Anti-loose and shockproof automobile connector
By using the coordinated locking of the lever and locking components and the design of the reinforcement components, the problem of loosening and falling off of automotive connectors under vibration is solved, achieving stable locking of the lever and convenient disassembly.
Patent Information
- Application Number
- CN202610583697.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-04-29
- Publication Date
- 2026-06-05
AI Technical Summary
Automotive connectors are prone to loosening and falling off in vibration environments, and existing technologies are insufficient to effectively prevent the clamps from bending and deforming due to repeated squeezing and vibration.
By coordinating the locking of the lever and the locking assembly, and combining the longitudinal compression reinforcement of the reinforcement assembly, the lever is locked laterally and reinforced longitudinally. The guide compression of the inclined surface on the hook and the elastic return driving force of the spring, along with the rotation of the drive column and the transfer of the ball between different slides, restricts the movement of the lever.
It improves the stability of the connector in vibration environments, ensures that the locking rod is firmly engaged to prevent loosening, and enhances the ease of disassembly.
Smart Images
Figure CN122159006A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of automotive connector technology, and more specifically, to an anti-loosening and shock-resistant automotive connector. Background Technology
[0002] Automotive connectors are mainly used to enable circuit conduction between the internal wiring harnesses and electronic modules of a car and the vehicle-mounted interface components. They are key connection components that ensure the smooth operation of vehicle electrical equipment. During use, they must be precisely aligned with the vehicle-mounted interface components. The conventional alignment method is that the retaining rods on both sides of the connector are pressed against the retaining grooves of the vehicle-mounted interface components. Utilizing the elastic material properties of the retaining rods themselves, the retaining rods will bend and deform during the pressing process. After the retaining rods are fully inserted into the retaining groove area, they will reset under their own elasticity and lock into the retaining groove, thereby achieving a fixed connection between the connector and the vehicle-mounted interface components.
[0003] However, vibrations occur during vehicle operation, and these vibrations are transmitted to the vehicle connector. Because the locking lever is made of elastic material, prolonged exposure to vibration and repeated compression and vibration from the vehicle connector can cause the locking lever to bend and deform, or even detach from the slot, leading to loosening and detachment of the vehicle connector. Summary of the Invention
[0004] This invention provides an anti-loosening and shock-resistant automotive connector, which achieves dual fixation of lateral locking and longitudinal reinforcement of the locking rod through the coordinated locking of the locking rod and the longitudinal compression reinforcement of the reinforcement component, thereby solving the problem of vibration causing the locking rod to bend and the connector to fall off as mentioned in the background art.
[0005] To achieve the above objectives, the anti-loosening and shock-resistant automotive connector includes a connector body, with support components fixedly installed on both sides of the connector body. A locking rod is slidably installed at the front end of the support components, and a locking component is provided inside the support components, with the locking component located at the rear end of the locking rod.
[0006] The support assembly includes support cylinders fixedly installed on both sides of the connector body. A retainer is integrally formed on the top of the support cylinder, and a baffle is fixedly installed on the front end of the retainer by bolts.
[0007] The locking rod includes a rod body slidably installed between the retainer and the baffle. The cooperation structure between the retainer and the baffle limits the rod body, allowing the rod body to slide up and down or back and forth between the retainer and the baffle. The top of the rod body is integrally formed with a locking hook, and the rod body is locked into the inside of the external locking groove by the locking hook. The top of the locking hook is provided with an upper inclined surface, which is used to guide and squeeze during locking.
[0008] The locking assembly includes a sliding cavity formed inside the support cylinder, a drive column slidably installed inside the sliding cavity, a spring fixedly connected to the rear end of the drive column, and the other end of the spring fixedly installed on the inner wall of the support cylinder. The spring is always in a retractable state to provide elastic driving force.
[0009] The front end of the support cylinder is fixedly installed with an end cap by a threaded connection. The drive column has an installation groove inside, and a ball bearing is rotatably assembled inside the installation groove. The inner wall of the support cylinder has a sliding groove, which is a straight groove arranged along the axis of the support cylinder. The ball bearing rolls with the sliding groove and can slide along the length of the sliding groove.
[0010] To transmit power to the drive column when the rod moves backward, a through hole is provided inside the rod. The drive column is located at the rear end of the through hole, and the outer diameter of the drive column is larger than the diameter of the through hole. This allows the rear edge of the through hole to directly contact the front end face of the drive column and push the drive column to move backward synchronously when the rod moves backward.
[0011] Please refer to the detailed card connection steps. Figure 4 In the initial state, spring one is in a naturally extended state, the drive column is located at the front end of the sliding cavity, and the ball is engaged at the front end of the sliding groove two; Move the connector body upwards, refer to... Figure 4 In the first step, the upper inclined surface of the hook contacts the edge of the slot of the vehicle docking part. After the hook is squeezed, it drives the rod to move inward. The rod pushes the drive column into the support cylinder through the rear edge of the through hole. The drive column moves smoothly along the axis of the sliding cavity through the guide cooperation of the ball and the second slide groove, while compressing the first spring. After the connector body is fully installed in the vehicle docking unit, refer to Figure 4 In the second step, the hook aligns with the slot of the vehicle-mounted docking component. At this point, the hook loses its inward pressing force, and the spring releases its elastic potential energy, pushing the drive column forward. This, in turn, causes the rod to move forward synchronously, ensuring the hook is securely engaged inside the slot. Figure 4 The state of the third step in the process.
[0012] To address the issue of connectors easily loosening under vehicle vibration conditions, combined with Figure 3 As shown, the inner walls of the support cylinder and the end cap are provided with a sliding groove. The sliding groove is a semi-annular groove. After the support cylinder and the end cap are assembled, the two semi-annular grooves are combined to form a complete annular sliding groove. The upper end of the sliding groove extends to the top of the inner wall of the support cylinder, and the lower end extends to the bottom of the inner wall of the support cylinder. The upper end of the sliding groove is connected to the sliding groove, forming an L-shaped guide channel.
[0013] Specific locking operations combined with Figure 4In the third step, after the rod is engaged in the slot by the action of spring one, the ball is exactly located at the connection between slide two and slide one. At this time, the drive column is rotated 180° counterclockwise, which drives the ball from slide two into slide one and moves to the lower end of slide one. When the car vibrates and applies an inward thrust to the rod, the thrust is transmitted to the drive column through the rod. However, the ball on the drive column is limited by the lower end face of the slide and cannot move inward along the axis of the support cylinder, thus restricting the movement of the rod and achieving reliable locking of the rod.
[0014] To facilitate control of the rotation of the drive column, combined with Figure 2-3 As shown, two connecting rods are symmetrically fixedly connected to the front end of the drive column. The front end of each connecting rod has an integrally formed button. By rotating the button, the connecting rod and the drive column can be rotated synchronously.
[0015] In the above technical solution, the locking component is used to lock the locking rod by supporting the component, thereby ensuring stable connection under vibration.
[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: By setting up a locking mechanism and utilizing the guiding and squeezing action of the inclined surface on the hook, combined with the elastic reset driving force of spring one, the locking rod is automatically engaged. Then, the rotation of the drive column drives the ball to move from the straight slide groove two into the annular slide groove one. The slide groove one restricts the axial movement of the drive column, thereby locking the locking rod position and firmly engaging it inside the groove. This solves the problem of locking rod bending and connector detachment caused by vibration, and improves the connection stability under vibration.
[0017] By incorporating a reinforcement component, the rotational motion of the button is converted into the longitudinal linear motion of the lever during use. This pushes the connector body closer to the vehicle docking part, reducing the connection gap and further locking the lever. Simultaneously, during disassembly, rotating the button in the opposite direction moves the lever upward, pushing out the connector and improving the ease of disassembly. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is an enlarged structural schematic diagram of some components of the present invention; Figure 3 This is an exploded structural diagram of the support component and the drive column in this invention; Figure 4 This is a schematic diagram of the process of horizontal clamping of the clamping rod in this invention; Figure 5 This is an exploded structural diagram of the reinforcement component in this invention; Figure 6 This is a schematic diagram of the connection structure between the reinforcing component and the clamp rod in this invention; Figure 7 This is a schematic diagram illustrating the process of controlling the movement of the locking lever in the reinforcement component of the present invention; Figure 8 This is a schematic diagram of the structural state when the clamp rod of the present invention is longitudinally engaged; Figure 9 This is an enlarged structural schematic diagram of the button in this invention.
[0019] The meanings of the labels in the diagram are as follows: 1. Connector body; 2. Support assembly; 21. Support cylinder; 22. Cage; 23. End cap one; 24. Baffle; 3. Clamping rod; 31. Rod body; 32. Clamping hook; 33. End cap two; 4. Locking assembly; 41. Drive column; 42. Ball bearing; 43. Slide groove one; 44. Slide groove two; 45. Spring one; 46. Connecting rod; 5. Reinforcing components; 51. Connecting column; 52. Slide rod; 53. Roller; 54. Spring II; 55. End cap III; 56. Guide groove; 6. Press button; 61. Anti-slip texture; 62. Cross groove. Detailed Implementation
[0020] The technical solutions of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.
[0021] Because the clamps of existing automotive connectors are made of elastic materials, the vibration force during vehicle operation and the squeezing force of the on-board docking parts can easily cause the clamps to bend, which in turn causes the connector to fall off.
[0022] Therefore, in view of the above-mentioned problems, the present invention provides an anti-loosening and shock-resistant automotive connector, with reference to... Figure 1-2 As shown, the connector includes a connector body 1, with support components 2 fixedly installed on both sides of the connector body 1. A locking rod 3 is slidably installed at the front end of the support component 2. The locking rod 3 is made of metal and will not deform due to compression. A locking component 4 is provided inside the support component 2, and the locking component 4 is located at the rear end of the locking rod 3.
[0023] For details, please refer to the following: Figure 2-3 As shown, the support assembly 2 includes support cylinders 21 fixedly installed on both sides of the connector body 1. A retainer 22 is integrally formed on the top of the support cylinder 21, and a baffle 24 is fixedly installed on the front end of the retainer 22 by bolts.
[0024] The locking rod 3 includes a rod 31 slidably installed between the retainer 22 and the baffle 24. The cooperation structure between the retainer 22 and the baffle 24 limits the rod 31, allowing the rod 31 to slide up and down or back and forth between the retainer 22 and the baffle 24. The top of the rod 31 is integrally formed with a hook 32, and the rod 31 is locked into the inside of the external slot through the hook 32. The top of the hook 32 has an upper inclined surface, which is used to guide and squeeze during locking.
[0025] The locking assembly 4 includes a sliding cavity opened inside the support cylinder 21. A drive column 41 is slidably installed inside the sliding cavity. A spring 45 is fixedly connected to the rear end of the drive column 41. The other end of the spring 45 is fixedly installed on the inner wall of the support cylinder 21. The spring 45 is always in a retractable state to provide elastic driving force.
[0026] During the engagement of the connector body 1 with the vehicle docking component, the upper inclined surface of the hook 32 contacts and is squeezed against the edge of the slot of the vehicle docking component, causing the rod 31 to move inward. At the same time, the rod 31 transmits the squeezing force to the drive column 41, causing the drive column 41 to compress the spring 45 and move into the support cylinder 21. This avoids the squeezing force during engagement from directly acting on the rod 31, causing it to bend and deform. When the connector body 1 and the vehicle docking component are fully engaged, the elastic restoring force of the spring 45 pushes the drive column 41 forward, thereby causing the hook 32 to engage in the slot of the vehicle docking component, achieving stable engagement and fixation of the connector body 1.
[0027] Then combine Figure 3 The specific structure of the support component 2 and the locking component 4 is disclosed. The front end of the support cylinder 21 is fixedly installed with an end cap 23 by a threaded connection. The drive column 41 has an installation groove inside, and a ball bearing 42 is rotatably assembled inside the installation groove. The inner wall of the support cylinder 21 has a sliding groove 44, which is a straight sliding groove arranged along the axis of the support cylinder 21. The ball bearing 42 rolls with the sliding groove 44 and can slide along the length of the sliding groove 44.
[0028] In order to transmit the power of the rod 31 to the drive column 41 when it moves backward, a through hole is provided inside the rod 31. The drive column 41 is located at the rear end of the through hole of the rod 31, and the outer diameter of the drive column 41 is larger than the diameter of the through hole. This allows the rear end edge of the through hole of the rod 31 to directly contact the front end face of the drive column 41 and push the drive column 41 to move backward synchronously when the rod 31 moves backward.
[0029] Please refer to the detailed card connection steps. Figure 4 In the initial state, spring 45 is in a naturally extended state, drive column 41 is located at the front end of the sliding cavity, and ball 42 is engaged with the front end of slide groove 44. Move connector body 1 upwards, refer to... Figure 4In the first step, the upper inclined surface of the hook 32 contacts the edge of the slot of the vehicle docking part. After the hook 32 is squeezed, it drives the rod 31 to move inward. The rod 31 pushes the drive column 41 to move into the support cylinder 21 through the rear edge of the through hole. The drive column 41 moves smoothly along the axis of the sliding cavity through the guide cooperation of the ball 42 and the second slide groove 44, while compressing the first spring 45. After connector body 1 is fully installed in the vehicle docking unit, refer to Figure 4 In the second step, the hook 32 aligns with the slot of the vehicle docking component. At this point, the hook 32 loses its inward pressing force, and the spring 45 releases its elastic potential energy, pushing the drive column 41 forward. This, in turn, drives the rod 31 forward synchronously, so that the hook 32 is firmly engaged inside the slot. Figure 4 The state of the third step in the process.
[0030] To address the issue of connector body 1 easily loosening under vehicle vibration conditions, combined with Figure 3 As shown, the inner walls of the support cylinder 21 and the end cap 23 are jointly provided with a sliding groove 43. The sliding groove 43 is a semi-annular groove. After the support cylinder 21 and the end cap 23 are assembled, the two semi-annular grooves are combined to form a complete annular sliding groove. The upper end of the sliding groove 43 extends to the top of the inner wall of the support cylinder 21, and the lower end extends to the bottom of the inner wall of the support cylinder 21. The upper end of the sliding groove 43 is connected to the sliding groove 44 to form an L-shaped guide channel.
[0031] Specific locking operations combined with Figure 4 In the third step, after the rod 31 is engaged in the slot by the action of the spring 45, the ball 42 is exactly located at the connection between the slide groove 44 and the slide groove 43. At this time, the drive column 41 is rotated 180° counterclockwise, which drives the ball 42 from the slide groove 44 into the slide groove 43 and moves to the lower end of the slide groove 43. When the car vibrates and applies an inward thrust to the rod 31, the thrust is transmitted to the drive column 41 through the rod 31. However, the ball 42 on the drive column 41 is limited by the lower end face of the slide groove 43 and cannot move inward along the axis of the support cylinder 21, thereby restricting the movement of the rod 31 and realizing the reliable locking of the rod 31.
[0032] To facilitate control of the rotation operation of the drive column 41, combined with Figure 2-3 As shown, two connecting rods 46 are symmetrically fixedly connected to the front end of the drive column 41. A button 6 is integrally formed at the front end of the connecting rod 46. By rotating the button 6, the connecting rod 46 and the drive column 41 can be driven to rotate synchronously.
[0033] When disassembly is required, rotate the button 6 180° clockwise. Through the transmission action of the connecting rod 46, the drive column 41 will rotate clockwise synchronously, causing the ball 42 to move from the lower end of the first slide groove 43 to the upper end of the first slide groove 43, and then enter the interior of the second slide groove 44. Then push the button 6 inward, and transmit the thrust to the drive column 41 through the connecting rod 46. Drive the drive column 41 to move along the second slide groove 44 into the support cylinder 21. At the same time, compress the first spring 45. During the movement of the drive column 41, push the rod 31 to move inward synchronously, so that the hook 32 disengages from the slot, and the disassembly of the connector body 1 can be completed.
[0034] To further enhance connection strength, reinforcement component 5 was installed, combined with... Figure 5 As shown, the reinforcement component 5 includes a connecting column 51 located at the front end of the drive column 41. An end cap 3 55 is fixedly installed at the front end of the connecting column 51 by bolts. Slots are provided on both sides of the outer wall of the connecting column 51 and the end cap 3 55. The connecting rod 46 is slidably installed inside the slot. The connecting column 51 slides with the two connecting rods 46 through the slot, and can slide horizontally along the length of the connecting rod 46.
[0035] The connecting post 51 has a sliding cavity that extends through the outer wall of its circumference. A sliding rod 52 is slidably mounted inside the sliding cavity. The outer end of the sliding rod 52 extends out of the outer wall of the circumference of the connecting post 51 and is rotatably mounted with a roller 53. A second spring 54 is fixedly mounted on the inner end of the sliding rod 52. The other end of the second spring 54 is fixedly mounted inside the sliding cavity. In the initial state, the second spring 54 is in a compressed state and pushes the sliding rod 52 to maintain its extended state through elastic force.
[0036] Next, to further disclose the structure of the reinforcing component 5, the connection method between the reinforcing component 5 and the clamp 3 will be described below. Please refer to [link / reference needed]. Figure 6 As shown, the connecting post 51 is located inside the through hole of the rod body 31; the inner wall of the through hole is provided with a guide groove 56, which is a semi-annular groove, with its upper end extending to the top of the through hole and its lower end extending to the bottom of the through hole. The roller 53 is rotatably installed inside the guide groove 56 and can move along the trajectory of the guide groove 56. The front end of the rod body 31 is fixedly installed with an end cap 33 by a threaded connection.
[0037] Please refer to the details. Figure 7 As shown, in the initial state, when the rod 31 is engaged in the slot, the connecting post 51 is located at the lower end of the through hole inside the rod 3, and the slide rod 52 drives the roller 53 to abut against the top of the guide groove 56, that is... Figure 7 The state of the first step.
[0038] When the button 6 is rotated, it drives the connecting rod 46 to rotate, which in turn drives the connecting column 51 to rotate synchronously through the slot. When the connecting column 51 rotates 90° counterclockwise, the rod 31 cannot rotate due to the limiting effect of the retainer 22. The rotational motion of the connecting column 51 is converted into the downward movement of the rod 31. At the same time, the slide rod 52 is squeezed inward by the guide groove 56, compressing the spring 54. Figure 7 The second step is shown in the diagram.
[0039] When the connecting post 51 continues to rotate counterclockwise by 90°, the slide rod 52 moves to the upper position of the guide groove 56. The spring 54 releases its elastic potential energy, pushing the slide rod 52 to extend outward, causing the roller 53 to roll downward along the guide groove 56, further pushing the rod 31 to move downward. Figure 7 The third step is shown in the diagram.
[0040] Combined Figure 8 As shown, during the downward movement of the rod 31, the connector body 1 is driven to move closer to the vehicle docking part by the hook 32, further reducing the gap between the two and improving the connection reliability. Through the above structural design, when the button 6 is rotated counterclockwise, the horizontal locking and vertical reinforcement of the rod 31 can be achieved at the same time, providing double protection for connection stability.
[0041] When disassembling, the existing connector body 1 and the connector on the car have friction between their two ends after being fastened together. This requires the operator to pull and twist the connector while doing so. However, with the reinforcement component 5, when disassembling, rotating the button 6 clockwise causes the connecting rod 46 to drive the connecting post 51 to rotate clockwise simultaneously. During the rotation of the connecting post 51, the sliding rod 52 and the guide groove 56 work together to push the rod 31 upward relative to the support component 2. The upward thrust of the rod 31 can directly push the connector body 1 out of the vehicle docking part without the need for additional insertion / extraction force or torsional force, thus improving the ease of disassembly.
[0042] To facilitate the operator's rotation of button 6, combined with Figure 9 As shown, the outer wall of the button 6 is integrally formed with anti-slip texture 61. By increasing the friction between the hand and the button 6, the ease of rotation operation is improved. In scenarios where there is a large friction between the connector body 1 and the vehicle docking part, it is difficult to rotate the button 6 by the friction of the anti-slip texture 61. Therefore, a cross groove 62 is provided at the front end of the button 6. The cross head of the cross screwdriver can be inserted into the cross groove 62. By rotating the cross screwdriver, the rotation torque can be increased, ensuring that the button 6 can be rotated smoothly.
[0043] Working principle: When the connector is pushed toward the socket, the upper inclined surface of the latch 3 is pressed inward after contact, pushing the drive column 41 to compress the spring 45. When the latch 32 is aligned with the slot, the elastic force of the spring 45 pushes the drive column 41 and the latch 3 to reset, so that the latch 32 springs into the slot, completing the initial connection.
[0044] Then, rotate the button 6 counterclockwise. The button 6 drives the drive column 41 to rotate, causing the ball 42 on it to slide from the second slide groove 44 into the first slide groove 43. At this time, no vibration can cause the drive column 41 to move backward, and the locking rod 3 is firmly locked to prevent loosening. At the same time as the button 6 rotates, the internal reinforcing component 5 converts the rotational motion into the downward linear motion of the locking rod 3, pressing the connector body 1 tightly against the socket, eliminating gaps, and further improving the connection firmness.
[0045] To disassemble, simply rotate button 6 clockwise to release the lateral lock and automatically push the connector out for easy removal.
[0046] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.
Claims
1. A car connector that is anti-loosening and shockproof, comprising a connector body (1), characterized in that: Support components (2) are fixedly installed on both sides of the connector body (1), and a locking rod (3) is slidably installed at the front end of the support component (2). A locking component (4) is provided inside the support component (2). The locking assembly (4) includes a drive column (41) and a spring (45) slidably installed inside the support assembly (2). When the lever (3) is subjected to inward pressing force, it can push the drive column (41) to compress the spring (45) and move backward. A ball bearing (42) is rotatably installed on the drive column (41). The inner wall of the support assembly (2) is provided with a sliding groove (44) and a sliding groove (43) that are interconnected. When the ball bearing (42) is located in the sliding groove (44), the drive column (41) can slide back and forth. When the ball bearing (42) is located in the sliding groove (43), the drive column (41) is locked and cannot move axially.
2. The anti-loosening and shock-resistant automotive connector according to claim 1, characterized in that: The support assembly (2) includes a support cylinder (21) fixedly installed on both sides of the connector body (1), the second slide groove (44) is a straight slide groove arranged along the axis of the support cylinder (21), and the first slide groove (43) is a semi-annular slide groove around the inner circumference of the support cylinder (21).
3. The anti-loosening and shock-resistant automotive connector according to claim 2, characterized in that: The front end of the support cylinder (21) is connected to an end cap (23) by a thread. The first slide groove (43) is formed by the splicing of semi-annular grooves respectively opened on the inner walls of the support cylinder (21) and the end cap (23). The upper end of the first slide groove (43) extends to the top of the inner wall of the support cylinder (21), and the lower end extends to the bottom of the inner wall of the support cylinder (21). The upper end of the first slide groove (43) is connected to the front end of the second slide groove (44).
4. The anti-loosening and shock-resistant automotive connector according to claim 2, characterized in that: The support assembly (2) further includes a retainer (22) fixedly connected to the top of the support cylinder (21), and a baffle (24) is fixedly installed at the front end of the retainer (22). The lever (3) is slidably installed between the retainer (22) and the baffle (24).
5. The anti-loosening and shock-resistant automotive connector according to claim 1, characterized in that: The lever (3) includes a hook (32) fixedly connected to the top of the rod body (31). The top of the hook (32) is provided with an upper inclined surface. The rod body (31) has a through hole inside. The front end of the drive column (41) is located behind the through hole, and its outer diameter is larger than the diameter of the through hole.
6. The anti-loosening and shock-resistant automotive connector according to claim 5, characterized in that: The front end of the drive column (41) is symmetrically connected to two connecting rods (46), and the front end of the connecting rods (46) is connected to a button (6). A reinforcing component (5) is installed between the two connecting rods (46).
7. The anti-loosening and shock-resistant automotive connector according to claim 6, characterized in that: The reinforcement component (5) includes a connecting column (51) located at the front end of the drive column (41). An end cap (55) is installed at the front end of the connecting column (51). The outer walls of the connecting column (51) and the end cap (55) are both provided with slots. The connecting rod (46) is slidably disposed in the slot on the outer wall of the connecting column (51).
8. The anti-loosening and shock-resistant automotive connector according to claim 7, characterized in that: A slide rod (52) is slidably assembled in the inner cavity of the connecting column (51). A second spring (54) is fixedly installed on the outer wall of the slide rod (52). The other end of the second spring (54) is connected to the inner cavity of the connecting column (51). A roller (53) is rotatably installed on the outer wall of the slide rod (52). A guide groove (56) is opened on the inner wall of the through hole of the rod body (31). The roller (53) is rotatably installed in the guide groove (56).
9. The anti-loosening and shock-resistant automotive connector according to claim 8, characterized in that: The guide groove (56) is a semi-circular groove. When the connecting column (51) rotates, the rotational motion of the connecting column (51) is converted into the vertical linear motion of the rod (31) through the cooperation of the roller (53) and the guide groove (56).
10. The anti-loosening and shock-resistant automotive connector according to claim 6, characterized in that: The outer wall of the button (6) is integrally formed with anti-slip texture (61), and the front end of the button (6) is provided with a cross groove (62).