Harness arrangement between stationary and moving parts of a vehicle, method and vehicle

Abstract

The present application relates to the arrangement structure, method and car between the wire harness of automobile stationary parts and moving parts, belong to the automobile technical field, solve the current automobile wire harness arrangement existing problem, including stationary parts and moving parts and the wire harness connected between stationary parts and moving parts, its characterized in that, wire harness is fixedly connected with moving parts through first fixed mechanism at first fixed point, wire harness is fixedly connected with stationary parts through second fixed mechanism at second fixed point, wherein, first fixed point is arranged on moving part, the length of wire harness between first fixed point and second fixed point is not less than the difference of the difference value of the linear distance between first fixed point and second fixed point, the minimum bending radius of wire harness between first fixed point and second fixed point part is not less than the set multiple of wire harness outer diameter, the arrangement structure of the present application relieves the stress of wire harness, avoids the damage of wire harness.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, specifically to the wiring harness arrangement structure and method between stationary and moving parts of an automobile, and to an automobile in general. Background Technology

[0002] In new energy vehicles, the wiring harnesses between moving parts (generators, motors, etc.) and stationary parts (body, subframe, battery pack, etc.) are subjected to high-frequency, high-amplitude vibrations. In existing technologies, the wiring harnesses are directly led out from the moving parts and routed to the stationary parts. However, due to unreasonable design of the wiring harness route between the moving and stationary parts, the free movement margin of the wiring harness is insufficient. When the moving parts vibrate, the wiring harness is subjected to tensile forces, exacerbating stress concentration. Improper control of the bending radius during the wiring harness arrangement process, such as excessively small bending radii, can lead to large deformation stresses at the bends. This results in stress concentration at some high-frequency vibration points during vehicle movement, easily causing cable insulation layer cracking, outer sheath cracking, and internal shielding wire breakage. This can lead to insulation failure in some vehicles, resulting in power limitation. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a wiring harness arrangement structure, method and vehicle between stationary and moving parts of an automobile, to reduce the stress generated by the high-voltage wiring harness during movement and to avoid damage and breakage of the outer sheath, shielding layer and inner insulation layer of the wiring harness.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide a wiring harness arrangement structure between a stationary component and a moving component of an automobile, including a stationary component and a moving component and a wiring harness connecting the stationary component and the moving component, wherein the wiring harness is fixedly connected to the moving component at a first fixed point by a first fixed mechanism, and the wiring harness is fixedly connected to the stationary component at a second fixed point by a second fixed mechanism. The first fixed point is set on the moving part, and the difference between the length of the wire harness between the first fixed point and the second fixed point and the straight distance between the first fixed point and the second fixed point is not less than a set difference. The minimum bending radius of the wire harness between the first fixed point and the second fixed point is not less than a set multiple of the outer diameter of the wire harness.

[0005] Optionally, the length of the wire harness between the first fixed point and the connection point of the wire harness and the moving part is less than a set value.

[0006] Optionally, the wiring harness is connected to the moving part via a connector, wherein the connection position between the wiring harness and the connector serves as the connection point between the wiring harness and the moving part.

[0007] Optionally, the first fixing mechanism includes a first bracket, which is fixedly connected to the housing of the moving part. A first flexible buffer is fixed to the first bracket, and the cable passes through the first flexible buffer. Preferably, the first flexible buffer is fixed to the first bracket by cable ties.

[0008] Optionally, the second fixing mechanism includes a second bracket, which is fixedly connected to the stationary component. The second bracket is fixed with a second flexible buffer, through which the cable passes. Preferably, the second flexible buffer is fixed to the second bracket by cable ties.

[0009] Optionally, the moving part is a generator or an electric motor.

[0010] Optionally, the stationary component is the vehicle body, subframe, or battery pack housing.

[0011] Secondly, embodiments of the present invention provide a method for arranging wiring harnesses between stationary and moving components of an automobile, comprising the following steps: Step S1: Connect the wiring harness to the interface of the moving part; Step S2: Select a first set position on the housing of the moving part as the first fixing point, and fix the wire harness by the first fixing mechanism; Step S3: Select a second set position on the stationary component as the second fixing point, fix the wire harness through the second fixing mechanism, measure the straight distance between the first fixing point and the second fixing point and the length of the wire harness between the first fixing point and the second fixing point, and measure the minimum bending radius of the wire harness between the first fixing point and the second fixing point. Step S4: Determine the rationality of the current second set position. If the difference between the length of the wire bundle between the first fixed point and the second fixed point and the straight-line distance between the first fixed point and the second fixed point is not less than the set difference, and the minimum bending radius of the wire bundle between the first fixed point and the second fixed point is not less than the set multiple of the outer diameter of the wire bundle, then the current second set position is taken as the final second fixed point. Otherwise, reselect the second set position and repeat step S3 until the difference between the length of the wire bundle between the first fixed point and the second fixed point and the straight-line distance between the first fixed point and the second fixed point is not less than the set difference, and the minimum bending radius of the wire bundle between the first fixed point and the second fixed point is not less than the set multiple of the outer diameter of the wire bundle, then select the current second set position as the second fixed point.

[0012] Optionally, the first set position is such that the length of the wire harness between the first fixed point and the connection point between the wire harness and the moving part is less than a set value.

[0013] Thirdly, embodiments of the present invention provide an automobile having a wiring harness arrangement structure between stationary and moving components of the automobile as described in the first aspect.

[0014] The beneficial effects of this invention are as follows: The wiring harness arrangement structure between stationary and moving parts of an automobile according to the present invention has the following features: After the wiring harness is connected to the moving part, a first fixing point is set on the moving part. The portion of the wiring harness between the connection point with the moving part and the first fixing point can vibrate at the same frequency as the moving part, which can effectively reduce stress. The difference between the length of the wiring harness between the first fixing point and the second fixing point and the straight-line distance between the first fixing point and the second fixing point is not less than a set difference, which can effectively mitigate the situation where the distance between the moving part and the relatively stationary part increases during the movement of the moving part and the stationary part, and the wiring harness length is correspondingly lengthened. This can effectively release the stress generated by the wiring harness. At the same time, the minimum bending radius of the wiring harness between the first fixing point and the second fixing point is not less than a set multiple of the outer diameter of the wiring harness, which can reduce the amount of deformation of the wiring harness. During the movement of the wiring harness, it will not cause the outer sheath to break, the shielding wire to break, or the inner insulation layer to break due to severe deformation or bending exceeding the bending strength of its material itself. Attached Figure Description

[0015] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0016] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention; Figure 2 This is a partial enlarged view of the wire harness at the first and second fixing points in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the wiring harness routing in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the first fixing mechanism in Embodiment 1 of the present invention; Among them, 1. connector, 2. first bracket, 3. second fixing point, 4. first flexible buffer, 5. cable tie, 6. moving part, 7. wire harness, 8. stationary part, and 9. first fixing point. Detailed Implementation

[0017] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0018] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0019] In this embodiment, moving parts refer to functional components that undergo relative motion with respect to the vehicle body during the vehicle's operation, such as positional shift, angular sway, high-frequency vibration, and small-amplitude reciprocating displacement. These components serve as core functional components for vehicle power output, energy conversion, and electric drive, such as automobile generators and drive motors.

[0020] Stationary components refer to fixed structural components that remain fixed throughout the entire operation of the vehicle and do not undergo any positional movement, angular deflection, vibration shift, or relative displacement relative to the vehicle body. Examples include the vehicle body itself, the subframe, and the battery pack casing.

[0021] Example 1 like Figure 1 , Figure 2 and Figure 3 As shown, a wiring harness arrangement structure between stationary and moving parts of an automobile includes a stationary part 8, a moving part 6, and a wiring harness 7 connecting the stationary part 8 and the moving part 6.

[0022] The wiring harness 7 is connected to the moving part 6 via connector 1 to achieve electrical connection.

[0023] In this embodiment, the moving part 6 is an electric motor, and the stationary part 8 is the vehicle body, subframe, or battery pack casing. Preferably, the stationary part is a subframe.

[0024] The electric motor has a wire harness interface, which is connected to connector 1. The connection method between connector 1 and wire harness 7 and the electric motor can be achieved using existing technology, and will not be described in detail here.

[0025] The connection end of the wire harness 7 and the connector 1 is defined as the connection point between the wire harness 7 and the moving part 6.

[0026] like Figure 1 , Figure 2 and Figure 4 As shown, the wiring harness 7 is connected to the motor housing at the first fixing point 9 via a first fixing mechanism. The first fixing mechanism includes a first bracket 2, which is fixedly connected to the housing of the moving part 6. A first flexible buffer 4 is fixed to the first bracket 2, and the cable of the wiring harness 7 passes through the first flexible buffer 4.

[0027] The first bracket 2 is an aluminum alloy bracket with fixing holes. The first bracket 2 can be fixedly connected to the motor housing through the fixing holes and threaded fasteners.

[0028] It is understood that the first support 2 can also be an engineering plastic support or a support made of other metal materials. The first support 2 can be an L-shaped support, a C-shaped support, or a support of other structures. Those skilled in the art can choose according to actual needs, and will not be described in detail here.

[0029] Threaded fasteners can be bolts or screws, and those skilled in the art can choose according to actual needs.

[0030] The first bracket 2 can be designed according to the structure of the motor housing, and it needs to meet the assembly requirements of the motor housing, which will not be described in detail here.

[0031] The first flexible buffer 4 is made of a flexible material, such as rubber. Preferably, the first flexible buffer 4 is made of EPDM (ethylene propylene diene monomer) and has an opening for the wire harness 7 to pass through. The wire harness 7 passes through the opening into the first flexible buffer 4.

[0032] The opening diameter is slightly smaller than the outer diameter of the wire harness 7. The opening can be interference-fitted with the wire harness 7. The wire harness 7 passes tightly through the opening of the first flexible buffer 4 through the elastic deformation of the first flexible buffer 4. The wire harness 7 and the first flexible buffer 4 are tightly wrapped without gaps, avoiding the problem of gaps, shaking and relative friction between the wire harness 7 and the inner wall of the opening of the first flexible buffer 4.

[0033] Alternatively, the opening of the first flexible buffer 4 is larger than the outer diameter of the wire harness 7, and the first flexible buffer 4 is tightened with cable ties to fix the first flexible buffer 4 to the wire harness 7.

[0034] EPDM material has a Shore A hardness of 60 to 70, a tensile strength greater than 10 MPa, an elongation at break greater than 400%, and an operating temperature range of -50℃ to 150℃. It also has excellent weather resistance, ozone resistance, and electrical insulation properties.

[0035] The first flexible buffer 4 is fixed to the first bracket 2 by cable ties 5. The cable ties 5 fix the first flexible buffer 4 and the wire harness 7 together to the first bracket 2, forming a reliable fixed connection. The binding force of the cable ties 5 makes the first flexible buffer 4 press the wire harness 7 tightly, avoiding problems such as slippage of the first flexible buffer 4, movement of the wire harness 7 inside the first flexible buffer 4, and relative displacement between the first flexible buffer 4 and the first bracket 2. The fixing method is simple and efficient, easy to assemble, low in cost, and convenient for later maintenance and disassembly.

[0036] It is understood that the first flexible buffer 4 can also be fixedly connected to the first bracket 2 by means of threaded fasteners, adhesive, or snap-fit ​​connection. Those skilled in the art can choose according to actual needs.

[0037] like Figure 1 and Figure 2 As shown, the wire harness 7 is connected to the stationary component 8 at the second fixing point 3 via a second fixing mechanism. The second fixing mechanism includes a second bracket, which is fixedly connected to the stationary component 8. A second flexible buffer is fixed to the second bracket, and the cable of the wire harness 7 passes through the second flexible buffer. The material and structure of the second flexible buffer are the same as those of the first flexible buffer 4. Preferably, the second flexible buffer is made of EPDM material.

[0038] The second flexible buffer is fixed to the second bracket by cable ties 5, which together fix the second flexible buffer and the wire harness 7 to the second bracket 2.

[0039] The second support can be designed based on the structure of the stationary component 8, and its specific structure will not be described in detail here.

[0040] It is understood that the second flexible buffer can also be fixedly connected to the second bracket by threaded fasteners, adhesive, or snap-fit, and those skilled in the art can choose according to actual needs.

[0041] Furthermore, the inner surfaces of the openings of the first flexible buffer 4 and the second flexible buffer are provided with anti-slip structures. The anti-slip structures can be molded continuous anti-slip texture structures or uniformly arrayed multi-point raised particle structures. Both structures can form micro-interlocking friction between the inner walls of the openings of the first flexible buffer 4 and the second flexible buffer and the surface of the outer sheath of the wire harness 7, which greatly increases the contact friction coefficient between the first flexible buffer 4, the second flexible buffer and the outer sheath of the wire harness 7. Relying on mechanical interlocking friction, the wire harness 7 is firmly locked in position, effectively preventing axial slippage, circumferential torsion, and positional displacement of the wire harness 7 inside the first flexible buffer 4 and the second flexible buffer during vehicle bumps and vibrations and high-frequency vibrations of moving parts 6. This avoids early failures such as outer sheath damage, shielding layer wear, and insulation layer failure caused by long-term slippage and wear of the wire harness 7, and greatly improves the long-term reliability and service life of the wire harness arrangement structure.

[0042] like Figure 1As shown, the first fixing point 9 is set on the motor housing. Specifically, the length of the wire harness 7 between the first fixing point 9 and the connection point between the wire harness 7 and the motor is less than a set value. In this embodiment, the set value is 100mm. By setting the first fixing point 9 on the motor, the part of the wire harness 7 extending from the connector 1 vibrates at the same frequency as the motor, effectively eliminating the stress concentration at the root of the connection between the wire harness 7 and the motor. The wire harness 7 between the first fixing point 9 and the connection point between the wire harness 7 and the motor is connected to the motor through the first fixing mechanism and vibrates with the motor without relative movement. Therefore, no stress concentration will occur at the root of the connector 1, completely eliminating the problems of excessively long suspended wire harness at the root of the connector 1 and the concentration of bending stress, tensile stress, and torsional stress caused by the vibration of the moving part 6 in the traditional wire harness arrangement method, effectively avoiding damage to the wire harness 7 during the operation of the automobile.

[0043] In this embodiment, the first fixing point 9 is defined as the midpoint of the center line of the cable tie 5 between the first flexible buffer 4 and the first bracket 2 located on the outer side of the first flexible buffer 4, which facilitates the subsequent measurement of the length of the wire harness 7 between the first fixing point 9 and the second fixing point 3 and the straight-line distance between the first fixing point 9 and the second fixing point 3.

[0044] like Figure 1 and Figure 2 As shown, the length of the wire harness 7 between the first fixed point 9 and the second fixed point 3 is greater than the straight-line distance between the first fixed point 9 and the second fixed point 3.

[0045] The length of the wire harness between the first fixed point 9 and the second fixed point 3 is L, and the straight-line distance between the first fixed point 9 and the second fixed point 3 is H.

[0046] In this embodiment, the difference between the length of the wire harness 7 between the first fixed point 9 and the second fixed point 3 and the straight-line distance between the first fixed point 9 and the second fixed point 3 is not less than a set difference. In this embodiment, the set difference is 15mm, that is, L and H satisfy: LH≥15mm, that is, the wire harness 7 between the first fixed point 9 and the second fixed point 3 has a slack margin of at least 15mm.

[0047] In this embodiment, the second fixing point 3 is defined as the midpoint of the center line of the cable tie between the second flexible buffer 4 and the second bracket 2 located on the outer side of the second flexible buffer 4.

[0048] In this embodiment, the difference between the length of the wire harness 7 between the first fixed point 9 and the second fixed point 3 and the straight-line distance between the first fixed point 9 and the second fixed point 3 is greater than 15mm. This arrangement provides sufficient free movement for the wire harness 7 and adaptive displacement compensation. When the moving part 6 vibrates, the first fixed point 9 moves synchronously with the moving part 6, while the second fixed point 3 remains stationary. The spatial distance between the first fixed point 9 and the second fixed point 3 will dynamically increase or decrease slightly. The reserved wire harness slack margin of 15mm or more can completely absorb this spacing change, so that the wire harness 7 will not be forcibly pulled or will not generate tensile prestress. This effectively and thoroughly avoids a series of structural failure problems caused by the relative vibration and relative displacement between the moving part 6 and the stationary part 8, such as tensile deformation of the wire harness 7, tensile fatigue of the conductor, tensile cracking of the sheath, and loosening of the connector. In practical applications, when the vibration of the motor causes the distance between the first fixed point 9 and the second fixed point 3 to increase, the allowance of the wire harness 7 between the first fixed point 9 and the second fixed point 3 can completely absorb the change in distance between the first fixed point 9 and the second fixed point 3. The wire harness 7 remains in a slack state and will not be subjected to tensile force. This ensures that the wire harness 7 will not be damaged by stretching throughout the entire working range of the moving part 6.

[0049] like Figure 1 and Figure 2 As shown, to simultaneously meet the requirements of neat wiring harness routing within the limited space of the vehicle's engine compartment and chassis, avoidance of interference from surrounding pipes and components, and low-stress bending of wiring harness 7, the intermediate wiring portion of wiring harness 7 between the first fixing point 9 and the second fixing point 3 is arranged in a smooth arc shape. This avoids traditional right-angle bends, acute-angle bends, and hard bends, thus mitigating the problem of excessive local bending of the wiring harness from the routing form. The portion of wiring harness 7 between the first fixing point 9 and the second fixing point 3 is arranged in an arc shape to avoid excessive bending.

[0050] When wire harness 7 is bent, it will deform. The smaller the bending radius, the greater the deformation stress generated by wire harness 7. When the stress is large enough, it will cause damage and breakage to the insulation layer and sheath layer of the cable, as well as breakage of the shielding wire and conductor wire in the internal shielding layer. These damages will affect the conductivity and insulation performance of the wire harness, and in severe cases, affect driving safety and electrical safety. Therefore, in this embodiment, the minimum bending radius of the portion of wire harness 7 between the first fixing point 9 and the second fixing point 3 is not less than a set multiple of the outer diameter of the wire harness. In this embodiment, the set multiple is 6 times, that is, the minimum bending radius of the portion of wire harness 7 between the first fixing point 9 and the second fixing point 3 is not less than 6 times the outer diameter of the wire harness. By controlling the bending radius of wire harness 7, the deformation of wire harness 7 during bending is reduced, avoiding problems such as breakage of the outer sheath, breakage of the shielding wire, and breakage of the inner insulation layer caused by bending exceeding the bending strength of the material itself.

[0051] In this embodiment, by ensuring that the minimum bending radius of the wiring harness between the first fixing point 9 and the second fixing point 3 is not less than 6 times the outer diameter of the wiring harness, combined with the setting of the first flexible buffer 4 and the second flexible buffer, and the coordinated design of reserving wiring allowance for the wiring harness 7 between the first fixing point 9 and the second fixing point 3 to prevent stretching, it is ensured in all aspects that the wiring harness 7 will not suffer early structural damage and electrical performance degradation due to frequent bending, vibration, and relative displacement during long-term use throughout the entire life cycle of the vehicle. This significantly extends the wiring harness replacement cycle and reduces the after-sales maintenance cost of the vehicle.

[0052] The cable within the wire harness 7 has a multi-layer structure, comprising, from the inside out: a conductor layer, an inner insulation layer, a shielding layer, and an outer sheath layer. The cable structure can utilize existing technology; further detailed descriptions are not provided here.

[0053] The wiring harness 7 leading out of the motor adopts the above arrangement, and correspondingly, the wiring harness 7 leading out of the generator also adopts the above arrangement.

[0054] In this embodiment, the wiring harness 7 led out from the generator is fixedly connected to the generator housing at the first fixing point 9 via a first fixing mechanism, and fixedly connected to the stationary component 8 at the second fixing point 3 via a second fixing mechanism. The stationary component 8 is a subframe, a vehicle body, or a battery pack housing, which can be set by those skilled in the art according to actual needs.

[0055] The generator produces high-frequency, high-amplitude vibrations when it is working, and the stationary component 8 remains stationary relative to the vehicle body.

[0056] The first fixing point 9 is set on the generator housing. The length of the wire harness 7 between the first fixing point 9 and the connection point of the wire harness 7 and the moving part 6 is less than 100mm. The difference between the length of the wire harness 7 between the first fixing point 9 and the second fixing point 3 and the straight-line distance between the first fixing point 9 and the second fixing point 3 is not less than 15mm. The minimum bending radius of the portion of the wire harness 7 between the first fixing point 9 and the second fixing point 3 is not less than 6 times the outer diameter of the wire harness 7.

[0057] In this embodiment, the fixing method of the wire harness 7 at the first fixing point 9 is the same as the fixing method of the motor wire harness 7 at the first fixing point 9, and the fixing method of the wire harness 7 at the second fixing point 3 is the same as the fixing method of the motor wire harness 7 at the second fixing point 3, which will not be described again here.

[0058] When the moving part 6 (generator or motor) operates, because the first fixed point 9 is located on the moving part 6 and the length of the wire harness 7 between the first fixed point 9 and the connection point between the wire harness 7 and the moving part 6 is less than 100mm, the portion of the wire harness 7 between the first fixed point 9 and the connection point between the wire harness 7 and the moving part 6 vibrates at the same frequency as the moving part 6, effectively eliminating stress concentration at the root of the wire harness 7. When the moving part 6 vibrates, the first fixed point 9 moves with the moving part 6, while the second fixed point 3 remains relatively stationary on the stationary part 8. Because the length of the wire harness 7 between the first fixed point 9 and the second fixed point 3 is greater than the straight-line distance between the first fixed point 9 and the second fixed point 3, and the difference is not less than 15mm, sufficient free movement is provided for the wire harness 7.

[0059] When the vibration of the moving part 6 causes an increase in the distance between the first fixed point 9 and the second fixed point 3, the allowance of the wire harness 7 between the first fixed point 9 and the second fixed point 3 can absorb this distance change, preventing the wire harness 7 from being stretched. Simultaneously, because the wire harness 7 is arranged in an arc shape between the first fixed point 9 and the second fixed point 3, the minimum bending radius is not less than 6 times the outer diameter of the wire harness 7. The deformation stress of the wire harness 7 at the bending point is effectively controlled, preventing failure phenomena such as sheath layer breakage, shielding wire breakage, and insulation layer breakage caused by excessive bending. Furthermore, the first flexible buffer 4 and the second flexible buffer 4 are made of EPDM material, providing additional cushioning protection for the wire harness 7 and further reducing the impact of vibration on the wire harness 7.

[0060] This embodiment effectively solves the stress concentration problem when the wiring harness 7 is arranged between the moving part 6 and the stationary part 8 through the synergistic effect of the above-mentioned technical features, improves the reliability and service life of the wiring harness 7, and effectively solves the common technical problems in the industry such as stress concentration, tensile fracture, bending fatigue, wear and aging, and electrical connection failure that are commonly encountered when high-voltage wiring harnesses and power control wiring harnesses are arranged between vibrating moving parts such as generators and motors and stationary parts such as the vehicle body, subframe, and battery pack shell in new energy vehicles. It significantly improves the overall working reliability, environmental adaptability and service life of the wiring harness arranged across moving and stationary parts, and provides long-term protection for the daily driving safety of the vehicle and the stable operation safety of the vehicle's high and low voltage electrical systems from the underlying structural design level.

[0061] Example 2 This embodiment provides a wiring harness arrangement structure between stationary and moving parts of an automobile. Compared with Embodiment 1, the difference is that both the first bracket 2 and the second bracket have a snap-fit ​​structure. The first bracket 2 is fixed to the housing of the moving part 6 through the snap-fit ​​structure, and the second bracket is fixedly connected to the stationary part 8 through the snap-fit ​​structure. Correspondingly, snap-fit ​​seats that match the snap-fit ​​structure are pre-welded or riveted onto the housings of moving part 6 and stationary part 8.

[0062] The snap-fit ​​structure and snap-fit ​​base can adopt the current automotive snap-fit ​​structure and snap-fit ​​base structure. The snap-fit ​​structure is made of engineering plastic integral injection molding or aluminum alloy elastic bending molding, and has the characteristics of elastic locking, press snap-fit, anti-loosening and vibration resistance. The first bracket 2 no longer uses the traditional bolt locking method, but directly achieves quick snap-fit ​​fixation with the housing of the moving part 6 through its own integrated snap-fit ​​structure, without the need for additional fasteners. Correspondingly, the second bracket also achieves elastic snap-fit ​​fixation connection with the preset installation position of the stationary part 8 through its own integrated snap-fit ​​structure.

[0063] The first bracket is fixed to the housing of the moving part 6 via a snap-fit ​​structure, and the second bracket is fixed to the stationary part 8 via a snap-fit ​​structure. Assembly and installation are quick and efficient, eliminating the need for loose fasteners such as bolts, nuts, and washers, as well as specialized assembly tools such as wrenches and torque wrenches. Simply align the brackets and press gently to lock them in place, greatly improving the efficiency of automated assembly and the speed of manual assembly on the vehicle production line, making it suitable for mass production of vehicles. The snap-fit ​​structure connecting the first bracket 2 and the second bracket facilitates easy disassembly and maintenance. When the wiring harness 7 ages and needs replacement, or when the motor or generator needs repair or maintenance, simply press the snap-fit ​​unlock position to quickly remove the brackets and wiring harness 7. There is no risk of losing parts or getting stuck due to stripped threads during disassembly and assembly, significantly reducing the difficulty and time cost of after-sales maintenance. In addition, the snap-fit ​​structure connecting the first bracket 2 and the second bracket reduces the use of metal fasteners, lowering the material cost of vehicle parts and the cost of assembly processes, while avoiding common faults such as bolt loosening due to long-term vibration, rust and jamming, and stripped threads during disassembly and assembly.

[0064] The remaining structure of this embodiment is the same as that of Embodiment 1, and will not be described again here.

[0065] Example 3 This embodiment provides a wiring harness arrangement structure between stationary and moving parts of an automobile. Compared with Embodiment 1, the difference is that the first flexible buffer 4 and the second flexible buffer are both made of polyurethane material.

[0066] Polyurethane materials have a Shore A hardness of 80 to 90, a tensile strength greater than 25 MPa, an elongation at break greater than 450%, a tear strength greater than 80 kN / m, and a working temperature range of -30℃ to 80℃. Polyurethane materials possess excellent abrasion resistance, oil resistance, and mechanical strength; its abrasion resistance is 3 to 5 times that of rubber.

[0067] The inner surfaces of the first flexible buffer 4 and the second flexible buffer, through which the wire harness 7 passes, are provided with anti-slip structures. Preferably, the anti-slip structure adopts anti-slip textures or multiple protrusions. Due to the high coefficient of friction of polyurethane, the frictional force between the first flexible buffer 4 and the second flexible buffer and the wire harness 7 is greater than that between the flexible buffer made of rubber and the wire harness 7, which can more effectively prevent the wire harness 7 from slipping.

[0068] The first flexible buffer 4 and the second flexible buffer are made of polyurethane material, which improves wear resistance compared to rubber material. Long-term reciprocating friction loss is minimal, significantly extending the service life of the first flexible buffer 4 and the second flexible buffer and the protection cycle of the wire harness 7 sheath. Polyurethane material has high mechanical strength, strong tear resistance and extrusion deformation resistance, and is not easily damaged or cracked by external impact or extrusion, resulting in better structural stability. Polyurethane material has a high coefficient of friction, which, combined with the inner wall anti-slip structure, provides a better anti-slip fixation effect for the wire harness, making it suitable for harsh working conditions with high vibration and high friction.

[0069] The remaining structure of this embodiment is the same as that of Embodiment 1, and will not be described again here.

[0070] Example 4 This embodiment provides a wiring harness arrangement structure between stationary and moving parts of an automobile. Compared with Embodiment 1, the difference is that the first fixing mechanism adopts a first automobile wiring harness clip, and the second fixing mechanism adopts a second automobile wiring harness clip. The first fixing point is the center point of the part of the first automobile wiring harness clip used to clip the wiring harness 7, and the second fixing point is the center point of the part of the second automobile wiring harness clip used to clip the wiring harness 7.

[0071] The first and second automotive wiring harness clips used in this embodiment both adopt existing mature and standardized structural components in the automotive industry. They have general performance characteristics such as elastic snap-fit, full wiring harness clamping, shock absorption, aging resistance, and high and low temperature resistance. Their specific internal slot structure, installation and fixing structure, and elastic locking structure are all existing technologies known in the industry. There is no need to disassemble the structure and describe it in detail. They can be directly selected and adapted for use.

[0072] The first and second automotive wiring harness clips are used to directly achieve multiple functions such as clamping, fixing, limiting, and shock absorption of the wiring harness. The structure is simpler, there are fewer parts, assembly is more convenient, and the cost is lower.

[0073] The remaining structure of this embodiment is the same as that of Embodiment 1, and will not be described again here.

[0074] Example 5 This embodiment provides a wiring harness arrangement structure between stationary and moving parts of an automobile. Compared with Embodiment 1, the second fixing point 10 is located on the battery pack housing. During vehicle operation, the battery pack may come into contact with battery coolant (mainly composed of ethylene glycol aqueous solution), battery electrolyte leaks, and other oil and chemical media generated during vehicle operation. These substances are corrosive. If ordinary rubber is used, long-term contact can easily lead to aging, cracking, and deformation, resulting in a loss of buffering and protection. This can cause hard friction between the wiring harness and the fixing parts, damaging the wiring harness insulation layer and causing safety hazards such as short circuits and leakage. Therefore, in this embodiment, the first flexible buffer 4 and the second flexible buffer 4 are made of fluororubber. Fluororubber has excellent oil resistance, chemical corrosion resistance, and high temperature resistance. It can effectively resist the erosion of various chemicals such as ethylene glycol aqueous solution, electrolyte, and oil. Even after long-term immersion or contact, it can still maintain good elasticity and structural integrity, stably playing a buffering role, avoiding hard contact between the wiring harness 7 and the first bracket 2 and the second bracket, reducing wear on the wiring harness 7, and extending the service life of the wiring harness 7. Meanwhile, the high and low temperature resistance of fluororubber can adapt to the temperature changes around the battery pack during vehicle operation. Whether it is thermal expansion in a high-temperature environment or contraction in a low-temperature environment, it can maintain a stable buffering effect, ensuring the reliability of the wiring harness arrangement structure. The battery pack generates a certain amount of heat during operation, and its surrounding environment is relatively humid, which easily leads to condensation. If ordinary metal materials are used, they are prone to rusting and corrosion in a humid, high-temperature environment that may come into contact with corrosive media. This can lead to a decrease in the strength of the bracket structure, failure of the cable ties, and consequently affect the fixing effect of the wiring harness. In severe cases, it may cause the wiring harness to fall off or shake, causing a safety accident. Therefore, the first bracket 2, the second bracket, and the cable ties 5 are made of stainless steel. The remaining structures in this embodiment are the same as in embodiment 1 and will not be described again here.

[0075] Example 6 This embodiment provides a method for arranging wiring harnesses between stationary and moving parts of an automobile, for the specific installation operation of the wiring harness arrangement structure in Embodiment 1, 2, 3, 4, or 5. The method for arranging wiring harnesses between stationary and moving parts of an automobile includes the following steps: Step S1: Connect the wiring harness to the interface of the moving part.

[0076] First, prepare the wiring harness 7 and the moving part 6 (generator or motor). Inspect the connector 1 of the wiring harness 7 and the interface of the moving part 6, ensuring the interface is clean and free of dust, oil, or foreign matter. Inspect the pins of connector 1, ensuring they are not deformed, oxidized, or damaged. Inspect the sockets of the moving part 6 interface, ensuring they are not blocked by foreign objects or deformed.

[0077] Align connector 1 of wire harness 7 with the interface of moving part 6 and insert connector 1. At this point, the connection between wire harness and moving part 6 is completed.

[0078] The connection method between the wire harness 7 and the moving part 6 via the connector 1 can be achieved using existing technology, and the specific method will not be described in detail here.

[0079] Step S2: Select a first set position on the housing of the moving part 6 as the first fixing point 9, and fix the wire harness 7 by the first fixing mechanism.

[0080] Specifically: A first predetermined position is selected on the housing of the moving part 6 as the first fixing point 9. The selection of the first predetermined position meets the following conditions: the length of the wire harness 7 between the first fixing point 9 and the connection point of the wire harness 7 and the moving part 6 is less than 100mm. The specific length can be determined by those skilled in the art based on the actual working conditions, and will not be described in detail here; the position of the first fixing point 9 should facilitate the installation of the first fixing mechanism, and there should be sufficient space around it.

[0081] After determining the first set position, the wire harness 7 is passed through the first flexible buffer 4, and the first fixing mechanism is pre-placed at the first set position. The cable tie 5 of the first fixing mechanism is located at the midpoint of the center line of the outer side of the first flexible buffer 4, which is the first fixing point 9. The wire harness 7 is marked according to the first fixing point 9 to obtain the corresponding point of the first fixing point 9 on the wire harness 7. In this embodiment, the distance between the center line of the cable tie 5 and the end face of the first flexible buffer 4 can be measured, so as to obtain the corresponding point of the first fixing point on the wire harness 7 according to the distance.

[0082] Use a measuring tape to measure the length of wire harness 7 between the corresponding point on the wire harness and the connection end of wire harness 7 and connector 1. Ensure that the length of wire harness 7 meets the requirements, i.e., less than 100mm. Otherwise, reselect the first set position until the requirements are met.

[0083] If the requirements are met, the mounting hole position of the first bracket 2 is marked at a first predetermined position on the housing of the moving part 6. A drilling machine is used to drill and tap the marked position on the housing of the moving part 6, forming a threaded hole.

[0084] Prepare the first fixing mechanism, including the first bracket 2, the first flexible buffer 4, the cable tie 5, and the bolt. Place the first flexible buffer 4 onto the cable 3. Place the first bracket 2 at the determined first set position, aligning it with the mounting hole. Pass the bolt through the mounting hole of the first bracket 2 and screw it into the threaded hole of the moving part 6 housing. Tighten the bolt using a torque wrench; the tightening torque should meet the bolt specification requirements. After tightening, check that the first bracket 2 is firmly fixed to the housing of the moving part 6 and that there is no looseness.

[0085] Place the first flexible buffer 4 on the first bracket 2, ensuring that the cable 3 passes through the first flexible buffer 4. Use cable ties 5 to secure the first flexible buffer to the first bracket, tightening the cable ties 5 to ensure the first flexible buffer 4 fits tightly against the cable harness 7 and is fixed to the first bracket 2. When tightening the cable ties 5, pay attention to the force applied; ensure reliable fixation but do not overtighten, which could deform the cable 3 or damage the first flexible buffer 4.

[0086] Check the installation quality of the first fixing mechanism. Pull cable 3 by hand to check if the first flexible buffer 4 slides on cable 3. If it slides, it means that the cable tie 5 has insufficient tension and needs to be tightened again. Gently shake the first bracket 2 by hand to check if the first bracket 2 is loose on the housing of the moving part 6. If it is loose, it means that the bolt tightening torque is insufficient and needs to be tightened again.

[0087] Step S3: Select a second set position on the stationary component 8 as the second fixed point, fix the wire harness 7 by the second fixing mechanism, measure the straight distance between the first fixed point 9 and the second fixed point 3 and the length of the wire harness 7, and measure the minimum bending radius of the wire harness 7.

[0088] Select a second setting position on the stationary component 8 (subframe, body or battery pack housing) as the second fixing point 3. The selection of the second setting position should meet the following conditions: (1) The second setting position should be such that the difference between the length of the wire harness 7 between the first fixing point 9 and the second fixing point 3 and the straight distance between the first fixing point 9 and the second fixing point 3 is not less than 15mm; (2) The second setting position should be such that the minimum bending radius of the portion of the wire harness 7 between the first fixing point 9 and the second fixing point 3 is not less than 6 times the outer diameter of the wire harness; (3) The position of the second fixing point 3 should facilitate the installation of the second fixing mechanism and there should be sufficient space around it.

[0089] After initially determining the second set position, the wire harness 7 is led out from the first fixed point 9 and arranged to the second set position according to the expected arc path.

[0090] Place the second fixing mechanism in the initially determined second setting position, pass it through the wire harness 7, and then use cable ties 5 to bind and fix the second flexible buffer to the second bracket. Among them, the midpoint of the center line of the portion of the cable tie 5 located on the outer side of the second flexible buffer is used as the second fixing point 3.

[0091] Use a bending radius measuring tool (such as a radius gauge or curvature measuring instrument) to measure the minimum bending radius of the bent portion of wire harness 7. Specifically, find the minimum bending radius of wire harness 7 between the first fixed point 9 and the second fixed point 3, based on the radius of the bent portion of wire harness 7, and obtain the minimum bending radius value R using the measuring tool.

[0092] Use a measuring tape to measure the straight-line distance H between the second fixed point 3 and the first fixed point 9.

[0093] The corresponding point of the second fixing point 3 on the wire harness 7 is marked by the distance between the center line of the cable tie and the end face of the second flexible buffer. The wire harness 7 is then pulled out, and the distance between the corresponding points of the first fixing point 9 and the second fixing point 3 on the wire harness is measured. The length L of the portion of the wire harness 7 between the first fixing point 9 and the second fixing point 3 is then obtained.

[0094] Step S4: Determine the rationality of the current second set position.

[0095] The specific judgment conditions are as follows: (1) Determine whether the minimum bending radius value R is not less than 6 times the outer diameter of the wire harness 7.

[0096] (2) Determine whether the length L of the portion of the wire harness 7 between the first fixed point 9 and the second fixed point 3 is not less than 15mm and the difference H between the straight distance between the first fixed point 9 and the second fixed point 3.

[0097] If the above conditions are met, the current second setting position meets the requirements; otherwise, a second setting position is selected again, and step S3 is repeated until the selected second setting position meets the above judgment conditions. Then the current second setting position is a reasonable setting position.

[0098] On the stationary component 8, mark the mounting hole position of the second bracket 2 at the required second set position. Drill and tap a threaded hole at the marked position to form a threaded hole, using the same method as step S2.

[0099] Prepare the second fixing mechanism, including the second bracket 2, the second flexible buffer 4, cable ties 5, and bolts. Place the second flexible buffer 4 onto the cable 3, and position the second bracket 2 at the designated location, aligning it with the mounting holes. Pass the bolts through the mounting holes of the second bracket 2 and screw them into the threaded holes of the stationary component 8. Tighten the bolts using a torque wrench, ensuring the tightening torque meets the bolt specifications. Place the second flexible buffer 4 (with the wire harness 7 passing through it) onto the second bracket and secure it to the second bracket using cable ties.

[0100] Step S5: Final Inspection and Acceptance (1) Check the installation quality of the first fixing mechanism and the second fixing mechanism to ensure that the bracket 2 is firmly fixed on the moving part 6 or the stationary part 8, the bolts are not loose, the first flexible buffer is fixed on the first bracket, the second flexible buffer is fixed on the second bracket, and the cable tie 5 is not loose or broken.

[0101] (2) Check the arrangement path of the wire harness 7 to ensure that the wire harness 7 is arranged along the predetermined path without twisting, knotting, or contact with sharp edges.

[0102] The wiring harness 7 can be arranged in other locations in the vehicle using existing technology, and will not be described in detail here.

[0103] Example 7 This embodiment provides a car with a wiring harness arrangement structure between stationary and moving parts as described in Embodiment 1, 2, 3, 4, or 5. The remaining structure of the car can be achieved using existing technology and will not be described in detail here.

[0104] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A wiring harness arrangement structure between stationary and moving parts of an automobile, comprising stationary parts and moving parts, and a wiring harness connecting the stationary and moving parts, characterized in that, The wire harness is fixedly connected to the moving part at the first fixed point through the first fixing mechanism, and the wire harness is fixedly connected to the stationary part at the second fixed point through the second fixing mechanism. The first fixed point is set on the moving part, and the difference between the length of the wire harness between the first fixed point and the second fixed point and the straight distance between the first fixed point and the second fixed point is not less than a set difference. The minimum bending radius of the wire harness between the first fixed point and the second fixed point is not less than a set multiple of the outer diameter of the wire harness.

2. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, characterized in that, The length of the wire harness between the first fixed point and the connection point of the wire harness and the moving part is less than the set value.

3. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, wherein the wiring harness is connected to the moving part via a connector, wherein, The connection point between the wire harness and the connector serves as the connection point between the wire harness and the moving parts.

4. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, wherein the first fixing mechanism includes a first bracket, the first bracket is fixedly connected to the housing of the moving part, the first bracket is fixed with a first flexible buffer, and the cable passes through the first flexible buffer; Preferably, the first flexible buffer is fixed to the first bracket by cable ties.

5. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, wherein the second fixing mechanism includes a second bracket, the second bracket is fixedly connected to the stationary part, the second bracket is fixed with a second flexible buffer, and the cable passes through the second flexible buffer; Preferably, the second flexible buffer is fixed to the second bracket by cable ties.

6. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, wherein the moving part is a generator or an electric motor.

7. The wiring harness arrangement structure between stationary and moving parts of an automobile as described in claim 1, wherein the stationary part is the vehicle body, subframe, or battery pack housing.

8. A method for arranging wiring harnesses between stationary and moving parts of an automobile, characterized in that, Includes the following steps: Step S1: Connect the wiring harness to the interface of the moving part; Step S2: Select a first set position on the housing of the moving part as the first fixing point, and fix the wire harness by the first fixing mechanism; Step S3: Select a second set position on the stationary component as the second fixing point, fix the wire harness through the second fixing mechanism, measure the straight distance between the first fixing point and the second fixing point and the length of the wire harness between the first fixing point and the second fixing point, and measure the minimum bending radius of the wire harness between the first fixing point and the second fixing point. Step S4: Determine the rationality of the current second set position. If the difference between the length of the wire harness between the first fixed point and the second fixed point and the straight-line distance between the first fixed point and the second fixed point is not less than the set difference, and the minimum bending radius of the wire harness between the first fixed point and the second fixed point is not less than the set multiple of the outer diameter of the wire harness, then the current second set position is taken as the final second fixed point. Otherwise, reselect the second set position and repeat step S3 until the difference between the length of the wire harness between the first fixed point and the second fixed point and the straight-line distance between the first fixed point and the second fixed point is not less than the set difference, and the minimum bending radius of the wire harness between the first fixed point and the second fixed point is not less than the set multiple of the outer diameter of the wire harness, then select the current second set position as the second fixed point.

9. The wiring harness arrangement method between stationary and moving parts of an automobile as described in claim 8, characterized in that, The first set position makes the length of the wire harness between the first fixed point and the connection point between the wire harness and the moving part less than the set value.

10. A car, characterized in that, The vehicle is provided with a wiring harness arrangement structure between stationary and moving parts as described in any one of claims 1-8.

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