Wheel speed sensor wiring harness assembly and vehicle

Abstract

This application discloses a wheel speed sensor wiring harness assembly and a vehicle, belonging to the automotive field. The sensor wiring harness assembly includes a lead-out base, a first wire, a second wire, and a protective sleeve. The first and second wires are located within the lead-out base. The protective sleeve includes a connecting channel, a first channel, and a second channel that are interconnected, with the lead-out base sealed to the connecting channel. The first wire passes through the connecting channel and the first channel, and the first wire and the first channel are sealed together. The second wire passes through the connecting channel and the second channel, and the second wire and the second channel are sealed together. The vehicle of this application includes a wheel speed sensor and the wheel speed sensor wiring harness assembly as described above, with the wheel speed sensor connected to both the first and second wires.

Description

Technical Field

[0001] This application relates to the automotive field, and in particular to a wheel speed sensor wiring harness assembly and a vehicle. Background Technology

[0002] As a core signal component of the automotive braking system, wheel speed sensors typically employ a parallel lead-out structure with two thin wires at their wiring harness connectors. These connectors are constantly exposed to mud and water erosion, high-pressure spraying, high and low temperature cycling, and vehicle vibration, making them highly susceptible to waterproofing failure.

[0003] In related technologies, a single layer of heat shrink tubing is typically used to wrap the wire at the point where it exits the substrate, thereby achieving a seal between the wire and the substrate. However, this approach still has significant technical drawbacks.

[0004] Because the two wires are bonded in parallel, when the waterproofing of the wheel speed sensor's wiring harness plug fails and moisture appears in the lead wire substrate, a micron-sized narrow gap can easily form in the lead wire substrate. Under the action of liquid surface tension, a capillary water absorption channel is formed, and moisture can continuously seep into the plug along the gap in the wires, causing faults such as terminal corrosion of the wheel speed sensor, signal transmission distortion, and short circuit. Summary of the Invention

[0005] This application provides a wheel speed sensor wiring harness assembly and a vehicle, which can improve the problem of easy water ingress in wheel speed sensor wiring harness assemblies in related technologies.

[0006] The technical solution is as follows: On one hand, a wheel speed sensor wiring harness assembly is provided, comprising: a lead-out base, a first wire, a second wire, and a protective sleeve. The first wire and the second wire are located within the lead-out base. The protective sleeve includes interconnected connecting channels, a first channel, and a second channel, with the lead-out base sealed to the connecting channels. The first wire passes through the connecting channels and the first channel, and is sealed to the first channel. The second wire passes through the connecting channels and the second channel, and is sealed to the second channel.

[0007] In some possible implementations, the wheel speed sensor harness assembly further includes a first limiting structure located within the first channel, the first limiting structure being interference-fitted with the first wire.

[0008] In some possible implementations, the first wire and the first channel are also sealed together by the first limiting structure.

[0009] In some possible implementations, the wheel speed sensor harness assembly further includes: a first adhesive layer located within the first channel, wherein the first wire is sealed to the first channel through the first adhesive layer.

[0010] In some possible implementations, the first limiting structure includes a convex ring, the axis of which is parallel to the axis of the first conductor.

[0011] In some possible implementations, the first limiting structure includes a plurality of the protruding rings, which are spaced apart along the extension direction of the first conductor.

[0012] In some possible implementations, the wheel speed sensor wiring harness assembly further includes a heat shrink tubing, which is sleeved on the lead wire base, and the protective sleeve is interference-fitted with the heat shrink tubing.

[0013] In some possible implementations, a portion of the heat shrink tubing is fitted onto the lead-out substrate, and the remaining portion is fitted onto the first conductor and the second conductor. The heat shrink tubing is sealed to the first conductor and the second conductor.

[0014] In some possible implementations, the wheel speed sensor wiring harness assembly further includes: a second adhesive layer, through which the first wire is sealed to the heat shrink tubing, and through which the second wire is sealed to the heat shrink tubing.

[0015] In some possible implementations, the wheel speed sensor harness assembly further includes a second limiting structure located within the second channel, the second limiting structure being interference-fitted with the second conductor.

[0016] In some possible implementations, the second wire and the second channel are also sealed by the second limiting structure.

[0017] In some possible implementations, the wheel speed sensor harness assembly further includes a third adhesive layer located within the second channel, the second wire being sealed to the second channel through the third adhesive layer.

[0018] In some possible implementations, the second limiting structure includes a convex ring, the axis of which is parallel to the axis of the second conductor.

[0019] In some possible implementations, the second limiting structure includes a plurality of the protruding rings, which are spaced apart along the extension direction of the second conductor.

[0020] On the other hand, a vehicle is provided that includes: a wheel speed sensor and a wheel speed sensor wiring harness assembly as described above, wherein the wheel speed sensor is connected to the first wire and to the second wire.

[0021] The beneficial effects of the technical solution provided in this application include at least the following: The wheel speed sensor wiring harness assembly provided in this application features a first wire and a second wire housed within a lead-out substrate, which is then sealed to a connecting channel of a protective sleeve. The first wire passes through both the connecting channel and a first channel of the protective sleeve, forming a sealed connection. Similarly, the second wire passes through both the connecting channel and a second channel of the protective sleeve, forming a sealed connection. Because the first and second wires are located within the lead-out substrate, the first channel is sealed to the first wire, and the second channel is sealed to the second wire. The connecting channel is also sealed relative to the first and second wires. Furthermore, the sealed connection between the connecting channel and the lead-out substrate ensures a complete seal for the first wire, the second wire, the protective sleeve, and the lead-out substrate. External moisture is difficult to enter the lead-out substrate from between the first channel and the first wire, from between the second channel and the second wire, and from the connecting channel. This improves the waterproof performance of the wheel speed sensor wiring harness assembly, allowing the first wire, the second wire, and the lead-out substrate to remain dry. This addresses the issue of water ingress in wheel speed sensor wiring harness assemblies in related technologies. In addition, since the first and second conductors of this application are installed in different channels (i.e., the first channel and the second channel), even if water enters the protective sleeve, the distance between the first and second conductors is much greater than the distance for forming a capillary water absorption channel. Therefore, a capillary water absorption channel will not be formed inside the protective sleeve, and water will not enter the lead-out substrate due to the capillary water absorption effect, thus further optimizing the waterproof performance.

[0022] The vehicle provided in this application includes the wheel speed sensor wiring harness assembly described above, and connects the wheel speed sensor to the first wire and the second wire. Therefore, it can also improve the problem of easy water ingress in the wheel speed sensor wiring harness assembly in the related art. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the structure of a wheel speed sensor wiring harness assembly provided in an embodiment of this application; Figure 2 yes Figure 1 A sectional view of section xx in the middle; Figure 3 This is a schematic diagram of the structure of a protective sleeve in a wheel speed sensor wiring harness assembly provided in an embodiment of this application; Figure 4 yes Figure 3 A sectional view of the yy section; Figure 5 This is a cross-sectional view of another wheel speed sensor harness assembly provided in an embodiment of this application.

[0025] In the diagram: 10, wheel speed sensor wiring harness assembly; 110, cable outlet base; 120, first wire; 130, second wire; 140, protective sleeve; 141, first channel; 142, second channel; 143, connecting channel; 144, convex ring; 145, concave ring; 150, heat shrink tubing; 160, first limiting structure; 170, second limiting structure; 180, second adhesive layer. Detailed Implementation

[0026] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0027] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the appendix. Figure 1 The orientations or positional relationships shown are for the purpose of facilitating and simplifying the description of this application, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0028] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art.

[0029] In related technologies, a single layer of heat shrink tubing is typically used to wrap the wire at the point where it exits the substrate, thereby achieving a seal between the wire and the substrate. However, this approach still has significant technical drawbacks.

[0030] Although heat shrink tubing can tightly wrap around the lead-out point of the wires to eliminate gaps and achieve a sealing effect, the wheel speed sensor's wiring harness uses a parallel bonding of two wires. This means that when the heat shrink tubing tightly wraps the lead-out point, only a portion of each wire's surface can adhere tightly to the lead-out base for sealing. The area where the two wires are bonded together and the surrounding area cannot adhere tightly to the inner wall of the heat shrink tubing, allowing external moisture to easily enter the lead-out base from this point.

[0031] Because the wheel speed sensor's wiring harness uses parallel bonding of two wires, when moisture appears in the lead-out substrate, it easily forms micron-sized narrow gaps along the extension direction of the lead-out substrate. Under the influence of liquid surface tension, these gaps create capillary channels for water absorption. Moisture can then continuously seep into the plug through the gaps between the two wires, causing terminal corrosion, signal transmission distortion, and short circuits in the wheel speed sensor.

[0032] Furthermore, during driving, the wheel speed sensor wiring harness is repeatedly bent. This can easily cause the heat shrink tubing to peel off from the wires and the lead-in substrate. This further widens the water seepage gap between the two wires, failing to meet the high IP6K9K protection level requirements for automotive applications, and seriously affecting the lifespan of the wheel speed sensor and driving safety.

[0033] Therefore, this application provides a wheel speed sensor harness assembly to improve at least one of the above-mentioned problems.

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0035] Combination Figures 1-4 As shown, this application embodiment provides a wheel speed sensor wiring harness assembly 10. The wheel speed sensor wiring harness assembly 10 can be applied in a vehicle and can be used to connect to a wheel speed sensor in the vehicle. The wheel speed sensor wiring harness assembly 10 includes: a wire outlet base 110, a first wire 120, a second wire 130, and a protective sleeve 140. The wire outlet base 110, the first wire 120, and the second wire 130 are all connected to the protective sleeve 140.

[0036] The first conductor 120 and the second conductor 130 are located within the outlet base 110. The protective sleeve 140 includes a connecting channel 143, a first channel 141, and a second channel 142 that are interconnected. The outlet base 110 is sealed to the connecting channel 143. The first conductor 120 passes through the connecting channel 143 and the first channel 141, and the first conductor 120 and the first channel 141 are sealed to each other. The second conductor 130 passes through the connecting channel 143 and the second channel 142, and the second conductor 130 and the second channel 142 are sealed to each other.

[0037] The wheel speed sensor wiring harness assembly 10 provided in this application involves placing a first wire 120 and a second wire 130 within a cable outlet base 110, which is then sealed to a connection channel 143 of a protective sleeve 140. The first wire 120 passes through the connection channel 143 and the first channel 141 of the protective sleeve 140, sealing the connection between them. Similarly, the second wire 130 passes through the connection channel 143 and the second channel 142 of the protective sleeve 140, sealing the connection between them. Because the first wire 120 and the second wire 130 are located within the cable outlet base 110, the first channel 141 is sealed to the first wire 120, and the second channel 142 is sealed to the second wire 130. The connection channel 143 is also sealed relative to the first wire 120 and the second wire 130. Because the connecting channel 143 is sealed to the outlet base 110, the first conductor 120, the second conductor 130, the protective sleeve 140, and the outlet base 110 are all sealed. External moisture cannot easily enter the outlet base 110 from between the first channel 141 and the first conductor 120, nor from between the second channel 142 and the second conductor 130, nor from the connecting channel 143. This improves the waterproof performance of the wheel speed sensor wiring harness assembly 10, allowing the first conductor 120, the second conductor 130, and the outlet base 110 to remain dry. This addresses the problem of easy water ingress in wheel speed sensor wiring harness assemblies 10 in related technologies. In addition, since the first conductor 120 and the second conductor 130 of this application are inserted through different channels (i.e., the first channel 141 and the second channel 142), even if water enters the protective sleeve 140, the distance between the first conductor 120 and the second conductor 130 is much greater than the distance for forming a capillary water absorption channel. Therefore, a capillary water absorption channel will not be formed in the protective sleeve 140, and water will not enter the lead-out substrate 110 due to the capillary water absorption effect, further optimizing the waterproof performance.

[0038] Please also refer to Figures 1-2 This application does not limit the diameter of the first wire 120 and the second wire 130. For example, the first wire 120 and the second wire 130 can be configured to have the same diameter. Please also refer to... Figures 3-4Since the first wire 120 passes through the first channel 141 and the second wire 130 passes through the second channel 142, the inner diameter of the first channel 141 is greater than or equal to the outer diameter of the first wire 120, and similarly, the inner diameter of the second wire 130 is greater than or equal to its outer diameter. As mentioned above, because the first wire 120 and the second wire 130 have the same diameter, the first wire 120 can fit not only the first channel 141 but also the second channel 142. Similarly, the second wire 130 can fit not only the second channel 142 but also the first channel 141. Thus, during the assembly of the first wire 120, the second wire 130, and the protective sleeve 140, the user can thread either wire through one of the channels, thereby improving assembly efficiency.

[0039] In other embodiments, the first conductor 120 and the second conductor 130 may be configured with different diameters. In this embodiment, the inner diameters of the first channel 141 and the second channel 142 may also be different or the same. To prevent incorrect assembly by the user, in this embodiment, the outer surfaces of the first channel 141 and the second channel 142 may be differentiated to serve as a prompt to the user.

[0040] As mentioned above, the first conductor 120 and the second conductor 130 are located within the outgoing base 110. This embodiment does not limit the specific form of the outgoing base 110; for example, it can be a tubular structure. The first conductor 120, the second conductor 130, and the outgoing base 110 are all configured as flexible, bendable structures.

[0041] In some embodiments, the protective sleeve 140 may be made of an elastic material, such as thermoplastic polyurethane (TPU). Since both the first conductor 120 and the second conductor 130 are elastic and bendable, making the protective sleeve 140 of an elastic material ensures that the protective sleeve 140 also possesses elasticity. During bending, the first conductor 120 and the second conductor 130 will experience bending stress. The elastic protective sleeve 140 can effectively disperse this bending stress, preventing localized stress concentration that could lead to damage.

[0042] This application does not limit the sealing connection form between the cable outlet base 110 and the connecting channel 143. In one embodiment, the cable outlet base 110 can be mated with the connecting channel 143, and the mating point between the cable outlet base 110 and the connecting channel 143 is sealed with sealant. For example, in this embodiment, the cable outlet base 110 can extend into the connecting channel 143 and be press-fitted with the connecting channel 143, etc., and the specific configuration can be adjusted according to actual conditions.

[0043] Please see Figure 5 In one embodiment, the protective sleeve 140 may include bifurcated guide ribs to form a "Y"-shaped channel inside the protective sleeve 140. Figure 2 In the illustrated embodiment, the first channel 141 and the second channel 142 can share a single channel wall (e.g., Figure 2 (As shown by the dashed line). Compared to Figure 2 In the illustrated embodiment, the channel walls of the first channel 141 and the second channel 142 can be separately and independently configured. The aforementioned bifurcated guide ribs can limit the bifurcation angle of the first conductor 120 and the second conductor 130. Two of the Y-shaped channels with smaller inner diameters are the first channel 141 and the second channel 142, and the remaining channel with a larger inner diameter is the connecting channel 143. The first channel 141 and the second channel 142 are independent of each other. The first conductor 120 and the second conductor 130 are first bundled together and passed through the connecting channel 143, and then the first conductor 120 and the second conductor 130 are respectively passed through the first channel 141 and the second channel 142.

[0044] Considering that the first wire 120 may detach from the protective sleeve 140 if it is not properly positioned and fixed relative to the protective sleeve 140 after passing through the first channel 141 of the protective sleeve 140, in some possible embodiments, the wheel speed sensor wiring harness assembly 10 may further include a first limiting structure 160 located within the first channel 141, the first limiting structure 160 being interference-fitted with the first wire 120. In this embodiment, the first wire 120 and the first channel 141 are fixed and limited by the first limiting structure 160.

[0045] It should be noted that the embodiments of this application do not limit the specific structure of the limiting and fixing structure of the first wire 120 relative to the protective sleeve 140. In some other embodiments, the wheel speed sensor wiring harness assembly 10 may further include a tightening sleeve, which can be fitted over the first channel 141 and can be used to tighten the first channel 141 relative to the first wire 120 to achieve limiting and fixing of the first wire 120 relative to the protective sleeve 140. In other words, in this embodiment, the tightening sleeve may be a wiring harness or a clamp, etc. The tightening sleeve can tighten the first channel 141 to reduce the inner diameter of the first channel 141, thereby achieving the effect of sealing the first channel 141 with the first wire 120. The embodiments of this application also do not limit the specific number of tightening sleeves mentioned above. For example, two, three, or four tightening sleeves may be provided, and each tightening sleeve may be spaced apart along the extension direction of the first channel 141. This can further achieve the sealing between the first channel 141 and the first wire 120.

[0046] This application does not limit the sealing method between the first wire 120 and the first channel 141. In some possible implementations, the wheel speed sensor harness assembly 10 may further include a first adhesive layer (not shown) located within the first channel 141. The first wire 120 and the first channel 141 are sealed by the first adhesive layer.

[0047] In some embodiments, the first adhesive layer may be a sealant that retains its elasticity after curing. After the first wire 120 is installed into the first channel 141, the sealant can be injected into the first channel 141. Once the first adhesive layer has cured, a seal can be achieved between the first wire 120 and the first channel 141.

[0048] For example, the first adhesive layer can be formed by curing flexible polyurethane sealant, silicone sealant or modified silane sealant, etc., and the specific configuration can be set according to the actual situation.

[0049] In embodiments where both the first conductor 120 and the protective sleeve 140 are made of elastic materials, both the first conductor 120 and the protective sleeve 140 possess the ability to elastically deform. The first adhesive layer uses a sealant that retains its elasticity after curing, allowing it to also possess elastic deformation capabilities after curing. Thus, when the first conductor 120 and the protective sleeve 140 are bent, the first adhesive layer can bend together, and it can always remain in contact with the first conductor 120 and the protective sleeve 140. This effectively prevents the first adhesive layer from detaching from the first conductor 120 and the protective sleeve 140, thus avoiding seal failure.

[0050] Please also refer to Figure 3 and Figure 4In embodiments where the wheel speed sensor wiring harness assembly 10 also includes a first limiting structure 160, in some possible implementations, the first wire 120 and the first channel 141 are further sealed by the first limiting structure 160. In other words, in this implementation, the first limiting structure 160 can not only be used to limit the first wire 120 and the first channel 141, but also to seal the first wire 120 and the first channel 141.

[0051] This application does not limit the specific form of the first limiting structure 160. In some embodiments, the first limiting structure 160 may include a protruding ring 144, the axis of which is parallel to the axis of the first conductor 120. In such embodiments, the protruding ring 144 may be sleeved on the outer surface of the first conductor 120, and the outer surface of the protruding ring 144 abuts against the inner wall of the first channel 141.

[0052] This application does not limit the specific material of the protruding ring 144. For example, the material of the protruding ring 144 may include fluororubber or EPDM rubber.

[0053] Furthermore, in one embodiment, the protruding ring 144 can be integrally formed with the protective sleeve 140, which can improve the overall structural strength of the protruding ring 144 and the protective sleeve 140. This can avoid the problem of the protruding ring 144 easily shifting and becoming difficult to install when the first wire 120 is installed in the first channel 141 after it has been fitted onto the first wire 120.

[0054] Furthermore, in one embodiment, a concave ring 145 may be formed on the outer surface of the first channel 141. As mentioned above, the wheel speed sensor wiring harness assembly 10 may also include a tightening sleeve. In some possible embodiments, the tightening sleeve may be directly fitted inside the concave ring 145. That is, in these embodiments, the concave ring 145 can guide the installation of the tightening sleeve. And since the tightening sleeve is fitted inside the concave ring 145, the concave ring 145 can also limit the tightening sleeve, reducing the possibility of displacement of the tightening sleeve on the outer surface of the first channel 141.

[0055] Furthermore, in one embodiment, after the tightening sleeve is fitted inside the concave ring 145, the tightening sleeve is always located inside the concave ring 145. That is, the thickness of the tightening sleeve is at most the same as the depth of the concave ring 145, which can reduce the influence of the external environment on the tightening sleeve, and further reduce the possibility of displacement of the tightening sleeve on the outer surface of the first channel 141.

[0056] In the extending direction of the first channel 141, the convex ring 144 and the concave ring 145 can be located on the same cross section. This avoids the problem of the outer surface thickness of the first channel 141 being reduced due to the setting of the concave ring 145, thereby reducing the structural strength of the first channel 141.

[0057] It should be noted that the cross section mentioned above refers to the maximum cross section in the extension direction perpendicular to the first channel 141.

[0058] Furthermore, the protruding length of the convex ring 144 and the recessed depth of the concave ring 145 can be the same. This can avoid the problem of the outer surface thickness of the first channel 141 becoming thinner due to the setting of the concave ring 145, thereby reducing the structural strength of the first channel 141.

[0059] In some possible implementations, the first limiting structure 160 may further include a plurality of protruding rings 144, which are spaced apart along the extension direction of the first conductor 120. For example, the number of protruding rings 144 may be two, three, or four, depending on the actual situation. This allows for multi-layer sealing within the first channel 141, thereby improving the sealing effect within the first channel 141 and reducing the possibility of external moisture flowing into the outlet conductor 110 through the first channel 141.

[0060] In some possible implementations, a first limiting structure 160 and a first adhesive layer may be provided simultaneously in the first channel 141, which can further improve the sealing effect in the first channel 141.

[0061] In some possible implementations, the wheel speed sensor harness assembly 10 may further include a second limiting structure 170 located within the second channel 142, the second limiting structure 170 being interference-fitted with the second wire 130. In this implementation, the second wire 130 and the second channel 142 can be limited and fixed by the second limiting structure 170.

[0062] As an example, for the structure of the second limiting structure 170 and the connection relationship between the second limiting structure 170 and the second wire 130, please refer to the description of the structure of the first limiting structure 160 and the connection relationship between the first limiting structure 160 and the first wire 120, which will not be repeated here.

[0063] It should be noted that the embodiments of this application do not limit the specific structure of the limiting and fixing structure of the second conductor 130 relative to the protective sleeve 140. For example, in this embodiment, the specific structure of the limiting and fixing structure of the second conductor 130 relative to the protective sleeve 140 can be the same as the specific structure of the limiting and fixing structure of the first conductor 120 relative to the protective sleeve 140. For details, please refer to the specific structure of the limiting and fixing structure of the first conductor 120 relative to the protective sleeve 140 described above, which will not be repeated here.

[0064] In embodiments where the wheel speed sensor wiring harness assembly 10 may also include a tightening sleeve, multiple tightening sleeves may be provided in some possible implementations. For example, two tightening sleeves may be provided, one of which may be fitted over the first channel 141 to tighten the first channel 141 relative to the first wire 120, thereby limiting and fixing the first wire 120 relative to the protective sleeve 140. The other tightening sleeve may be fitted over the second channel 142 to tighten the second channel 142 relative to the second wire 130, thereby limiting and fixing the second wire 130 relative to the protective sleeve 140.

[0065] In embodiments where the outer surfaces of the first channel 141 and the second channel 142 are differentiated, specifically, different numbers of tightening sleeves may be applied to the outer surfaces of the first channel 141 and the second channel 142 to distinguish them. For example, an odd number of tightening sleeves may be applied to the outer surface of the first channel 141, and an even number of tightening sleeves may be applied to the outer surface of the second channel 142.

[0066] In some possible implementations, the second conductor 130 and the second channel 142 are further sealed by a second limiting structure 170. In this implementation, the second limiting structure 170 can not only limit the second conductor 130 and the second channel 142, but also seal the second conductor 130 and the second channel 142. This application does not limit the specific form of the second limiting structure 170; for example, the second limiting structure 170 can be configured with the same structure as the first limiting structure 160. That is, in this implementation, the second limiting structure 170 includes a convex ring 144, the axis of which is parallel to the axis of the second conductor 130. Further, the second limiting structure 170 includes a plurality of convex rings 144, which are spaced apart in the extending direction of the second conductor 130.

[0067] In some possible implementations, the wheel speed sensor wiring harness assembly 10 further includes a third adhesive layer located within the second channel 142, through which the second wire 130 is sealed to the second channel 142. This application does not limit the specific form of the third adhesive layer; for example, the third adhesive layer can be configured with the same structure as the first adhesive layer. That is, in such an implementation, the third adhesive layer can also be made of flexible polyurethane sealant, silicone sealant, or modified silane sealant, etc.

[0068] In some possible implementations, the wheel speed sensor wiring harness assembly 10 may further include a heat shrink tubing 150. The heat shrink tubing 150 is sleeved on the lead-out substrate 110, and the protective sleeve 140 is interference-fitted with the heat shrink tubing 150. Specifically, the inner wall of the heat shrink tubing 150 may have a high-temperature resistant hot melt adhesive layer of ethylene-vinyl acetate copolymer (EVA). When the heat shrink tubing 150 is heated, it shrinks, causing the lead-out substrate 110 to shrink as well, thereby sealing the space between the lead-out substrate 110 and the first conductor 120 and the second conductor 130, preventing external moisture from entering between the first conductor 120 and the lead-out substrate 110, and preventing external moisture from entering between the second conductor 130 and the lead-out substrate 110. Furthermore, after the heat shrink tubing 150 is heated, the hot melt adhesive layer can be impregnated on the surface of the lead wire substrate 110, thereby sealing the heat shrink tubing 150 and the lead wire substrate 110.

[0069] Furthermore, a portion of the heat shrink tubing 150 can be fitted onto the lead-out substrate 110, while the remaining portion can be fitted onto the first conductor 120 and the second conductor 130. The heat shrink tubing 150 is sealed to the first conductor 120 and to the second conductor 130. As mentioned above, after heating the heat shrink tubing 150, a hot melt adhesive layer can also be applied between the first conductor 120 and the heat shrink tubing 150, and between the second conductor 130 and the heat shrink tubing 150. Thus, the hot melt adhesive layer can seal between the first conductor 120 and the heat shrink tubing 150, and also seal between the second conductor 130 and the heat shrink tubing 150.

[0070] Although the inner wall of the heat shrink tubing 150 has an EVA high-temperature resistant hot melt adhesive layer, because the first conductor 120 and the second conductor 130 are arranged in parallel, there is a relatively large gap between the first conductor 120 and the second conductor 130, and there is also a gap between this gap and the inner wall of the heat shrink tubing 150. These gaps are difficult to fill with the EVA high-temperature resistant hot melt adhesive layer.

[0071] In some possible implementations, the wheel speed sensor wiring harness assembly 10 may further include a second adhesive layer 180. The first wire 120 is sealed to the heat shrink tubing 150 via the second adhesive layer 180, and the second wire 130 is also sealed to the heat shrink tubing 150 via the second adhesive layer 180. In this embodiment, the second adhesive layer 180 can be used to fill the gap between the first wire 120 and the heat shrink tubing 150, and can also be used to fill the gap between the second wire 130 and the heat shrink tubing 150, thereby achieving a seal between the first wire 120 and the second wire 130. This compensates for the gaps that exist between the first wire 120 and the heat shrink tubing 150 and between the second wire 130 and the heat shrink tubing 150, caused by only covering the first wire 120 and the second wire 130 with the heat shrink tubing 150. Furthermore, providing the second adhesive layer 180 at the gap between the first wire 120 and the second wire 130 can also prevent capillary effects between the first wire 120 and the second wire 130. The embodiments of this application do not limit the specific material of the second adhesive layer 180, for example, it can be hot melt adhesive.

[0072] The following is an example of the assembly method of the wheel speed sensor harness assembly 10 provided in the embodiments of this application.

[0073] First, heat shrink tubing 150 is heat-shrinked onto wire harness outlet base 110, and hot melt adhesive is added at the connection between heat shrink tubing 150 and first wire 120 and second wire 130 to achieve sealing between first wire 120 and heat shrink tubing 150, between second wire 130 and heat shrink tubing 150, and between first wire 120 and second wire 130.

[0074] Then the first wire 120 is passed through the first channel 141 of the protective sleeve 140, and the second wire 130 is passed through the second channel 142 of the protective sleeve 140, so as to achieve individual circumferential sealing of each wire.

[0075] The lead wire base 110 is then press-fitted into the connection channel 143 of the protective sleeve 140, so that the lead wire base 110 and the protective sleeve 140 are interference-fitted and sealed.

[0076] Finally, flexible polyurethane sealant is injected between the first conductor 120 and the first channel 141, and a cured sealant layer is formed after the flexible polyurethane sealant cures at room temperature. Flexible polyurethane sealant is injected between the second conductor 130 and the second channel 142, and a cured sealant layer is formed after the flexible polyurethane sealant cures at room temperature.

[0077] The wheel speed sensor wiring harness assembly 10 provided in this application has at least the following advantages: First, by using a protective sleeve 140 with a first channel 141 and a second channel 142, the first wire 120 and the second wire 130 are independently arranged in the first channel 141 and the second channel 142, respectively. The first wire 120 and the first channel 141 are sealed, and the second wire 130 and the second channel 142 are sealed. This achieves individual sealing of the first wire 120 and the first channel 141, and individual sealing of the second wire 130 and the second channel 142, eliminating the capillary channels formed by the parallel first wire 120 and the second wire 130. Structurally, this prevents water from seeping through the gaps and solves the core water seepage problem.

[0078] Secondly, the first wire 120 and the first channel 141 are sealed by setting a first limiting structure 160, the second wire 130 and the second channel 142 are sealed by setting a second limiting structure 170, the first adhesive layer is set to seal the first wire 120 and the first channel 141, and the first adhesive layer is set to seal the second wire 130 and the second channel 142.

[0079] Heat shrink tubing 150 is used to seal the connection channel 143 and the cable outlet base 110.

[0080] A second adhesive layer 180 is provided to seal the first conductor 120 and the second conductor 130.

[0081] The wheel speed sensor wiring harness assembly 10 is sealed by adopting a multi-seal structure, which enables the wheel speed sensor wiring harness assembly 10 to achieve a protection level of IP6K9K, making it suitable for harsh working conditions such as high-pressure spraying and mud and water immersion.

[0082] Furthermore, by designing the protective sleeve 140 as a flexible structure, bending stress is dispersed using the protective sleeve 140. Combined with flexible polyurethane sealant, this prevents the first adhesive layer, the second adhesive layer 180, and the heat shrink tubing 150 from peeling and cracking due to repeated bending. It also prevents the wheel speed sensor wiring harness assembly 10 from failing to seal due to long-term vibration and bending. Consequently, the wheel speed sensor wiring harness assembly 10 is able to withstand high and low temperatures, resist de-icing agent corrosion, and has a longer service life.

[0083] Finally, the wheel speed sensor wiring harness assembly 10 provided in this application has a simple structure, requires no additional production equipment, is compatible with existing wiring harness assembly processes, has a simple assembly process, and is suitable for mass production applications.

[0084] This application also provides a vehicle (not shown in the figure), including a wheel speed sensor (not shown in the figure) and a wheel speed sensor wiring harness assembly 10. The wheel speed sensor is connected to a first wire 120 and a second wire 130. Since the vehicle provided in this application uses the wheel speed sensor wiring harness assembly 10 of this application, the vehicle provided in this application has all the beneficial technical effects of all embodiments herein.

[0085] In this article, "several" and "at least one" refer to one or more, while "multiple" and "at least two" refer to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0086] It should be noted that, in the description of this application, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0088] It should be noted that, in this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0089] In the description of this specification, the references to the terms "certain embodiments", "one embodiment", "some embodiments", "illustrative embodiment", "example", "specific example", or "some examples" refer to specific features, structures, materials, or characteristics described in connection with the embodiments or examples that are included in at least one embodiment or example of this application.

[0090] The above description is merely an embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A wheel speed sensor wiring harness assembly (10), characterized in that, include: Outgoing base (110), first conductor (120), second conductor (130) and protective sleeve (140); The first conductor (120) and the second conductor (130) are located within the outgoing conductor base (110); The protective sleeve (140) includes a connecting channel (143), a first channel (141), and a second channel (142) that are connected to each other in pairs, and the cable outlet base (110) is sealed to the connecting channel (143); The first wire (120) passes through the connecting channel (143) and the first channel (141), and the first wire (120) and the first channel (141) are sealed together; The second conductor (130) passes through the connection channel (143) and the second channel (142), and the second conductor (130) and the second channel (142) are sealed together.

2. The wheel speed sensor harness assembly (10) according to claim 1, characterized in that, The wheel speed sensor harness assembly (10) further includes a first limiting structure (160) located within the first channel (141), the first limiting structure (160) being interference-fitted with the first wire (120).

3. The wheel speed sensor harness assembly (10) according to claim 2, characterized in that, The first wire (120) and the first channel (141) are also sealed together by the first limiting structure (160).

4. The wheel speed sensor harness assembly (10) according to claim 1 or 2, characterized in that, The wheel speed sensor harness assembly (10) further includes: a first adhesive layer located in the first channel (141), wherein the first wire (120) is sealed to the first channel (141) through the first adhesive layer.

5. The wheel speed sensor harness assembly (10) according to claim 2 or 3, characterized in that, The first limiting structure (160) includes a convex ring (144), the axis of which is parallel to the axis of the first conductor (120).

6. The wheel speed sensor harness assembly (10) according to claim 5, characterized in that, The first limiting structure (160) includes a plurality of the protruding rings (144), which are spaced apart in the extension direction of the first conductor (120).

7. The wheel speed sensor harness assembly (10) according to claim 1, characterized in that, The wheel speed sensor harness assembly (10) further includes a heat shrink tubing (150), which is sleeved on the lead wire base (110), and the protective sleeve (140) is interference-fitted with the heat shrink tubing (150).

8. The wheel speed sensor harness assembly (10) according to claim 7, characterized in that, Part of the heat shrink tubing (150) is sleeved on the lead wire base (110), and the remaining part is sleeved on the first conductor (120) and the second conductor (130). The heat shrink tubing (150) is sealed to the first conductor (120) and the heat shrink tubing (150) is sealed to the second conductor (130).

9. The wheel speed sensor harness assembly (10) according to claim 8, characterized in that, The wheel speed sensor harness assembly (10) further includes: a second adhesive layer (180), wherein the first wire (120) is sealed to the heat shrink tubing (150) through the second adhesive layer (180), and the second wire (130) is sealed to the heat shrink tubing (150) through the second adhesive layer (180).

10. A vehicle, characterized in that, include: The wheel speed sensor and the wheel speed sensor harness assembly (10) as claimed in any one of claims 1-9, wherein the wheel speed sensor is connected to the first conductor (120) and to the second conductor (130).

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