A wire harness protection device, a wire harness system and a vehicle

Abstract

This invention provides a wiring harness protection device, a wiring harness system, and a vehicle, relating to the field of wiring harness systems. Addressing the problem that wiring harnesses in the sill section can easily cause bracket misalignment, affecting assembly, this invention provides a bracket with a main section and branch sections. The channels within the main section and the branch sections are interconnected, confining both the main and branch wiring harnesses within the bracket channels. This ensures clear wiring paths, consistent assembly, and effectively prevents positional misalignment due to torsional stress. The crossing section in the main section rises relative to the near-floor section, forming a groove below to accommodate the seat crossbeam. The bracket can straddle the seat crossbeam, achieving integrated wiring harness protection for the sill and crossbeam areas. A first fixing member at the bottom of the crossing section secures it to the seat crossbeam, while second fixing members at the bottom of the near-floor section and the branch section secure it to the floor. This multi-point fixing layout in the middle and at both ends of the bracket effectively resists lateral tension generated by wiring harness torsional stress, improving installation stability.

Description

Technical Field

[0001] This invention relates to the field of wiring harness systems, and more specifically to a wiring harness protection device, a wiring harness system, and a vehicle. Background Technology

[0002] Automotive interior wiring harnesses have a large number of circuits. In the protection of wiring harnesses in the sill section, the wiring harness bracket usually needs to cross the driver's seat crossbeam to constrain the main wiring harness and the branch wiring harnesses on a predetermined path. Existing automotive wiring harness protection brackets typically place the fixing structure at both ends of the bracket to constrain the wiring harness routing at the sill.

[0003] In applications where straddling the seat crossbeam is required, the central constraint of the bracket is insufficient. Due to the long-term twisting of the wiring harness after packaging, transportation, and unpacking, the wiring harness has significant stress. When the bracket is subjected to the twisting stress of the wiring harness and the Y-direction (lateral) tension generated by the assembly operation, the bracket tilts and shifts with the fixed points at both ends as the rotation center, resulting in the wiring harness assembly state being unreliable and insufficient installation stability. Summary of the Invention

[0004] In view of this, the present invention provides a wiring harness protection device, a wiring harness system and a vehicle, wherein the bracket for constraining and protecting the wiring harness has good installation stability, thereby controlling the lateral tilt and offset of the vehicle body and reducing interference with the seat crossbeam.

[0005] The first objective of this invention is to provide a wire harness protection device, which adopts the following solution: The bracket includes a longitudinally distributed main section and a transversely distributed branch section, with a channel for the wire harness to pass through and be connected within the main section and the branch section. The main section includes a near-floor section, a cross section and a near-floor section connected in sequence. The cross section is raised relative to the near-floor section and a groove is formed below to accommodate the seat crossbeam. The bottom of the cross section is provided with a first fastener to fix it to the seat crossbeam. The branch section is connected to a near-floor section, and a second fastener is provided at the bottom of the branch section and at the bottom of each near-floor section to fix it to the floor.

[0006] Furthermore, the near-floor section and the branch section are coplanarly distributed. In the transverse direction, the side of the crossing section facing the branch section is the first inclined support surface, and the angle between the inclined support surface and the top surface of the branch section is an obtuse angle.

[0007] Furthermore, the two ends of the top surface of the span section are connected to the top surface of the near-floor section through the second inclined support surface, and respectively form obtuse angles, with the first inclined support surface intersecting the second inclined support surface.

[0008] Furthermore, the first fastener is a detachable fastener connected to the spanning section, and the second fastener is a fastening hole that mates with an external connector.

[0009] Furthermore, the bracket includes a base with an open top and a top cover that seals the base with an open top. The base and the top cover are joined together and are detachably connected by a locking assembly. Reinforcing ribs are provided on the outer surfaces of the base and the top cover, respectively.

[0010] Furthermore, the bottom surface of the branch segment away from the near-floor segment extends to form a guide plate to cooperate with the bundled wires.

[0011] Furthermore, the main section and branch sections of the bracket are respectively provided with cable tie holes to accommodate cable ties for binding wire harnesses.

[0012] Furthermore, the main section and the branch section are an integral structure, and the two ends of the channel in the main section, the end of the branch section away from the near-floor section, and the side of the near-floor section that is not connected to the branch section respectively form a line outlet.

[0013] A second object of the present invention is to provide a wire harness system including the wire harness protection device as described in the first object.

[0014] A third object of the present invention is to provide a vehicle including a wiring harness system as described in the second object.

[0015] Compared with the prior art, the advantages and positive effects of this invention are: To address the issue that current sill section wiring harnesses can easily cause bracket misalignment and affect assembly, this invention provides a bracket with a main section and branch sections. The channels within the main section and the branch sections are interconnected, confining both the main and branch wiring harnesses within the bracket channels. This ensures clear wiring paths, consistent assembly, and effectively prevents positional misalignment due to torsional stress. The crossover section within the main section rises relative to the near-floor section, forming a groove below to accommodate the seat crossbeam. The bracket can straddle the seat crossbeam, achieving integrated wiring harness protection for the sill section and crossbeam area without the need for additional transition structures. A first fixing member at the bottom of the crossover section secures it to the seat crossbeam, while second fixing members at the bottom of the near-floor section and the branch section secure it to the floor. This multi-point fixing layout at the middle and both ends of the bracket effectively resists lateral tension generated by wiring harness torsional stress, improving installation stability. Attached Figure Description

[0016] 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.

[0017] Figure 1 This is a schematic diagram of a wire harness protection device in one or more embodiments of the present invention; Figure 2 This is a schematic diagram of the bottom surface of the wire harness protection device in one or more embodiments of the present invention; Figure 3 This is a schematic diagram of the base in one or more embodiments of the present invention; Figure 4 This is a schematic diagram of the upper cover in one or more embodiments of the present invention; Figure 5 This is a schematic diagram showing the distribution of the second fixing member on the base in one or more embodiments of the present invention; Figure 6 This is a stress diagram of a conventional wire harness support under lateral tension, as mentioned in one or more embodiments of the present invention.

[0018] Figure 7 This is a stress diagram of the wire harness protection device under lateral tension in one or more embodiments of the present invention.

[0019] Figure 8 This is a side stress diagram of the wire harness protection device under lateral tension in one or more embodiments of the present invention.

[0020] In the diagram, 1. Base; 2. Top cover; 3. First fixing component; 4. Second fixing component; 5. Fixing hole; 6. Snap-on fixing component; 7. Positioning pin hole; 8. First cable outlet; 9. Second cable outlet; 10. Third cable outlet; 11. Fourth cable outlet; 12. Guide plate; 13. Reinforcing rib; 14. Cable tie hole; 15. Locking assembly; 16. Bracket; 17. First inclined support surface; 18. Second inclined support surface; 19. First near-floor section; 20. Second near-floor section; 21. Branch section; 22. Crossing section; 23. Groove. Detailed Implementation

[0021] Example 1 In a typical embodiment of the present invention, such as Figure 1 - Figure 3 As shown, a wire harness protection device is presented.

[0022] The number of wiring harness circuits in the interior floor of a new energy vehicle exceeds 1200, with more than 150 wires in the main section. The wiring harness has a large cross-section, is heavy, and highly flexible. After the wiring harness is processed in the factory, it is packaged and transported by logistics. By the time it arrives at the final assembly site, it has accumulated significant torsional stress. This torsional stress is mainly lateral along the vehicle body, continuously applying lateral tension to the bracket 16 during the wiring harness assembly process. At the same time, during the assembly operation across the branch wiring harness, the operator needs to lead the branch wiring harness out from the outlet of the branch section 21 of the bracket 16 and tie it in place. This operation also applies additional lateral tension to the bracket 16. The superposition of these two types of lateral tension in the actual assembly conditions places high demands on the installation stability of the wiring harness protective bracket 16.

[0023] If the wiring harness protection bracket 16 adopts a fixed-at-both-ends layout, a vehicle body connector is installed at each end of the main section of the bracket 16, fixed to the vehicle floor. In application scenarios where it needs to straddle the seat crossbeam, the middle of the bracket 16 is suspended across the crossbeam without any fixed constraint points. When lateral tension is applied to the bracket 16, the bracket 16 is equivalent to a cantilever structure supported by the fixed points at both ends. Under the action of lateral tension, the middle part rotates around the fixed points at both ends, resulting in a significant lateral tilt offset. Figure 6 As shown, when a 150N tensile force is applied laterally, the maximum tilt of the bracket 16 in the existing two-end fixed scheme reaches 30mm. A 30mm tilt will cause the wiring harness to deviate significantly from its design path, making it impossible to guarantee the wiring harness assembly condition and severely affecting the consistency and reliability of the overall vehicle wiring harness layout. Furthermore, if a segmented bracket 16 is used to cross the seat crossbeam, separating the sill section from the lateral transition section, insufficient rigidity at the joint will result in relative displacement at the joint under lateral tensile force, exacerbating the tilt failure of the bracket 16.

[0024] Based on this, this embodiment provides a wire harness protection device. The main support 16 adopts a three-section integrated structure with the first near-floor section 19, the crossing section 22, and the second near-floor section 20 distributed sequentially. A first fixing member 3 is added to the bottom of the crossing section 22 to fix the crossing section 22 to the seat crossbeam. The first fixing member 3 at the bottom of the crossing section 22, together with the second fixing members 4 at the bottom of the near-floor sections on both sides of the main support and the bottom of the branch section 21, forms a multi-point fixing layout with the two ends joined in the middle. This changes the fixing mode of the support 16 from cantilever at both ends to a multi-point constraint system. The constraint point in the middle of the crossing section 22 directly blocks the lateral rotational freedom of the support 16, eliminating the failure mode of the support 16 rotating and tilting around the end fixing point under lateral tension. Figure 7 and Figure 8 As shown in the figure, software simulation verification shows that under the same lateral tensile force of 150N, the tilt of the bracket 16 in this embodiment is only 0.46mm, which is significantly improved compared to the 30mm of the existing solution, thus greatly enhancing the resistance to lateral displacement. Meanwhile, the main section and branch section 21 adopt an integrated structure, eliminating the rigid weak points at the segment splicing points, ensuring the effectiveness of the multi-point fixing layout, and ensuring that the constraint force borne by each fixing component can be reliably transmitted to the entire constraint system through the bracket 16 body.

[0025] Specifically, in combination Figure 1 - Figure 8 The core component of the wire harness protection device is the bracket 16, which is composed of a base 1 and an upper cover 2. Both the base 1 and the upper cover 2 are manufactured using an injection molding process, and the material is engineering plastic, such as polypropylene (PP) or polyamide (PA), which has sufficient strength, toughness and temperature resistance; the one-piece molding process ensures that there are no splicing gaps between the parts of the bracket 16.

[0026] like Figure 3 As shown, base 1 is a top-opening groove structure, including a bottom plate and two side walls. The bottom plate and side walls together form an upward-opening U-shaped cross-section channel. Top cover 2 is a cover plate that matches the top opening of base 1, covering the entire opening area of ​​base 1. After base 1 and top cover 2 are assembled, they together form a closed rectangular cross-section channel, which can completely accommodate the wire harness. The cross-sectional dimensions of the channel match the diameter of the wire harness, providing radial constraint on the wire harness.

[0027] The top side wall of the base 1 has multiple rectangular slots spaced along its length. The top cover 2 has elastic locking claws at corresponding positions. When the top cover 2 is pressed down, the locking claws deform elastically and engage with the slots, enabling quick and detachable connection between the base 1 and the top cover 2. The rectangular slots and locking claws together constitute the locking assembly 15. When it is necessary to open, press the locking claws to disengage them from the slots to lift the top cover 2, facilitating the installation and maintenance of the wiring harness.

[0028] like Figure 2 As shown, the outer surface of the base 1 is provided with reinforcing ribs 13. Since the top of the base 1 is provided with an opening, the reinforcing ribs 13 on the outer side wall of the outer surface of the base 1 and the lower surface of the bottom plate are distributed in a grid pattern. The reinforcing ribs 13 include longitudinal reinforcing ribs 13 arranged along the extension direction of the main section and the branch section 21, and transverse reinforcing ribs 13 perpendicular to the extension direction and surrounding the support 16. The longitudinal reinforcing ribs 13 and the transverse reinforcing ribs 13 intersect each other perpendicularly to form a uniform grid.

[0029] It is understood that the bracket 16 in this embodiment needs to be connected to the floor and seat crossbeam through fixing points. The density of the reinforcing ribs 13 is increased around the fixing points and in the large flat area to provide higher local rigidity. The reinforcing ribs 13 are integrally formed with the base 1 to increase the moment of inertia of the cross section and improve the overall rigidity of the bracket 16 under the stepping force and lateral tension along the height of the vehicle body, so as to prevent deformation when stepped on.

[0030] like Figure 1 , Figure 4 As shown, the distribution of the reinforcing ribs 13 on the outer surface of the upper cover 2 is similar to that of the base 1. They also adopt a crisscrossing grid layout to ensure that the upper cover 2 can form a solid whole with the base 1 after it is closed, effectively resisting the pressure from stepping on it from above. At the same time, the reinforcing ribs 13 on the top surface of the upper cover 2 have a small protrusion, so as to avoid interfering with the flatness of the carpet above due to excessive protrusion, and provide a flat and solid foundation for supporting the carpet.

[0031] like Figure 1As shown, the bracket 16 has an overall T-shaped structure. The upper cover 2 and the base 1 are both integrally formed. The main section groove and the branch section 21 groove of the base 1 are continuously formed. Similarly, the main section and the branch section 21 of the upper cover 2 are also integrally formed. The internal channels of the main section and the branch section 21 are directly connected at the connection point. The inner wall of the connecting area adopts a rounded transition to eliminate right-angle edges. When the wire harness turns between the main section and the branch section 21, it bends smoothly along the inner wall of the rounded arc to avoid local stress concentration. The radius of curvature of the rounded transition matches the allowable bending radius of the wire harness to ensure that the wire harness does not bend excessively at the turning point.

[0032] The main trunk section is distributed longitudinally along the vehicle and in the same direction as the door sill. The branch section 21 is distributed transversely along the vehicle. The main trunk section and the branch section 21 are respectively provided with channels for the wire harness to pass through and are connected to form the path for the wire harness. The main trunk section is composed of the first near-floor section 19, the crossing section 22, and the second near-floor section 20 connected in sequence.

[0033] Understandably, the near-floor section is called the "near-floor" section because its bottom surface is close to the vehicle floor and maintains the minimum distance from the floor. It can constrain the wiring harness direction in the threshold area to keep it close to the ground. The first near-floor section 19 and the second near-floor section 20 are located on both sides of the crossing section 22, close to the vehicle floor, with a small distance between their bottom surfaces and the floor. They are used to constrain the wiring harness direction in the threshold area.

[0034] The spanning section 22 is called the "spanning" section because it needs to span the seat crossbeam. The groove 23 formed below it is used to accommodate the crossbeam. After installation, the middle area of ​​the bracket 16 straddles the crossbeam.

[0035] like Figure 1 and Figure 2 As shown, specifically, the spanning section 22 is located between the two near-floor sections, rising upward relative to the near-floor sections to form an arched structure. A downward-facing groove 23 is formed below the spanning section 22. The width and height of the groove 23 match the cross-sectional dimensions of the seat beam. During installation, the spanning section 22 straddles the seat beam, and the groove 23 accommodates the seat beam, achieving the straddling positioning of the bracket 16 on the beam. The installation direction is vertical, from top to bottom.

[0036] The lifting height of the span section 22 is determined by the cross-sectional height of the seat beam. The net height of the groove 23 needs to be greater than or equal to the cross-sectional height of the seat beam to ensure that the bracket 16 can smoothly straddle and fully accommodate the beam. At the same time, the height of the top surface of the span section 22 also needs to be controlled within a reasonable range. If it is too high, it will cause an excessive vertical protrusion between the top surface of the cover 2 and the carpet, affecting the flatness of the carpet. Therefore, the design of the lifting height of the span section 22 needs to balance accommodating the beam and controlling the vertical protrusion.

[0037] like Figure 1 and Figure 4 As shown, the spanning section 22 and the near-floor section are connected by an inclined surface to form a smooth slope profile. The outer contour of the support 16 smoothly rises from the near-floor horizontal plane to the top surface of the spanning section 22, and then smoothly descends back to the near-floor horizontal plane via the second inclined support surface 18, forming an overall arch shape.

[0038] The bottom of the span section 22 is provided with a first fixing member 3 to secure it to the seat crossbeam. Specifically, the bottom of the span section 22 has a slot, and the first fixing member 3 is a waist-shaped buckle that is detachably connected to the slot. The waist-shaped buckle is a 6mm×12mm elongated oval buckle, which can also be replaced with a 6.5mm round hole buckle. During installation, the waist-shaped buckle is inserted and tightened along the guide direction of the slot. The snap-fit ​​end of the buckle mates with the hole on the seat crossbeam to lock the span section 22 to the crossbeam. During disassembly, it can be removed by pressing in the opposite direction. The waist-shaped buckle mounting base is a slot distributed on the seat crossbeam. The slot provides a precise installation reference for the waist-shaped buckle. After the buckle is inserted into the slot, the side wall of the slot constrains the position of the buckle in the plane of the floor, ensuring that the buckle corresponds accurately with the hole of the seat crossbeam.

[0039] The waist-shaped buckle and the bracket 16 body are separate structures with detachable connection. When the buckle is damaged, you only need to remove the damaged buckle from the slot and replace it with a new buckle and reinsert it. There is no need to replace the entire bracket 16. The wiring harness inside the bracket 16 can be repaired without disassembling it, reducing maintenance costs.

[0040] like Figure 2 As shown, the bottom of the first near-floor section 19, the bottom of the second near-floor section 20, and the bottom of the branch section 21 are respectively provided with second fixing parts 4 to fix them to the floor. The second fixing parts 4 are fixing holes 5 that mate with external connecting parts. Specifically, they can be three stud fixing holes 5 that match M6 studs, and a positioning pin hole that matches an 8mm diameter round hole positioning pin 7. The fixing holes 5 and the external connecting parts are clearance fit. During installation, the bracket 16 is first aligned with the vehicle positioning pin 7 through the positioning pin hole to achieve precise positioning in the plane, and then locked with studs through the stud fixing holes 5 to ensure the positional accuracy of the bracket 16 in the plane of the floor.

[0041] Understandably, the bracket 16 can also be pre-set with positioning pins 7, and then the positioning pins 7 can be aligned with the positioning pin holes on the vehicle body to achieve precise positioning.

[0042] In other embodiments, the second fastener 4 can also use an oblong hole with its long axis aligned with the installation and adjustment direction of the bracket 16. This allows for slight positional adjustments of the bracket 16 along its long axis during installation to accommodate manufacturing tolerances at the vehicle body fixing points. After installation, it is secured with a nut. Alternatively, the second fastener 4 can be a snap-fit ​​fastener 6 with a pre-set mounting base on the floor and an elastic snap at the fixing hole 5. During installation, the snap is directly inserted into the mounting base and secured without tools, making it suitable for locations requiring rapid assembly. The second fastener 4 can also use a rivet hole with a diameter matching the rivet diameter, securing the bracket 16 to the vehicle body with rivets. This is suitable for scenarios where there are no studs at the fixing points. All structural forms of the second fastener 4 can meet the requirements for mating with external connecting parts and can be flexibly selected based on the fixing point type and assembly process requirements of the vehicle model.

[0043] like Figure 5 As shown, a multi-point fixing layout resists lateral tension. Specifically, the bottom waist-shaped buckle of the spanning section 22 is fixed to the seat crossbeam, forming a constraint point in the middle of the bracket 16; the second fixing member 4 of the two near-floor sections and the branch section 21 is fixed to the floor, forming multiple fixing points at both ends of the longitudinal direction and the end of the lateral direction of the bracket 16, which together constitute a multi-point statically indeterminate constraint system. When the wiring harness applies lateral tension to the bracket 16 due to torsional stress or the assembly operation of the branch wiring harness, the tension is transmitted to the body of the bracket 16 through the wiring harness; when only the two ends are fixed, the bracket 16 is equivalent to a cantilever beam, and after being stressed in the middle, it rotates around the end fixing point, resulting in a significant tilt.

[0044] In this embodiment, the waist-shaped buckle at the bottom of the spanning segment 22 forms a constraint point in the middle of the bracket 16, changing the fixing mode of the bracket 16 from cantilevered at both ends to a multi-point constraint formed by the combination of constraint at both ends and constraint at the middle. The middle constraint point directly blocks the lateral rotational freedom of the bracket 16. Figure 6 , Figure 7 , Figure 8 As shown in the figure, software simulation verification shows that when a 150N tensile force is applied laterally, the maximum tilt of the bracket 16 in the existing two-end fixing scheme is 30mm, while the tilt of the bracket 16 in this embodiment is only 0.46mm, improving the resistance to lateral displacement. Combined with the overall rigidity advantage of the integrated structure, when the wiring harness at the outlet of branch section 21 is subjected to lateral tensile force, this force is transmitted to the main section through the integrated structure, and then distributed to the vehicle body through multiple fixing points, avoiding localized force concentration and ensuring the overall installation stability of the bracket 16.

[0045] like Figure 1 , Figure 4As shown, the near-floor section and the branch section 21 are coplanar, with their bottom surfaces on the same horizontal plane. Laterally, the side of the crossing section 22 facing the branch section 21 is provided with a first inclined support surface 17. The first inclined support surface 17 is an inclined surface extending from the sidewall of the crossing section 22 towards the branch section 21. This inclined surface slopes from the top of the crossing section 22 towards the near-floor section, forming an obtuse angle greater than 90° with the top surface of the branch section 21.

[0046] The inclined surfaces at both ends of the top surface of the spanning section 22 transition downwards to the top surface of the near-floor section, forming the second inclined support surface 18. The two second inclined support surfaces 18 form obtuse angles with the top surface of the near-floor section. The first inclined support surface 17 and the second inclined support surface 18 intersect at the corner of the spanning section 22, forming a complete three-dimensional transition profile. The spanning section 22 forms obtuse angle transitions in all three directions, and the overall outer contour of the support 16 has no sharp corners.

[0047] The systemic stability enhancement mechanism of this embodiment is composed of inclined support surface design, multi-point fixing layout and integrated structure.

[0048] First, the load transfer path was optimized to eliminate abrupt changes in cross-section and disperse stress concentration. If the spanning section 22 is connected to the near-floor section and branch section 21 at a right angle, abrupt changes in cross-section are formed at the connection. When the Z-direction stepping force or lateral tension is transmitted to the right-angle edge, it becomes highly concentrated, making this the weakest section of the support 16, which is prone to local cracking or deformation, leading to overall instability of the support 16. The inclined support surface transforms the abrupt change in cross-section into a gradual transition. When external forces are transmitted along the support 16, they no longer concentrate abruptly at the corner, but are smoothly dispersed along the inclined surface to a larger cross-sectional area, effectively reducing local peak stress and improving the load-bearing capacity of the support 16 in the transition area.

[0049] Secondly, it can resist vertical trampling pressure and increase the effective support area. Both the first inclined support surface 17 and the second inclined support surface 18 are solid inclined surface structures, which increases the effective support area of ​​the bracket 16 on the vertical projection surface. Taking the second inclined support surface 18 as an example, it extends inclinedly from the top of the span section 22 to the top of the near floor section, so that the transition area between the span section 22 and the near floor section forms a continuous sloping support surface instead of a suspended right-angle gap. After the carpet bottom surface is attached to the inclined surface, the trampling force can be transmitted along the inclined surface component to the near floor section and the span section 22, and the two share the load, avoiding the trampling force from being concentrated on a single point at the root of the span section 22, and reducing the risk of deformation of the root of the span section 22 under the action of vertical bending moment.

[0050] Furthermore, it can resist lateral tensile forces, improve the rigidity of the spanning section 22, and ensure the effectiveness of the fastener constraint. The first inclined support surface 17 is located on the side of the spanning section 22 facing the branch section 21. Its inclined plane direction makes an angle with the lateral tensile force. The inclined plane decomposes the lateral force into a component along the inclined plane direction and a component perpendicular to the inclined plane direction. The component perpendicular to the inclined plane direction is borne by the normal support reaction force of the inclined plane, which is equivalent to the inclined plane producing a partial blocking effect on the lateral force.

[0051] Meanwhile, the first inclined support surface 17 and the second inclined support surface 18 intersect at the corner of the spanning section 22, forming a complete three-dimensional transition structure. The overall stiffness of the corner of the spanning section 22 is significantly higher than that of a simple right-angle structure. The increase in the overall stiffness of the spanning section 22 allows the waist-shaped buckle to more effectively transmit its constraint force to the entire bracket 16 through the body of the spanning section 22 when it is subjected to lateral constraint force, without causing constraint failure due to local deformation of the spanning section 22. This works synergistically with the multi-point fixing layout. The multi-point fixing layout increases the resistance to lateral forces in terms of the number of constraint points, while the inclined support surface ensures the effectiveness of the constraint points in terms of the stiffness of the spanning section 22. The two complement each other and jointly ensure that the bracket 16 has an excellent performance of only 0.46mm tilt when a 150N tensile force is applied laterally.

[0052] In addition, to improve lateral stability and prevent the bracket 16 from flipping around the longitudinal axis, the bracket 16 is T-shaped with branch segment 21 extending laterally. Its own weight and the weight of the wiring harness generate a flipping moment around the longitudinal axis at the root of branch segment 21, which tends to cause the bracket 16 to tilt towards branch segment 21. The first inclined support surface 17 forms an inclined support structure between the spanning segment 22 and the branch segment 21. This inclined support structure has projection components in both the Z direction and the lateral direction. When the branch segment 21 is subjected to downward gravity or lateral tension, the inclined surface provides an inclined reaction force at the root of the branch segment 21, resisting the flipping tendency of the branch segment 21 around the longitudinal axis. This is equivalent to adding an inclined brace at the root of the branch segment 21, which improves the lateral stability of the T-shaped structure.

[0053] It also reduces the additional torque of the wiring harness on the bracket 16, thus reducing unstable loads. If there is a right-angle abrupt change in the inner wall of the bracket 16 channel, the wiring harness will bend locally when passing through the right angle. The elastic rebound force of the wiring harness at the bend will exert an additional pressure perpendicular to the inner wall of the bracket 16 channel. This force generates a concentrated torque at the right angle, forming an additional unstable load on the bracket 16. The obtuse angle transition of the second inclined support surface 18 ensures that the wiring harness smoothly climbs from the near-floor section to the crossing section 22. The bending angle of the wiring harness changes from an acute angle to an obtuse angle, the radius of curvature at the bend increases, the elastic rebound force of the wiring harness is significantly reduced, and the additional pressure exerted on the inner wall of the channel is reduced. This reduces the unstable load of the wiring harness on the bracket 16 from the source, making the comprehensive load borne by the bracket 16 under actual assembly conditions closer to the design expectation.

[0054] In summary, the inclined support surface design, multi-point fixing layout, and integrated structure together constitute the systematic stability solution of this project. The multi-point fixing layout solves the problem of insufficient number of fixing points, the integrated structure solves the problem of insufficient segmented rigidity, and the inclined support surface provides the structural foundation for the implementation of the solution from two dimensions: rational structural transition and optimized load transfer path. The three work together to ensure the installation stability of bracket 16 under actual vehicle assembly conditions.

[0055] Furthermore, after the carpet is laid, its bottom surface contacts the first inclined support surface 17 and the top surface of the branch section 21. The inclined support surface allows the carpet to form a smooth transition at the junction of the crossing section 22 and the branch section 21, without any suspension or sharp corners. If the side wall of the crossing section 22 is perpendicular to the top surface of the branch section 21, the carpet will have a folded corner at the junction, causing the carpet to bulge locally and affecting the installation of the door sill guard. The obtuse angle design allows the carpet to naturally fit the outline of the bracket 16, ensuring the assembly gap between the carpet and the door sill guard. Obtuse angle transitions are formed in all four directions of the crossing section 22, and the overall outer outline of the bracket 16 has no sharp corners, allowing the carpet to fully fit the surface of the bracket 16 and ensuring the uniformity of the assembly gap.

[0056] like Figure 3 As shown, the enclosed groove of the wiring harness protection device completely accommodates the wiring harness within the channel enclosed by the base 1 and the upper cover 2, isolating it from the vehicle body structure. This eliminates direct contact between the wiring harness and protruding structures such as the seat crossbeam, ensuring that the wiring harness can bend along the designed path in the climbing transition area of ​​the crossing section 22, avoiding compression of the vertical installation space. Combining the first inclined support surface 17 and the second inclined support surface 18, the top surface of the upper cover 2 serves as the carpet support surface. After the carpet is laid, it adheres to the top surface of the upper cover 2 and the first and second inclined support surfaces 17 and 18 of the crossing section 22, forming a smooth transition. This ensures the assembly gap between the carpet and the door sill guard plate, preventing the carpet from being lifted and interfering with the installation of the door sill guard plate or the forward and backward movement of the seat.

[0057] It should be noted that if the waist-shaped clip is damaged during the transport or installation of the wiring harness, simply remove the damaged clip from the slot of the crossing section 22, replace it with a new waist-shaped clip, and reinsert it. There is no need to disassemble the wiring harness or replace the entire wiring harness protection device, making maintenance convenient and reducing after-sales maintenance costs. The wiring harness system of this embodiment is suitable for new energy vehicle models equipped with a driver's seat crossbeam. The size of the bracket 16 can be adaptively adjusted according to the size of the seat crossbeam and the location of the floor fixing point for different vehicle models, exhibiting good versatility and scalability.

[0058] like Figure 1As shown, to meet the wiring harness layout requirements, the channels within the main section form outlets at both ends longitudinally. Specifically, the outer end of the first near-floor section 19 forms the first outlet 8, and the outer end of the second near-floor section 20 forms the fourth outlet 11, allowing the main wiring harness of the threshold section to pass through from both ends. The branch section 21 forms the second outlet 9 at the end furthest from the near-floor section, allowing the branch of the cross-branch wiring harness to pass through laterally. It should be noted that the second near-floor section 20, which is not connected to the branch section 21, also forms an independent third outlet 10 on the side of its channel, for the main wiring harness to be led out at this end along the threshold direction. The cross-sectional shape of each outlet corresponds to the cross-section of the internal channel of the bracket 16, which is roughly a U-shape or rectangle with the opening facing upward. The cross-sectional dimensions match the diameter of the corresponding wire harness, which plays a radial constraint role on the wire harness and prevents the wire harness from being excessively bent at the outlet.

[0059] like Figure 1 and Figure 2 As shown, the bottom surface of the branch segment 21 away from the near-floor section extends to form a guide plate 12. The guide plate 12 is a flat rectangular plate structure that extends integrally outward from the bottom surface of the end of the branch segment 21 and is integrally injection molded with the base 1. The extension direction of the guide plate 12 is consistent with the direction of the branch segment 21, extending outward in a transverse direction. The planar outline of the guide plate 12 is rectangular, and its thickness is equivalent to the wall thickness of the base 1, providing sufficient support strength. The upper surface of the guide plate 12 is flush with the bottom surface of the branch segment 21, forming a continuous wire harness support surface. The wire harness branches that pass through the outlet of the branch segment 21 overlap the upper surface of the guide plate 12, and the wire harness is tied and fixed by passing a cable tie through the cable tie hole 14 on the guide plate 12. The extension direction of the guide plate 12 is consistent with the direction of the branch wire harness, which plays a role in supporting and guiding the wire harness.

[0060] After the wire harness passes through the outlet, if there is no guide plate 12 for support, the wire harness will bend downward at the outlet due to its own weight and torsional stress, forming a local stress concentration point, which will easily lead to wear of the wire harness insulation layer after long-term use. The guide plate 12 provides a bottom support surface for the wire harness, so that the wire harness is led out at a gentle angle, eliminating the risk of sharp angle bending at the outlet.

[0061] like Figure 2 As shown, the main section and branch section 21 of the bracket 16 are respectively provided with cable tie holes 14 to accommodate cable ties for binding wire harnesses. The cable tie holes 14 are rectangular through holes that penetrate the base plate and are arranged symmetrically in pairs on the base plate. The distance between the two holes in each pair of cable tie holes 14 matches the width of the cable tie. The cable tie is inserted into one hole, passes around the wire harness, and then exits through the adjacent hole and is tightened.

[0062] The cable tie holes 14 are arranged regularly along the center line of the base plate of the main section and the branch section 21. They are distributed on the base plate of the near-floor section of the main section, the base plate of the crossing section 22, and the base plate of the branch section 21. The distribution spacing is set according to the wire harness constraint requirements. The guide plate 12 is also provided with cable tie holes 14 for binding the transverse wire harness led out from the outlet of the branch section 21.

[0063] After the wire harness is installed in the base 1, the cable tie passes through the cable tie hole 14 and tightens around the wire harness, fixing the wire harness to the base plate and preventing the wire harness from moving longitudinally or laterally in the channel. Before the top cover 2 is closed, the cable tie hole 14 can be used for the initial fixation of the wire harness to ensure that the position of the wire harness in the channel conforms to the design state. After the top cover 2 is closed, the cable tie and the top cover 2 together constrain the wire harness and prevent the wire harness from shifting at the outlet due to the rebound of torsional stress. Combined with the guiding effect of the guide plate 12, the wire harness is in a constrained state from entering the bracket 16 to being led out from the outlet, and the assembly consistency is significantly improved.

[0064] When installing the wire harness protection device in this embodiment, refer to... Figure 1 and Figure 2 Place the base 1 vertically from top to bottom onto the driver's seat crossbeam, and the groove 23 accommodates the crossbeam to achieve straddle positioning; First, align the positioning pin 7 with the positioning pin hole on the vehicle body. The positioning pin hole is a circular through hole with a diameter that matches the outer diameter of the positioning pin 7 on the bracket 16. The two are in clearance fit. Align the positioning pin 7 of the base 1 with the positioning pin hole on the vehicle body and insert it to achieve rapid pre-positioning of the bracket 16 in the plane of the floor, eliminate the in-plane translational freedom of the bracket 16, and provide a reference for the subsequent alignment of the stud hole and tightening of the nut. Next, insert the fixing holes 5 corresponding to the three second fixing parts 4 into the corresponding M6 studs on the vehicle body, and tighten them with nuts to complete the floor fixing of the near-floor section and the branch section 21; Finally, insert the waist-shaped buckle corresponding to the first fastener 3 into the slot of the span section 22 and fasten it to the crossbeam hole to complete the crossbeam fixing of the span section 22 and form a multi-point fixing layout.

[0065] After the bracket 16 is fixed, the main wire harness is placed into the main section channel of the base 1, with both ends of the main wire harness exiting from the outlets at both ends of the main section. The wire harness is then introduced across the branch section 21 channel, exiting from the outlet of the branch section 21, overlapping the guide plate 12, and secured with cable ties through the cable tie holes 14. After the wire harness is installed, the top cover 2 is closed and locked with the locking assembly 15 to form a closed protective channel. During the pre-assembly stage before the studs and nuts are tightened, the locking assembly 15 can temporarily fix the top cover 2 to the base 1, allowing the upper and lower parts of the bracket 16 to be combined into one unit, facilitating overall handling and installation.

[0066] After the base 1 and the top cover 2 are assembled, the wiring harness is completely enclosed in the channel. The outer surface of the wiring harness is in contact with the inner wall of the channel, and there is no direct contact with the vehicle body structure such as the floor and seat beams. When the wiring harness passes through the climbing area of ​​the crossing section 22, the wiring harness is constrained by the inner wall of the channel and bends naturally along the direction of the channel. The wiring harness will not be locally compressed and deformed due to the protruding structure of the vehicle body, and the vertical installation space is effectively guaranteed.

[0067] Example 2 In another typical embodiment of the present invention, such as Figure 1 - Figure 8 As shown, a wire harness system is provided that utilizes the wire harness protection device as described in Example 1.

[0068] This embodiment provides a wiring harness system applied to the indoor floor wiring harness scenario of new energy vehicles, including the wiring harness protection device in Embodiment 1 and the wiring harness passing through it. The wiring harness protection device is installed on the sill section of the main floor wiring harness and straddles the driver's seat crossbeam, and the wiring harness passes through the channel within the bracket 16.

[0069] The installation process of the wire harness system is as follows: Figure 1 and Figure 2 Place the base 1 vertically from top to bottom onto the driver's seat crossbeam, with the groove 23 accommodating the crossbeam. First, align the bracket 16 with the body positioning pin 7 through the positioning pin hole to achieve planar positioning. Then, insert the three stud fixing holes 5 into the corresponding M6 studs on the body and tighten them with nuts to complete the floor fixing of the near-floor section and branch section 21. Finally, insert the waist-shaped buckle into the slot of the crossing section 22 and fasten it to the crossbeam hole to complete the crossbeam fixing of the crossing section 22.

[0070] After the bracket 16 is fixed, the main trunk of the wire harness is placed into the main trunk section channel of the base 1, and the two ends of the main trunk of the wire harness are respectively passed out from the two ends of the main trunk section. The wire harness is introduced across the branch section 21 channel, passes out from the branch section 21 outlet, overlaps on the guide plate 12 and is tied and fixed with cable ties through the cable tie hole 14. After the wire harness is installed, the cover 2 is closed and locked with the locking assembly 15 to form a closed protective channel.

[0071] After the wiring harness system is installed, the torsional stress of the wiring harness and the lateral tensile force generated by the assembly operation of the branch wiring harness are transmitted to the bracket 16 via the wiring harness. In the wiring harness system of this embodiment, the waist-shaped buckle of the crossing section 22 is fixed to the crossbeam, forming a lateral constraint in the middle of the bracket 16; the stud fixing holes 5 of the two near-floor sections and the branch section 21 are fixed to the floor, forming multiple fixing points at both ends of the longitudinal direction and the end of the lateral direction of the bracket 16; the above-mentioned multi-point constraint system directly blocks the lateral rotational freedom of the bracket 16.

[0072] Example 3 In another embodiment of this example, a vehicle is proposed that utilizes a wiring harness system as described in Example 2.

[0073] The vehicle in this embodiment is a pure electric new energy vehicle, specifically a passenger car equipped with a large-capacity power battery pack. Compared to traditional fuel vehicles, new energy vehicles have a significantly increased number of electrical circuits, with the main section of the indoor floor wiring harness carrying a larger number of circuits and a significantly larger cross-section than that of traditional fuel vehicles. At the same time, new energy vehicles generally eliminate the traditional transmission tunnel, resulting in a flatter floor structure. The seat crossbeams are directly positioned above the floor, requiring the main wiring harness to straddle the seat crossbeams for routing, placing higher demands on the straddling capacity and installation stability of the wiring harness protective bracket 16. It is against this backdrop that the wiring harness system used in this embodiment plays a crucial protective and securing role in the overall vehicle architecture of new energy vehicles.

[0074] The electrical architecture of new energy vehicles includes high-voltage and low-voltage systems. The floor wiring harness backbone carries the main circuits of the low-voltage system, including signal lines and power lines for multiple functional domains such as the vehicle controller, driver assistance system, seat adjustment system, and door control system. These functional domains place extremely high demands on the signal integrity of the wiring harness. If the wiring harness is misaligned or subjected to abnormal stress, it may lead to signal interference, loose connectors, or even short circuits due to wiring harness wear, affecting the reliability of the vehicle's electrical functions. The power battery pack of new energy vehicles is located under the floor, requiring the floor structure to withstand significant rigidity. The floor wiring harness backbone must complete its wiring across the crossbeam within a limited vertical space, imposing strict constraints on the vertical height control of the bracket 16. Furthermore, in the final assembly process of new energy vehicles, carpet laying and sill plate installation place strict requirements on the external profile of the wiring harness bracket 16. The top surface of the bracket 16 must serve as the support base for the carpet, and the sides of the bracket 16 must ensure the assembly clearance of the sill plate. The closed-groove structure and inclined support surface design of the wiring harness protection device in this embodiment precisely meet the above-mentioned vehicle process requirements.

[0075] The wiring harness system is installed in the sill area on the driver's side of the new energy vehicle. The main section of the wiring harness protection device is arranged longitudinally along the sill, straddling the driver's seat crossbeam, while the branch section 21 extends laterally towards the seat crossbeam. The wiring harness protection device is fixed to the seat crossbeam by the waist-shaped buckle at the bottom of the crossing section 22, and fixed to the vehicle floor by the stud fixing holes 5 at the bottom of the near-floor section and the branch section 21, forming a multi-point fixing layout to firmly lock the bracket 16 to the vehicle body structure.

[0076] During assembly, the vehicle body welding and painting are completed first. In the final assembly stage, the wiring harness protection device base 1 is fixed to the vehicle body. Then, the floor wiring harness trunk is placed into the channel of base 1, the top cover 2 is closed, and finally the carpet is laid and the door sill guard is installed. The top surface of the top cover 2 of the wiring harness protection device contacts the bottom surface of the carpet, providing a stable support base for the carpet. The inclined support surface of the crossing section 22 allows the carpet to form a smooth transition at the crossbeam, without producing local bulges, ensuring the assembly gap of the door sill guard and the flatness of the carpet.

[0077] During actual driving, new energy vehicles are subjected to vibration excitation from the road surface, with a wide frequency range. Under vibration conditions, the main trunk of the floor wiring harness will generate dynamic load on the bracket 16. In this embodiment, the multi-point fixing layout of the bracket 16 of the wiring harness system raises the natural frequency of the bracket 16 to a safe range, effectively avoiding wiring harness fatigue failure caused by resonance.

[0078] In the after-sales maintenance of new energy vehicles, when the waist-shaped buckle at the seat crossbeam is damaged due to assembly operations or collisions, maintenance personnel only need to remove the damaged waist-shaped buckle from the slot of the crossing section 22, replace it with a new buckle, and reinsert it. There is no need to disassemble the main floor wiring harness or replace the entire wiring harness protection device. This convenient maintenance operation significantly reduces the overall after-sales maintenance cost of the vehicle. In this embodiment, the height of the crossing section 22, the size of the groove 23, and the position of the fixing hole 5 of the wiring harness protection device can be adaptively adjusted according to the seat crossbeam position, cross-sectional dimensions, and floor fixing point layout of different vehicle platforms. This demonstrates good platform versatility and applicability to multiple new energy passenger vehicle models under the same automaker, reducing development costs.

[0079] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A wire harness protection device, characterized in that, The bracket includes a longitudinally distributed main section and a transversely distributed branch section, with a channel for the wire harness to pass through and be connected within the main section and the branch section. The main section includes a near-floor section, a cross section and a near-floor section connected in sequence. The cross section is raised relative to the near-floor section and a groove is formed below to accommodate the seat crossbeam. The bottom of the cross section is provided with a first fastener to fix it to the seat crossbeam. The branch section is connected to a near-floor section, and a second fastener is provided at the bottom of the branch section and at the bottom of each near-floor section to fix it to the floor.

2. The wire harness protection device as described in claim 1, characterized in that, The near-floor section and the branch section are coplanarly distributed. In the transverse direction, the side of the crossing section facing the branch section is the first inclined support surface, and the angle between the inclined support surface and the top surface of the branch section is an obtuse angle.

3. The wire harness protection device as described in claim 2, characterized in that, The top surfaces of the spanning section are connected to the top surfaces of the near-floor section by the second inclined support surfaces, forming obtuse angles. The first inclined support surface intersects with the second inclined support surface.

4. The wire harness protection device as described in claim 1, characterized in that, The first fastener is a detachable fastener connected to the span section, and the second fastener is a fastening hole that mates with an external connector.

5. The wire harness protection device as described in claim 1, characterized in that, The bracket includes an open-top base and an open-top cover that seals the base. The base and the cover are joined together and are detachably connected by a locking assembly. Reinforcing ribs are provided on the outer surfaces of the base and the cover, respectively.

6. The wire harness protection device as described in claim 5, characterized in that, The bottom surface of the branch segment away from the near-floor segment extends to form a guide plate to cooperate with the bundled wires.

7. The wire harness protection device as described in claim 5 or 6, characterized in that, The main section and branch sections of the bracket are respectively provided with cable tie holes to accommodate cable ties for binding wire harnesses.

8. The wire harness protection device as described in claim 1, characterized in that, The main section and the branch section are an integral structure. The two ends of the channel in the main section, the end of the branch section away from the near-floor section, and the side of the near-floor section that is not connected to the branch section respectively form the line outlet.

9. A wire harness system, characterized in that, Includes the wiring harness protection device as described in any one of claims 1-8, wherein the wiring harness protection device is installed on the threshold section of the floor line trunk and straddles the seat crossbeam, and the wiring harness passes through a channel within the bracket.

10. A vehicle, characterized in that, Includes the wiring harness system as described in claim 9.

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