Wire harness special for integrated hybrid gearbox

Abstract

The utility model provides a special wire harness for an integrated hybrid gearbox, which can solve the problems that the conventional wire harness is complicated to install and difficult to arrange, and signals cannot be normally transmitted due to bumping faults of a vehicle. The wire harness comprises a cylinder penetrating connector male end, a clutch sensor connector connected with the cylinder penetrating connector male end and a wire harness body, one end of the wire harness body is connected with a whole vehicle wire harness connector, the other end of the wire harness body is provided with two second branch wire harnesses, and the end portions of the second branch wire harnesses are connected with an odometer sensor connector and an output shaft rotating speed sensor connector respectively. The wire harness body is provided with a third branch wire harness, a fourth branch wire harness, a fifth branch wire harness, a sixth branch wire harness, a seventh branch wire harness, an eighth branch wire harness, a ninth branch wire harness and a tenth branch wire harness. And the end parts of the third to the tenth wire harnesses are correspondingly connected with a first controller joint, a second controller joint, an electromagnetic valve assembly joint, a cylinder penetrating connector female end, a sliding sleeve displacement sensor joint, a locking electromagnetic valve joint, a gear shifting electromagnetic valve joint and a gear shifting displacement sensor plug respectively.

Description

Technical Field

[0001] The utility model relates to a special wiring harness for a gearbox, in particular to a special wiring harness for an integrated hybrid gearbox. Background Art

[0002] ECVT is a hybrid transmission with integrated motor, specially developed for new energy vehicles and hybrid vehicles. It achieves a balance between engine power and electric motor power by combining the transmission and motor structure. Compared with ordinary CVT (continuously variable transmission), ECVT can maintain the best transmission ratio and smooth transition in various working conditions, taking into account the economy and power of the car, and matching the transmission ratio within the optimal speed range of the engine. ECVT can realize the comprehensive control of the power transmission system, give full play to the engine performance, and make the engine always work under the best working conditions, thereby improving the combustion process of the engine and reducing exhaust emissions.

[0003] In the prior art, the application of ECVT is mainly modular, and its characteristics are that the transmission controller is separated from the actuator, and the shift actuator, clutch actuator, sensor, etc. are distributed on the transmission body in a modular manner. Since the modular ECVT has many separate components, they need to be connected through wiring harnesses, resulting in a large number of wiring harnesses, cumbersome installation, and difficult layout. In addition, EVCT has relatively high control requirements for sensor signals such as speed and displacement. The existing wiring harnesses are prone to malfunction due to vehicle bumps, which in turn causes the signal to be unable to be transmitted normally, affecting the performance and function of the transmission. Utility Model Content

[0004] The purpose of the utility model is to solve the technical problems that the existing wiring harness is cumbersome to install and difficult to arrange, and is prone to malfunction due to vehicle bumps, which in turn leads to the inability to transmit signals normally, affecting the performance and function of the gearbox, and to provide a dedicated wiring harness for an integrated hybrid gearbox.

[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0006] A special wiring harness for an integrated hybrid transmission, which is special in that:

[0007] It includes a male end of a cylinder-penetrating connector, a clutch sensor connector connected to the male end of the cylinder-penetrating connector via a first branch wiring harness, and a wiring harness body for fixing on a gearbox body;

[0008] One end of the wiring harness body is connected to a vehicle wiring harness connector, and the other end is provided with two second sub-wiring harnesses; the ends of the two second sub-wiring harnesses are respectively connected to an odometer sensor connector and an output shaft speed sensor connector; the wiring harness body is sequentially provided with a third sub-wiring harness, a fourth sub-wiring harness, a fifth sub-wiring harness, a sixth sub-wiring harness, a seventh sub-wiring harness, an eighth sub-wiring harness, a ninth sub-wiring harness, and a tenth sub-wiring harness in parallel along its line body from one end to the other end; the ends of the third sub-wiring harness to the tenth sub-wiring harness are respectively connected to a first controller connector, a second controller connector, a solenoid valve assembly connector, a cylinder connector female end, a sleeve displacement sensor connector, a locking solenoid valve connector, a shift solenoid valve connector, and a shift displacement sensor plug;

[0009] The male end of the through-cylinder connector is used for docking with the female end of the through-cylinder connector during installation.

[0010] Furthermore, the fifth sub-wiring bundle and the sixth sub-wiring bundle are arranged at the same position of the wiring body on the wiring harness main body.

[0011] Furthermore, the locking solenoid valve connector is located between the sleeve displacement sensor connector and the shift solenoid valve connector, and is arranged close to the sleeve displacement sensor connector.

[0012] Furthermore, the vehicle wiring harness connector adopts a nut female structure.

[0013] Furthermore, the wiring harness body is fixed on the gearbox body through a fixing bracket and extends outwardly along the gearbox body.

[0014] Furthermore, the wiring harness body is connected to the fixing bracket by a cable tie or a staple.

[0015] Beneficial effects of the utility model:

[0016] The utility model provides a dedicated wiring harness for an integrated hybrid transmission, which has a simple structure, reasonable layout, convenient and reliable installation, meets the functional requirements of ECVT, is not easy to swing or loosen during use, can effectively prevent poor contact caused by swinging and shaking of the wiring harness, and can ensure normal signal transmission. The wiring harness meets the needs of OEM customers through structural optimization, multiple iterations and reasonable selection. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of an embodiment of an integrated hybrid transmission dedicated wiring harness of the utility model;

[0018] Figure 2 It is a three-dimensional structural schematic diagram of the embodiment of the utility model when it is in an installed state.

[0019] Description of reference numerals:

[0020] 1-vehicle wiring harness connector, 2-second controller connector, 3-solenoid valve assembly connector, 4-cylinder connector female end, 5-sleeve displacement sensor connector, 6-lock solenoid valve connector, 7-shift solenoid valve connector, 8-shift displacement sensor plug, 9-odometer sensor connector, 10-output shaft speed sensor connector, 11-cylinder connector male end, 12-clutch sensor connector, 13-first controller connector. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0022] like Figure 1-Figure 2As shown, a dedicated wiring harness for an integrated hybrid transmission includes a male end 11 of a through-cylinder connector, a clutch sensor connector 12 connected to the male end 11 of the through-cylinder connector through a first branch wiring harness, and a wiring harness body for fixing on the transmission body. Specifically, the wiring harness body is fixed to the transmission body through a fixed bracket and extends along the transmission body, wherein the wiring harness body is connected to the fixed bracket through a cable tie or a staple. One end of the wiring harness body is connected to a vehicle wiring harness connector 1 for connecting to the vehicle wiring harness, and the other end of the wiring harness body is provided with two second branch wiring harnesses, and the ends of the two second branch wiring harnesses are respectively connected to an odometer sensor connector 9 for connecting to the transmission odometer sensor and an output shaft speed sensor connector 10 for connecting to the transmission output shaft speed sensor. The wiring harness body is sequentially connected in parallel with the third sub-wiring harness, the fourth sub-wiring harness, the fifth sub-wiring harness, the sixth sub-wiring harness, the seventh sub-wiring harness, the eighth sub-wiring harness, the ninth sub-wiring harness, and the tenth sub-wiring harness. The ends of the third sub-wiring harness to the tenth sub-wiring harness are respectively connected with the first controller connector 13, the second controller connector 2, the solenoid valve assembly connector 3, the through-cylinder connector female end 4, the sleeve displacement sensor connector 5, the locking solenoid valve connector 6, the shift solenoid valve connector 7, and the shift displacement sensor plug 8. Among them, the first controller connector 13 and the second controller connector 2 are respectively used to connect with the two interfaces of the gearbox controller, and the solenoid valve assembly connector 3, the sleeve displacement sensor connector 5, the locking solenoid valve connector 6, the shift solenoid valve connector 7, and the shift displacement sensor plug 8 are respectively used to connect with the solenoid valve assembly, the sleeve displacement sensor, the locking solenoid valve, the shift solenoid valve, and the shift displacement sensor. The through-cylinder connector male end 11 is used to dock with the through-cylinder connector female end 4 during installation. In this embodiment, the fifth sub-wiring harness and the sixth sub-wiring harness are arranged at the same position on the wiring harness body, the locking solenoid valve connector 6 is located between the sliding sleeve displacement sensor connector 5 and the shift solenoid valve connector 7, and is arranged close to the sliding sleeve displacement sensor connector 5, and the vehicle wiring harness connector 1 adopts a nut female head structure.

[0023] The working principle of the utility model is as follows:

[0024] When the ECVT needs to execute a shift command, the vehicle wiring harness transmits the shift command signal from the vehicle wiring harness connector 1 to the first controller connector 13 and the second controller connector 2, and the speed sensor speed signal is transmitted to the first controller connector 13 and the second controller connector 2 through the odometer sensor connector 9 and the output shaft speed sensor connector 10. After calculation by the internal software of the transmission controller, the control signal is transmitted to the solenoid valve assembly connector 3, the locking solenoid valve connector 6, and the shift solenoid valve connector 7 through the first controller connector 13 and the second controller connector 2, and then the relevant displacement position signal is read through the sleeve displacement sensor connector 5, the shift displacement sensor connector 8, and the clutch sensor connector 12 to determine whether the shift command is executed normally. The final shift result is transmitted to the vehicle wiring harness connector 1 through the first controller connector 13 and the second controller connector 2 and returned to the cockpit.

[0025] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or replacements within the technical scope disclosed in the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A dedicated wiring harness for an integrated hybrid transmission, characterized in that: It comprises a male end of a through-cylinder connector (11), a clutch sensor connector (12) connected to the male end of the through-cylinder connector (11) via a first branch wiring harness, and a wiring harness body for fixing on a gearbox body; One end of the wiring harness body is connected to a vehicle wiring harness connector (1), and the other end is provided with two second sub-wiring harnesses; the ends of the two second sub-wiring harnesses are respectively connected to an odometer sensor connector (9) and an output shaft speed sensor connector (10); the wiring harness body is sequentially provided with a third sub-wiring harness, a fourth sub-wiring harness, a fifth sub-wiring harness, a sixth sub-wiring harness, a seventh sub-wiring harness, an eighth sub-wiring harness, a ninth sub-wiring harness, and a tenth sub-wiring harness in parallel along the wiring harness body from one end to the other end; the ends of the third sub-wiring harness to the tenth sub-wiring harness are respectively connected to a first controller connector (13), a second controller connector (2), a solenoid valve assembly connector (3), a cylinder connector female end (4), a sleeve displacement sensor connector (5), a locking solenoid valve connector (6), a shift solenoid valve connector (7), and a shift displacement sensor plug (8); The male end (11) of the through-cylinder connector is used for docking with the female end (4) of the through-cylinder connector during installation.

2. According to claim 1, a dedicated wiring harness for an integrated hybrid transmission is characterized in that: The fifth sub-wiring harness and the sixth sub-wiring harness are arranged at the same position of the wiring body on the wiring harness main body.

3. The dedicated wiring harness for an integrated hybrid transmission according to claim 1 or 2, characterized in that: The locking solenoid valve connector (6) is located between the sleeve displacement sensor connector (5) and the shift solenoid valve connector (7), and is arranged close to the sleeve displacement sensor connector (5).

4. According to claim 3, a dedicated wiring harness for an integrated hybrid transmission is characterized in that: The whole vehicle wiring harness connector (1) adopts a nut female structure.

5. The dedicated wiring harness for an integrated hybrid transmission according to claim 4, characterized in that: The wiring harness body is fixed on the gearbox body through a fixing bracket and extends outwardly along the gearbox body.

6. The dedicated wiring harness for an integrated hybrid transmission according to claim 5, characterized in that: The wiring harness body is connected to the fixing bracket through a cable tie or a staple.

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