Chassis interface system for a vehicle, retrofit method, vehicle

Abstract

The application provides a chassis interface system for a vehicle, a modification method and a vehicle, and the chassis interface system comprises: a chassis reserved interface assembly connected to a reserved position of a vehicle chassis wire harness assembly, the chassis reserved interface assembly comprising: a multi-hole connector and a sealing protection assembly, each electrical contact of the multi-hole connector is arranged based on a preset signal matrix, and each electrical contact of the multi-hole connector is configured to be in conductive connection with a corresponding chassis wire harness wire to transmit an electrical signal, wherein the sealing protection assembly is detachably connected with the multi-hole connector; a connector wire harness, one end of the connector wire harness is provided with a multi-hole plug matched with the multi-hole connector, and the multi-hole plug is configured to be inserted into the multi-hole connector to establish an electrical connection after the sealing protection assembly is removed; and the other end of the connector wire harness leads out a plurality of independent signal lead-out wires, each signal lead-out wire is in conductive connection with a corresponding electrical contact, and is used for transmitting an electrical signal corresponding to the electrical contact.

Description

Technical Field

[0001] This invention relates to the field of vehicle electrical system technology, and more specifically, to a chassis interface system, modification method, and vehicle for use in a vehicle. Background Technology

[0002] In the current technology, in the field of commercial vehicles and special vehicles, users often need to modify the superstructure after purchasing the vehicle according to its actual use (such as adding cranes, refrigeration units, hydraulic tailgates, intelligent control systems, etc.). Traditional modification methods usually require modification shops to strip, cut, and splice the wiring harness on the vehicle chassis to obtain the necessary power, communication, and control signals. This operation method has many drawbacks: First, it damages the insulation layer and waterproof structure of the original wiring harness, which can easily cause safety hazards such as short circuits, poor contact, or even fires; second, the original factory warranty of the vehicle is usually voided after modification; third, the modification process relies on manual experience, and the wiring positions and methods are inconsistent and lack standardization; fourth, it is difficult to restore the vehicle to its original condition after modification, which affects the resale value of the vehicle.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a chassis interface system, modification method, and vehicle for use in vehicles, so as to solve the technical problems of wire harness insulation damage and significant safety hazards caused by traditional wire breaking and splicing methods during vehicle body modification in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a chassis interface system for a vehicle is provided, comprising: a chassis reserved interface assembly connected to a reserved position on a vehicle chassis wiring harness assembly, the chassis reserved interface assembly including: a multi-port connector and a sealing protection component, wherein each electrical contact of the multi-port connector is configured based on a preset signal matrix and configured to be electrically connected to a corresponding chassis wiring harness wire to transmit an electrical signal, wherein the sealing protection component is detachably connected to the multi-port connector; a connector wiring harness, one end of which is connected to a multi-port plug mating with the multi-port connector, the multi-port plug being configured to be inserted into the multi-port connector after the sealing protection component is removed to establish an electrical connection; and multiple independent signal leads extending from the other end of the connector wiring harness, each signal lead being electrically connected to a corresponding electrical contact for transmitting an electrical signal corresponding to the electrical contact.

[0006] Furthermore, the preset signal matrix includes at least one of the following signal channels: power communication signal channel, high-power power supply signal channel, remote throttle control signal channel, power and PTO control signal channel, under-vehicle control signal channel, and vehicle body light signal channel.

[0007] Furthermore, the power communication signal channel includes at least two twisted-pair pins for power CAN bus communication, which are respectively connected to the power CAN high signal line and the power CAN low signal line;

[0008] The power and PTO control signal channel includes at least one PTO working signal line, at least one neutral switch signal line, and at least one clutch switch signal line.

[0009] Furthermore, the high-power power signal channel includes at least one reserved power supply line for the upper device and at least one reserved ground line for the upper device. The high-power power signal channel is used to meet the power supply requirements of the high-power upper device. The rated current of the reserved power supply line and the reserved ground line for the upper device is set to A.

[0010] Furthermore, the remote throttle control signal channel includes at least three wires for remote throttle control, which are respectively connected to the remote throttle sensor power supply, the remote throttle sensor ground wire, and the remote throttle sensor signal line. The remote throttle control signal channel is used to realize remote speed control of the engine.

[0011] Furthermore, the under-vehicle control signal channel includes at least two wires for under-vehicle starting, which are respectively connected to the under-vehicle starting power supply and the under-vehicle starting ground wire; and at least two wires for under-vehicle shutdown, which are respectively connected to the under-vehicle shutdown power supply and the under-vehicle shutdown ground wire. The under-vehicle control signal channel is used to realize remote start-stop control of the vehicle under the vehicle.

[0012] Furthermore, the vehicle body light signal channels include: brake light signal channel, reversing light signal channel, turn signal signal channel and high beam signal channel. The turn signal channel includes at least two wires, one for the right turn signal and the other for the left turn signal. The brake light signal channel, reversing light signal channel and high beam signal channel each include at least one wire.

[0013] Furthermore, the sealing protection assembly includes a blind plug with a complementary shape to the multi-port connector. The blind plug is made of silicone or elastic rubber material and has a sealing flange on its outer surface. In the factory condition of the vehicle, the blind plug is tightly fitted into the interface of the multi-port connector.

[0014] According to another aspect of the present invention, a vehicle is provided having a chassis interface system, wherein the chassis interface system is the chassis interface system described above.

[0015] According to another aspect of the present invention, a modification method based on a chassis interface system is provided. The modification method is based on the aforementioned chassis interface system and includes: removing the sealing protection component on the multi-hole connector, inserting the connector wiring harness into the multi-hole connector to complete the electrical connection; after the connection is completed, based on the modification requirements of the superstructure equipment, obtaining the electrical signal type, which includes at least one of power communication signal, high-power power supply signal, remote throttle control signal, power and PTO control signal, vehicle body light signal, and under-vehicle control signal; based on the electrical signal type, extending each independent wire to the installation position of the superstructure equipment and completing electrical pairing with the superstructure equipment.

[0016] The technical solution of this invention comprises a chassis-mounted pre-installed interface assembly and a vehicle-mounted connector harness. The chassis-mounted pre-installed interface assembly includes a multi-hole connector with internal pins arranged according to a preset signal matrix. In the factory-installed state, this multi-hole connector is sealed by a protective sealing component, forming a sealed cavity isolated from the outside environment, thereby ensuring the original integrity, waterproof and dustproof performance, and reliability of the chassis electrical system. When the user needs to modify the superstructure, the protective sealing component is removed, and the multi-hole plug of the connector harness is inserted into the chassis-mounted pre-installed interface to achieve a non-destructive electrical connection. The other end of the connector harness is designed with multiple independent signal leads, each corresponding to a specific electrical signal. Users can directly connect the superstructure equipment according to the wire markings without any wire cutting. This structure achieves one-stop standardized output of chassis signals, completely changing the traditional connection method that relies on manual experience. It not only significantly reduces the modification threshold and cost but also ensures the safety and reversibility of the modification process, allowing the vehicle to conveniently and safely meet diverse superstructure needs without affecting the original factory warranty. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, 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 undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of a chassis reserved interface assembly according to an embodiment of the present invention is shown;

[0019] Figure 2 A schematic diagram of a connector harness according to an embodiment of the present invention is shown;

[0020] Figure 3 A schematic diagram showing the distribution of each signal lead of the connector harness according to an embodiment of the present invention is shown;

[0021] Figure 4A flowchart illustrating an embodiment of the modification method based on a chassis interface system according to the present invention is shown.

[0022] The above figures include the following reference numerals:

[0023] 10. Chassis reserved interface assembly;

[0024] 20. Multi-port connector;

[0025] 30. Sealing and protection components;

[0026] 40. Connector harness. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0031] Combination Figures 1 to 3 As shown, according to a specific embodiment of this application, a chassis interface system for a vehicle is provided.

[0032] Specifically, such as Figure 1 As shown, the chassis interface system for a vehicle includes: a chassis reserved interface assembly 10, which is connected to a reserved position on the vehicle chassis wiring harness assembly. The chassis reserved interface assembly 10 includes: a multi-hole connector 20 and a sealing protection component 30. Each electrical contact of the multi-hole connector 20 is set based on a preset signal matrix and configured to be electrically connected to the corresponding chassis wiring harness wire to transmit electrical signals. The sealing protection component 30 is detachably connected to the multi-hole connector 20. A connector wiring harness 40 has a multi-hole plug that matches the multi-hole connector 20 at one end. The multi-hole plug is configured to be inserted into the multi-hole connector 20 after the sealing protection component 30 is removed to establish an electrical connection. The other end of the connector wiring harness 40 leads out multiple independent signal leads, each of which is electrically connected to a corresponding electrical contact to transmit the electrical signal corresponding to the electrical contact.

[0033] The technical solution of this invention comprises a chassis-reserved interface assembly installed on the chassis wiring harness and a connector wiring harness configured with the vehicle. The chassis-reserved interface assembly 10 includes a multi-hole connector 20, whose internal electrical contacts are arranged according to a preset signal matrix. In the factory state, this multi-hole connector is sealed by a sealing protection component, forming a sealed cavity isolated from the outside, thereby ensuring the original integrity, waterproof and dustproof performance, and reliability of the chassis electrical system. When the user needs to modify the superstructure, the sealing protection component 30 is removed, and the multi-hole plug of the connector wiring harness 40 is inserted into the chassis-reserved interface to achieve non-destructive electrical connection. The other end of the connector wiring harness 40 is designed with multiple independent signal leads, each lead corresponding to a specific electrical signal. The user can directly connect the superstructure equipment according to the wire markings without any wire cutting operations. This structure enables one-stop standardized output of chassis signals, completely changing the traditional connection method that relies on manual experience. It not only significantly reduces the threshold and cost of modification, but also ensures the safety and reversibility of the modification process, allowing vehicles to conveniently and safely meet diverse superstructure needs without affecting the original factory warranty.

[0034] Optionally, the chassis reserved interface assembly 10 is fixed to the reserved position of the chassis main wiring harness assembly by means of cable ties or flanges.

[0035] The multi-hole connector 20 has multiple electrical contacts (pins) inside. These electrical contacts are logically arranged according to a preset signal matrix, and each electrical contact is connected to a specific wire in the vehicle chassis wiring harness.

[0036] Specifically, any multi-hole connector that meets the requirements of vehicle waterproofing and dustproofing, vibration level, and current carrying capacity is acceptable, and is not limited to square connectors or multi-hole round connectors.

[0037] Optionally, the connector harness 40, as part of the vehicle tool kit, has a multi-hole plug at one end that corresponds one-to-one with the internal pin layout of the multi-hole connector 20. When the user needs to modify the wiring, first remove the sealing protection component 30, then insert the multi-hole plug of the connector harness 40 into the multi-hole connector 20. At this time, the electrical contacts of the multi-hole plug and the electrical contacts of the multi-hole connector physically connect, establishing a stable electrical connection and introducing the preset signal from the chassis wiring harness into the connector harness 40. The other end of the connector harness 40 has a free-end branch structure, without any centralized connector, instead distributing the internal wires into multiple independent signal leads. Each signal lead wire is led out from the multi-hole plug and is wrapped with a flexible protective sheath (or a corrugated tube is added for protection). The flexible protective sheath extends a predetermined length along the direction of the wire extension and then branches, so that each signal lead wire extends outward in the form of an independent unit. The signal lead wire is either a bare conductor or has a crimped terminal. Each of the signal lead wires is wrapped with an insulating layer and printed with color markings or number labels for users to directly connect to the upper device.

[0038] Each signal lead is internally connected to its corresponding electrical contact, and is externally insulated and marked with color codes or numerical labels. Users can directly obtain the required electrical signals from these individual signal leads based on the wire colors and labels, and connect them directly to the upper-level equipment.

[0039] like Figure 3 As shown in the figure, the length of the wire harness for each signal lead is annotated, but the wire harness length is not limited to the length shown in the figure and should be set according to the actual situation.

[0040] Table 1 shows the preset signal matrix definition diagram, providing detailed information on the function, wire number, cross-sectional area, and color of the wires corresponding to each pin. Note that the wire cross-sectional area is not limited to the specific data marked in the diagram and can be changed according to actual conditions.

[0041] Table 1

[0042]

[0043] Specifically, the conductor material, cross-sectional area, insulation class, and color marking of the connector harness 40 are consistent with the original chassis harness standard of the vehicle, ensuring that the electrical and environmental performance of signal transmission is not inferior to the original standard, thereby achieving safe, convenient, and standardized non-destructive modification.

[0044] Furthermore, the preset signal matrix includes at least one of the following signal channels: a power communication signal channel, a high-power power supply signal channel, a remote throttle control signal channel, a power and PTO control signal channel, an under-vehicle control signal channel, and a vehicle body lighting signal channel. The preset signal matrix systematically divides the key electrical signals in the chassis wiring harness into multiple functional channels through a specific pin layout within the multi-hole connector 20, to meet the diverse needs of different upper-body equipment.

[0045] Each signal channel is integrated through a multi-port connector 20, which ensures the independence of signal transmission and achieves a high degree of interface standardization. This allows the vehicle connector harness 40 to bring out all necessary signals with a simplified physical structure, greatly simplifying the wiring complexity of the superstructure modification.

[0046] Furthermore, the power communication signal channel includes at least two twisted-pair pins for power CAN bus communication, which are respectively connected to the power CAN high signal line and the power CAN low signal line;

[0047] Specifically, the two wires maintain the physical structure of twisted pair inside the multi-hole connector 20 and as they extend to the connector harness 40, i.e., the two wires are twisted together in a spiral shape. This structure can effectively suppress electromagnetic interference (EMI) and radio frequency interference (RFI), ensuring the integrity and transmission stability of CAN bus data.

[0048] The cross-sectional area of ​​these two twisted-pair cables is typically 0.75 mm², conforming to the standard specifications for vehicle communication cables. The power CAN high signal line (X135) is color-coded red (R), and the power CAN low signal line (X136) is color-coded green (G). In the pin layout of the multi-port connector 20, these two pins are adjacent or arranged according to a specific electrical topology to optimize signal transmission performance.

[0049] like Figure 3 As shown, when the multi-hole plug of the connector harness 40 is inserted into the multi-hole connector 20, the power CAN high signal line (X135) and the multi-power CAN low signal line (X136) are respectively connected to the corresponding CAN nodes in the chassis harness, thus losslessly leading the digital communication signals in the vehicle CAN network to the free end branch structure of the connector harness 40. Users can directly connect to the CAN interface of the superstructure equipment through the independent signal lead-out line from the connector harness 40, thereby obtaining real-time chassis status data (such as vehicle speed, RPM, fault codes, etc.) or sending control commands to the chassis, realizing intelligent information interaction between the superstructure equipment and the vehicle chassis, without the need for an additional signal conversion module, simplifying the system architecture.

[0050] The power and PTO control signal channel includes at least one PTO working signal line, at least one neutral switch signal line, and at least one clutch switch signal line.

[0051] The power take-off (PTO) signal line (corresponding to wire number 560) is used to provide real-time feedback on the engagement status of the chassis PTO. This signal line typically outputs a high or low level signal to indicate whether the PTO's electromagnetic clutch has engaged. In the control logic of superstructure equipment (such as hydraulic pump drive units), this signal serves as a core enable condition, ensuring that the superstructure equipment is only allowed to start when the PTO is officially engaged and providing power, thereby preventing mechanical damage or safety accidents caused by accidental starting of the superstructure load while the vehicle is in motion.

[0052] The neutral gear switch signal line (corresponding wire number X150) is used to detect whether the transmission is in neutral. This signal is a high-level active signal. When the transmission shift lever is in neutral, this signal line outputs a high level, indicating to the control system that the vehicle is stationary and in a safe state with power cut off. This signal is one of the important safety interlock conditions for starting the superstructure, ensuring that superstructure operations are only carried out when the vehicle is stationary and the transmission system is decoupled, avoiding the dangers caused by operating the superstructure while the vehicle is in gear and driving.

[0053] The clutch switch signal line (corresponding wire number X163) is used to detect the driver's action of pressing the clutch pedal. This signal is also configured to be active high. When the driver presses the clutch pedal to disconnect the power connection between the engine and the transmission, this signal line outputs a high level. In operation scenarios involving remote start, under-vehicle control, or PTO engagement, this signal, together with other signals, constitutes a safety interlock logic to ensure that the power transmission path is completely disconnected before executing relevant control commands, further improving the safety and reliability of the modified system.

[0054] These three signal wires are independently arranged in the multi-port connector 20, and are respectively connected to the corresponding sensor or switch node in the chassis wiring harness. The cross-sectional area of ​​these three signal wires is typically 0.75mm². The power take-off (PTO) signal wire (corresponding to wire number 560) is color-coded red / white (R / W), the neutral switch signal wire (corresponding to wire number X150) is color-coded green / brown (G / Br), and the clutch switch signal wire (corresponding to wire number X163) is color-coded yellow / brown (Y / Br). In the pin layout of the multi-port connector 20, these two pins are adjacent or arranged according to a specific electrical topology to optimize signal transmission performance. When the connector harness 40 is inserted, these status signals are losslessly led out to independent signal leads. Users can directly connect to the control module of the superstructure equipment according to the wire markings (such as color or wire number) to achieve safe linkage and intelligent control between the superstructure system and the vehicle chassis power status.

[0055] Furthermore, the high-power power signal channel includes at least one reserved power supply line for the upper device and at least one reserved ground line for the upper device. The high-power power signal channel is used to meet the power supply requirements of the high-power upper device. The rated current of the reserved power supply line and the reserved ground line for the upper device is set to 20A.

[0056] The pre-installed power cable serves as the positive power input terminal for high-power equipment, supplying electrical energy to external equipment such as refrigeration units, hydraulic pumps, and high-power lighting systems. It is specifically designed to meet the current demands of high-power loads, ensuring stable power supply and controllable line temperature rise during prolonged high-load operation.

[0057] The pre-reserved ground wire serves as the grounding terminal (negative pole) for high-power equipment, forming a complete current loop with the power supply line to ensure the normal operation of the electrical system. Providing a low-impedance grounding path helps stabilize voltage output, reduces electromagnetic interference, and prevents equipment failures or safety hazards caused by poor grounding.

[0058] The cross-sectional area of ​​both the reserved power supply wire (239) and the reserved ground wire (101) is set to 2.5 mm², significantly larger than the 0.75 mm² cross-sectional area of ​​conventional signal wires, in order to carry a larger operating current. The rated current of these two wires is set to 20A, which can ensure that the temperature rise of the line is controlled within a safe range under long-term high-load operation, avoiding the risk of insulation aging or fire caused by overheating, thereby meeting the power supply needs of high-power equipment such as refrigeration units, large hydraulic pumps, and air conditioning compressors.

[0059] Regarding wire marking, the pre-installed power wire (239) is marked with red / green (R / G) wires, and the pre-installed ground wire (101) is marked with black (B) wires, so that users can quickly and accurately identify the polarity at the connector harness 40 lead-out end and prevent reverse connection. In the pin layout of the multi-hole connector 20, these two power wires are usually arranged in adjacent or close positions to optimize the electrical connection structure and facilitate subsequent wiring.

[0060] When the connector harness 40 is inserted into the multi-hole connector 20, the reserved power supply wire (239) and the reserved ground wire (101) of the upper body are respectively connected to the constant power supply and ground point in the vehicle chassis harness, so as to transmit the power of the whole vehicle electrical system to the free end of the connector harness 40 without loss. The user can directly supply power to the upper body equipment with high power through the independent signal lead wire, without the need for additional separate wires from the battery or complicated fuse box modification, realizing the standardization, convenience and safety of high power supply acquisition.

[0061] Furthermore, the remote throttle control signal channel includes at least three wires for remote throttle control, which are respectively connected to the remote throttle sensor power supply, the remote throttle sensor ground wire, and the remote throttle sensor signal line. The remote throttle control signal channel is used to realize remote speed control of the engine.

[0062] Specifically, the remote throttle sensor power supply (X124) is responsible for providing a stable operating voltage to the externally connected remote throttle sensor or control module. Its wire color is yellow / gray (Y / Gr), and its cross-sectional area is 0.75mm². The remote throttle sensor ground (X107) provides a signal reference ground loop to ensure the stability of electrical signal transmission. Its wire color is black / white (B / W), and its cross-sectional area is 0.75mm². The remote throttle sensor signal (X126) is responsible for transmitting analog voltage or current signals. The magnitude of this signal directly corresponds to the engine's target speed command, which is issued by the control unit of the upper structure equipment. Its wire color is blue / green (Bl / G), and its cross-sectional area is 0.75mm².

[0063] In the pin layout of the multi-port connector 20, these three wires are closely adjacent, forming an independent subset of analog signal control. When the connector harness 40 is inserted into the multi-port connector 20, these three wires are led out as independent signal leads through the connector harness 40. The user only needs to connect the power, ground, and signal lines of the remote throttle control module of the superstructure to these three leads respectively to establish a communication link with the vehicle's engine control unit (ECU). At this time, the speed command signal issued by the superstructure is transmitted to the chassis harness via the remote throttle sensor signal line, thereby controlling the engine speed, while the power and ground lines ensure the normal operation of the control module. This design enables special vehicles such as fire trucks and water trucks that need to precisely control engine speed outside the vehicle or on the superstructure platform to achieve convenient and safe remote power management without entering the cab.

[0064] Furthermore, the under-vehicle control signal channel includes at least two wires for under-vehicle starting, which are respectively connected to the under-vehicle starting power supply and the under-vehicle starting ground wire; and at least two wires for under-vehicle shutdown, which are respectively connected to the under-vehicle shutdown power supply and the under-vehicle shutdown ground wire. The under-vehicle control signal channel is used to realize remote start-stop control of the vehicle under the vehicle.

[0065] Specifically, the under-vehicle start signal group includes two wires: an under-vehicle start power supply (corresponding to wire number 488A) and an under-vehicle start ground wire (corresponding to wire number 804). The under-vehicle start power supply (488A) wire is color-coded red / blue (R / B) with a cross-sectional area of ​​0.75mm², and is used to provide a trigger signal or power supply for the start relay when operating under the vehicle. The under-vehicle start ground wire (804) wire is color-coded red / blue (R / Bl) with a cross-sectional area of ​​0.75mm², and serves as the grounding reference for the start circuit. When the user connects this circuit through the control panel of the superstructure equipment or the external switch, the signal is transmitted to the vehicle start system via the multi-port connector 20, realizing remote engine start.

[0066] The under-vehicle engine shutdown signal assembly also includes two wires: an under-vehicle shutdown power supply (corresponding to wire number 488) and an under-vehicle shutdown ground wire (corresponding to wire number 805). The under-vehicle shutdown power supply (488) is color-coded red / blue (R / B) with a cross-sectional area of ​​0.75 mm², and is used to provide the trigger power for the shutdown signal when operating under the vehicle. The under-vehicle shutdown ground wire (805) is color-coded white / blue (B / Bl) with a cross-sectional area of ​​0.75 mm², and serves as the grounding reference for the shutdown circuit. When the user triggers this circuit through the control panel of the superstructure equipment or the external switch, the signal is transmitted to the vehicle shutdown system via the multi-port connector 20, realizing remote engine shutdown.

[0067] In the pin layout of the multi-port connector 20, the four wires are divided into two independent control subsets, corresponding to the start and stop logic respectively, to avoid misoperation and improve control safety. When the connector harness 40 is inserted into the multi-port connector 20, the four wires are led out as independent signal leads through the connector harness 40. Users can connect the remote control switch or control module of the superstructure equipment to the corresponding line according to the wire color and label (such as "start from outside the vehicle" or "stop from outside the vehicle" markings). This design allows users of special vehicles such as RVs, ambulances, and emergency rescue vehicles to safely and conveniently control the engine start and stop from outside the vehicle without entering the driver's cab, greatly improving operational convenience and response speed in emergency situations.

[0068] Furthermore, the vehicle body light signal channels include: brake light signal channel, reversing light signal channel, turn signal signal channel and high beam signal channel. The turn signal channel includes at least two wires, one for the right turn signal and the other for the left turn signal. The brake light signal channel, reversing light signal channel and high beam signal channel each include at least one wire.

[0069] The brake light signal channel includes at least one wire, namely the brake light signal wire (corresponding to wire number 111). This wire is color-coded yellow (Y) and has a cross-sectional area of ​​0.75 mm². When the driver presses the brake pedal, this signal wire outputs a high-level signal, which the superstructure equipment can use to trigger the corresponding warning lights or stop the hydraulic system, thereby enhancing driving safety.

[0070] The reversing light signal channel includes at least one wire, namely the reversing light signal wire (corresponding to wire number 51). This wire is marked red (R) and has a cross-sectional area of ​​0.75mm². When the vehicle is engaged in reverse gear, this signal wire is turned on and outputs a high-level signal, allowing the upper equipment to obtain information about the vehicle's reversing status, which can then be used to activate the reversing camera or warning lights.

[0071] The turn signal channel contains two independent wires, used to control the signal output of the left and right turn signals respectively. The right turn signal wire (corresponding to wire number 54) is color-coded green / blue (G / B) with a cross-sectional area of ​​0.75 mm²; the left turn signal wire (corresponding to wire number 58) is color-coded green / red (G / R) with a cross-sectional area of ​​0.75 mm². These two wires correspond to the right and left turn signal circuits in the vehicle chassis wiring harness, respectively. When the vehicle turns, the corresponding lines output a flashing high-level signal. The superstructure equipment uses these signals to synchronize the flashing of the superstructure warning lights with the vehicle's turn signals, improving road warning effectiveness.

[0072] The high beam signal channel includes at least one wire, namely the high beam signal wire (corresponding to wire number 23). This wire is color-coded red / yellow (R / Y), has a cross-sectional area of ​​0.75 mm², and is a high-level active signal. When the driver turns on the high beams, this signal wire outputs a high level, which the superstructure equipment can use to determine the vehicle's lighting status or to coordinate with the brightness adjustment or on / off control of the superstructure lighting system.

[0073] In the pin layout of the multi-port connector 20, the aforementioned five wires (111, 51, 54, 58, 23) are integrated into the vehicle body lighting signal area. When the connector harness 40 is inserted into the multi-port connector 20, these signal lines are led out as independent signal leads through the connector harness 40. By identifying the wire colors (yellow, red, green / blue, green / red, red / yellow) and labels, users can easily connect these vehicle status signals to the superstructure control system, realizing intelligent linkage between the superstructure equipment and the vehicle lighting system without requiring any wire cutting or modification to the original vehicle lighting circuit, thus maintaining the integrity and reliability of the original electrical system.

[0074] Furthermore, the sealing protection assembly 30 includes a blind plug with a complementary shape to the multi-port connector 20. The blind plug is made of silicone or elastic rubber material and has a sealing flange on its outer surface. In the factory condition of the vehicle, the blind plug is tightly fitted into the interface of the multi-port connector 20.

[0075] This blind plug is made of silicone or elastic rubber material in one piece, and has excellent elasticity, aging resistance and waterproof sealing performance.

[0076] The main body of the blind plug features multiple independent columnar protrusions, each precisely corresponding to the position and diameter of each pin hole within the multi-hole connector 20. This allows for a tight insertion and sealing of each pin hole, preventing dust, moisture, and corrosive gases from entering the connector and protecting the pins from oxidation and corrosion. One or more sealing flanges (i.e., sealing ring structures) are located on the outer circumference of the blind plug. These sealing flanges are made of the same elastic material. When the blind plug is installed into the multi-hole connector 20, the sealing flanges elastically deform and tightly adhere to the inner wall of the connector's interface, forming the first physical sealing barrier.

[0077] In the factory-installed state, the blind plug is tightly fitted into the interface of the multi-hole connector 20. At this time, the sealing flange applies a continuous radial clamping force to the inner wall of the multi-hole connector 20 interface. Combined with the interference fit between the blind plug body and the pin holes, this forms a multi-layered sealing structure, ensuring that the entire reserved interface meets the preset protection level (such as IP67 or IP6K9K). This sealed state keeps the chassis electrical system in a completely enclosed environment before modification, isolating it from the influence of harsh external conditions and ensuring the long-term reliability of the original wiring harness interface. When the user needs to use the reserved interface, simply pull the blind plug out of the multi-hole connector 20 to expose the standard pins, allowing insertion into the multi-hole plug in the accompanying tool kit for non-destructive modification.

[0078] According to another aspect of the present invention, a vehicle is provided having a chassis interface system, wherein the chassis interface system is the chassis interface system described above.

[0079] The vehicle includes a chassis frame, a chassis wiring harness assembly mounted on the chassis frame, and a cab. The chassis wiring harness bus integrates a chassis pre-installed interface, which is securely installed at a specific location on the chassis main wiring harness assembly using cable ties or flanges. This interface is typically located in an easily accessible area on the side of the vehicle chassis for convenient operation by the user or modification personnel.

[0080] The chassis pre-installed interface is a multi-port connector. Its internal pins are arranged according to a preset signal matrix, integrating various key electrical signals, including power CAN bus signals, reserved power supply and ground wires for the superstructure, remote throttle control signals, PTO operating signals, vehicle status signals, and under-vehicle control signals. Under normal driving conditions and after the vehicle leaves the factory, the chassis pre-installed interface is completely sealed by a sealing protection component. This component consists of a blind plug with a shape complementary to the multi-port connector. The blind plug is made of silicone or elastic rubber and fits tightly into the interface of the multi-port connector through its sealing flange, ensuring the pre-installed interface achieves a preset waterproof and dustproof protection level (such as IP67 or IP6K9K). This guarantees the integrity, sealing, and long-term reliability of the chassis electrical system in a non-modified state.

[0081] In addition, the vehicle is equipped with a tool kit, which is stored in the vehicle's toolbox. The tool kit includes a single-ended connector harness. One end of the harness is equipped with a multi-hole plug that matches the chassis's pre-installed interface, while the other end is divided into multiple independent signal lead wires. The ends of the wires are provided as bare wires and are marked with color codes and wire number labels, and their specifications are consistent with the original chassis wiring harness standard.

[0082] When users need to modify the vehicle's superstructure, they simply need to take out the vehicle tool kit from the toolbox, remove the blind plug on the chassis's pre-installed interface, and insert the multi-hole plug of the vehicle tool harness into the chassis's pre-installed interface to achieve physical connection and electrical conduction. At this time, each independent wire at the branch end of the vehicle tool harness will receive its corresponding signal output. Users can directly connect the superstructure equipment according to the wire color and label to achieve non-destructive, safe, and standardized modification operations. When the modification equipment is removed or the vehicle is sold, simply unplug the harness and replace the blind plug; the vehicle will then be restored to its original factory condition, without affecting the original factory warranty or resale value.

[0083] According to another aspect of the invention, such as Figure 4 As shown, a modification method based on a chassis interface system is provided. The modification method is based on the aforementioned chassis interface system and includes:

[0084] Step S102: Remove the sealing protection component on the multi-hole connector, and plug the connector harness into the multi-hole connector to complete the electrical connection;

[0085] Before performing this step, the vehicle is in a factory-sealed state, and the chassis pre-installed interface (multi-port connector 20) is completely sealed by the sealing protection component (blind plug), achieving an IP67 or IP6K9K protection rating. First, the operator opens the vehicle's toolbox and removes the connector harness 40 from the tool kit. Then, the operator locates the multi-port connector 20 on the chassis and manually or with a simple tool pulls the blind plug out of the interface of the multi-port connector 20. After removing the blind plug, the pin matrix inside the multi-port connector 20 is exposed. At this point, the interface is dry, clean, and free of dust or moisture.

[0086] Next, the operator holds the dedicated multi-hole plug at one end of the connector harness 40 and aligns it with the pin layout of the multi-hole connector 20. Since both have the same pin definitions and physical structure, the plug can be smoothly inserted into the multi-hole connector 20 until a click is heard or the locking mechanism is felt, ensuring a secure connection and good contact. At this point, all the wires inside the connector harness 40 are electrically connected to the corresponding pins in the chassis harness, completing the physical and electrical connection from the chassis power / signal source to the retrofit harness. This process requires no tools, takes very little time, and completely avoids the risk of insulation damage caused by stripping and cutting wires in traditional retrofits.

[0087] Step S104: After the docking is completed, based on the modification requirements of the upper structure equipment, the electrical signal type is obtained. The electrical signal type includes at least one of the following: power communication signal, high power supply signal, remote throttle control signal, power and power take-off control signal, vehicle body light signal and under-vehicle control signal.

[0088] Step S106: Based on the electrical signal type, extend each independent wire to the installation position of the upper device and complete the electrical pairing with the upper device.

[0089] Based on the target signal wires selected in step S104, in step S106, the operator lays the wiring along the side of the chassis or vehicle body to the installation location of the upper-mount equipment. The branch end wires of the connector harness 40 are pre-wrapped with corrugated tubing or wear-resistant cloth tape, providing good mechanical protection. They can be directly extended along the vehicle's existing wiring channels or cable tie fixing points without the need for additional complex branch connectors. Upon reaching the interface of the upper-mount equipment, the operator removes the insulation layer from the bare wire ends of the wires (if necessary) or crimps the terminals according to the terminal definitions of the upper-mount equipment. Subsequently, the wires are precisely connected to the corresponding terminals of the upper-mount equipment.

[0090] Based on steps S102 to S106 above, this method completely eliminates the traditional "wire breaking, stripping, and splicing" operation mode in modification. Through the plug-in connection in step S102, the insulation layer, waterproof structure, and mechanical strength of the original vehicle chassis wiring harness remain undamaged, fundamentally eliminating safety hazards such as short circuits, leakage, and fires caused by wire breaking. It also avoids vehicle warranty breaches due to damage to the original wiring harness. The wires are directly led out and extended to the equipment in an independent manner, simplifying the wiring logic, making the modification process standardized and visible, and significantly shortening the modification cycle.

[0091] In one specific embodiment, this is applicable to urban logistics delivery trucks. Users need to install a hydraulic lift tailgate at the rear of the vehicle for loading and unloading goods. Traditional modifications require navigating deep under the chassis to locate power and light signals, which easily damages the original vehicle's wiring harness waterproofing. This embodiment utilizes the chassis-reserved interface system of this application to achieve "plug-and-play" tailgate circuitry. Users can identify the reserved power wire (239, red / green) and reserved ground wire (101, black) from the branch end of the accompanying tool kit. These two wires have a cross-sectional area of ​​2.5mm², a rated current of 20A, and are directly connected to the main power input and ground terminals of the hydraulic tailgate control box, providing sufficient and stable power to the hydraulic pump motor. Users can also identify the brake light signal wire (111, yellow). This wire connects to the signal input terminal of the tailgate control box. When the driver presses the brake pedal, the chassis wiring harness emits a high-level signal. Upon receiving the signal, the tailgate control box immediately locks the hydraulic system or triggers the tailgate warning light to flash, preventing accidental tailgate movement during vehicle braking and improving safety. The user identifies the right turn signal wire (54, green / blue) and the left turn signal wire (58, green / red). These two wires are connected in parallel to the warning light circuits on both sides of the tailgate. When the vehicle activates the turn signal, the warning lights on the same side of the tailgate flash synchronously, clearly indicating the turning intention to surrounding road users, which complies with the safety regulations for special operation vehicles. Through the above connection, all core circuits of the hydraulic tailgate (power, brake protection, turn warning) are connected without damage via multi-hole connector 20. The entire installation process only requires inserting the vehicle's wiring harness plug into the chassis interface and then connecting the bare wires at the branch ends to the tailgate controller. No cutting or stripping of the original vehicle wiring harness is required throughout the process, reducing the installation time to less than 10 minutes, while retaining the original vehicle wiring harness's IP6K9K protection rating.

[0092] In another specific embodiment, this embodiment is applied to the modification of the living electrical system of a motorhome chassis. This embodiment is applicable to motorhomes modified based on light truck chassis. The motorhome requires independent 24V DC living power (for refrigerator, lighting, water pump, etc.) and wants to view vehicle information such as speed and RPM on the dashboard in the living area via the chassis CAN bus. It also has the function of remotely starting or stopping the engine from inside the vehicle. Living power supply: The user obtains the reserved power line (239, red / green) and the reserved ground line (101, black) from the branch end. These two wires serve as the "constant power" source for the motorhome, charging the onboard refrigerator, LED lighting system, and living battery after passing through the main distribution box of the motorhome. Due to the use of 2.5mm² thick wire, it can meet the peak current requirements of high-power appliances (such as microwave ovens and air conditioners). The user identifies the power CAN H (X135, twisted pair red) and power CANL (X136, twisted pair green). These two twisted pair wires are connected to the CAN-to-UART conversion module or dedicated display screen on the motorhome. By parsing the chassis CAN messages, the RV dashboard can display vehicle speed, engine speed, coolant temperature, and fault codes in real time, allowing the driver to monitor the vehicle's operating status from inside the cabin. Users can identify the under-vehicle starting power supply (488A, red / blue), under-vehicle starting ground wire (804, red / blue), and under-vehicle shutdown power supply (488, red / blue) and under-vehicle shutdown ground wire (805, white / blue). These two sets of signal lines are connected to the "one-button start / stop" module in the RV's living area. When the user presses the "start" button inside the vehicle, the 488A / 804 circuit is activated, triggering the chassis ECU to start the engine; when the "stop" button is pressed, the 488 / 805 circuit is activated, and the engine stops. This solves the inconvenience of RV users having to get out of the vehicle to start the engine in cold weather. This embodiment achieves efficient integration of the RV living area and the chassis power system. Through a standardized interface, users not only obtain high-current power supply capability but also achieve transparent display of vehicle information and remote control. All modifications are completed on the exterior of the vehicle or through pre-reserved openings in the chassis. The internal wiring is neat and aesthetically pleasing. When the RV is scrapped or the chassis is sold, the wiring harness can be disconnected to restore the vehicle to its factory condition, without affecting its resale value.

[0093] In another specific embodiment, remote speed control of special-purpose vehicles (fire trucks / water trucks) is implemented. This embodiment is applicable to special vehicles such as fire trucks and water trucks. When these vehicles are performing fire extinguishing or water spraying operations, they often need to be parked at the work site, and the operator needs to control the speed of the water pump or ladder motor from the ground or ladder platform. This requires the ability to remotely control the engine speed without entering the cab. The user accurately identifies the remote throttle sensor power supply (X124, yellow / gray), remote throttle sensor ground (X107, black / white), and remote throttle sensor signal (X126, blue / green) from the branch end. These three wires constitute a complete remote throttle control channel. X124 provides the working voltage to the external "external throttle controller" (such as a handle or knob). X107 serves as the signal reference ground. X126 transmits the analog voltage signal (0-5V or 4-20mA, depending on the controller type; a voltage signal is used as an example here) generated by the external controller back to the chassis ECU. When the operator adjusts the "external throttle controller" on the ground, the voltage signal transmitted through the X126 line changes. The chassis ECU recognizes this signal and automatically adjusts the fuel injection quantity, thereby changing the engine speed. At this time, the vehicle is stationary, but the engine speed can be steplessly adjusted according to operational needs, achieving "vehicle control from below." Through this embodiment, special vehicles achieve highly reliable remote speed control. Because the X124 / X107 / X126 lines use a standard 0.75mm² wire diameter and are shielded or twisted-paired (if CAN is twisted-paired, this is an analog signal; the twisting is not explicitly stated, but the signal line is emphasized), signal stability is ensured in environments with strong electromagnetic interference (such as when a fire pump motor starts). Users do not need to damage the original vehicle's throttle pedal sensor or ECU interface; a standard remote throttle lever can be installed through a reserved interface, greatly improving the safety and ease of operation in special operations.

[0094] The technical solution of this embodiment has the following beneficial effects:

[0095] 1. One-stop signal integration: The system integrates power CAN communication, high-power superstructure power supply, remote throttle control, power take-off status, various vehicle status signals and vehicle start-stop control signals in a single multi-port interface, covering most of the electrical interface requirements for superstructure modification.

[0096] 2. Non-destructive and safe modification: It completely changes the traditional method of cutting and splicing wires, and realizes the "non-destructive mode" of completing high-complexity upper body modification without changing a single original vehicle wire. It protects the insulation and waterproof performance of the original vehicle wiring harness to the greatest extent and reduces the risk of short circuits, failures and fires.

[0097] 3. High efficiency and convenience: Users only need a few minutes of plugging and unplugging operations to complete the access and output of all signals, without the need for professional skills, which greatly reduces the threshold and cost of modification.

[0098] 4. High reversibility: When users need to remove the modified equipment or sell the vehicle, they only need to unplug the on-board tool harness and replace the sealing cover, and the vehicle can be instantly restored to its original factory condition without affecting the used car transaction or the original factory warranty.

[0099] 5. Standardized output: The wiring harness of the vehicle tool uses the original factory standard wire specifications and color markings, and the branch ends are provided in bare wire form, which makes it easy for users to connect directly and avoids modification errors caused by confusing signal definitions.

[0100] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0101] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0102] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0103] 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 chassis interface system for a vehicle, characterized in that, include: A chassis reserved interface assembly (10) is connected to a reserved position on the vehicle chassis wiring harness assembly. The chassis reserved interface assembly (10) includes a multi-hole connector (20) and a sealing protection component (30). Each electrical contact of the multi-hole connector (20) is set based on a preset signal matrix. Each electrical contact of the multi-hole connector (20) is configured to be connected to the corresponding chassis wiring harness wire to transmit electrical signals. The sealing protection component (30) is detachably connected to the multi-hole connector (20). A connector harness (40) has a multi-hole plug at one end that matches the multi-hole connector (20). The multi-hole plug is configured to be inserted into the multi-hole connector (20) after the sealing protection assembly (30) is removed to establish an electrical connection. The other end of the connector harness (40) has multiple independent signal leads, each of which is connected to a corresponding electrical contact for transmitting the electrical signal corresponding to the electrical contact.

2. The chassis interface system according to claim 1, characterized in that, The preset signal matrix includes at least one of the following signal channels: power communication signal channel, high-power power supply signal channel, remote throttle control signal channel, power and power take-off control signal channel, under-vehicle control signal channel, and vehicle body light signal channel.

3. The chassis interface system according to claim 2, characterized in that, The power communication signal channel includes at least two twisted-pair pins for power CAN bus communication, which are respectively connected to the power CAN high signal line and the power CAN low signal line; The power and PTO control signal channel includes at least one PTO working signal line, at least one neutral switch signal line, and at least one clutch switch signal line.

4. The chassis interface system according to claim 2, characterized in that, The high-power power signal channel includes at least one reserved power line for the upper device and at least one reserved ground line for the upper device. The high-power power signal channel is used to meet the power supply requirements of the high-power upper device. The rated current of the reserved power line and the reserved ground line for the upper device is set to 20A.

5. The chassis interface system according to claim 2, characterized in that, The remote throttle control signal channel includes at least three wires for remote throttle control, which are respectively connected to the remote throttle sensor power supply, the remote throttle sensor ground wire, and the remote throttle sensor signal line. The remote throttle control signal channel is used to realize remote speed control of the engine.

6. The chassis interface system according to claim 2, characterized in that, The under-vehicle control signal channel includes at least two wires for under-vehicle starting, which are respectively connected to the under-vehicle starting power supply and the under-vehicle starting ground wire; and at least two wires for under-vehicle shutdown, which are respectively connected to the under-vehicle shutdown power supply and the under-vehicle shutdown ground wire. The under-vehicle control signal channel is used to realize remote start and stop control of the vehicle under the vehicle.

7. The chassis interface system according to claim 2, characterized in that, The vehicle lighting signal channels include: brake light signal channel, reversing light signal channel, turn signal signal channel, and high beam signal channel. The turn signal channel includes at least two wires, one for the right turn signal and the other for the left turn signal. The brake light signal channel, the reversing light signal channel, and the high beam signal channel each include at least one wire.

8. The chassis interface system according to claim 1, characterized in that, The sealing protection component (30) includes a blind plug with a shape complementary to the multi-hole connector (20), the blind plug being made of silicone or elastic rubber material, and having a sealing flange on its outer surface; in the vehicle's factory condition, the blind plug is tightly fitted into the interface of the multi-hole connector (20).

9. A vehicle, characterized in that, The vehicle has a chassis interface system, which is the chassis interface system according to any one of claims 1-8.

10. A modification method based on a chassis interface system, characterized in that, The modification method is based on the chassis interface system of any one of claims 1 to 8, and includes: Remove the sealing protection component on the multi-hole connector, and insert the connector harness into the multi-hole connector to complete the electrical connection; After the docking is completed, based on the modification requirements of the upper equipment, the electrical signal type is obtained. The electrical signal type includes at least one of the following: power communication signal, high power supply signal, remote throttle control signal, power and power take-off control signal, body light signal and under-vehicle control signal. Based on the electrical signal type, each independent wire is extended to the installation position of the upper device and electrically paired with the upper device.

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