Floor wiring harness assembly, electrical circuitry, distribution system, communication network and vehicle

Abstract

The embodiment of the application discloses a floor wiring harness assembly, a circuit system, a distribution system, a communication network and a vehicle. The floor wiring harness assembly comprises at least two wiring harness trunks arranged in parallel across a vehicle body and a plurality of connecting wiring harnesses for connecting adjacent wiring harness trunks. The wiring harness trunks are arranged in a floor area of the vehicle and are used for connecting a plurality of branch wiring harnesses. According to the embodiment of the application, at least two wiring harness trunks arranged in parallel are arranged in the floor area, so that each regional load is connected to the nearest trunk, the branch wiring harness is prevented from being arranged in a long-distance detour in the single-trunk scheme, the wiring harness loop length is effectively shortened, and the amount of wire is reduced. The adjacent trunks are connected to each other through a plurality of connecting wiring harnesses arranged at intervals, so that the branch wiring harness can be switched to other trunks through the nearest connecting wiring harness, and does not need to be arranged in a detour to the end of the trunk, the weight and cost of the wiring harness are reduced, and the demand for vehicle lightweight and cost control is met.

Description

Technical Field

[0001] This application belongs to the field of wiring harnesses for new energy vehicles, specifically relating to a floor wiring harness assembly, a low-voltage circuit system, a low-voltage power distribution system, a communication network, and a vehicle. Background Technology

[0002] With the rapid development of vehicle electrification and intelligence, the number of electrical modules in vehicles continues to increase, and low-voltage wiring harness systems are becoming increasingly complex. Some models have adopted a single main wiring harness as the wiring harness framework in the floor area, connecting branch wiring harnesses such as the front compartment wiring harness, instrument panel wiring harness, door wiring harness, and rear compartment wiring harness to this main harness to simplify the overall layout of the wiring harness.

[0003] However, in the single-wire harness trunk layout, each branch wire harness needs to go around horizontally or vertically from the trunk node to its respective power load area, resulting in a large number of wire harnesses being distributed radially or in a mesh pattern on the vehicle floor. The wire harness loop length is long, the number of connectors is large, and the overall weight and cost of the wire harness are still high. Consequently, the existing floor wire harness assembly cannot meet the requirements of vehicle lightweighting and cost control. Summary of the Invention

[0004] The purpose of this application is to provide a floor wiring harness assembly, a circuit system, a distribution system, a communication network, and a vehicle, which can solve the problem that existing floor wiring harness assemblies cannot meet the requirements of vehicle lightweighting and cost control under a single wiring harness trunk layout.

[0005] In a first aspect, embodiments of this application provide a floor harness assembly, including: At least two main wiring harnesses that span the vehicle body and are arranged in parallel, and multiple connecting harnesses for connecting adjacent main wiring harnesses, the main wiring harnesses being arranged in the floor area of ​​the vehicle and for connecting multiple branch harnesses.

[0006] Optionally, the wiring harness backbone includes a first backbone located in the front cabin area, a second backbone located in the second-row footwell area, a third backbone located in the second-row seat area, and a fourth backbone located in the trunk area.

[0007] Secondly, embodiments of this application provide a low-voltage circuit system, including a floor harness assembly as described in the first aspect and a branch harness assembly including multiple branch harnesses; Each branch harness in the branch harness assembly is connected to the main harness trunk.

[0008] Optionally, the branch wiring harness assembly includes a front compartment wiring harness arranged in the front compartment area, an instrument panel wiring harness arranged in the instrument panel area, a door wiring harness arranged in the door area, a rear compartment wiring harness arranged in the rear compartment area, and a grounding wiring harness arranged in the grounding area.

[0009] Optionally, the front compartment wiring harness includes a front bumper wiring harness arranged in the front bumper area, an engine electronic fuel injection wiring harness arranged in the area where the engine electronic fuel injection system is located, an injector wiring harness arranged in the area where the injectors are located, and an electric power steering wiring harness arranged in the area where the electric power steering system is located.

[0010] Optionally, the engine electronic fuel injection wiring harness is equipped with a thermal protection structure.

[0011] Optionally, the door wiring harness includes a left front door wiring harness arranged in the left front door, a right front door wiring harness arranged in the right front door, a left rear door wiring harness arranged in the left rear door, and a right rear door wiring harness arranged in the right rear door.

[0012] Optionally, the rear cabin wiring harness includes a rear motor wiring harness arranged in the rear drive motor area, a rear tailgate wiring harness arranged in the tailgate area, and a rear bumper wiring harness arranged in the rear bumper area.

[0013] Optionally, the grounding harness includes a front motor grounding harness arranged in the grounding area of ​​the front drive motor and a rear motor grounding harness arranged in the grounding area of ​​the rear drive motor.

[0014] Optionally, each of the main wire harnesses is provided with a connection node, and each of the branch wire harnesses is connected to the connection node via a connector.

[0015] Optionally, the connector is fitted with a rubber sleeve at the end where it connects to the main trunk or branch of the wiring harness. The inner wall of the rubber sleeve is sealed to the outer wall of the connector's tail and the outer sheath of the wire.

[0016] Optionally, each branch harness is provided with a sealing rubber component at the sheet metal through-hole located in the front compartment area, the sealing rubber component being a double-layer sealing rubber component or a three-lip sealing rubber component.

[0017] Thirdly, embodiments of this application provide a low-voltage power distribution system applied to the low-voltage circuit system as described in the second aspect, including: a main battery, a secondary battery, and a vehicle domain controller; The main battery and the auxiliary battery are connected in parallel. The main battery and the auxiliary battery are respectively connected to the vehicle domain controller. The vehicle domain controller integrates a gateway function and manages the power of the main battery and the auxiliary battery based on the gateway function. The low-voltage power distribution system distributes the electrical energy managed by the vehicle domain controller to each electrical load through the floor harness assembly and branch harness assembly in the low-voltage circuit system.

[0018] Fourthly, embodiments of this application provide a communication network applied to the low-voltage circuit system as described in the second aspect, including: an audio head unit, an intelligent driving controller, and a vehicle domain controller with integrated gateway functionality; The audio head unit and the intelligent driving controller are respectively communicatively connected to the vehicle domain controller; The audio head unit and the intelligent driving controller communicate with each other through the floor wiring harness assembly and branch wiring harness assembly in the low-voltage circuit system, and through the vehicle domain controller for relaying communication signals. The audio head unit or the intelligent driving controller transmits communication signals with external communication devices through the floor harness assembly and branch harness assembly in the low-voltage circuit system.

[0019] Fifthly, embodiments of this application provide a vehicle including a low-voltage circuit system as described in the second aspect, and / or a low-voltage power distribution system as described in the third aspect, and / or a communication network as described in the fourth aspect.

[0020] In this embodiment, by setting at least two parallel wiring harness trunks across the vehicle body in the floor area, the electrical loads in each area can be connected to the nearest wiring harness trunk via their respective branch harnesses. This avoids the problem in a single wiring harness trunk solution where all branch harnesses must travel a long distance from the same trunk to their respective load areas, effectively shortening the total length of the wiring harness loop and reducing the amount of wire used. Simultaneously, adjacent wiring harness trunks are interconnected by multiple spaced connecting harnesses, forming multiple channels between the trunks. When a branch harness needs to connect to another wiring harness trunk besides the nearest trunk, it can switch to another trunk via the nearest connecting harness without having to travel to the trunk end, further reducing the circuitous routing of the wiring harness and the number of connectors required for cross-connection. Compared to the single wiring harness trunk solution in the prior art, this embodiment significantly reduces the amount of wire used and the number of connectors, lowering the total weight and material cost of the wiring harness, thus meeting the requirements for vehicle lightweighting and cost control. Attached Figure Description

[0021] Figure 1 This is a topology diagram of a floor harness assembly provided in an embodiment of this application; Figure 2 This is a topology diagram of a low-voltage circuit system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a heat-protective aluminum foil sleeve provided in an embodiment of this application; Figure 4 This is a schematic diagram of a first thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application; Figure 5 This is a schematic diagram of a second thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application; Figure 6 This is a schematic diagram of a third thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application; Figure 7 This is a schematic diagram of a waterproof and dustproof structure for a connector provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of a rubber sleeve provided in an embodiment of this application; Figure 9 This is a schematic diagram of a double-layer sealing rubber component provided in an embodiment of this application; Figure 10 This is a schematic diagram of a three-lip sealing rubber component provided in an embodiment of this application; Figure 11 This is a topology diagram of a low-voltage power distribution system provided in an embodiment of this application; Figure 12 This is a topology diagram of a communication network provided in an embodiment of this application; Figure 13 This is a Fakra topology diagram from an audio host to a DMS / OMS provided in an embodiment of this application; Figure 14 This is a Fakra topology diagram of a high-precision positioning module to a GNSS antenna provided in an embodiment of this application; Figure 15 This is a Fakra topology diagram of an intelligent driving controller to a camera and a near-field lidar provided in an embodiment of this application; Figure 16 This is a Fakra topology diagram of an intelligent driving controller to a side-view camera provided in an embodiment of this application; Figure 17 This is a Fakra topology diagram of an intelligent driving controller to a surround-view camera provided in an embodiment of this application; Figure 18 This is a Fakra topology diagram of an intelligent driving controller to a streaming media rearview mirror provided in an embodiment of this application; Figure 19 This is a topology diagram of a vehicle Ethernet network communication provided in an embodiment of this application. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0024] The following description, in conjunction with the accompanying drawings, details a floor harness assembly, circuit system, distribution system, communication network, and vehicle provided in this application through specific embodiments and application scenarios.

[0025] Reference Figure 1 This is a topology diagram of a floor wiring harness assembly provided in an embodiment of this application. Specifically, it includes: at least two main wiring harness trunks 101 that cross the vehicle body and are arranged in parallel, and multiple connecting wiring harnesses 102 for connecting adjacent main wiring harness trunks 101. The main wiring harness trunks 101 are arranged in the floor area of ​​the vehicle, and the main wiring harness trunks 101 are used to connect multiple branch wiring harnesses.

[0026] In the prior art, some vehicle models use a single main wiring harness 101 as the wiring harness skeleton for the floor area, and the branch wiring harnesses of each area are all connected to this single main harness. Since all branch wiring harnesses converge on the same main harness, the branch wiring harnesses located in the more distant areas on both sides of the main harness have to cross the floor area laterally from the main harness node to their respective electrical loads, resulting in a radial or mesh-like distribution of the wiring harness, long wiring harness loop lengths, and a large number of connectors.

[0027] Existing solutions to the above problems reduce the weight of the wiring harness by replacing the conductor material with aluminum conductors or aluminum alloy conductors. However, this solution only reduces weight at the material level and does not change the physical topology of the wiring harness, so the winding problem caused by a single trunk still exists. Therefore, this application addresses the issue from the physical topology level by setting multiple parallel wiring harness trunks 101 to fundamentally reduce the circuitry of the wiring harness, and connects the multiple wiring harness trunks 101 with multiple connecting wire harnesses 102.

[0028] The main wiring harness 101 refers to the main wiring harness channel extending along the width of the vehicle body and crossing the vehicle floor area. It carries the main circuit current and main signals of the entire vehicle and serves as the core skeleton of the floor wiring harness assembly 1. It is arranged in the floor area of ​​the vehicle to connect multiple branch wiring harnesses. The connecting wiring harness 102 refers to the transverse wiring harness segment connecting two adjacent main wiring harnesses 101, used to form multiple transverse connecting paths between adjacent main wiring harnesses 101. The main wiring harnesses 101 and the connecting wiring harnesses 102 together form a grid-like floor wiring harness routing channel. Each branch wiring harness is connected to the corresponding main wiring harness 101, thereby realizing the electrical and signal connections between the electrical loads in each area and the floor wiring harness assembly 1.

[0029] In this embodiment, by setting at least two parallel wiring harness trunks 101 that span the vehicle body in the floor area, the electrical loads in each area can be connected to the nearest wiring harness trunk 101 via their respective branch wiring harnesses. This avoids the problem that all branch wiring harnesses in a single wiring harness trunk 101 scheme need to travel a long distance from the same trunk to their respective load areas, effectively shortening the total length of the wiring harness loop and reducing the amount of wires used. At the same time, adjacent wiring harness trunks 101 are interconnected by multiple spaced connecting wiring harnesses 102, forming multiple channels between each wiring harness trunk 101. When a branch wiring harness needs to connect to another wiring harness trunk 101 other than the nearest wiring harness trunk 101, it can switch to another trunk via the nearest connecting wiring harness 102 without having to travel to the end of the trunk, further reducing the detour of the wiring harness and reducing the number of connectors 16 required to achieve cross-connection of the wiring harness. Compared with the existing single-wire harness backbone 101 solution, the embodiments of this application significantly reduce the amount of wires used and the number of connectors 16, thereby reducing the total weight of the harness and material costs, and meeting the requirements of vehicle lightweighting and cost control.

[0030] In one embodiment of this application, the wiring harness trunk 101 includes a first trunk 1011 located in the front cabin area, a second trunk 1012 located in the second-row footwell area, a third trunk 1013 located in the second-row seat area, and a fourth trunk 1014 located in the trunk area.

[0031] In this embodiment, the number and arrangement of the main wiring harness 101 are determined based on the power load distribution and wiring requirements of the vehicle floor area. After analyzing the main power load concentration areas one by one, the number of main wiring harness 101 is preferably four, including a first main harness 1011 located in the front compartment area, a second main harness 1012 located in the second row footwell area, a third main harness 1013 located in the second row seat area, and a fourth main harness 1014 located in the trunk area.

[0032] Specifically, four main wire harness trunks 101 are respectively arranged in a front cabin area, a second-row footrest area, a second-row seat area and a trunk area, so that the floor wire harness assembly 1 forms a "grid-shaped" topology arranged at intervals along the length direction of the vehicle body. By increasing the number of main wire harness trunks 101 spanning the vehicle body, this topology enables the electrical loads in various regions to be connected to the main wire harness trunk 101 at the corresponding position nearby, which avoids the problem that each branch wire harness detours a long distance from a single main trunk to respective load regions. Meanwhile, the present invention significantly reduces lateral winding and roundabout routing of the wire harness in the floor area, reduces the total length of the wire harness circuit, reduces the dosage of wires and the number of connectors 16, thereby effectively reducing the weight and cost of the whole vehicle wire harness. For example, a front cabin wire harness located at the front of a vehicle can be connected to a first main trunk 1011, a door wire harness located in the middle of the vehicle can be connected to a second main trunk 1012 or a third main trunk 1013, and a rear cabin wire harness located at the rear of the vehicle can be connected to a fourth main trunk 1014.

[0033] In some cases, a branch wire harness may need to switch to a non-nearest main trunk, for example, switching to the third main trunk 1013 when the current of the fourth main trunk 1014 is too heavy, or switching to another main trunk when a certain main trunk fails. If there is no connecting wire harness 102, the branch wire harness needs to detour to the end of the main trunk to switch, which increases the length of the wire harness and the number of connectors 16. In the embodiment of the present application, connecting wire harnesses 102 are arranged at intervals between adjacent main trunks to form a plurality of transverse switching channels, and the branch wire harness can switch main trunks through the nearest connecting wire harness 102 without detouring to the end, which further reduces roundabout routing and the number of connectors.

[0034] Compared with the single main wire harness trunk scheme in the prior art, the embodiment of the present application enables loads in various regions to be connected nearby through a plurality of main wire harness trunks 101 arranged in parallel, provides cross-main-trunk switching channels through a plurality of connecting wire harnesses 102, significantly reduces the dosage of wires and the number of connectors, reduces the total weight and material cost of the wire harness, and meets the requirements of vehicle lightweight and cost control.

[0035] Referring to Figure 2 , which is a topological structural diagram of a low-voltage circuit system provided by an embodiment of the present application, comprising: the floor wire harness assembly 1 and a branch wire harness assembly including a plurality of branch wire harnesses; each branch wire harness in the branch wire harness assembly is respectively connected with the main wire harness trunk 101.

[0036] In the embodiment of the present application, the low-voltage circuit system comprises the aforementioned floor wire harness assembly 1 and the branch wire harness assembly, wherein the branch wire harness assembly comprises branch wire harnesses corresponding to different electrical load regions.

[0037] Specifically, each branch harness in the branch harness assembly is connected to its nearest main harness 101, so that the electrical loads in each electrical load area can be connected to the floor harness assembly 1 nearby, avoiding the branch harnesses from having to detour long distances from a single main harness. For example, the front compartment harness is connected to the first main harness 1011 located in the front compartment area, the door harness is connected to the second main harness 1012 located in the second-row footwell area or the third main harness 1013 located in the second-row seat area, the rear compartment harness is connected to the fourth main harness 1014 located in the trunk area, and the grounding harness is connected to its nearest main harness 101.

[0038] In one embodiment of this application, the branch wiring harness assembly includes a front cabin wiring harness arranged in the front cabin area, an instrument panel wiring harness 2 arranged in the instrument panel area, a door wiring harness arranged in the door area, a rear cabin wiring harness arranged in the rear cabin area, and a grounding wiring harness arranged in the grounding area.

[0039] In this embodiment of the application, the electrical load area of ​​the vehicle can be divided into the front compartment area, the instrument panel area, the door area, the rear compartment area and the grounding area. Based on this, the branch wiring harnesses corresponding to each electrical load area are the front compartment wiring harness, the instrument panel wiring harness 2, the door wiring harness, the rear compartment wiring harness and the grounding wiring harness.

[0040] Specifically, the front compartment wiring harness is used to connect the various electrical loads in the front compartment area; the instrument panel wiring harness 2 is used to connect the various electrical loads in the instrument panel area, including the main instrument panel wiring harness and the auxiliary instrument panel wiring harness; the door wiring harness is used to connect the electrical loads in each door area; the rear compartment wiring harness is used to connect the various electrical loads in the rear compartment area; and the grounding wiring harness is used to achieve equipotential connection between the drive motor and the vehicle body ground.

[0041] In one embodiment of this application, the front compartment wiring harness includes a front bumper wiring harness 3 arranged in the front bumper area, an engine electronic fuel injection wiring harness 4 arranged in the area where the engine electronic fuel injection system is located, an injector wiring harness 5 arranged in the area where the injectors are located, and an electric power steering wiring harness 6 arranged in the area where the electric power steering system is located.

[0042] In this embodiment, the electrical loads in the front compartment area include, but are not limited to, sensors and actuators in the front bumper area, the engine electronic fuel injection system, fuel injectors, and the electric power steering system. Correspondingly, as... Figure 2 As shown, the front compartment wiring harness includes the front bumper wiring harness 3, the engine electronic fuel injection wiring harness 4, the fuel injector wiring harness 5, and the electric power steering wiring harness 6, which correspond to the areas where the aforementioned electrical loads are located.

[0043] In one embodiment of this application, the engine electronic fuel injection harness 4 is provided with a thermal protection structure.

[0044] In existing technologies, the local ambient temperature in the front compartment can reach over 150°C. The engine electronic fuel injection wiring harness 4 and its connectors are exposed to this high temperature environment for extended periods, causing accelerated aging of their insulation and sheath materials. This leads to a shortened lifespan of the wiring harness and may even cause electrical short circuits and other safety risks. Furthermore, existing thermal protection solutions using aluminum foil protective sleeves typically employ adhesives to bond fiberglass to the aluminum foil layer. After high-temperature baking, the organic components in the adhesive can volatilize and produce an odor.

[0045] To address the aforementioned issues, in this embodiment, the engine electronic fuel injection wiring harness 4 is provided with a thermal protection structure, which includes, but is not limited to, aluminum foil tape and aluminum foil sleeve. Preferably, the thermal protection structure employs a novel thermal protection aluminum foil sleeve 401. This sleeve, by removing adhesive and glass fiber and using metal fasteners for connection, avoids the problem of adhesive evaporating odors at high temperatures, while also eliminating potential dust pollution from glass fiber, significantly improving the odor and environmental performance of the engine electronic fuel injection wiring harness 4.

[0046] Reference Figure 3 This is a schematic diagram of a heat-protective aluminum foil sleeve provided in an embodiment of this application. The heat-protective aluminum foil sleeve 401 includes a base 4011, a buckle 4012, and a sheath 4013. The base 4011 is disposed at one end of the sheath 4013 and is used to fix the sheath 4013 to the engine electronic fuel injection wiring harness 4 or the surrounding structure. The buckle 4012 is disposed at the seam of the sheath 4013 and is used to fix the edge of the sheath 4013, so that the sheath 4013 covers the outside of the engine electronic fuel injection wiring harness 4. The sheath 4013 is made of aluminum foil and is used to cover the engine electronic fuel injection wiring harness 4 to provide heat protection. The heat-protective aluminum foil sleeve 401 connects the edge of the sheath 4013 through the buckle 4012, eliminating the need for glue and fiberglass, avoiding the problem of glue evaporating odors at high temperatures, and eliminating dust pollution that may be caused by fiberglass, thus improving the odor and environmental performance of the engine electronic fuel injection wiring harness 4.

[0047] Reference Figure 4 This is a schematic diagram of a first thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application. The first thermal protection structure 402 includes a first aluminum foil tape 4021 and a first connector 4022. The first aluminum foil tape 4021 covers the outside of the wiring harness and the first connector 4022, thereby improving thermal protection capabilities by adding aluminum foil tape to the outside of the wiring harness and the connector. The first thermal protection structure 402 has a simple structure, is easy to construct, and is suitable for areas with general thermal protection requirements.

[0048] Reference Figure 5This is a schematic diagram of a second thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application. The second thermal protection structure 403 includes a first aluminum foil sleeve 4031 and a second connector 4032. The first aluminum foil sleeve 4031 is preferably a retractable aluminum foil sleeve, which is a composite structure of nylon braid and aluminum foil, and is fitted onto the outside of the second connector 4032. The thermal protection capability of the connector is improved by adding a nylon braided protective sleeve. The retractable aluminum foil sleeve of the second thermal protection structure 403 has good flexibility and extensibility, and can adapt to the bending deformation of the wiring harness while ensuring the protective effect, making it suitable for use when the bending radius of the wiring harness is large.

[0049] Reference Figure 6 This is a schematic diagram of a third thermal protection structure for an engine electronic fuel injection wiring harness provided in an embodiment of this application. The third thermal protection structure 404 includes a second aluminum foil sleeve 4041, a second aluminum foil tape 4042, and a third connector 4043. The second aluminum foil sleeve 4041 provides the main body protection, and the second aluminum foil tape 4042 reinforces the tail of the third connector 4043. The third thermal protection structure 404 further enhances the thermal protection capability through the combination of the second aluminum foil sleeve 4041 and the second aluminum foil tape 4042. It is suitable for situations with high temperature resistance requirements and a small bending inner radius at the connector tail, ensuring reliable thermal protection even under conditions of limited bending radius.

[0050] It should be noted that the aforementioned connector refers to the connector between the engine electronic fuel injection wiring harness 4 and the electrical components such as sensors, actuators or controllers connected to it. It also needs thermal protection to avoid increased contact resistance or insulation failure due to high temperature.

[0051] It should also be noted that, Figure 3 The heat-protective aluminum foil sleeve 401 shown is an explanation of the structure from the perspective of odor improvement. It eliminates the source of odor by removing adhesive and glass fiber and using metal snap fasteners, while simultaneously providing heat protection. Figures 4 to 6 The illustrated thermal protection structure is a detailed explanation of the structure from the perspective of thermal protection level and applicable scenarios. Specifically, depending on different temperature resistance requirements and space conditions, it employs aluminum foil tape, retractable aluminum foil sleeves, or a combination of aluminum foil sleeves and aluminum foil tape to adapt to the protection needs under different high-temperature operating conditions. In other words, Figure 3 A preferred implementation of this structure is described from the perspectives of material composition and connection method. Figures 4 to 6 The three specific implementation methods of the structure are described from the perspectives of structural form and applicable scenarios. The two methods describe the same thermal protection structure from different perspectives and together constitute the complete technical solution of the thermal protection structure in the embodiments of this application.

[0052] Figure 4 - Figure 6 The three thermal protection structures shown all utilize aluminum foil to achieve thermal protection. In practical applications, they can be flexibly selected based on the actual temperature resistance requirements and space conditions of the engine electronic fuel injection wiring harness 4 in different areas, ensuring effective thermal protection of the harness and connectors in high-temperature regions and guaranteeing their long-term reliable operation under high-temperature conditions. Simultaneously, by employing a new type of aluminum foil sleeve that eliminates adhesive and glass fiber and uses metal snap fasteners for connection, the source of odor is eliminated while ensuring thermal protection performance, allowing the odor of the engine electronic fuel injection wiring harness 4 to meet industry requirements.

[0053] In one embodiment of this application, the door wiring harness includes a left front door wiring harness 7 arranged in the left front door, a right front door wiring harness 8 arranged in the right front door, a left rear door wiring harness 9 arranged in the left rear door, and a right rear door wiring harness 10 arranged in the right rear door.

[0054] In this embodiment, the electrical load in the door area includes, but is not limited to, the door locks and window locks of each door (left front door, right front door, left rear door, and right rear door). Correspondingly, as... Figure 2 As shown, the door wiring harness includes the left front door wiring harness 7, the right front door wiring harness 8, the left rear door wiring harness 9, and the right rear door wiring harness 10, which correspond to the aforementioned doors.

[0055] In one embodiment of this application, the rear cabin wiring harness includes a rear motor wiring harness 11 arranged in the rear drive motor area, a rear tailgate wiring harness 12 arranged in the rear tailgate area, and a rear bumper wiring harness 13 arranged in the rear bumper area.

[0056] In this embodiment, the electrical loads in the rear cabin area include, but are not limited to, the rear drive motor, the rear door lock and switch, and the lights and sensors on the rear bumper. Correspondingly, such as Figure 2 As shown, the rear cabin wiring harness includes the rear motor wiring harness 11, the rear tailgate wiring harness 12, and the rear brake wiring harness 13, which correspond to the areas where the aforementioned electrical loads are located.

[0057] In one embodiment of this application, the grounding harness includes a front motor grounding harness 14 arranged in the grounding area of ​​the front drive motor and a rear motor grounding harness 15 arranged in the grounding area of ​​the rear drive motor.

[0058] In this embodiment, the grounding harness is used to achieve an equipotential connection between the drive motor and the vehicle body ground, ensuring that the motor housing potential is consistent with the vehicle body ground, guaranteeing electrical safety, and suppressing electromagnetic interference. Correspondingly, as... Figure 2 As shown, the grounding harness includes a front motor grounding harness 14 arranged in the grounding area of ​​the front drive motor and a rear motor grounding harness 15 arranged in the grounding area of ​​the rear drive motor.

[0059] In one embodiment of this application, each of the main wire harnesses 101 is provided with a connection node, and each of the branch wire harnesses is connected to the connection node through a connector 16.

[0060] In this embodiment, a connection node refers to a branch point set on the main trunk 101 of the wire harness, used to realize electrical and signal connections between the main trunk 101 and the branch wire harness. Each connection node is provided with a connector 16, and the end of the branch wire harness is provided with a matching connector 16, so that the branch wire harness and the main trunk 101 of the wire harness can be detachably connected by the connector 16.

[0061] Specifically, each main trunk 101 of the wiring harness has multiple connection nodes, each corresponding to a branch wiring harness in a different area. For example, the first main trunk 1011 located in the front compartment area has a connection node for connecting the front compartment wiring harness; the second main trunk 1012 located in the second-row footwell area or the third main trunk 1013 located in the second-row seat area has a connection node for connecting the door wiring harness; and the fourth main trunk 1014 located in the trunk area has a connection node for connecting the rear compartment wiring harness.

[0062] This application embodiment sets connection nodes on each main harness 101, so that each branch harness can be connected to the floor harness assembly 1 via the shortest path, avoiding long detours from a single main harness. At the same time, the detachable connection method of the connector 16 facilitates the assembly and subsequent maintenance of the harness.

[0063] In one embodiment of this application, the end of the connector 16 that connects to the main trunk 101 of the wire harness or the branch wire harness is fitted with a rubber sleeve 17, and the inner wall of the rubber sleeve 17 is in close contact and sealed with the outer wall of the end of the connector 16 and the outer sheath of the wire.

[0064] In this embodiment, the tail of connector 16 refers to one end of the connector body used to connect the wire harness, i.e., the wire harness inlet end, specifically the part where the connector connects to the main wire harness 101 or a branch wire harness.

[0065] In existing technologies, the tail of connector 16 is typically exposed, with wires scattering outwards, resulting in a messy appearance and affecting the aesthetics of the front cab wiring harness. Furthermore, the tail of connector 16 is the connection point between the wiring harness and the connector 16 terminals, making it susceptible to moisture and dust seeping into the connector 16 through the gaps between the wires, leading to increased contact resistance or signal transmission failures. However, existing technologies lack strategies to improve the aesthetics of the tail of connector 16 and effective waterproofing and dustproofing measures.

[0066] To address the aforementioned issues, this embodiment of the application includes a rubber sleeve 17 fitted over the tail of the connector 16, with the inner wall of the sleeve 17 sealingly adhering to the outer wall of the tail of the connector 16 and the outer sheath of the wires. This rubber sleeve 17 serves a dual function of waterproofing, dustproofing, and aesthetic concealment. On one hand, the elastic deformation of the sleeve 17 creates an interference fit with the outer wall of the tail of the connector 16 and the outer sheath of the wires, effectively preventing moisture and dust from entering the connector 16 through the gaps between the wires, reducing the risk of water accumulation and dust ingress at the tail of the connector 16, and improving the system's waterproofing, dustproofing capabilities, and reliability. On the other hand, the sleeve 17 wraps around and conceals the exposed wires at the tail of the connector 16, resulting in a neat and orderly appearance of the wiring harness and enhancing the aesthetics of the front compartment wiring harness.

[0067] Reference Figure 7 This is a schematic diagram of a waterproof and dustproof structure for a connector provided in an embodiment of this application. The waterproof and dustproof structure includes a connector 16 and a rubber sleeve 17. The rubber sleeve 17 is fitted onto the tail of the connector 16, and its inner wall is sealed to the outer wall of the tail of the connector 16 and the outer sheath of the wire. The rubber sleeve 17 provides additional protection for the connector 16, which is at risk of water ingress. The seal is achieved through the interference fit of the elastic rubber, reducing the probability of water accumulation at the tail of the connector 16 and the risk of water ingress, thus improving the system's waterproof capability.

[0068] Reference Figure 8 This is a schematic diagram of a rubber sleeve provided in an embodiment of this application, used to shield the rear of the front compartment wiring harness. Clearly, Figure 8 The sleeve 17 in the middle has an umbrella-shaped structure and is fitted onto the tail of the connector 16 in the front compartment. By covering the exposed wires at the tail of the connector 16, the appearance of the wiring harness is neat and orderly, improving the aesthetics of the wiring harness in the front compartment.

[0069] This embodiment of the application provides a rubber sleeve 17 at the tail of the connector 16, which enables the rubber sleeve 17 to simultaneously achieve the dual functions of waterproofing, dustproofing, and aesthetic concealment. This solves the reliability problem caused by water accumulation at the tail of the connector 16, improves the aesthetics of the front compartment wiring harness, and has a simple structure, low cost, and convenient assembly.

[0070] In one embodiment of this application, each branch harness is provided with a sealing rubber element at the sheet metal through-hole located in the front compartment area.

[0071] In existing technologies, when branch wiring harnesses pass through sheet metal through-holes in the front bulkhead and storage compartment located in the front compartment area, they are typically sealed using only a single-layer rubber component. With the continuous increase in vehicle functions and load current, the local ambient temperature in the front compartment can reach over 150°C, increasing electromagnetic interference and placing higher demands on the reliability and sealing performance of the vehicle's electrical system. Single-layer sealed rubber components are prone to seal failure after high temperatures, vibration, and prolonged use, allowing moisture, dust, and even liquids to seep into the passenger compartment through the sheet metal through-holes, causing electrical faults. Simultaneously, seal failure can also allow engine noise and wind noise to enter the vehicle through the gaps in the through-holes, affecting the overall NVH (Noise, Vibration, and Harshness) performance of the vehicle.

[0072] To address the aforementioned issues, in this embodiment, a sealing rubber component is provided where the branch wiring harness passes through the sheet metal through-hole. This sealing rubber component employs a double-layer sealing structure or a three-lip sealing structure; specifically, it is a double-layer sealing rubber component 18 or a three-lip sealing rubber component 19. The double-layer sealing rubber component 18 forms a double sealing barrier through two axially spaced sealing layers. Even if the first sealing layer ages or fails after long-term use, the second sealing layer can still maintain an effective seal, thus significantly improving the reliability and durability of the seal. The three-lip sealing rubber component 19 forms multiple interference fits with the outer wall of the wiring harness through three circumferentially distributed sealing lips. Each sealing lip deforms independently to adapt to the bending or skewing of the wiring harness, forming sealing lines in multiple angular directions, suitable for applications with compact space requiring multi-angle sealing. Simultaneously, both the double-layer sealing structure and the three-lip sealing structure effectively block noise from entering the vehicle through the sheet metal through-hole gaps, improving the overall NVH performance of the vehicle.

[0073] Reference Figure 9 This is a schematic diagram of a double-layer sealing rubber component provided in an embodiment of this application. The double-layer sealing rubber component 18 includes a first inlet 181, a first outlet 182, a first sealing layer 183, and a second sealing layer 184. A branch wire harness enters through the first inlet 181 and exits through the first outlet 182. The first sealing layer 183 and the second sealing layer 184 are spaced apart axially and respectively interference-fitted with the outer wall of the wire harness, forming a double sealing barrier. An annular cavity is formed between the first sealing layer 183 and the second sealing layer 184, further serving as a buffer and barrier.

[0074] Reference Figure 10This is a schematic diagram of a three-lip sealing rubber component provided in an embodiment of this application. The three-lip sealing rubber component 19 includes a second outlet 191, a second inlet 192, and three sealing lips 193. The sealing lips 193 are distributed circumferentially along the inner hole, and each sealing lip 193 is interference-fitted with the outer wall of the wire harness. The three sealing lips 193 deform independently in the circumferential direction, forming multiple annular sealing interfaces with the outer wall of the wire harness, blocking the infiltration paths of moisture and noise from different angles and directions. This is suitable for applications with compact space and where the wire harness orientation is somewhat skewed.

[0075] This application embodiment significantly improves the sealing performance and durability of the wiring harness through holes by setting double-layer sealing rubber parts 18 or triple-lip sealing rubber parts 19 at the sheet metal through holes of the front bulkhead and storage box located in the front compartment area, reduces the risk of water ingress and sound leakage, and enhances the reliability and NVH performance of the whole vehicle circuit system.

[0076] Reference Figure 11 This is a topology diagram of a low-voltage power distribution system provided in an embodiment of this application, including: a main battery 20, a secondary battery 21, and a vehicle domain controller. The main battery 20 and the auxiliary battery 21 are connected in parallel. The main battery 20 and the auxiliary battery 21 are respectively connected to the vehicle domain controller. The vehicle domain controller integrates a gateway function and manages the power of the main battery 20 and the auxiliary battery 21 based on the gateway function. The low-voltage power distribution system distributes the electrical energy managed by the vehicle domain controller to each electrical load through the floor harness assembly 1 and the branch harness assembly in the low-voltage circuit system.

[0077] In this embodiment of the application, the low-voltage power distribution system is applied to the aforementioned low-voltage circuit system. It can be understood that the low-voltage circuit system serves as the physical carrier, and the low-voltage power distribution system serves as the functional system of the low-voltage circuit system. The power transmission and distribution are achieved through the floor harness assembly 1 and the branch harness assembly in the low-voltage circuit system.

[0078] In existing technologies, the low-voltage power distribution system of a vehicle typically adopts a single-battery, single-circuit power supply scheme. When the load current of the main power bus reaches 200A or more, a failure in any part of the single-circuit power supply architecture may cause the entire vehicle to lose power, posing a single point of failure risk and making it difficult to meet the power supply reliability and safety requirements under high load conditions.

[0079] To address the aforementioned issues, the low-voltage power distribution system in this embodiment primarily utilizes a main battery 20, a secondary battery 21, and a vehicle domain controller for power distribution. The main battery 20 and secondary battery 21 are connected in parallel to the power bus, forming a dual-path power supply architecture (A-path and B-path). When one path fails, the other can continue to supply power to the vehicle's low-voltage electrical loads, avoiding the risk of power outages due to battery failure as seen in single-battery solutions. Simultaneously, the vehicle domain controller, acting as the power distribution management node in the low-voltage power distribution system, manages the electrical energy of the main battery 20 and secondary battery 21, enabling flexible switching between various power distribution modes.

[0080] Specifically, the low-voltage power distribution system includes a main battery 20, a secondary battery 21, an electric drive 22, a main DC-DC junction box 23, a secondary DC-DC junction box 24, a main junction box 25, a secondary junction box 26, a front compartment electrical box 27, an IP electrical box 28, and a body domain controller. The body domain controller includes a right front body domain controller 29, a left front body domain controller 30, and a rear body domain controller 31. The main battery 20 and secondary battery 21 are connected in parallel to the power bus. The main DC-DC junction box 23 connects to the main battery 20, and the secondary DC-DC junction box 24 connects to the secondary battery 21. The main junction box 25 and secondary junction box 26 distribute power to the various electrical loads. The front compartment electrical box 27 and IP electrical box 28 provide power distribution protection for the electrical loads in the front compartment and instrument panel areas, respectively. The electric drive 22, as a high-voltage load, obtains power through the power bus. The power bus is arranged along the main trunk 101 of the floor wiring harness assembly 1. The power bus is bolted to the front compartment electrical box 27, main distribution box 25, auxiliary distribution box 26 and electric drive 22. The power bus is connected to the body domain controller by a connector.

[0081] Furthermore, the vehicle domain controller employs four power distribution methods for power management: the first is a direct-connection power supply from the KL30, where the constant battery power directly supplies loads requiring continuous power; the second is an Efuse electronic fuse power supply, replacing traditional fuses with electronic fuses to achieve resettable overcurrent protection; the third is a driver chip power supply, controlling the on / off state of loads through high-side and low-side driver chips; and the fourth is a wake-up KL15 power supply, waking up relevant loads when the vehicle is powered on or triggered by an ignition signal. By integrating these four power supply methods into the vehicle domain controller, localized power supply and integrated power distribution are achieved, eliminating the need for separate electrical boxes and wiring for different power requirements, reducing wiring harness tangles and redundant electrical boxes, and significantly improving power distribution and usage safety.

[0082] This application embodiment utilizes a dual-path, dual-battery redundant power supply architecture, coupled with the power distribution management of the vehicle domain controller, to ensure that the low-voltage power distribution system maintains a stable power supply even under high vehicle load conditions, significantly improving the safety and reliability of the vehicle's low-voltage power consumption. Simultaneously, the power bus utilizes the physical wiring channels of the low-voltage circuit system, eliminating the need for an additional independent power bus, reducing the number of wiring harnesses and electrical boxes, and achieving a lightweight and integrated power system.

[0083] Reference Figure 12 This is a topology diagram of a communication network provided in an embodiment of this application, including: an audio host 32, an intelligent driving controller 33, and a vehicle domain controller with integrated gateway function; The audio host 32 and the intelligent driving controller 33 are respectively connected to the vehicle domain controller. The audio head unit 32 and the intelligent driving controller 33 communicate via the floor wiring harness assembly 1 and the branch wiring harness assembly in the low-voltage circuit system, and the vehicle domain controller relays the communication signals to achieve the transmission of communication signals. The audio head unit 32 or the intelligent driving controller 33 transmits communication signals with external communication devices through the floor harness assembly 1 and the branch harness assembly in the low-voltage circuit system.

[0084] In this embodiment of the application, the communication network is applied to the aforementioned low-voltage circuit system. It can be understood that the low-voltage circuit system serves as the physical carrier, and the communication network serves as the functional system of the low-voltage circuit system. The transmission and interaction of communication signals are realized through the floor harness assembly 1 and the branch harness assembly in the low-voltage circuit system.

[0085] The communication network primarily relies on the audio head unit 32, the intelligent driving controller 33, and the vehicle domain controller with integrated gateway functionality to transmit communication signals. The audio head unit 32 and the intelligent driving controller 33, as core nodes of the communication network, are responsible for audio and video data processing and intelligent driving decisions, and can directly interact with their respective external communication devices. The vehicle domain controller, as the central node of the communication network, integrates gateway functionality and is responsible for data routing and signal relay between different protocols and networks.

[0086] In traditional architectures, signal interaction between network nodes requires relaying through a separate gateway controller. This necessitates dedicated communication harnesses between the gateway controller and each node, increasing harness length and the number of connectors. This embodiment integrates the gateway function into the vehicle domain controller, eliminating the need for a separate gateway controller and its dedicated connection harnesses between nodes. Communication harnesses in each branch harness assembly can be directly connected to the vehicle domain controller, and signal interaction between different branch harnesses is relayed through the vehicle domain controller. This reduces the number of vehicle control units and wiring harness connectors, lowering harness complexity, weight, and cost.

[0087] Specifically, the transmission of communication signals mainly falls into the following two categories: 1. Direct communication between the audio head unit 32 or the intelligent driving controller 33 and external communication devices. The audio head unit 32 communicates directly with devices such as the occupant monitoring module 34, the driver monitoring module 35, and the radio antenna 36 via the Fakra harness to collect audio and video signals; the intelligent driving controller 33 communicates directly with each camera via the Fakra harness to collect image data, and communicates with devices such as millimeter-wave radar and lidar via the Ethernet harness to collect environmental perception data. The aforementioned Fakra harness and Ethernet harness are both arranged along the main harness 101 of the floor harness assembly 1, that is, the physical layer harness of the communication network and the floor harness assembly 1 of the low-voltage circuit system share the same wiring channel. Each communication harness is laid as part of a branch harness or along the main harness 101, and the transmission of communication signals is realized by utilizing the skeleton structure of the floor harness assembly 1.

[0088] II. Communication between the audio head unit 32 and the intelligent driving controller 33. The audio head unit 32 and the intelligent driving controller 33 are connected via an Ethernet harness through the vehicle domain controller. The gateway function of the vehicle domain controller performs signal conversion and data routing between the FAKRA protocol and the Ethernet protocol, enabling data communication between devices using different protocols. This Ethernet harness is also arranged along the main harness 101 of the floor harness assembly 1, using the floor harness assembly 1 as the physical wiring channel to realize the transmission of communication signals between core nodes.

[0089] Reference Figure 13This is a Fakra topology diagram of an audio head unit to a DMS / OMS provided in this application embodiment. The DMS (Driver Monitor System) is the driver monitoring module 35, and the OMS (Occupancy Monitoring System) is the occupant monitoring module 34. The audio head unit 32 is connected to the occupant monitoring module 34, the driver monitoring module 35, and the radio antenna 36 via Fakra wiring harnesses. The audio head unit 32, as the core of audio and video data processing, receives image signals from the occupant monitoring module 34 and the driver monitoring module 35, as well as broadcast signals from the radio antenna 36, ​​through the Fakra wiring harness, realizing in-vehicle monitoring and audio playback functions.

[0090] Reference Figure 14 This application provides a Fakra topology diagram of a high-precision positioning module to a GNSS antenna. The high-precision positioning module 37 is connected to the GNSS antenna 39 via a Fakra harness and an adapter connector 38. The high-precision positioning module 37 receives satellite signals from the GNSS antenna 39 through the Fakra harness and performs positioning calculations in conjunction with a high-precision map, providing centimeter-level high-precision position information to the intelligent driving controller 33.

[0091] Reference Figure 15 This is a Fakra topology diagram of an intelligent driving controller to a camera and a near-range LiDAR provided in this application embodiment. The intelligent driving controller 33 is connected to the front near-range camera 40, the front long-range camera 41, the near-range LiDAR 42, and the rear panoramic camera 43 via Fakra wiring harnesses. Adapter connectors 38 are provided between some cameras and the intelligent driving controller 33. The intelligent driving controller 33 collects image data and LiDAR point cloud data from multiple perspectives in front of and behind the vehicle through the Fakra wiring harness, providing environmental perception information for intelligent driving decision-making.

[0092] Reference Figure 16 This is a Fakra topology diagram of an intelligent driving controller to side-view cameras provided in this application embodiment. The intelligent driving controller 33 is connected to the right front side camera 44, the right rear side camera 45, the left front side camera 46, and the left rear side camera 47 via Fakra wiring harnesses. The intelligent driving controller 33 collects image data from the left and right sides of the vehicle through the Fakra wiring harness, realizing all-round perception of the vehicle's surrounding environment.

[0093] Reference Figure 17This is a Fakra topology diagram of an intelligent driving controller to a surround-view camera provided in an embodiment of this application. The intelligent driving controller 33 is connected to the front-view camera 48, the right fisheye camera 49, the left fisheye camera 50, and the rear surround-view camera 43 via Fakra wiring harnesses. Adapter connectors 38 are provided between some of the cameras and the intelligent driving controller 33. The intelligent driving controller 33 acquires wide-angle image data around the vehicle via the Fakra wiring harness, processes it to form a panoramic surround-view image, and provides visual assistance for parking assistance and low-speed driving.

[0094] Reference Figure 18 This is a Fakra topology diagram of an intelligent driving controller to a streaming media rearview mirror provided in this application embodiment. The intelligent driving controller 33 is connected to the streaming media rearview mirror 51 via a Fakra harness. The intelligent driving controller 33 transmits the image signals collected by the rearview camera to the streaming media rearview mirror 51 via the Fakra harness, replacing the traditional optical rearview mirror and providing the driver with a clearer and wider rear view.

[0095] Reference Figure 19 This is a topology diagram of a vehicle Ethernet network communication system provided in this application embodiment. The intelligent driving controller 33 is connected to the forward mid-range millimeter-wave radar 53, the forward lidar 54, the left front vehicle domain controller 30, the right front vehicle domain controller 29, the rear vehicle domain controller 31, and the remote communication module 52 via Ethernet harnesses. The audio head unit 32 is connected to the left front vehicle domain controller 30 and the right front vehicle domain controller 29 via Ethernet harnesses, and then connected to the intelligent driving controller 33 via the vehicle domain controllers. Adapter connectors 38 are provided between some radars and the vehicle domain controllers. The intelligent driving controller 33 receives the perception data from the millimeter-wave radar and lidar, as well as the audio and video data from the audio head unit 32 relayed through the vehicle domain controllers, via the Ethernet harnesses. At the same time, the decision control signals of the intelligent driving controller 33 are also transmitted to each execution node via the vehicle domain controllers through the Ethernet harnesses. The Ethernet harnesses provide a high-speed data transmission channel to meet the needs of intelligent driving for large data volumes and low-latency communication.

[0096] It should be noted that the above Figures 13 to 18 The topologies shown are all signal transmission implemented on the Fakra (automotive industry-specific coaxial connector interface standard) physical layer. Fakra harnesses are mainly used to transmit high-frequency audio and video signals and radio frequency signals. They have strong anti-interference capabilities and low transmission latency, and are suitable for real-time data transmission of perception layer data such as camera image data, radar signals and antenna signals. Figure 19The illustrated topology implements signal transmission on the ETH (Ethernet) physical layer. Ethernet cabling is primarily used for transmitting high-speed data packets, featuring high bandwidth and strong scalability, making it suitable for exchanging and transmitting large volumes of data such as millimeter-wave radar point cloud data, lidar point cloud data, and intelligent driving decision control signals. The Fakra physical layer and the Ethernet physical layer perform protocol conversion and data routing through the gateway function of the vehicle domain controller, enabling efficient transmission of perception layer data (Fakra) to the decision layer (Ethernet), thus achieving interconnection between different physical layers in the communication network.

[0097] The aforementioned occupant monitoring module 34, driver monitoring module 35, radio antenna 36, ​​GNSS antenna 39, front close-range camera 40, front long-range camera 41, close-range lidar 42, rear panoramic camera 43, side right front camera 44, side right rear camera 45, side left front camera 46, side left rear camera 47, front-view camera 48, right fisheye camera 49, left fisheye camera 50, streaming media rearview mirror 51, forward-facing mid-range millimeter-wave radar 53, forward-facing lidar 54, and remote communication module 52 are all external communication devices. These external communication devices communicate directly with the audio head unit 32 or the intelligent driving controller 33 via Fakra wiring harnesses or Ethernet wiring harnesses, collecting audio and video signals, environmental perception data, or satellite signals to provide data input to the audio head unit 32 and the intelligent driving controller 33.

[0098] This embodiment of the application arranges both the FAKRA and Ethernet harnesses along the low-voltage circuit system's wiring harness, allowing the communication network and the low-voltage circuit system to share the same physical wiring channel. This eliminates the need for a separate wiring harness channel for the communication network, reducing the number of wiring harness loops and connectors. Simultaneously, by integrating gateway functionality into the vehicle domain controller, protocol conversion and data routing between the FAKRA and Ethernet protocols are achieved, enabling interconnection between devices at different physical layers. This meets the requirements of intelligent driving for high-speed data transmission and low-latency communication, while reducing the complexity and cost of the communication network's wiring harness.

[0099] This application also provides a vehicle that includes the low-voltage circuit system described above, and / or uses the low-voltage power distribution system described above to distribute electrical energy, and / or uses the communication network described above to enable communication between devices and nodes.

[0100] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0101] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0102] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A floor harness assembly (1), characterized in that, include: At least two main harnesses (101) that span the vehicle body and are arranged in parallel, and a plurality of connecting harnesses (102) for connecting adjacent main harnesses (101), the main harnesses (101) being arranged in the floor area of ​​the vehicle and the main harnesses (101) being used to connect a plurality of branch harnesses.

2. The floor harness assembly (1) according to claim 1, characterized in that, The wiring harness backbone (101) includes a first backbone (1011) located in the front cabin area, a second backbone (1012) located in the second row footwell area, a third backbone (1013) located in the second row seat area, and a fourth backbone (1014) located in the trunk area.

3. A low-voltage circuit system, characterized in that, The above-mentioned floor harness assembly (1) includes any one of claims 1-2 and a branch harness assembly including multiple branch harnesses; Each branch harness in the branch harness assembly is connected to the main harness (101).

4. The low-voltage circuit system according to claim 3, characterized in that, The branch wiring harness assembly includes a front cabin wiring harness arranged in the front cabin area, an instrument panel wiring harness (2) arranged in the instrument panel area, a door wiring harness arranged in the door area, a rear cabin wiring harness arranged in the rear cabin area, and a grounding wiring harness arranged in the grounding area.

5. The low-voltage circuit system according to claim 4, characterized in that, The front compartment wiring harness includes a front bumper wiring harness (3) arranged in the front bumper area, an engine electronic injection wiring harness (4) arranged in the area where the engine electronic injection system is located, an injector wiring harness (5) arranged in the area where the injectors are located, and an electric power steering wiring harness (6) arranged in the area where the electric power steering system is located.

6. The low-voltage circuit system according to claim 5, characterized in that, The engine electronic fuel injection wiring harness (4) is equipped with a thermal protection structure.

7. The low-voltage circuit system according to claim 4, characterized in that, The door wiring harness includes a left front door wiring harness (7) arranged in the left front door, a right front door wiring harness (8) arranged in the right front door, a left rear door wiring harness (9) arranged in the left rear door, and a right rear door wiring harness (10) arranged in the right rear door.

8. The low-voltage circuit system according to claim 4, characterized in that, The rear cabin wiring harness includes a rear motor wiring harness (11) arranged in the rear drive motor area, a rear tailgate wiring harness (12) arranged in the rear tailgate area, and a rear bumper wiring harness (13) arranged in the rear bumper area.

9. The low-voltage circuit system according to claim 4, characterized in that, The grounding harness includes a front motor grounding harness (14) arranged in the grounding area of ​​the front drive motor and a rear motor grounding harness (15) arranged in the grounding area of ​​the rear drive motor.

10. The low-voltage circuit system according to claim 3, characterized in that, Each of the main trunks (101) of the harness is provided with a connection node, and each of the branch harnesses is connected to the connection node via a connector (16).

11. The low-voltage circuit system according to claim 10, characterized in that, The connector (16) is fitted with a rubber sleeve (17) at the end where it connects to the main trunk (101) or the branch harness. The inner wall of the rubber sleeve (17) is sealed to the outer wall of the end of the connector (16) and the outer sheath of the wire.

12. The low-voltage circuit system according to claim 3, characterized in that, Each branch harness has a sealing rubber component at the sheet metal through-hole located in the front compartment area.

13. A low-voltage power distribution system, applied to a low-voltage circuit system as described in any one of claims 3 to 12, comprising: Main battery (20), auxiliary battery (21) and body domain controller; The main battery (20) and the auxiliary battery (21) are connected in parallel. The main battery (20) and the auxiliary battery (21) are respectively connected to the vehicle domain controller. The vehicle domain controller integrates a gateway function. The vehicle domain controller manages the power of the main battery (20) and the auxiliary battery (21) based on the gateway function. The low-voltage power distribution system distributes the electrical energy managed by the vehicle domain controller to each electrical load through the floor harness assembly (1) and branch harness assembly in the low-voltage circuit system.

14. A communication network applied to a low-voltage circuit system as described in any one of claims 3 to 12, comprising: Audio head unit (32), intelligent driving controller (33) and vehicle domain controller with integrated gateway function; The audio host (32) and the intelligent driving controller (33) are respectively connected to the vehicle domain controller. The audio head unit (32) and the intelligent driving controller (33) communicate with each other through the floor harness assembly (1) and branch harness assembly in the low-voltage circuit system, and through the vehicle domain controller to relay the communication signal, thereby realizing the transmission of the communication signal. The audio head unit (32) or the intelligent driving controller (33) transmits communication signals with external communication devices through the floor harness assembly (1) and branch harness assembly in the low-voltage circuit system.

15. A vehicle, characterized in that, Includes the low-voltage circuit system described in any one of claims 3-12, and / or the low-voltage power distribution system described in claim 13, and / or the communication network described in claim 14.

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