made of carbon fiber composite material, so that the cable chain forms an obstacle avoidance arc when it extends from the fixed point, actively avoiding the interference area of ​​the vehicle body sheet metal. Compared with the existing technology that passively constrains through external guides, the active obstacle avoidance structure of the present invention eliminates the risk of interference from the root, without the need for additional guides, and the structure is more compact and more reliable. Second, the stress distribution is optimized by multi-level variable angle limiting in the middle section: The middle section of this invention adopts a chain link design with an angle gradient distribution. The chain links near the two ends are set with small angle limiting to achieve a gentle bending transition and reduce the bending stress of the end wire harness; the middle chain links are set with large angle limiting to ensure bending flexibility. The limiting angle is gradually increasing and then gradually decreasing along the length of the drag chain, so that the drag chain forms a variable curvature curve that matches the bending moment distribution law when bending, which significantly extends the fatigue life of the wire harness. Third, the connection end buffer limit balances flexibility and safety: The end of the invention that connects to the car door adopts a rotatable hinge structure, which allows the cable chain to adaptively adjust its posture in accordance with the movement trajectory of the car door; at the same time, limit blocks are set on both sides of the rotating part, and an elastic buffer layer is set on the contact surface of the limit blocks, which not only prevents the wiring harness from being stretched or interfered due to excessive rotation, but also achieves a soft landing at the extreme position, reducing impact noise and wear. Fourth, localized carbon fiber reinforcement enhances the performance of key components: In the arc section where the stress is greatest, the present invention uses carbon fiber composite material molding or embedding reinforcement to give it higher strength and lower weight, ensuring that the guiding accuracy remains unchanged after long-term use; the middle section uses high-strength engineering plastics to maintain bending flexibility. The composite application of dissimilar materials achieves the optimized design of "rigid where rigidity is needed and flexible where flexibility is needed". Fifth, integrated magnetic induction status perception enables intelligent maintenance: This invention achieves real-time monitoring of the cable chain's extreme positions and bending counts by embedding micro-magnets on the cable chain and installing Hall sensors on the vehicle body. Compared with the existing cable chains' "blind box" use without any status feedback, this invention ensures that users can know the cable chain's lifespan status in advance, avoiding safety hazards caused by sudden failures, and improving the product's added value and user experience. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 for Figure 1 A magnified view of part number 2 shows the limiting structure of the intermediate chain segment; Figure 3 for Figure 1 A magnified view of the maximum bend at point 2, showing the placement of the magnet; Figure 4 This is a schematic diagram of the mating structure between two adjacent links in the intermediate chain segment of the present invention; Figure 5 This is a front view of the rotating connection end of the present invention; Figure 6 This is a left view of the rotating connection end of the present invention; The numbers in the diagram are: 1-arc segment; 2-intermediate chain segment; 3-rotating connection end; 4-magnet; 5-Hall sensor; 21-chain link unit; 22-limiting protrusion; 23-limiting groove; 31-rotating shaft; 32-shaft seat; 33-first limiting block; 34-second limiting block; 35-elastic buffer layer. Detailed Implementation

[0016] Specific Embodiment 1: The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. It should be noted that: In the present invention, unless otherwise specified, all embodiments and preferred methods mentioned herein can be combined with each other to form new technical solutions. In the present invention, unless otherwise specified, all technical features and preferred features mentioned herein can be combined with each other to form new technical solutions. Unless otherwise specified, the professional and scientific terms used herein have the same meaning as those familiar with the art. Furthermore, any methods or materials similar to or equivalent to the content described herein can also be applied to the present invention.

[0017] As per the appendix to the specification of this invention Figures 1 to 4 As shown, in order to solve the problems of U-shaped bend interference, simple limiting structure, end motion interference and lack of status monitoring and life warning in the use of traditional side sliding door drag chains, this embodiment provides a multi-stage variable angle limiting side sliding door drag chain, which includes an arc-shaped segment 1 fixedly connected to the vehicle body, a rotating connecting end 3 fixedly connected to the door, and an intermediate chain segment 2 connecting the arc-shaped segment 1 and the rotating connecting end 3.

[0018] Arc-shaped segment structure: As per the instruction manual Figure 1 As shown, the arc segment 1 is pre-formed with a fixed arc and a bending radius of 100 mm. The arc segment 1 is molded using carbon fiber reinforced composite material with a carbon fiber content of 60%, which has high strength and low deformation characteristics, ensuring that it can maintain the predetermined arc after long-term use. During the opening and closing of the side sliding door, the arc segment 1 extends from the fixed point of the vehicle body to form a clearance arc, actively avoiding the interference area of ​​the vehicle body sheet metal.

[0019] Intermediate chain segment structure: As per the instruction manual Figure 1 Instruction manual attached Figure 2 Instruction manual attached Figure 3 As shown, the intermediate chain segment 2 is composed of multiple chain link units 21 that are hinged end to end. Each chain link unit 21 is provided with a limiting structure, including a limiting protrusion 22 disposed at one end of the chain link unit 21 and a limiting groove 23 disposed at the corresponding position of the adjacent chain link unit 21 (as shown in the attached specification). Figure 3 (As shown). The limiting protrusion 22 can rotate within the limiting groove 23. When the limiting protrusion 22 rotates to contact the groove wall of the limiting groove 23, the adjacent links reach their maximum rotation angle. Along the length of the cable chain, from the arc segment 1 to the rotating connection end 3, the maximum rotation angle of each link unit 21 shows a gradient distribution that gradually increases and then gradually decreases. Specifically, the link units 21 near the arc segment 1 and the rotating connection end 3 have smaller maximum rotation angles, while the link units 21 in the middle have larger maximum rotation angles. In this embodiment, the maximum rotation angle of the link units 21 near the arc segment 1 and the rotating connection end 3 is ±5°, the maximum rotation angle of the link units 21 in the middle is ±15°, and the maximum rotation angles of the link units 21 in the transition area are ±8°, ±11°, and ±13° respectively, achieving a smooth transition of angles. The above gradient distribution is achieved by changing the width of the limiting protrusion 22. The larger the width of the limiting protrusion 22, the smaller the allowed rotation angle; the smaller the width, the larger the allowed rotation angle. Alternatively, gradient distribution can be achieved by changing the opening angle of the limiting groove 23.

[0020] Rotary connection end structure: As per the instruction manual Figure 1 Instruction manual attached Figure 4 Instruction manual attached Figure 5As shown, the rotating connection end 3 includes a rotating shaft 31 and a bearing 32. The rotating shaft 31 is fixedly connected to the cable chain body, and the bearing 32 is fixedly connected to the vehicle door. The rotating shaft 31 can rotate relative to the bearing 32 within a preset plane. A first limiting block 33 and a second limiting block 34 are provided between the rotating shaft 31 and the bearing 32, respectively located on both sides of the rotation direction, to limit the maximum rotation angle of the rotating shaft 31. In this embodiment, the maximum rotation angle of the rotating connection end 3 is ±20°. An elastic buffer layer 35 is provided on the contact surface of the first limiting block 33 and the second limiting block 34. In this embodiment, the elastic buffer layer 35 is a polyurethane pad with a thickness of 2 mm. When the rotating shaft 31 rotates to its limit position, the rotating shaft 31 contacts the elastic buffer layer 35, achieving a soft landing and reducing impact noise and wear.

[0021] In this embodiment, the cable chain is installed between the vehicle body and the sliding door: When the sliding door is closed, the entire chain is in a relaxed folded state, with the arc segment 1 naturally avoiding the vehicle body sheet metal, the middle chain segment 2 in a minimal bending state, and the rotating connection end 3 in a zero-degree position.

[0022] When the sliding door opens, the door slides backward, and the cable chain gradually extends. During this process: the arc segment 1 maintains a fixed curvature, allowing the cable chain to make way at the root and preventing it from scratching the vehicle body sheet metal; each link unit 21 of the middle chain segment 2 rotates sequentially. Due to the small rotation angle of the links at both ends and the large rotation angle of the middle links, the cable chain as a whole forms a variable curvature bending shape with gentle curves at both ends and a steep curve in the middle, significantly reducing the bending stress of the end harness; the rotating connection end 3 rotates adaptively with the movement of the door. When the rotation angle approaches the limit position, the rotating shaft 31 contacts the elastic buffer layer 35 to achieve buffering and limit, preventing excessive rotation.

[0023] A neodymium magnet 4, 3mm in diameter and 1.5mm thick, is embedded in the outer link of the intermediate chain segment 2 at its maximum bending position. It is fixed using either injection molding or adhesive bonding. A Hall sensor 5 (model AH49E) is installed on a corresponding bracket on the vehicle body. When the sliding door is fully open, the chain bends to its maximum extent, and magnet 4 moves to a position 1-3mm directly in front of Hall sensor 5, triggering a low-level signal. This signal is sent to the door domain controller, which determines that the door is fully open. This signal can be used to assist anti-pinch logic (e.g., disabling the anti-pinch function when the door is fully open) or as a redundant signal for the door open indicator light. Each time the sliding door opens and closes, the middle of the chain moves from one side to the other, and magnet 4 passes the sensor once (or twice, depending on the installation position), generating a pulse. The microprocessor within the controller counts the pulses, with two pulses constituting one complete opening and closing cycle. The count value is stored in an EEPROM (Extended EPROM) and is retained even when power is off.

[0024] The controller has preset lifespan thresholds: a warning threshold of 80,000 cycles and an alarm threshold of 100,000 cycles. When the cumulative number of cycles reaches 80,000, the controller sends a message to the instrument panel via the CAN bus stating, "The sliding door cable chain is about to reach the end of its service life; please schedule maintenance." When it reaches 100,000 cycles, it sends an alarm stating, "Please replace the sliding door cable chain immediately, otherwise there is a risk of failure." Simultaneously, data can be uploaded to the cloud via the vehicle networking module, allowing after-sales service centers to proactively contact the vehicle owner. A miniature magnet 4 (2mm in diameter and 1mm in thickness) is embedded on the side of the first limit block 33 at the rotating connection end 3. A Hall sensor 5 is installed at the corresponding position on the bearing seat 32 (the position directly opposite the magnet when the rotating shaft 31 rotates to its +20° limit). When the rotating shaft 31 rotates to its limit angle, the magnet 4 approaches the sensor, triggering a signal. Upon receiving this signal, the controller determines that the cable chain has been excessively stretched or that the door movement is abnormal, records a fault code, and illuminates the instrument panel warning light.

[0025] In summary, the multi-stage variable angle limiting side sliding door cable chain of the present invention features a pre-bent section with a fixed arc at the end where the cable chain connects to the vehicle body. This allows the cable chain to form a clearance arc as it extends from the fixed point, actively avoiding interference areas in the vehicle body sheet metal and eliminating interference risks at the source. No additional guide components are required. The cable chain employs an angle gradient distribution design, with small-angle limiting on the links near both ends to achieve a gentle bending transition and reduce bending stress on the end wiring harness. Large-angle limiting on the middle links ensures bending flexibility. The limiting angles gradually increase and then gradually decrease along the length of the cable chain, causing the cable chain to form a variable curvature curve that matches the bending moment distribution during bending, significantly extending the fatigue life of the wiring harness. At the end connected to the door… The component adopts a rotatable hinge structure, allowing the cable chain to adaptively adjust its posture in accordance with the movement trajectory of the vehicle door. At the same time, limit blocks are set on both sides of the rotating joint, and an elastic buffer layer is set on the contact surface of the limit blocks. This not only prevents the wiring harness from being stretched or interfered due to excessive rotation, but also achieves a soft landing at the extreme position, reducing impact noise and wear. The arc section 1 with the greatest stress is made of carbon fiber composite material or embedded reinforcement, which makes it have higher strength and lower weight. The middle section is made of high-strength engineering plastic to maintain bending flexibility. Micro magnets are embedded in the cable chain and Hall sensors are installed on the vehicle body to realize real-time monitoring of the cable chain's extreme position and the number of bends, so as to know the cable chain's life status in advance and avoid safety hazards caused by sudden failure.

[0026] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. A multi-stage variable angle limiting side sliding door drag chain, characterized in that, Includes an arc-shaped segment (1) fixedly connected to the vehicle body, wherein the arc-shaped segment (1) is pre-formed with a fixed curvature and is made of carbon fiber composite material; A rotating connection end (3) is fixedly connected to the car door. The rotating connection end (3) includes a rotating shaft (31) and a bearing seat (32). A first limiting block (33) and a second limiting block (34) are provided between the rotating shaft (31) and the bearing seat (32). The first limiting block (33) and the second limiting block (34) are located on both sides of the rotation direction, and an elastic buffer layer (35) is provided on the contact surface of the two. The intermediate chain segment (2) connecting the arc segment (1) and the rotating connection end (3) is composed of multiple chain link units (21) with hinged ends, and each chain link unit (21) is provided with a limiting structure, which is used to limit the maximum relative rotation angle between adjacent chain links; along the length direction of the drag chain, from the arc segment (1) to the rotating connection end (3), the maximum relative rotation angle has a gradient distribution that gradually increases and then gradually decreases; The limiting structure includes a limiting protrusion (22) disposed at one end of the link unit (21) and a limiting groove (23) disposed at the corresponding position of the adjacent link unit (21). The limiting protrusion (22) can rotate in the limiting groove (23), and when the limiting protrusion (22) rotates to contact the groove wall of the limiting groove (23), the adjacent link reaches the maximum rotation angle. Along the length of the drag chain, the width of the limiting protrusion (22) of each link unit (21) varies in a gradient, or the opening angle of the limiting groove (23) varies in a gradient, so as to achieve a gradient distribution of the maximum rotation angle.

2. The multi-stage variable angle limiting side sliding door drag chain according to claim 1, characterized in that, The arc segment (1) is molded using carbon fiber reinforced composite material, and its bending radius is 80-150 mm.

3. The multi-stage variable angle limiting side sliding door drag chain according to claim 2, characterized in that, The maximum rotation angle of the link unit (21) near the arc segment (1) and the rotating connection end (3) is ±3° to ±8°, and the maximum rotation angle of the link unit (21) in the middle part is ±12° to ±18°.

4. The multi-stage variable angle limiting side sliding door drag chain according to claim 3, characterized in that, The maximum rotation angle of the rotating connection end (3) is ±15° to ±25°.

5. The multi-stage variable angle limiting side sliding door drag chain according to claim 1, characterized in that, The elastic buffer layer (35) is one of a rubber pad, a polyurethane pad, or a silicone pad.

6. The multi-stage variable angle limiting side sliding door drag chain according to claim 2, characterized in that, The arc segment (1) is made of a gradient composite material of carbon fiber and nylon, wherein the carbon fiber content is higher in the part near the fixed end than in the part far from the fixed end.

7. The multi-stage variable angle limiting side sliding door drag chain according to claim 1, characterized in that, Magnets (4) are provided on the intermediate chain segment (2) and the rotating connection end (3), and Hall sensors (5) that cooperate with the magnets (4) are provided at the corresponding positions on the vehicle body to detect the motion state of the drag chain.

8. A multi-stage variable angle limiting side sliding door drag chain according to claim 7, characterized in that, The magnet (4) and Hall sensor (5) are configured in multiple sets and installed at the following positions: (a) at the maximum bending position of the intermediate chain segment (2) to detect whether the drag chain has reached the maximum bending limit and to record the number of bends of the drag chain; (b) at the first limit block (33) or the second limit block (34) of the rotating connection end (3) to detect whether the rotating shaft (31) has rotated to the limit angle.

9. A multi-stage variable angle limiting side sliding door drag chain according to claim 8, characterized in that, The Hall sensor (5) is electrically connected to the vehicle controller, which is configured to: (i) execute door anti-pinch logic or door lock status confirmation when it receives an extreme position trigger signal; (ii) accumulate and record the number of bends, and issue a maintenance reminder signal when the accumulated number of bends reaches a preset lifespan threshold.

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