A light truck automatic transmission dedicated wire harness

Abstract

The application discloses a light truck automatic transmission special harness, and belongs to the technical field of automobile transmission systems. The harness adopts a tree branch structure, integrates selection / gear shifting motors, a first speed sensor and other interfaces through twice Y-type distribution, connects a second speed sensor through a cylinder penetrating connector joint, and integrates actuators, a third speed sensor and a temperature sensor interface through twice Y-type distribution. The speed sensor branch line adopts a double-twisted structure, and the outer layer is covered with a PVC adhesive tape and a wear-resistant and oil-resistant corrugated pipe. The harness is fixed along the transmission profile through four fixing pieces, and adopts a trunk-branch split type design and a universal joint. The application reduces the number of harnesses and the risk of misconnection, enhances the anti-electromagnetic interference capability and durability, reduces material waste and customization cost, and is suitable for the automatic control requirements of light truck AMT transmissions.

Description

Technical Field

[0001] This application belongs to the field of automotive transmission system technology, and specifically relates to a wiring harness for a light truck automatic transmission. Background Technology

[0002] Automatic mechanical transmissions (AMT), as a key technology that combines the reliability of traditional manual transmissions with the ease of operation of automatic transmissions, have become a core configuration for mid-to-high-end commercial vehicles in the commercial vehicle sector due to their advantages such as low modification costs, excellent fuel economy, and reduced driver fatigue. With the improvement of domestic logistics and transportation efficiency, driver shortages, and the promotion of energy conservation and emission reduction policies, the demand for intelligent and cost-effective transmission systems in commercial vehicles is increasing, accelerating the localization process of AMT and its deep integration with new energy commercial vehicles.

[0003] Wiring harnesses are a core component for automated control systems (AMTs), and their performance directly affects the reliability of signal transmission, interference resistance, durability, and ease of installation. Existing AMT wiring harnesses have the following shortcomings: First, the large number of harnesses and their disorganized branches increase the risk of incorrect connections; second, strong electromagnetic interference from motors and energy storage components can easily affect sensor signal transmission; third, insufficient protection performance leads to poor durability under the complex operating conditions of commercial vehicles; fourth, unreasonable fixing methods can cause harness swaying or poor contact due to vibrations; and fifth, redundant wiring lengths and unreasonable branch structure design result in material waste and high costs.

[0004] Therefore, there is an urgent need for a dedicated AMT wiring harness design that can reduce the number of wiring harnesses, lower the risk of misconnection, enhance anti-interference and durability, optimize fixing methods, and is cost-effective, in order to meet the high-performance requirements of commercial vehicle AMT systems. Utility Model Content

[0005] The purpose of this application is to provide a dedicated wiring harness for automatic transmissions (AMTs) in light trucks. This addresses the problems mentioned in the background art, such as the large number of existing AMT wiring harnesses, high risk of misconnection, susceptibility to electromagnetic interference, poor protection and fixing effect, as well as material waste and high cost.

[0006] To achieve the above objectives, this application adopts the following technical solution: A wiring harness for a light truck automatic transmission includes a controller trunk line and multiple branch lines. The wiring harness adopts a tree-like branch structure, and the branch lines include a first branch group, a second branch group, and a third branch group. The first branch group is connected to the controller trunk line through a two-way Y-shaped distribution. The first branch group includes a gear selector motor connector, a gear shift motor connector, and a first speed sensor connector. The second branch group is connected to the controller main line via a cylinder connector, and the second branch group includes a second speed sensor connector; The third branch group is connected to the controller trunk via a two-way Y-shaped distribution. The third branch group includes an actuator connector, a third speed sensor connector, and a temperature sensor connector. The outer layer of the wiring harness is covered with PVC tape and corrugated tubing, and the wiring harness is fixed along the outer contour of the transmission by fasteners.

[0007] In one possible implementation, the quadratic Y-shaped distribution of the first branch group in the tree branching structure is specifically as follows: The controller trunk line extends into a first main branch, which then branches into a gear selector motor connector and a first sub-branch via a Y-shaped branch. The first sub-branch then branches into a gear shift motor connector and a first speed sensor connector via a Y-shaped branch.

[0008] In one possible implementation, the second Y-shaped distribution of the third branch group is as follows: the controller trunk extends into a second main branch, the second main branch branches out into an actuator connector and a second sub-branch via a Y-shaped branch, and the second sub-branch branches out into a third speed sensor connector and a temperature sensor connector via a Y-shaped branch.

[0009] In one possible implementation, the branch lines corresponding to the first speed sensor connector, the second speed sensor connector, and the third speed sensor connector adopt a twisted pair structure, and the twisted pair structure is covered with PVC tape and corrugated pipe.

[0010] In one possible implementation, the bellows is made of a wear-resistant, oil-resistant, and corrosion-resistant material.

[0011] In one possible implementation, the number of fasteners is four, each fixed to a corresponding position on the transmission body to limit the sway of the wiring harness.

[0012] In one possible implementation, the actuator joint is a clutch electro-hydraulic actuator joint.

[0013] In one possible implementation, the wiring harness adopts a trunk-branch split design, where the trunk and each branch can be assembled or disassembled independently.

[0014] In one possible implementation, the main line and the branch lines of the first branch group and the third branch group are partially embedded in the wire groove of the transmission housing.

[0015] In one possible implementation, the gear selector motor connector, gear shift motor connector, first speed sensor connector, second speed sensor connector, third speed sensor connector, temperature sensor connector, and actuator connector are all universal connectors.

[0016] Compared with the prior art, this application has the following beneficial effects: This application provides a dedicated wiring harness for automatic transmissions in light trucks. This wiring harness integrates multiple motor, sensor, and actuator interfaces into a single trunk line through a tree-like branch structure, significantly reducing the total number of wiring harnesses and fundamentally lowering the risk of misconnection during installation. The combination of outer PVC tape and corrugated tubing enhances the durability of the wiring harness under complex working conditions, while the fixing method along the transmission contour effectively avoids swaying or poor contact caused by bumps, thus improving the overall reliability of signal transmission and ease of installation.

[0017] In one possible implementation, the first branch group uses a clear two-way Y-shaped distribution path to make the branch layout logic of the gear selection motor, gear shifting motor and the first speed sensor clear, avoiding the wiring redundancy caused by the messy traditional branches, shortening the branch length to reduce material waste, simplifying the installation process and reducing assembly errors caused by branch intersections.

[0018] In one possible implementation, the double Y-shaped distribution design of the third branch group allows the branches of the actuator, the third speed sensor, and the temperature sensor to be compactly connected to the controller trunk line. The branch angle is adapted to the space under the transmission, avoiding interference with other components, optimizing the utilization of wiring space, and improving the compatibility of the wiring harness with the overall structure of the transmission.

[0019] In one possible implementation, the branch lines of the first speed sensor connector, the second speed sensor connector, and the third speed sensor connector adopt a twisted pair structure and are covered with PVC tape and corrugated pipe. This can effectively counteract the strong electromagnetic interference generated by the motor and energy storage components, ensuring the accuracy of sensor signal transmission, and can also control the volume of the branch lines through reasonable outer wrapping, avoiding the impact of excessive shielding structure on the internal space layout of the transmission.

[0020] In one possible implementation, the actuator joint adopts a dedicated interface for clutch electro-hydraulic actuators, which ensures efficient transmission of clutch command signals from the controller to the actuator and accurate feedback of execution results, improves the coordination between clutch action and gear shifting process, and ensures the accuracy of automatic control of the AMT system.

[0021] In one possible implementation, the trunk-branch split design allows the trunk and each branch line to be assembled or disassembled independently, simplifying the production, installation and subsequent maintenance process of the wiring harness. It also allows for individual replacement of faulty branches to reduce maintenance costs, while optimizing the length of each part reduces overall material waste, achieving a balance between low cost and high maintainability.

[0022] In one possible implementation, the connectors for the gear selector motor, gear shift motor, various sensors, and actuators adopt a universal design, eliminating the need for customized special connectors. This reduces mold development costs and procurement cycles, improves the compatibility of the wiring harness with electrical components of different brands and models, and enhances the product's adaptability and market applicability. Attached Figure Description

[0023] Figure 1 A schematic diagram of the overall structure of a dedicated wiring harness for an automatic transmission in a light truck, provided in this application; Figure 2 This is a schematic diagram of a dedicated wiring harness for an automatic transmission in a light truck, provided in this application.

[0024] The attached diagram shows the following labels: 1. Gear selector motor; 2. Gear shifter motor; 3. First speed sensor; 4. Controller; 5. Temperature sensor; 6. Third speed sensor; 7. Actuator; 8. Through-cylinder connector; 9. Second speed sensor; a. Controller connector; b. Gear selector motor connector; c. Gear shifter motor connector; d. First speed sensor connector; e. Second speed sensor connector; f. Through-cylinder connector; g. Temperature sensor connector; h. Third speed sensor connector; i. Actuator connector; j. Fixing component; k. Housing cable tie fixing component. Detailed Implementation

[0025] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0026] 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", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not 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.

[0027] 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0028] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication 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.

[0029] 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 being 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 being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0031] like Figure 1 and Figure 2 As shown, this application discloses a dedicated wiring harness for an automatic transmission in a light truck, which may include a controller main line and multiple branch lines.

[0032] The entire wiring harness is centered around the controller trunk line. The wiring harness adopts a tree-like branch structure, which includes a first branch group, a second branch group, and a third branch group.

[0033] The first branch group is connected to the controller trunk line through a two-way Y-shaped distribution. The first branch group may include a gear selector motor connector b, a gear shift motor connector c, and a first speed sensor connector d.

[0034] Specifically, one end of the controller trunk line is used to connect to the controller 4, the gear motor connector b is used to connect to the gear selection motor 1, the gear shift motor connector c is used to connect to the gear shift motor 2, and the first speed sensor connector d is used to connect to the first speed sensor 3.

[0035] The second branch group is connected to the other end of the controller trunk line via a cylinder connector joint f (containing inner and outer parts), and the second branch group includes a second speed sensor joint e.

[0036] Specifically, the cylinder connector connector f is used to connect the inner and outer cylinder connectors 8, and the second speed sensor connector is used to connect the second speed sensor 9.

[0037] The third branch group is connected to the controller trunk via a two-way Y-shaped distribution. The third branch group includes actuator connector i, third speed sensor connector h, and temperature sensor connector g.

[0038] Specifically, the actuator connector i is used to connect to the actuator 7, the third speed sensor is used to connect to the third speed sensor 6, and the temperature sensor connector g is used to connect to the temperature sensor 5.

[0039] The outer layer of the wiring harness is covered with PVC tape and corrugated tubing, and the wiring harness is fixed along the outer contour of the transmission by fasteners.

[0040] Optionally, the outer layer of the wiring harness is first wrapped with PVC tape to achieve waterproofing, and then corrugated tubing is wrapped around it to enhance its wear resistance, oil resistance, and corrosion resistance. The entire harness is fixed along the outer contour of the transmission with four clips / cables.

[0041] In this embodiment, the dedicated wiring harness for the automatic transmission of light trucks integrates multiple motor, sensor, and actuator interfaces into a single trunk line through a tree-like branch structure, significantly reducing the total number of wiring harnesses and fundamentally reducing the risk of misconnection during installation. The combination of outer PVC tape and corrugated pipe enhances the durability of the wiring harness under complex working conditions, while the fixing method along the contour of the transmission effectively avoids swaying or poor contact caused by bumps, thus improving the overall reliability of signal transmission and ease of installation.

[0042] In one possible embodiment, the quadratic Y-shaped distribution of the first branch group in this tree-like branching structure is specifically as follows: The controller trunk line extends into a first main branch, which then branches out into a gear selector motor connector b and a first sub-branch via a Y-shaped branch. The first sub-branch then branches out into a gear shift motor connector c and a first speed sensor connector d via a Y-shaped branch. The branch nodes are wrapped and fixed with insulating material.

[0043] In this embodiment, the first branch group uses a clear two-way Y-shaped distribution path to make the branch layout logic of the gear selection motor, gear shifting motor and the first speed sensor clear, avoiding the wiring redundancy caused by the messy traditional branches, shortening the branch length to reduce material waste, simplifying the installation process and reducing assembly errors caused by branch intersections.

[0044] In one possible embodiment, the second Y-shaped distribution of the third branch group is as follows: the controller trunk extends into a second main branch, which forms an actuator connector i and a second sub-branch through a first Y-shaped fork; the second sub-branch forms a third speed sensor connector h and a temperature sensor connector g through a second Y-shaped fork, with the branch angles adapted to the transmission housing space to avoid interference with other components.

[0045] In this embodiment, the double Y-shaped distribution design of the third branch group makes the branch lines of the actuator, the third speed sensor and the temperature sensor compactly connected to the controller trunk line. The branch angle is adapted to the space under the transmission, avoiding interference with other components, optimizing the utilization of wiring space, and improving the compatibility of the wiring harness with the overall structure of the transmission.

[0046] In one possible embodiment, the branch lines corresponding to the first speed sensor connector d, the second speed sensor connector e, and the third speed sensor connector h adopt a twisted pair structure, and the twisted pair structure is covered with PVC tape and corrugated pipe.

[0047] Specifically, the branch lines corresponding to the first speed sensor connector d, the second speed sensor connector e, and the third speed sensor connector h all adopt a twisted pair process. After twisting, PVC tape is first wrapped around the branch lines for insulation, and then a corrugated pipe is wrapped around the outer layer. This not only shields the electromagnetic interference generated by the motor and energy storage components, but also controls the overall size of the branch lines and avoids conflicts with other parts of the transmission.

[0048] In this embodiment, the branch lines of the first speed sensor connector d, the second speed sensor connector e, and the third speed sensor connector h adopt a twisted pair structure and are covered with PVC tape and corrugated pipe. This can effectively counteract the strong electromagnetic interference generated by the motor and energy storage components, ensuring the accuracy of sensor signal transmission. At the same time, the volume of the branch lines can be controlled by reasonable outer wrapping, avoiding the impact of excessive shielding structure on the internal space layout of the transmission.

[0049] In one possible embodiment, the bellows is made of a wear-resistant, oil-resistant, and corrosion-resistant material.

[0050] Specifically, the corrugated pipe is made of modified PVC material and has undergone oil resistance, wear resistance and corrosion resistance tests to make it suitable for the complex working conditions of commercial vehicles.

[0051] In this embodiment, a corrugated pipe made of wear-resistant, oil-resistant, and corrosion-resistant material is used together with PVC tape to form a multi-layer protection, enabling the wiring harness to resist oil erosion, mechanical friction, and chemical corrosion in the working environment of the transmission, significantly improving the durability of the wiring harness and extending its service life under complex working conditions.

[0052] In one possible embodiment, the number of fasteners j is four, each fixed to a corresponding position on the transmission body to limit the sway of the wiring harness.

[0053] Optionally, the four fasteners j can be two clips and two cable ties installed in preset holes in the transmission housing: one clip to fix the starting end of the controller main line, one cable tie to fix the connection between the first branch group and the main line, one clip to fix the middle of the third branch group, and one cable tie to fix the second branch group near the cylinder connector joint f. The spacing between the fixing points is adapted to the transmission vibration frequency.

[0054] In this embodiment, the four clips or cable ties are used to secure the key parts of the wiring harness to the transmission body, precisely limiting the range of motion of the wiring harness during vehicle operation, preventing collisions between the wiring harness and other components or loosening of the connectors, ensuring the continuity of signal transmission, and reducing the risk of failure due to vibration.

[0055] In one possible embodiment, the actuator joint i is a clutch electro-hydraulic actuator joint i.

[0056] Optionally, the actuator connector i is a standard 6-pin waterproof plug that matches the interface of the clutch electro-hydraulic actuator. The plug has a built-in sealing ring to ensure reliable bidirectional transmission of clutch command signals.

[0057] In this embodiment, the actuator connector i adopts a dedicated interface for clutch electro-hydraulic actuators, which ensures efficient transmission of clutch command signals from the controller to the actuator and accurate feedback of execution results, improves the coordination between clutch action and gear shifting process, and ensures the accuracy of automatic control of the AMT system.

[0058] In one possible embodiment, the wiring harness adopts a trunk-branch split design, where the trunk and each branch can be assembled or disassembled independently.

[0059] Optionally, the main line and each branch line are connected via a universal plug-socket structure. During assembly, the main line can be fixed first, and then the first, second, and third branch groups can be connected in sequence. During maintenance, the faulty branch line can be replaced individually.

[0060] In this embodiment, the trunk-branch split design allows the trunk and each branch line to be assembled or disassembled independently, simplifying the production, installation and subsequent maintenance process of the wiring harness. It also allows for individual replacement of faulty branch lines to reduce maintenance costs. At the same time, by optimizing the length of each part, it reduces overall material waste and achieves a balance between low cost and high maintainability.

[0061] In one possible embodiment, the main line and the branch lines of the first branch group and the third branch group are partially embedded in the wire groove of the transmission housing.

[0062] Optionally, the transmission housing has a U-shaped cable tray, in which the controller main line, the gear selector motor connector b branch line of the first branch group, and the actuator connector i branch line of the third branch group are partially embedded. The opening of the cable tray is covered with a rubber pad to prevent the cable harness from directly rubbing against the metal housing.

[0063] In this embodiment, the main line and some branch lines of the first and third branch groups are embedded in the transmission housing wire groove, which reduces the exposed area of ​​the wiring harness, avoids damage caused by direct friction with the metal housing or external collision, further enhances the protective performance of the wiring harness, and makes the internal layout of the transmission cleaner.

[0064] In one possible embodiment, the gear selector motor connector b, the gear shift motor connector c, the first speed sensor connector d, the second speed sensor connector e, the third speed sensor connector h, the temperature sensor connector g, and the actuator connector i are all universal connectors.

[0065] Optionally, the selector motor connector b and shift motor connector c both adopt the industry-standard AMP type plug, and the interface size and pin definition comply with the ISO15170 standard, so they can be adapted to mainstream sensors and actuators in the market without the need for customized molds.

[0066] In this embodiment, the connectors of the gear selector motor, gear shift motor, various sensors and actuators adopt a universal design, eliminating the need for customized special connectors. This reduces mold development costs and procurement cycle, improves the compatibility of the wiring harness with electrical components of different brands and models, and enhances the product's adaptability and market applicability.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them; although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications to the technical solutions described in the foregoing embodiments, or equivalent substitutions for some or all of the technical features, do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A wiring harness specifically for automatic transmissions in light trucks, characterized in that, It includes a controller trunk and multiple branch lines. The wiring harness adopts a tree-shaped branch structure. The branch lines include a first branch group, a second branch group, and a third branch group. The first branch group is connected to the controller trunk line through a two-way Y-shaped distribution. The first branch group includes a gear selector motor connector (b), a gear shift motor connector (c), and a first speed sensor connector (d). The second branch group is connected to the controller trunk via a cylinder connector (f), and the second branch group includes a second speed sensor connector (e); The third branch group is connected to the controller trunk line through a two-way Y-shaped distribution. The third branch group includes an actuator connector (i), a third speed sensor connector (h), and a temperature sensor connector (g). The outer layer of the wiring harness is covered with PVC tape and corrugated tubing, and the wiring harness is fixed along the outer contour of the transmission by fastener (j).

2. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, In the tree-like branching structure, the quadratic Y-shaped distribution of the first branch group is specifically as follows: The controller trunk line extends into a first main branch, which then branches into a gear selector motor connector (b) and a first sub-branch via a Y-shaped branch. The first sub-branch then branches into a gear shift motor connector (c) and a first speed sensor connector (d) via a Y-shaped branch.

3. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The specific quadratic Y-shaped distribution of the third branch group is as follows: The controller trunk line extends into a second main branch, which branches out into an actuator connector (i) and a second sub-branch via a Y-shaped branch. The second sub-branch then branches out into a third speed sensor connector (h) and a temperature sensor connector (g) via a Y-shaped branch.

4. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The branch lines corresponding to the first speed sensor connector (d), the second speed sensor connector (e), and the third speed sensor connector (h) adopt a twisted pair structure, and the twisted pair structure is covered with PVC tape and corrugated pipe.

5. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The corrugated pipe is made of wear-resistant, oil-resistant, and corrosion-resistant material.

6. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The number of the fixing members (j) is 4, which are fixed to the corresponding positions of the transmission body to limit the free movement of the wiring harness.

7. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The actuator connector (i) is a clutch electro-hydraulic actuator connector (i).

8. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The wiring harness adopts a trunk-branch split design, and the trunk and each branch can be assembled or disassembled independently.

9. The wiring harness for a light truck automatic transmission according to claim 8, characterized in that, The main line and the branch lines of the first branch group and the third branch group are partially embedded in the wire groove of the transmission housing.

10. The wiring harness for a light truck automatic transmission according to claim 1, characterized in that, The gear selector motor connector (b), gear shift motor connector (c), first speed sensor connector (d), second speed sensor connector (e), third speed sensor connector (h), temperature sensor connector (g), and actuator connector (i) are all universal connectors.

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