Vehicular wiring structure and vehicle

Abstract

To provide a vehicular wiring structure that can shorten a cable for connecting a wheel speed sensor and a controller on a wheel side, and a vehicle comprising the wiring structure.SOLUTION: In a vehicular wiring structure that connects a brake controller 3 located on wheel side, a wheel speed sensor 5 for detecting a rotational speed of a wheel 11, and a general controller 4 located on a vehicle body side, the brake controller 3 and the general controller 4 are connected via a controller cable 6, and the brake controller 3 and the wheel speed sensor 5 are connected via a sensor cable 7. The controller cable 6 has power source lines 61, 62 for supplying an operation power source, and signal lines 63, 64 for transmitting a control signal. The power source lines 61, 62 and the signal lines 63, 64 are connected to the brake controller 3 by one shared connector 601. The sensor cable 7 is connected to the brake controller 3 at a position on the wheel speed sensor 5 side with respect to the shared connector 601.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a wiring structure in a vehicle and a vehicle equipped with the wiring structure. [Background technology]

[0002] In recent years, electric brake devices have been proposed that use electric motors to brake the wheels instead of hydraulic brake devices. Patent Document 1 describes an architecture in which a main electronic control unit arranged on the vehicle body side is connected to a sub electronic control unit and a wheel speed sensor arranged on the wheel side by a composite cable having a power line and a signal line. The main electronic control unit determines the braking force, and the sub electronic control unit switches the power supply voltage supplied from the main electronic control unit to supply three-phase AC current to the electric motor. Both ends of the composite cable are connected to the main electronic control unit and the sub electronic control unit by connectors. The wheel speed sensor is connected to the tip of a sub wire extending from the connector on the sub electronic control unit side. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 7158467 Summary of the Invention [Problem to be solved by the invention]

[0004] In the architecture described in Patent Document 1, the sub electronic control unit is disposed near the electric motor, and the wheel speed sensor is disposed near the wheel. Therefore, depending on the mounting position of the connector on the sub electronic control unit side, the sub wire becomes long, and chipping of the sub wire due to flying stones or the like may easily occur. In addition, if the sub wire is long, it may be difficult to route the sub wire so that it does not come into contact with components of the suspension device even when the wheels are turned. Therefore, an object of the present invention is to provide a vehicle wiring structure that can shorten the cable for connecting the wheel speed sensor and the wheel side control device, and a vehicle equipped with the wiring structure. [Means for solving the problem]

[0005] In order to solve the above-mentioned problems, the present invention provides a wiring structure for a vehicle that connects a wheel side control device arranged on the wheel side, a wheel speed sensor that detects the rotational speed of the wheel, and a vehicle body side control device arranged on the vehicle body side, wherein the wheel side control device and the vehicle body side control device are connected via a first cable, and the wheel side control device and the wheel speed sensor are connected via a second cable, the first cable has a power line that supplies operating power to the wheel side control device and a signal line that transmits control signals between the wheel side control device and the vehicle body side control device, the power line and the signal line are connected to the wheel side control device by a single shared connector, and the second cable is connected to the wheel side control device at a position closer to the wheel speed sensor than the shared connector.

[0006] In addition, with a view to solving the above-mentioned problems, the present invention provides a vehicle comprising a wheel side control device arranged on the wheel side, a wheel speed sensor that detects the rotational speed of the wheel, a vehicle body side control device arranged on the vehicle body side, a first cable connecting the wheel side control device and the vehicle body side control device, and a second cable connecting the wheel side control device and the wheel speed sensor, wherein the first cable has a power line that supplies operating power to the wheel side control device and a signal line that transmits control signals between the wheel side control device and the vehicle body side control device, the power line and the signal line are connected to the wheel side control device by a single shared connector, and the second cable is connected to the wheel side control device at a position closer to the wheel speed sensor than the shared connector. Effect of the Invention

[0007] According to the vehicle wiring structure and vehicle of the present invention, it is possible to shorten the length of the cable for connecting the wheel speed sensor and the control device on the wheel side. [Brief description of the drawings]

[0008] [Figure 1] 1 is a configuration diagram showing the periphery of wheels and an electric brake unit in a vehicle according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a partially enlarged view of FIG. [Diagram 3] 3 is a cross-sectional view taken along line AA in FIG. 2. [Figure 4] FIG. 2 is an explanatory diagram showing the arrangement and wiring structure of a brake controller, a general controller, a wheel speed sensor, a controller cable, and a sensor cable, together with a schematic configuration example of an electric brake unit. [Diagram 5] FIG. 11 is a configuration diagram showing the peripheral part of a sensor cable according to a second embodiment. [Figure 6] 6 is a cross-sectional view taken along line BB in FIG. 5. [Figure 7] FIG. 11 is a configuration diagram showing the peripheral part of a sensor cable according to a third embodiment. [Figure 8] 8 is a cross-sectional view taken along line CC in FIG. 7. [Figure 9] FIG. 13 is a configuration diagram showing the peripheral part of a sensor cable according to a fourth embodiment. [Figure 10] FIG. 13 is a configuration diagram showing the periphery of a fitting portion between a sensor cable, a common connector and a receiving connector of a brake controller according to a fourth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] [First embodiment] Fig. 1 is a configuration diagram showing the periphery of a wheel 11 and an electric brake unit 2 in a vehicle 1 according to a first embodiment of the present invention. Fig. 2 is a partially enlarged view of Fig. 1. Fig. 3 is a cross-sectional view taken along line AA in Fig. 2.

[0010] The wheel 11 is composed of a metal wheel 111 and a rubber tire 112, and is supported on the vehicle body 10 by a suspension system 12. The wheel 11 and the suspension system 12 are arranged in a tire house 100 of the vehicle 1. The suspension system 12 is composed of an upper arm 121, a lower arm 122, a damper 123, and a suspension spring 124. One end of each of the upper arm 121 and the lower arm 122 is connected to the knuckle 13, and the other end is connected to the vehicle body 10.

[0011] The damper 123 includes an outer shell 123a connected to the knuckle 13, and a rod 123b connected to the vehicle body 10 and extending in and out of the outer shell 123a in the axial direction. The suspension spring 124 is disposed on the outer periphery of the damper 123, and expands and contracts in response to the up and down movement of the vehicle body 10 relative to the road surface.

[0012] An outer ring 141 of a hub unit 14 that rotatably supports the wheel 11 is fixed to the knuckle 13. The knuckle 13 also has a first connecting portion 131 to which the upper arm 121 and the outer shell 123a of the damper 123 are connected, a second connecting portion 132 to which the lower arm 122 is connected, and a mounting portion 133 to which the electric brake unit 2 is attached.

[0013] The hub unit 14 has an outer ring 141 and a hub ring 142 supported rotatably relative to the outer ring 141. A plurality of rolling elements (not shown) are held by a cage and arranged between the inner peripheral surface of the outer ring 141 and the outer peripheral surface of the hub ring 142. A wheel mounting flange 142a is provided on the hub ring 142, and the wheel 111 is attached to this wheel mounting flange 142a together with the brake rotor 15 by a plurality of hub bolts 143. The brake rotor 15 integrally has a friction portion 151 that frictionally slides with the brake pads 21, 22 of the electric brake unit 2, and a fixed portion 152 that is fixed to the wheel mounting flange 142a of the hub ring 142.

[0014] The vehicle 1 also includes a brake controller 3 that controls the electric brake unit 2, an overall controller 4 that provides overall control of the vehicle 1, a wheel speed sensor 5 that detects the rotational speed of the wheels 11, a controller cable 6 that connects the brake controller 3 and the overall controller 4, and a sensor cable 7 that connects the brake controller 3 and the wheel speed sensor 5.

[0015] The electric brake unit 2, the brake controller 3, and the wheel speed sensor 5 are arranged on the wheel side, and move up and down together with the wheels 11 relative to the vehicle body 10 as the suspension springs 124 expand and contract. The overall controller 4 is arranged on the vehicle body side. A part of the controller cable 6 in the longitudinal direction between the wheel side and the vehicle body side is suspended in the air. The brake controller 3 is one aspect of the "wheel side control device" of the present invention, and the overall controller 4 is one aspect of the "vehicle body side control device" of the present invention. The controller cable 6 is one aspect of the "first cable" of the present invention, and the sensor cable 7 is one aspect of the "second cable" of the present invention.

[0016] The wheel speed sensor 5 is attached to the outer wheel 141 of the hub unit 14, and detects the rotation speed of the hub wheel 142 relative to the outer wheel 141. Specifically, a change in the magnetic field of a magnetic encoder attached to the hub wheel 142 is detected by a magnetic field detection element such as a Hall IC, and a pulse signal with a pulse interval according to the rotation speed of the hub wheel 142 relative to the outer wheel 141 is output as a detection signal to the brake controller 3 via the sensor cable 7.

[0017] As shown in FIG. 3, the controller cable 6 is a composite cable including a pair of power lines 61, 62 that supply operating power to the brake controller 3, a pair of signal lines 63, 64 that transmit control signals between the brake controller 3 and the general controller 4, a hollow tubular sheath 65, and an interposer 66. The sheath 65 is made of a resin such as soft polyurethane that is excellent in flexibility and durability, and covers the power lines 61, 62 and the signal lines 63, 64 together with the interposer 66. The interposer 66 is a fibrous material such as aramid fiber or nylon fiber. A pressing tape member may be wound around the outer periphery of the pair of power lines 61, 62 and the pair of signal lines 63, 64. Furthermore, a shielding member such as a braided shield may be disposed between the pressing tape member and the sheath 65.

[0018] The power lines 61 and 62 are insulated electric wires each having a central conductor 611 and 621 covered with an insulator 612 and 622 made of insulating resin. The central conductors 611 and 621 are twisted wires made of a plurality of conductor wires twisted together. The power voltage supplied from the vehicle body side to the brake controller 3 by the power lines 61 and 62 is, for example, DC 12 V. The signal lines 63 and 64 are twisted together to form a twisted pair wire. Each of the pair of signal lines 63 and 64 is an insulated electric wire each having a central conductor 631 and 641 covered with an insulator 632 and 642 made of insulating resin. The brake controller 3 and the general controller 4 can communicate bidirectionally via the signal lines 63 and 64.

[0019] The power supply lines 61, 62 and the signal lines 63, 64 are connected to the brake controller 3 by a common connector 601 at the wheel side end of the controller cable 6, as shown in Fig. 2. The power supply lines 61, 62 and the signal lines 63, 64 are connected to the general controller 4 by a common connector 602 at the vehicle body side end of the controller cable 6, as shown in Fig. 1.

[0020] The sensor cable 7 has a pair of sensor signal wires 71, 72 that transmit a signal from the wheel speed sensor 5 to the brake controller 3. The pair of sensor signal wires 71, 72 are twisted together to form a twisted pair wire. Each of the pair of sensor signal wires 71, 72 is an insulated wire in which a central conductor 711, 721 is covered with an insulator 712, 722 made of insulating resin. The central conductors 711, 721 are a twisted wire in which a plurality of conductor wires are twisted together. However, the sensor cable 7 is not limited to a twisted pair wire, and may be, for example, a coaxial wire.

[0021] Sensor connectors 73, 74 are attached to both ends of the sensor cable 7. One sensor connector 73 is detachably attached to the brake controller 3, and the other sensor connector 74 is detachably attached to the wheel speed sensor 5. At one end of the sensor cable 7, the sensor signal lines 71, 72 are connected to the brake controller 3 by one sensor connector 73. At the other end of the sensor cable 7, the sensor signal lines 71, 72 are connected to the wheel speed sensor 5 by the other sensor connector 74.

[0022] Fig. 4 is an explanatory diagram showing the arrangement and wiring structure of the brake controller 3, the overall controller 4, the wheel speed sensor 5, the controller cable 6, and the sensor cable 7, together with a schematic configuration example of the electric brake unit 2. In Fig. 4, a boundary line L between the sprung member including the vehicle body 10 and the unsprung member including the wheel 11 is indicated by a two-dot chain line.

[0023] The wheel speed sensor 5 has a magnetic field detection element 51, a molded body 52 that seals the magnetic field detection element 51, and a plurality of electrode terminals 541, 542 connected to terminals of the magnetic field detection element 51 by electric wires 531, 532. The sensor connector 74 has connection terminals 741, 742 that are respectively connected to the electrode terminals 541, 542 of the wheel speed sensor 5. The connection terminals 741, 742 are connected to central conductors 711, 721 of the sensor signal lines 71, 72, respectively.

[0024] The electric brake unit 2 has an outer brake pad 21 and an inner brake pad 22, a caliper 23 to which the outer brake pad 21 is attached, a piston 24 to which the inner brake pad 22 is attached, a motor 25 which is a drive source of the electric brake unit 2, a reducer 26 which reduces the rotation of the motor 25, a rotary-to-linear motion conversion mechanism 27 which converts the rotational motion of an output shaft 261 of the reducer 26 into linear motion of the piston 24, and a caliper bracket 28 which is fixed to a mounting portion 133 of the knuckle 13. The caliper 23 is supported by the caliper bracket 28 and is movable parallel to the rotational axis of the wheel 11.

[0025] When the motor 25 rotates, the outer brake pad 21 and the inner brake pad 22 are pressed toward the friction portion 151 of the brake rotor 15 with a pressing force according to the torque generated by the motor 25, and the wheel 11 is braked by the friction force generated between the outer brake pad 21 and the inner brake pad 22 and the brake rotor 15. The motor 25 is a three-phase AC motor, and has a cylindrical stator 251 that generates a rotating magnetic field by a three-phase AC current supplied from the brake controller 3, a rotor 252 arranged inside the stator 251, and a motor shaft 253 fixed to the rotor 252. The reducer 26 reduces the rotation speed of the motor shaft 253 to rotate the output shaft 261. The rotary-linear conversion mechanism 27 is formed of, for example, a ball screw mechanism.

[0026] The electric brake unit 2 also has a plurality of motor sensors that detect the state of the motor 25. Specifically, the motor sensors include a motor rotation angle sensor 291 that detects a motor rotation angle, which is a rotation angle of the rotor 252 relative to the stator 251 of the motor 25, a motor temperature sensor 292 that measures the temperature of the motor 25, a motor current sensor 293 that measures a current supplied to the stator 251, and a braking force sensor 294 that detects the braking force of the electric brake unit 2 based on the magnitude of the axial force acting on the piston 24. In other words, the "motor sensor" is a collective term for the motor rotation angle sensor 291, the motor temperature sensor 292, the motor current sensor 293, and the braking force sensor 294.

[0027] The motor rotation angle sensor 291, the motor temperature sensor 292, the motor current sensor 293, and the braking force sensor 294 are connected to the brake controller 3 by wiring inside the caliper 23. The brake controller 3 has a motor control unit 31 that controls the motor 25, a communication control unit 32 that communicates with the overall controller 4, and an inverter 33 that generates a three-phase AC current to be supplied to the motor 25. In this embodiment, the brake controller 3 is housed in the caliper 23 of the electric brake unit 2. However, the brake controller 3 may be disposed outside the electric brake unit 2.

[0028] The inverter 33 is supplied with a power supply voltage via power supply lines 61 and 62. The functions of the motor control unit 31 and the communication control unit 32 are realized by a CPU (Central Processing Unit) that operates on a voltage obtained by stepping down the power supply voltage supplied via the power supply lines 61 and 62 using, for example, a DC-DC converter, and executes a program stored in a semiconductor memory.

[0029] The motor control unit 31 calculates three-phase current values ​​to be supplied to the motor 25 based on the detection results of the motor rotation angle sensor 291, the motor temperature sensor 292, the motor current sensor 293, and the braking force sensor 294, and sends a PWM (Pulse Width Modulation) signal to the inverter 33 according to this current value to control the motor 25. The inverter 33 has multiple switching elements connected in a three-phase bridge, and the multiple switching elements are turned on or off by the PWM signal. The higher the duty ratio of the PWM signal, the larger the current supplied to the motor 25.

[0030] The overall controller 4 transmits a command signal indicating the magnitude of the braking force to be generated by the electric brake unit 2 as a control signal to the brake controller 3 via signal lines 63, 64. The motor control unit 31 of the brake controller 3 controls the motor 25 so that a braking force corresponding to the control signal from the overall controller 4 is generated.

[0031] The communication control unit 32 of the brake controller 3 transmits signals indicating the detection results of the motor sensors as control signals to the overall controller 4 via signal lines 63, 64. The communication control unit 32 transmits signals indicating the detection results of at least the motor temperature sensor 292 and the braking force sensor 294 of the sensor motors to the overall controller 4. The communication control unit 32 also transmits signals indicating the detection results of the wheel speed sensor 5 to the overall controller 4 via signal lines 63, 64. More specifically, the communication control unit 32 counts the number of pulses of the pulse signal output by the wheel speed sensor 5 as a detection signal at predetermined time intervals, and transmits information on the counted number of pulses to the overall controller 4 as a wheel speed sensor signal.

[0032] That is, the communication control unit 32 transmits a signal indicating the detection result of the wheel speed sensor 5 and a signal indicating the detection result of the motor sensor to the overall controller 4 via signal lines 63, 64. The communication control unit 32 may transmit the signal indicating the detection result of the wheel speed sensor 5 and the signal indicating the detection result of the motor sensor to the overall controller 4 at the same frequency, or may transmit the signal indicating the detection result of the wheel speed sensor 5 at a higher frequency than the signal indicating the detection result of the motor sensor. Based on the rotation speed of the wheels 11 obtained by the detection result of the wheel speed sensor 5, the overall controller 4 performs anti-lock control to suppress locking of the wheels 11 when the vehicle 1 suddenly decelerates or stops, for example.

[0033] The sensor cable 7 is connected to the brake controller 3 at a position closer to the wheel speed sensor 5 than the shared connector 601. In other words, the distance between the wheel speed sensor 5 and the sensor connector 73 provided at the end of the sensor cable 7 on the wheel side is shorter than the distance between the shared connector 601 and the wheel speed sensor 5. This allows the sensor cable 7 to be shorter than when, for example, the sensor signal lines 71, 72 of the sensor cable 7 are connected to the brake controller 3 by the shared connector 601, making the sensor cable 7 less susceptible to chipping due to flying stones and the like, and making it easier to route the sensor cable 7 in the tire house 100.

[0034] 3, in this embodiment, the controller cable 6 and the sensor cable 7 are bound by a binding member 8. The binding member 8 integrally includes a band-shaped portion 81 on which a plurality of locking projections 811 are formed, a base portion 82 on which an insertion hole 820 into which the band-shaped portion 81 is inserted is formed, a locking portion 83 having a locking claw 831 that locks any of the locking projections 811 of the band-shaped portion 81, and a fixing portion 84 on which an insertion hole 840 is formed for inserting a fixture for fixing the binding member 8 to a fixing target. The band-shaped portion 81 extends from the base portion 82.

[0035] When bundling the controller cable 6 and the sensor cable 7 with the bundling member 8, the belt-shaped portion 81 surrounds the controller cable 6 and the sensor cable 7, the tip of the belt-shaped portion 81 is inserted into the insertion hole 820, and the locking protrusion 811 is locked by the locking portion 83. Of the multiple locking protrusions 811 of the belt-shaped portion 81, one locking protrusion 811 located in a position facing the locking claw 831 of the locking portion 83 in a state in which the controller cable 6 and the sensor cable 7 are fastened is locked by the locking portion 83, and the state in which the controller cable 6 and the sensor cable 7 are fastened is maintained.

[0036] In this embodiment, the binding member 8 is fixed to the first connecting portion 131 of the knuckle 13 by the bolt 9 inserted through the insertion hole 840. However, the object and position to which the binding member 8 is fixed are not limited thereto, and the binding member 8 can be fixed to a position suitable for routing the controller cable 6 and the sensor cable 7. Furthermore, the binding member 8 does not have to have the fixing portion 84. In other words, the function of the binding member 8 may be simply to bind the controller cable 6 and the sensor cable 7 together.

[0037] By bundling the controller cable 6 and the sensor cable 7 with the bundling member 8, for example, the task of attaching the sensor connector 73 to the brake controller 3 after attaching the common connector 601 to the brake controller 3 becomes easier. This is because the sensor cable 7 is supported in the vicinity of the brake controller 3. In addition, if the bundling member 8 is fixed to, for example, the knuckle 13 with a bolt 9 serving as a fixing device, it is possible to prevent the controller cable 6 and the sensor cable 7 from coming into contact with components of the suspension device 12.

[0038] [Second embodiment] Next, a second embodiment of the present invention will be described with reference to Figures 5 and 6. In Figures 5 and 6, the same reference numerals as those in Figures 2 and 3 are used for the members and the like common to those described in the first embodiment, and duplicated explanations will be omitted. The same applies to Figures 7 to 10 of the third and fourth embodiments described later.

[0039] Fig. 5 is a configuration diagram showing the peripheral portion of a sensor cable 7A according to a second embodiment. Fig. 6 is a cross-sectional view taken along line BB in Fig. 5. In the first embodiment, the sensor connectors 73, 74 are attached to both ends of the sensor cable 7, one sensor connector 73 is detachable from the brake controller 3, and the other sensor connector 74 is detachable from the wheel speed sensor 5. In the second embodiment, the sensor signal lines 71, 72 of the sensor cable 7A are connected to the magnetic field detection element 51 inside the molded body 52 of the wheel speed sensor 5.

[0040] The sensor cable 7A has a sheath 75 that covers the sensor signal lines 71, 72, and one end of the sheath 75 is embedded in the molded body 52 of the wheel speed sensor 5. The sheath 75 covers at least a portion of the sensor signal lines 71, 72 in the longitudinal direction between the wheel speed sensor 5 and the sensor connector 73, and protects the sensor signal lines 71, 72. In other words, the sheath 75 functions as a protective material that protects the sensor signal lines 71, 72. The material of the sheath 75 can be, for example, a resin such as soft polyurethane, similar to the sheath 65 of the controller cable 6.

[0041] As in the first embodiment, the controller cable 6 and the sensor cable 7A are bound together by a binding member 8, and the binding member 8 is fixed to the knuckle 13 by a bolt 9. The belt-shaped portion 81 of the binding member 8 is disposed around the outer periphery of the sheath 75 of the sensor cable 7A and fastens the sheath 75.

[0042] The second embodiment also provides the same effects as the first embodiment. In addition, since the sensor signal lines 71, 72 of the sensor cable 7A are protected by the sheath 75, the sensor signal lines 71, 72 are more resistant to damage due to chipping and the like, and even if the band-like portion 81 of the bundling member 8 is tightly fastened, the sensor signal lines 71, 72 can be prevented from being damaged by the band-like portion 81.

[0043] [Third embodiment] Next, a third embodiment of the present invention will be described with reference to Figs. 7 and 8. Fig. 7 is a configuration diagram showing the peripheral portion of a sensor cable 7B according to the third embodiment. Fig. 8 is a cross-sectional view taken along line CC in Fig. 7. In the first and second embodiments, the controller cable 6 and the sensor cables 7, 7A are bound by a binding member 8 configured to lock the locking protrusions 811 of the belt-shaped portion 81 with the locking claws 831 of the locking portions 83. In the third embodiment, the controller cable 6 and the sensor cable 7B are bound by a binding member 8B made of a resin molded body molded so as to cover parts of the controller cable 6 and the sensor cable 7B in the longitudinal direction.

[0044] In the sensor cable 7B, the sensor signal lines 71, 72 are covered with a protective tube 76 as a protective material. The protective tube 76 is tubular and accommodates at least the portions of the sensor signal lines 71, 72 that are covered with the bundling member 8B, and the bundling member 8B is disposed on the outer periphery of the protective tube 76. In FIG. 7, the sensor signal lines 71, 72 are exposed from the protective tube 76 near the sensor connectors 73, 74, but the protective tube 76 may cover the entire sensor signal lines 71, 72 between the sensor connectors 73, 74. In other words, it is sufficient that the protective tube 76 covers at least a portion of the sensor signal lines 71, 72 between the wheel speed sensor 5 and the sensor connector 73 on the brake controller 3 side.

[0045] The protective tube 76 is made of a resin such as soft polyurethane similar to the sheath 65 of the controller cable 6. The bundling member 8B is formed, for example, by injecting heated molten resin into a cavity of a mold in which the controller cable 6 and the sensor cable 7B are arranged, and is integrated with the sheath 65 of the controller cable 6 and the protective tube 76. An insertion hole 85 for inserting a bolt 9 is formed in the bundling member 8B, and the bundling member 8B is fixed to the knuckle 13 by the bolt 9.

[0046] The third embodiment also provides the same effects as the first embodiment. In addition, since the sensor signal lines 71 and 72 of the sensor cable 7B are protected by the protective tube 76, the sensor signal lines 71 and 72 are less likely to be damaged by chipping or the like. Furthermore, since the bundling member 8B is integrated with the sheath 65 and the protective tube 76 of the controller cable 6, it is possible to prevent the controller cable 6 and the sensor cable 7B from being misaligned with respect to the bundling member 8B.

[0047] [Fourth embodiment] Next, a fourth embodiment of the present invention will be described with reference to Fig. 9 and Fig. 10. Fig. 9 is a configuration diagram showing the peripheral part of a sensor cable 7C according to the fourth embodiment. In the first to third embodiments, the sensor cables 7, 7A, 7B are detachably attached to the brake controller 3 by the sensor connector 73. However, in the fourth embodiment, the sensor cable 7C is integrated with the brake controller 3, and sensor signal lines 71, 72 for transmitting signals from the wheel speed sensor 5 are led out from the brake controller 3 in the sensor cable 7C.

[0048] The sensor cable 7C is connected to the brake controller 3 at a position closer to the wheel speed sensor 5 than the shared connector 601. Fig. 9 shows a case where the controller cable 6 and the sensor cable 7C are bound by a binding member 8 similar to the first and second embodiments. However, the controller cable 6 and the sensor cable 7C may also be bound by a binding member 8B similar to the third embodiment.

[0049] FIG. 10 is a configuration diagram showing a sensor cable 7C according to the fourth embodiment and the periphery of a fitting portion between a common connector 601 and a receiving connector 34 of a brake controller 3. As shown in FIG.

[0050] The central conductors 611, 621 of the power lines 61, 62 and the central conductors 631, 641 of the signal lines 63, 64 of the controller cable 6 are respectively connected to first to fourth terminals 601a to 601d of the common connector 601. The receiving connector 34 has first to fourth terminals 34a to 34d respectively connected to the first to fourth terminals 601a to 601d of the common connector 601, and the first to fourth terminals 34a to 34d are respectively connected to the wiring patterns 301 to 304 of the board 30 of the brake controller 3.

[0051] As in the second embodiment, in the sensor cable 7C, the sensor signal lines 71 and 72 are covered with a sheath 75. The sensor signal lines 71 and 72 are led out from the sheath 75 inside the case 35 of the brake controller 3, and the central conductors 711 and 721 of the sensor signal lines 71 and 72 are connected to the wiring patterns 305 and 306 of the substrate 30, respectively.

[0052] The receiving connector 34 is disposed inside a first opening 351 formed in a case 35 of the brake controller 3, and a gap between an inner surface 351a of the first opening 351 and the receiving connector 34 is sealed by a seal member 361. The sensor cable 7C is inserted through a second opening 352 formed in the case 35, and a gap between an inner surface 352a of the second opening 352 and the sheath 75 is sealed by a seal member 362.

[0053] The fourth embodiment also provides the same effects as those of the first embodiment. In addition, since the sensor cable 7C is integrated with the brake controller 3, wiring work during assembly of the vehicle 1 becomes easy.

[0054] (Summary of the embodiment) Next, the technical ideas grasped from the first to fourth embodiments explained above will be described by using the reference numerals and the like in each embodiment. However, the reference numerals in the following description do not limit the components in the claims to the members and the like specifically shown in the embodiments.

[0055] [1] A wiring structure for a vehicle that connects a wheel-side control device (brake controller 3) arranged on a wheel side, a wheel speed sensor (5) that detects the rotation speed of a wheel (11), and a vehicle body-side control device (general controller 4) arranged on a vehicle body side, the wheel-side control device (3) and the vehicle body-side control device (4) are connected via a first cable (controller cable 6), and the wheel-side control device (3) and the wheel speed sensor (5) are connected via a second cable (sensor cables 7, 7A, 7B, 7C), and the first cable (6 ) has power supply lines (61, 62) for supplying operating power to the wheel side control device (3) and signal lines (63, 64) for transmitting control signals between the wheel side control device (3) and the vehicle body side control device (4), the power supply lines (61, 62) and the signal lines (63, 64) are connected to the wheel side control device (3) by one common connector (601), and the second cable (7, 7A, 7B, 7C) is connected to the wheel side control device (3) at a position closer to the wheel speed sensor (5) than the common connector (601).

[0056] [2] The vehicle wiring structure described in [1] above, wherein the wheel-side control device (3) transmits a signal indicating the detection result of the wheel speed sensor (5) and the control signal to the vehicle-body-side control device (4) via the signal lines (63, 64).

[0057] [3] The wheel-side control device (3) includes a motor control unit (31) that controls a motor (25) which is a driving source of an electric brake unit (3) that brakes the wheel (11), a communication control unit (32) that communicates with the vehicle-side control device (4), and motor sensors (291-294) that detect the state of the motor (25), and the communication control unit (32) transmits signals indicative of the detection results of the motor sensors (291-294) as the control signals to the vehicle-side control device (4), in the wiring structure for a vehicle described in [2] above.

[0058] [4] The wiring structure for a vehicle described in any of [1] to [3] above, wherein the second cable (7, 7A, 7B) has a sensor signal line (71, 72) that transmits a signal of the wheel speed sensor (5) to the wheel side control device (3), and the sensor signal line (71, 72) is connected to the wheel side control device (3) by a sensor connector (73) that is detachable from the wheel side control device (3).

[0059] [5] The vehicle wiring structure according to the above [4], wherein the first cable (6) and the second cable (7, 7A, 7B, 7C) are bound together by a binding member (8, 8B).

[0060] [6] The vehicle wiring structure according to [5] above, wherein at least a portion of the sensor signal lines (71, 72) between the wheel speed sensor (5) and the sensor connector (73) is covered with a protective material (sheath 75, protective tube 76), and the bundling member (8, 8B) is disposed on the outer periphery of the protective material (75, 76).

[0061] [7] The wiring structure for a vehicle described in any one of [1] to [4] above, wherein the second cable (7C) is integrated with the wheel side control device (3), and a sensor signal line (71, 72) transmitting a signal of the wheel speed sensor (5) is led out from the wheel side control device (3) in the second cable (7C).

[0062] [8] A wheel-side control device (3) arranged on the wheel side, a wheel speed sensor (5) for detecting the rotation speed of a wheel (11), a vehicle body-side control device (4) arranged on the vehicle body side, a first cable (6) connecting the wheel-side control device (3) and the vehicle body-side control device (4), and a second cable (7, 7A, 7B, 7C) connecting the wheel-side control device (3) and the wheel speed sensor (5). The first cable (6) is a power line ( a power supply line (61, 62) and a signal line (63, 64) for transmitting a control signal between the wheel side control device (3) and the vehicle body side control device (4), the power supply line (61, 62) and the signal line (63, 64) being connected to the wheel side control device (3) by a common connector (601), and the second cable (7, 7A, 7B, 7C) being connected to the wheel side control device (3) at a position closer to the wheel speed sensor (5) than the common connector (601).

[0063] Although the first to fourth embodiments of the present invention have been described above, these embodiments do not limit the invention according to the claims. It should be noted that not all of the combinations of features described in the embodiments are necessarily essential to the means for solving the problems of the invention.

[0064] In addition, the present invention can be modified and implemented without departing from the spirit of the present invention. For example, in the above embodiment, the electric brake unit 2 is a disc brake unit that generates a braking force on the disc-shaped brake rotor 15, but the present invention is not limited to this, and may be, for example, a drum brake unit that generates a braking force on a cylindrical brake drum. In the above embodiment, the motor 25 is a three-phase AC motor, but the motor 25 may be a direct current motor (DC motor). When a DC motor is used as the motor 25, a switching circuit that can switch between positive and negative currents supplied to the motor 25 and adjust the magnitude of the current is used instead of the inverter 33. [Explanation of symbols]

[0065] 1. Vehicle 11...Wheel 2...Electric brake unit 25…Motor 291...Motor rotation angle sensor 292…Motor temperature sensor 293...Motor current sensor 294...Braking force sensor 3...Brake controller (wheel side control device) 31...Motor control unit 32...Communication control unit 4...General controller (vehicle-side control device) 5...Wheel speed sensor 6...Controller cable (first cable) 601...Common connector 61,62…power line 63,64…Signal line 7, 7A, 7B, 7C...Sensor cable (second cable) 71, 72...Sensor signal lines 75…Sheath (protective material) 76…Protective tube (protective material) 8, 8B…Binding material

Claims

1. A wiring structure for a vehicle that connects a wheel-side control device arranged on a wheel side, a wheel speed sensor that detects the rotation speed of the wheel, and a vehicle-body-side control device arranged on a vehicle body side, the wheel side control device and the vehicle body side control device are connected via a first cable, and the wheel side control device and the wheel speed sensor are connected via a second cable; the first cable has a power line for supplying operating power to the wheel-side control device and a signal line for transmitting a control signal between the wheel-side control device and the vehicle-body-side control device, the power line and the signal line being connected to the wheel-side control device by a common connector; the second cable is connected to the wheel-side control device at a position closer to the wheel speed sensor than the common connector; Vehicle wiring structure.

2. the wheel-side control device transmits a signal indicating a detection result of the wheel speed sensor and the control signal to the vehicle-body-side control device via the signal line; The vehicle wiring structure according to claim 1 .

3. The wheel-side control device includes a motor control unit that controls a motor that is a drive source of an electric brake unit that brakes the wheel, a communication control unit that communicates with the vehicle-body-side control device, and a motor sensor that detects a state of the motor, The communication control unit transmits a signal indicating a detection result of the motor sensor as the control signal to the vehicle body side control device. The vehicle wiring structure according to claim 2 .

4. the second cable has a sensor signal line for transmitting a signal of the wheel speed sensor to the wheel-side control device, the sensor signal line is connected to the wheel-side control device by a sensor connector that is detachable from the wheel-side control device; The wiring structure for a vehicle according to any one of claims 1 to 3.

5. The first cable and the second cable are bound together by a binding member. The wiring structure for a vehicle according to claim 4.

6. At least a portion of the sensor signal line between the wheel speed sensor and the sensor connector is covered with a protective material, The binding member is disposed on the outer periphery of the protective material. The wiring structure for a vehicle according to claim 5 .

7. The second cable is integrated with the wheel side control device, a sensor signal line for transmitting a signal of the wheel speed sensor in the second cable is led out from the wheel side control device; The wiring structure for a vehicle according to any one of claims 1 to 3.

8. a wheel side control device arranged on a wheel side, a wheel speed sensor for detecting a rotation speed of the wheel, a vehicle body side control device arranged on a vehicle body side, a first cable connecting the wheel side control device and the vehicle body side control device, and a second cable connecting the wheel side control device and the wheel speed sensor, the first cable has a power line for supplying operating power to the wheel-side control device and a signal line for transmitting a control signal between the wheel-side control device and the vehicle-body-side control device, the power line and the signal line being connected to the wheel-side control device by a common connector; the second cable is connected to the wheel-side control device at a position closer to the wheel speed sensor than the common connector; vehicle.

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