A differential pair unit and connector for automotive applications

Abstract

The application discloses a differential pair unit and a connector for automobile application, the differential pair unit comprises a differential pair electric channel and an insulating support group, the differential pair electric channel is sequentially composed of a first differential pair contact part, a differential pair body part and a second differential pair contact part, the first differential pair contact part is used for plug-in connection with the connector; the differential pair gap width of the differential pair body part is between 0.22mm and 1.2mm; the insulating support group is fixed on the differential pair body part through a plastic sealing mode and is used for holding the differential pair electric channel, and the insulating support group is formed with a hollow structure, so that the differential pair electric channel is exposed to air through the hollow structure. The differential pair body part of the application is tightly electrically coupled by a pair of conductors, and the differential pair electric channel is exposed to air through the hollow structure, so that the frequency of the differential pair unit is in the frequency range of 0-25GHz, the connector has no resonance, the insertion loss is small, and the crosstalk between the differential channels is small.

Description

Technical Field

[0001] This invention relates to the field of H-MIS (High-Speed ​​Modular Interconnect System) connector technology, and more specifically to a differential pair unit and connector for automotive applications. Background Technology

[0002] The "new four modernizations" of automobiles—electrification, intelligence, connectivity, and sharing—are becoming the development trend of the entire automotive industry.

[0003] As the automotive industry becomes increasingly intelligent and connected, the volume of data in in-vehicle network communication is significantly increasing, and in-vehicle Ethernet will gradually become the backbone network for vehicle communication. Currently, the 10 Gigabit Ethernet standard IEEE 802.3ch has been officially released, enabling Multi-Gig (2.5Gbps, 5.0Gbps, 10Gbps) data transmission in in-vehicle Ethernet. It is foreseeable that industry standards and product applications with transmission rates above 10Gbps, and even 50Gbps and 100Gbps, will gradually emerge in the future.

[0004] In terms of high-speed data transmission in vehicles, 4K (and even 8K, 16K) camera systems, autonomous driving, radar, lidar, high-resolution displays, and rear-seat entertainment are placing increasingly higher demands on the data transmission rate of vehicles. Single differential channel transmission rates of 20Gbps, 50Gbps, 100Gbps and above will become an inevitable trend.

[0005] Currently, Rosenberger, a pioneer in the automotive communication connector industry, has released H-MTD connectors with a frequency range of up to 10GHz, employing PAM3 and PAM4 modulation schemes, and achieving transmission rates of 25Gbps and 40Gbps respectively. Therefore, to meet the future automotive industry's requirements for 50Gbps and 100Gbps transmission rates in high-speed automotive interconnect systems, it is necessary to develop a high-speed modular interconnect system (H-MIS) with a connector frequency range reaching even higher, potentially up to 25GHz, and transmission rates of 50Gbps and 100Gbps. Summary of the Invention

[0006] The purpose of this invention is to provide a differential pair unit and connector for automotive applications, with a connector frequency range of up to 25 GHz, thereby improving the transmission rate and solving the technical problems existing in the background art.

[0007] The technical solution adopted in this invention is as follows:

[0008] A differential pair unit for automotive applications includes a differential pair electrical channel and an insulating support assembly. The differential pair electrical channel consists of a first differential pair contact portion, a differential pair body portion, and a second differential pair contact portion. The first and second differential pair contacts are disposed at both ends of the differential pair body portion. The first differential pair contact portion is used for mating with a connector. The differential pair gap width of the differential pair body portion is between 0.22 mm and 1.2 mm, and varies along the gap length direction depending on the material type and geometry of the insulating medium.

[0009] The insulating support assembly is fixed to the differential pair body by plastic sealing to hold the differential pair electrical channels. The insulating support assembly has a hollow structure to expose the differential pair electrical channels to the air.

[0010] As a further technical solution, the first differential pair contact portion and the second differential pair contact portion are located in the same plane, two parallel planes, two perpendicular planes, or two planes with an angle between 0 and 90° in space.

[0011] As a further technical solution, the first differential pair contact of the differential pair unit is a socket structure or a plug structure; the second differential pair contact is a plug structure, a socket structure, a columnar structure connected to the PCB, or a structure connected to the differential pair core of the differential cable.

[0012] As a further technical solution, the insulating support assembly includes a front insulating support and a rear insulating support. The front insulating support is disposed on the differential pair body near the first differential pair contact portion; the rear insulating support is disposed on the differential pair body near the second differential pair contact portion.

[0013] Meanwhile, the technical solution adopted in this invention is as follows:

[0014] A connector for automotive applications includes an alloy housing and a differential pair unit for automotive applications as described above.

[0015] The alloy housing is provided with at least one differential pair hole, and the differential pair unit is installed in the differential pair hole.

[0016] As a further technical solution, the first differential pair contact portion of the differential pair unit is inserted into the differential pair hole inside the alloy housing, and the second differential pair contact portion of the differential pair unit faces the outside of the alloy housing.

[0017] As a further technical solution, an insulating positioning structure is formed on the insulating support assembly of the differential pair unit, and a housing positioning structure that cooperates with the insulating positioning structure is provided on the alloy housing to fix the differential pair unit in the alloy housing.

[0018] As a further technical solution, the connector also includes a housing, which is provided with an anti-misinsertion structure and an anti-dislodgement locking hole to ensure the insertion position between the housing and other corresponding connectors.

[0019] As a further technical solution, the connector also includes an accessory. At least one slot that mates with the accessory is provided inside the alloy housing. The accessory is inserted into the slot with an interference fit so that each differential pair unit is located in an independent shielded space.

[0020] As a further technical solution, the shell is inserted into the assembled alloy shell. The shell is integrally formed with at least one first groove, at least one second groove and at least one third groove. The alloy shell is integrally formed with at least one first protrusion that mates with the first groove, at least one second protrusion that mates with the second groove, and at least one third wedge that mates with the third groove, thereby fixing the alloy shell in various directions within the shell.

[0021] Beneficial effects

[0022] The differential pair body of this invention is composed of a pair of conductors tightly electrically coupled. Specifically, the gap width between the pair of conductors constituting the differential pair body is between 0.22 mm and 1.20 mm. The insulating support assembly outside the differential pair body is provided with a hollow structure, so that the differential pair electrical channels are substantially exposed to the air. Furthermore, by providing accessories, the differential pair units are located in their own independent shielded spaces, enabling the connector used in automotive applications to achieve a frequency range of up to 25 GHz, using PAM3 and PAM4 modulation methods, and transmission rates of up to 62 Gbps and 100 Gbps, thereby improving the frequency range. Moreover, the connector has no resonance, low insertion loss, and low crosstalk between differential channels. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of a differential pair cell for automotive applications.

[0024] Figure 2 for Figure 1 The diagram shows the effect after the insulating support assembly has been removed.

[0025] Figure 2a Schematic diagrams of other structural forms of the contact parts of the differential pair electrical channel;

[0026] Figure 3a A schematic diagram showing the first differential pair contact portion and the second differential pair contact portion on the same plane;

[0027] Figure 3b This is a schematic diagram of two planes between 0° and 90° for the first differential pair contact portion and the second differential pair contact portion;

[0028] Figure 3c This is a schematic diagram of the mutually perpendicular planes of the first differential pair contact portion and the second differential pair contact portion;

[0029] Figure 3d This is a schematic diagram of the first differential pair contact portion and the second differential pair contact portion on two mutually parallel planes;

[0030] Figure 4 This is a schematic diagram of the molding process for the insulating support assembly;

[0031] Figure 5 This is a schematic diagram showing the connection between the differential pair unit and the differential pair cable;

[0032] Figure 6 A three-dimensional schematic diagram of a 1-row, 2-column alloy shell structure;

[0033] Figure 6a This is a schematic diagram of a 1-row, 2-column alloy shell structure;

[0034] Figure 6b This is a schematic diagram of a 2-row, 2-column alloy shell structure;

[0035] Figure 7 This is a schematic diagram of the assembly process of the differential pair unit and the alloy housing of connector A.

[0036] Figure 8 This is a schematic diagram of connector A after assembly.

[0037] Figure 9 This is a schematic diagram of the assembly process of connector A and accessories;

[0038] Figure 10 This is a schematic diagram showing connector A and its accessories after assembly.

[0039] Figure 11 This is a schematic diagram of the assembly of connector A and the housing;

[0040] Figure 12 This is a schematic diagram of the shell structure;

[0041] Figure 13 This is a schematic diagram of the assembly of connector A and the housing;

[0042] Figure 14 A schematic diagram of connector B after connector A and housing are assembled;

[0043] Figure 15 This is a schematic diagram of the anti-misinsertion structure and anti-dislodgement locking hole structure for connector B;

[0044] Figure 16 A schematic diagram of the insertion loss of connector B in the frequency range of 0 to 25 GHz;

[0045] Figure 17This diagram illustrates the crosstalk between the differential channels of connector B in the frequency range of 0 to 25 GHz.

[0046] Illustrations: 1. Differential pair electrical channel; 1-1. First differential pair contact; 1-2. Differential pair body; 1-3. Second differential pair contact; 2. Insulating support assembly; 2-1. Front insulating support; 2-1a. First positioning structure; 2-1b. Positioning boss; 2-2. Rear insulating support; 2-2a. Second positioning structure; 2-2b. Side lug; 2-3. Hollowed-out structure; 3. Differential pair cable; 4. Alloy shell; 4-1. Groove; 4-2. 4-3. Positioning groove; 4-4. First wedge; 4-5. Differential pair hole; 4-6. Slot; 4-7. First protrusion; 4-8. Second protrusion; 4-9. Third wedge; 5. Accessory; 5-1. Protrusion structure; 6. Housing; 6-1. First groove; 6-2. Second groove; 6-3. Third groove; 6-4. Anti-misinsertion structure; 6-5. Anti-dislodgement locking hole; X. Differential pair width direction; Y. Differential pair length direction; α. Gap width. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0048] Conversely, this application covers any substitutions, modifications, equivalent methods, and schemes made within the spirit and scope of this application as defined in the claims. Furthermore, to provide the public with a better understanding of this application, certain specific details are described in detail below. However, this application can be fully understood by those skilled in the art even without these detailed descriptions.

[0049] Example 1:

[0050] See attached document Figure 1-5 A differential pair cell for automotive applications, such as Figure 1 As shown, it includes a differential pair electrical channel 1 and an insulating support group 2. Figure 2 for Figure 1The schematic diagram after removing the insulating support assembly 2 shows the differential pair electrical channel 1. This differential pair electrical channel structure consists of three parts: a first differential pair contact 1-1, a differential pair body 1-2, and a second differential pair contact 1-3. The differential pair body 1-2 is located between the first and second differential pair contacts 1-1 and 1-3, connecting them. The differential pair body is composed of a pair of tightly coupled conductors, and the gap width α in the differential pair width direction X of the differential pair body is 0.22 mm. The gap width α in the differential pair body of the differential pair along the Y-direction varies with the material type and geometry of the insulating medium (including air). For example, the differential pair gap width in the differential pair body exposed to air is smaller than that in the insulator. The first differential pair contact 1-1 and the second differential pair contact 1-3 are located at both ends of the differential pair body. Their spatial positions can be in the same plane, in two parallel planes, in two mutually perpendicular planes, or in two planes with an included angle between 0 and 90 degrees. The above-mentioned structural forms of the differential pair unit are derived from... Figures 3a-3d As shown, Figure 3a A schematic diagram showing the first differential pair contact portion and the second differential pair contact portion on the same plane. Figure 3b This is a schematic diagram of two planes between 0° and 90° for the first differential pair contact portion and the second differential pair contact portion; Figure 3c This is a schematic diagram of the perpendicular planes of the first and second differential pair contact portions. Figure 3d This is a schematic diagram of the first and second differential pair contacts on two parallel planes. In terms of usage, both the first and second differential pair contacts can be either plug or socket structures. The first differential pair contact 1-1 can be used for mating with a corresponding connector. The second differential pair contact 1-3 can also be a columnar structure for PCB connection, or other structures for connecting with differential pair cores, or for mating with other connectors, such as... Figure 2a As shown, Figure 2a This is a schematic diagram showing that the first differential pair contact and the second differential pair contact of the differential pair electrical channel have other structural forms. Figure 2aIn this differential pair unit, the first differential pair contact 1-1 is a socket structure, and the second differential pair contact 1-3 is a crimping structure, which can be used to crimp cables. The insulating support group 2 can be an isolated insulating support or composed of two or more isolated insulating supports, and its structure is provided with a hollow structure 2-3. The insulating support group 2 is fixed to the differential pair body 1-2 by plastic sealing to hold the aforementioned differential pair electrical channel 1. Because the insulating support group has a hollow structure, the differential pair electrical channel is largely exposed to the air.

[0051] In another embodiment, the insulating support group 2 may also be provided with an insulator positioning structure, which will not be described in detail in this embodiment.

[0052] In this embodiment, the selected differential pair unit is as follows: Figure 1 As shown, the first differential pair contact 1-1 and the second differential pair contact 1-3 of the differential pair electrical channel 1 are located in the same plane. Of course, the described methods are also possible, but are used here for illustrative purposes only. Preferably, the insulating support assembly consists of two isolated insulating supports, namely a front insulating support 2-1 and a rear insulating support 2-2. The insulating support assembly 2 is fixed to the differential pair body of the differential pair electrical channel by plastic sealing. Positionally, the front insulating support 2-1 is plastic sealed to the differential pair body near the first differential pair contact, and the rear insulating support 2-2 is plastic sealed to the differential pair body near the second differential pair contact, thus securing the differential pair electrical channel. Figure 4 This is a schematic diagram of the molding process for the insulating support assembly. After the insulating support assembly 2 is molded, the differential pair unit is cut and removed from the material tape, which is one differential pair unit as described in this embodiment. The differential pair unit described in this embodiment can be used directly. Its first differential pair contact 1-1 can be used for mating connection with the corresponding connector, and the second differential pair contact 1-3 is used for connection with PCB (printed circuit board), or for connection with differential pair cable, or for mating connection with other connectors. Figure 5 The diagram shows the connection between the differential pair unit and the differential pair cable. Arrange the differential pair unit and the differential pair cable as shown in the diagram, and then insert the second differential pair contact of the differential pair unit into the differential pair cable 3 to complete the installation.

[0053] Example 2:

[0054] like Figure 6-10 As shown, a connector A for automotive applications includes an alloy housing 4 and at least one differential pair unit as described in Embodiment 1 above. The alloy housing has at least one differential pair hole, and the differential pair unit is installed in the differential pair hole.

[0055] In this embodiment, the first differential pair contact 1-1 and the second differential pair contact 1-3 are located in two mutually perpendicular planes. The alloy housing 4 has one, a column, a row, or an array of differential pair holes 4-5 inside. The number of holes corresponds to the number of differential pair units. Several differential pair units are installed in the differential pair holes on the alloy housing, forming a connector with n rows and m columns, totaling n multiplied by m ports. Here, n and m refer to natural numbers 1, 2, 3, 4, etc. Figure 6 , Figure 6a , Figure 6b As shown, Figure 6 and Figure 6a This is a schematic diagram of a 1-row, 2-column alloy shell structure. Figure 6b This is a schematic diagram of a 2-row, 2-column alloy shell structure. Figure 7 This is a diagram showing the assembly process of the differential pair unit and the alloy housing 4. According to the direction shown in the diagram, the first differential pair contact 1-1 of the differential pair unit faces the differential pair hole 4-5 of the alloy housing 4, and the second differential pair contact 1-3 faces the outside of the alloy housing 4. The differential pair unit is inserted into the differential pair hole 4-5 of the alloy housing in the direction of the arrow.

[0056] The insulating support group 2 of the differential pair unit is provided with an insulating positioning structure, namely a first positioning structure 2-1a, a second positioning structure 2-2a, a positioning boss 2-1b, and a side ear 2-2b. The first positioning structure and the positioning boss are provided on the front insulating support, and the second positioning structure and the side ear are provided on the rear insulating support. The alloy shell 4 is provided with a shell positioning structure that cooperates with the insulating positioning structure. The shell positioning structure includes at least a first wedge 4-4 that cooperates with the first positioning structure 2-1a, a second wedge 4-2 that cooperates with the second positioning structure 2-2a, a positioning groove 4-3 that cooperates with the positioning boss 2-1b, and a slot 4-6 that cooperates with the side ear 2-2b. During the insertion of the differential pair unit into the alloy housing, the front insulating bracket end of the differential pair unit is first inserted into the differential pair hole 4-5 of the alloy housing with an interference fit. The side lug 2-2b of the rear insulating bracket is inserted into the slot 4-6 of the alloy housing. Then, the differential pair unit is pressed down in the direction of the arrow until the first wedge 4-4 of the alloy housing slides into the first positioning structure 2-1a of the front insulating bracket, and the second wedge 4-2 of the alloy housing slides into the second positioning structure 2-2a, restricting the differential pair unit from detaching from the alloy housing. Furthermore, the positioning boss 2-1b cooperates with the positioning groove 4-3, such as... Figure 8 As shown, the differential pair unit is positioned in various directions within the alloy housing. Connector A is installed without any accessories, reducing operating costs.

[0057] Example 3:

[0058] See attached document Figure 11-17A connector B for automotive applications includes a housing 6, a connector A as described in Embodiment 2 above, and several accessories 5. The connector B incorporates accessories 5 into the connector A of Embodiment 2. At least one slot 4-1 mates with accessories 5 is provided on the alloy housing of connector A. The lower end face of slot 4-1 should be slightly higher than or equal to the rear insulating bracket 2-2 of the differential pair unit. Accessories 5 have interference-fitting convex structures 5-1 on both their outer and inner sides. The connector A and accessories 5 are then aligned... Figure 9 Position the components as shown in arrow C, pushing accessory 5 directly into the alloy housing 4. Secure accessory 5 to the alloy housing 4 with an interference fit, ensuring each differential pair unit is within its own independent shielding space and further preventing the differential pair unit from escaping the alloy housing 4. After installation, as shown... Figure 10 As shown.

[0059] The housing of connector B is provided with an anti-misinsertion structure 6-4 and an anti-dislodgement locking hole 6-5 (or an anti-dislodgement locking hook), such as... Figure 15 As shown, when connector B needs to be mated with other corresponding connectors, non-corresponding connectors will not be able to pass through the anti-mis-mating structure 6-4, which can effectively prevent other similar connectors from being mis-mated; after connector B is connected with the correct connector, the anti-dislodgement locking hole 6-5 (or anti-dislodgement locking hook) on the connector B housing cooperates with the anti-dislodgement structure on the corresponding connector to prevent the corresponding connector from falling off.

[0060] Furthermore, housing 6 is introduced, and connector A, which has been installed with accessory 5, and housing 6 are then connected. Figure 11 The connector A is installed in the housing 6 along direction D, arranged in a specific configuration. The housing 6, as shown... Figure 12 As shown, the connector A has at least one first groove 6-1, at least one second groove 6-2, and at least one third groove 6-3 integrally formed on its alloy housing 4. The connector A's alloy housing 4 has at least one first protrusion 4-7 that mates with the first groove 6-1, at least one second protrusion 4-8 that mates with the second groove 6-2, and at least one third wedge 4-9 that mates with the third groove 6-3 integrally formed on its outer surface. During installation, the first protrusion 4-7 of the alloy housing is placed in the first groove 6-1 of the housing, and the second protrusion 4-8 is placed in the second groove 6-2. Then, as if... Figure 13 As shown, the housing 6 is pressed down along direction E, causing the first protrusion 4-7 to embed into the first groove, the second protrusion 4-8 to embed into the second groove, until the third wedge 4-9 slides into the third groove 6-3, thus fixing the alloy housing of connector A in all directions within housing 6, which is connector B. Figure 14 As shown, Figure 14 This is a schematic diagram of a dual-channel connector B. In this embodiment, as shown... Figure 16 , Figure 17As shown, a connector B is described, which has no resonance, an insertion loss of less than -3dB, and crosstalk between differential channels of less than -50dB in the frequency range of 0 to 25 GHz.

[0061] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A connector for automotive applications, characterized in that, Includes alloy housing, differential pair unit, housing and accessories; The differential pair unit includes a differential pair electrical channel and an insulating support assembly. The differential pair electrical channel consists of a first differential pair contact portion, a differential pair body portion, and a second differential pair contact portion. The first and second differential pair contact portions are located at both ends of the differential pair body portion. The first differential pair contact portion is used for mating with a connector. The differential pair gap width of the differential pair body portion is between 0.22 mm and 1.2 mm, and changes with the insulating medium in the gap length direction. The insulating support assembly is fixed to the differential pair body portion by plastic sealing to hold the differential pair electrical channel. The insulating support assembly has a hollow structure to expose the differential pair electrical channel to the air. The alloy housing is provided with at least one differential pair hole, and the differential pair unit is installed in the differential pair hole; the alloy housing is provided with at least one slot that mates with the accessory; The housing is provided with an anti-misinsertion structure and an anti-dislodgement locking hole to ensure the insertion position between the housing and the corresponding connector. The housing is inserted into the assembled alloy housing. The housing is integrally formed with at least one first groove, at least one second groove and at least one third groove. The alloy housing is integrally formed with at least one first protrusion that mates with the first groove, at least one second protrusion that mates with the second groove, and at least one third wedge that mates with the third groove, so as to fix the alloy housing in all directions within the housing.

2. The connector for automotive applications according to claim 1, characterized in that, The first differential pair contact portion and the second differential pair contact portion are located in the same plane, two parallel planes, two perpendicular planes, or two planes with an angle between 0 and 90° in space.

3. The connector for automotive applications according to claim 1, characterized in that, The first differential pair contact of the differential pair unit is a socket structure or a plug structure; the second differential pair contact is a plug structure, a socket structure, a columnar structure connected to the PCB, or a structure connected to the differential pair core of the differential cable.

4. The connector for automotive applications according to claim 1, characterized in that, The insulating support assembly includes a front insulating support and a rear insulating support. The front insulating support is located on the differential pair body near the first differential pair contact portion, and the rear insulating support is located on the differential pair body near the second differential pair contact portion.

5. A connector for automotive applications according to any one of claims 1-4, characterized in that, The first differential pair contact of the differential pair unit is inserted into the differential pair hole inside the alloy housing, and the second differential pair contact of the differential pair unit faces the outside of the alloy housing.

6. A connector for automotive applications according to any one of claims 1-4, characterized in that, An insulating positioning structure is formed on the insulating support assembly of the differential pair unit, and a housing positioning structure that cooperates with the insulating positioning structure is provided on the alloy housing to fix the differential pair unit inside the alloy housing.

7. A connector for automotive applications according to any one of claims 1-4, characterized in that, The accessory is inserted into the slot with an interference fit so that each differential pair unit is located in an independent shielded space.

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