Automobile connector position guaranteeing device

Abstract

The utility model discloses an automobile connector position guaranteeing device which comprises a seat body, an elastic arm which is integrally formed at the front end of the seat body and is distributed in an inclined mode and protruding rails arranged on the two sides of the seat body, a lock catch is arranged at the end of the elastic arm, an elastic receding groove penetrating through the lower end face is downwards formed in each protruding rail along the upper end face of the protruding rail, and an elastic portion is formed on the outer side of each protruding rail. A stroke clamping protrusion is formed on the outer side of the elastic-shaped part. When the seat body is installed in the sliding groove of the plastic sheath, the protruding rails are embedded in the rail grooves in the two sides of the sliding groove, at the moment, the stroke clamping protrusions make contact with the inner walls of the rail grooves firstly, due to the fact that the elastic-shaped parts can generate elastic deformation, the stroke clamping protrusions move inwards, the protruding rails are smoothly installed in the rail grooves, and the stroke clamping protrusions are pressed into the stroke holes under the elastic force effect of the elastic-shaped parts in the later period. The automobile connector position guaranteeing device is inserted into the plastic sheath, so that the automobile connector position guaranteeing device can be effectively prevented from being accidentally separated from the plastic sheath, the stability of an assembly structure is guaranteed, and undesirable phenomena such as structure cracking are avoided.

Description

Technical field:

[0001] The utility model relates to the technical field of connectors, in particular to a position ensuring device for an automobile connector. Background technology:

[0002] When automotive-grade connectors are mated, elastic locks are configured to lock the male connector and the female connector after mating, thereby preventing the male connector (wire end) from being loosened due to force. However, in extreme vibration environments or accidental touch conditions, the elastic lock may fail and detach, seriously affecting the safe driving of the car. For this reason, some people have proposed using a connector position assurance device (CPA) to lock the elastic lock, thereby avoiding the possibility of failure of the elastic lock.

[0003] The Chinese invention patent application with patent application number 202311226019.3 discloses a POF male connector, which includes an insulator, a plastic core barrel installed in the insulator, and an optical fiber fixedly installed in the plastic core barrel. The front part of the insulator is provided with a plug-in convex portion, and the front end of the plastic core barrel is exposed at the front end surface of the plug-in convex portion. The insulator is molded with an elastic arm, and a buckle body is provided on the elastic arm; the rear end of the insulator is also provided with a secondary buckle seat that can be pushed and pulled back and forth and used to push the elastic arm upward to support the elastic arm. This patent application locks the buckle body of the elastic arm with the POF female connector to achieve a stable connection, and pushes the elastic arm upward through the secondary buckle seat to support the elastic arm, thereby achieving a secondary locking of the elastic arm, which can effectively prevent the elastic arm from being pressed down, achieve the purpose of locking, and ensure that the POF male connector and the POF female connector form a stable connection and will not be accidentally detached, which can further ensure the quality of optical signal transmission.

[0004] The secondary buckle seat is equivalent to a connector position assurance device (CPA). When the secondary buckle seat is installed into the sliding groove of the insulator, the convex rails on both sides of the secondary buckle seat are adapted to be installed in the rail groove of the insulator, and the inclined sliders on both sides of the lower end of the secondary buckle seat are placed in the travel groove, so that the inclined slider can only slide in the travel groove, thereby limiting the forward and backward sliding stroke of the secondary buckle seat and achieving a stop function, which can prevent the secondary buckle seat from accidentally falling out of the sliding groove.

[0005] However, when the secondary buckle seat is installed in the insulator, the convex rails on both sides of the secondary buckle seat are first inserted into the rail groove of the insulator, and then the inclined sliding block contacts the bottom surface of the sliding groove. As the secondary buckle seat is continuously inserted, the secondary buckle seat is pressed upward until the inclined sliding block falls into the travel groove. However, in this process, if the gap formed by the convex rail and the rail groove in the height direction is small, the secondary buckle seat is difficult to be inserted into place relative to the insulator, and the secondary buckle seat may be hard inserted, resulting in cracks in the convex rails on both sides, or cracks in the rail groove of the insulator, etc., affecting product quality.

[0006] In view of this, the inventor proposes the following technical solution. Utility model content:

[0007] The utility model aims to overcome the shortcomings of the prior art and provide a device for ensuring the position of an automobile connector.

[0008] In order to solve the above technical problems, the utility model adopts the following technical solutions: the automobile connector position ensuring device comprises: a seat body, an elastic arm integrally formed at the front end of the seat body and obliquely distributed, and a convex rail arranged on both sides of the seat body, a lock buckle is arranged at the end of the elastic arm, and the convex rail has an elastic air avoidance groove penetrating the lower end surface downwardly along its upper end surface, so that an elastic portion is formed on the outer side of the convex rail, and a travel locking convex is formed on the outer side of the elastic portion.

[0009] Furthermore, in the above technical solution, the elastic air-avoiding groove is in a strip shape and does not pass through the outer surface of the convex rail.

[0010] Furthermore, in the above technical solution, a support block is formed on the seat body for supporting the locking arm on the plastic sheath to prevent the locking arm from being pressed down.

[0011] Furthermore, in the above technical solution, a pull-out hook is provided at the upper end of the seat body, and the pull-out hook is located beside the support block.

[0012] Furthermore, in the above technical solution, the rear end surface of the seat body is configured as an inclined pushing and pressing surface, and a plurality of anti-slip protrusions distributed at intervals are formed on the pushing and pressing surface.

[0013] Furthermore, in the above technical solution, an inclined guide surface is provided on the lock buckle, and a recessed gear groove is provided on the guide surface.

[0014] Furthermore, in the above technical solution, the seat body is installed in the sliding groove of the plastic sheath, and the convex rail is embedded in the rail grooves opened on both sides of the sliding groove, and a travel hole is also provided on the outer side of the rail groove, and the travel clamp is pressed into the travel hole.

[0015] Furthermore, in the above technical solution, the front end of the travel locking protrusion is provided with an inclined guide surface, and the front end of the travel locking protrusion is provided with a rear stop surface in a vertical direction.

[0016] Furthermore, in the above technical solution, an insertion guide slope is provided at the entrance of the rail groove.

[0017] Furthermore, in the above technical solution, the thickness of the travel latch is equivalent to the height of the rail groove, and the two form a limit in the thickness direction; the width of the seat body is equivalent to the width of the sliding groove, and the two form a limit in the width direction.

[0018] After adopting the above technical scheme, the utility model has the following beneficial effects compared with the prior art: when the seat body is installed in the sliding groove of the plastic sleeve, the convex rail is embedded in the rail grooves opened on both sides of the sliding groove. In this process, the travel clamping convex will first contact the inner wall of the rail groove. At this time, the elastic part of the convex rail will be squeezed to achieve compression from the outside to the inside, so that the travel clamping convex can move from the outside to the inside, and then the convex rail can be smoothly installed in the rail groove until the travel clamping convex moves to the travel hole. The travel clamping convex is reset by the elastic force formed by the elastic part compressed in the convex rail, so that the travel clamping convex is pressed into the travel hole, and then the automobile connector position ensuring device is inserted into the plastic sleeve of the male connector. Under the cooperation of the travel clamping convex and the travel hole, the automobile connector position ensuring device can be effectively prevented from accidentally falling out of the plastic sleeve, thereby ensuring the stability of the assembly structure, and no undesirable phenomena such as cracking of the convex rail or cracking of the rail groove part of the plastic sleeve will occur during the assembly process, thereby improving product quality and service life. Description of the drawings:

[0019] Figure 1 It is a three-dimensional diagram of the utility model;

[0020] Figure 2 It is a bottom view of the utility model;

[0021] Figure 3 It is an assembly diagram of the utility model and the male connector;

[0022] Figure 4 It is an assembly diagram of the utility model with a male connector and a female connector;

[0023] Figure 5 It is a cross-sectional view of the assembly of the utility model and the male connector;

[0024] Figure 6 This is a diagram of the initial state of the utility model after being installed in the male connector;

[0025] Figure 7 This is another view of the initial state of the utility model after it is installed into the male connector;

[0026] Figure 8 This is a first state diagram of the utility model when assembled with the male connector and the female connector;

[0027] Fig. 9 This is a second state diagram of the utility model when assembled with the male connector and the female connector;

[0028] Fig.10 It is a cross-sectional view of the utility model when assembled with a male connector and a female connector. Specific implementation method:

[0029] The utility model is further described below in conjunction with specific embodiments and drawings.

[0030] See Figure 1-10 As shown, a vehicle connector position assurance device 100 comprises: a seat body 1, an elastic arm 2 integrally formed at the front end of the seat body 1 and inclinedly distributed, and convex rails 3 arranged on both sides of the seat body 1, and a lock 21 is arranged at the end of the elastic arm 2. When in use, the vehicle connector position assurance device 100 is inserted into the plastic sheath 4 of the male connector 200, and it serves as a part of the male connector 200. Among them, the plastic sheath 4 is provided with a sliding groove 42, and rail grooves 421 are opened on both sides of the sliding groove 42, and a travel hole 422 is also provided on the outer side of the rail groove 421. The automobile connector position ensuring device 100 is inserted into the sliding groove 42, and the seat body 1 is placed in the sliding groove 42. The convex rails 3 on both sides of the seat body 1 are embedded in the rail grooves 421 opened on both sides of the sliding groove 42, so that the automobile connector position ensuring device 100 can move back and forth in the plastic sheath 4, and can block the locking arm 41 on the plastic sheath 4 to prevent the locking arm 41 from being pressed, thereby realizing the position ensuring function.

[0031] The main improved structure of the utility model is as follows: the convex rail 3 is provided with an elastic avoidance groove 31 penetrating through the lower end surface downwardly along its upper end surface, so that an elastic portion 32 is formed on the outer side of the convex rail 3, and a travel locking protrusion 33 is formed on the outer side of the elastic portion 32. When the seat body 1 is installed in the sliding groove 42 of the plastic sheath 4, the convex rail 3 is embedded in the track groove 421 provided on both sides of the sliding groove 42. During this process, the travel locking protrusion 33 will first contact the inner wall of the track groove 421. At this time, the elastic portion 32 of the convex rail 3 will be squeezed to achieve compression from the outside to the inside (i.e., elastic deformation is generated), so that the travel locking protrusion 33 can move from the outside to the inside, and then the convex rail 3 can be smoothly installed in the track groove 421 until the travel locking protrusion 33 moves to the travel hole 422. The travel locking protrusion 33 is elastically compressed in the convex rail 3. The elastic force formed by the shaped portion 32 is reset, so that the travel clamping protrusion 33 is pressed into the travel hole 422, and then the automobile connector position assurance device 100 is inserted into the plastic sheath 4 of the male connector 200. Under the cooperation of the travel clamping protrusion 33 and the travel hole 422, the automobile connector position assurance device 100 can be effectively prevented from accidentally falling out of the plastic sheath 4, thereby ensuring the stability of the assembly structure, and during the assembly process, no undesirable phenomena such as cracking of the convex rail 3 or partial cracking of the rail groove 421 of the plastic sheath 4 will occur, thereby improving product quality and service life.

[0032] The elastic avoidance groove 31 is strip-shaped and does not pass through the outer side of the convex rail 3, so that both ends of the elastic portion 32 are connected to the outer side of the seat body 1, thereby ensuring the structural strength of the convex rail 3 and its elastic portion 32, and avoiding undesirable phenomena such as breakage during the assembly process. At the same time, the elastic ability of the elastic portion 32 can be enhanced, so that the elastic portion 32 can better realize elastic deformation. Specifically, after the travel clamping protrusion 33 contacts the inner wall of the rail groove 421, the elastic portion 32 of the convex rail 3 will be squeezed to achieve compression from the outside to the inside (i.e., elastic deformation is generated), so that the travel clamping protrusion 33 can better realize movement from the outside to the inside, ensuring that the convex rail 3 can be smoothly installed in the rail groove 421. Until the travel clamping protrusion 33 moves to the travel hole 422, the elastic portion 32 can form sufficient elastic force to drive the travel clamping protrusion 33 to reset, so as to press into the travel hole 422, and in the later stage, the travel clamping protrusion 33 can be effectively prevented from being accidentally pulled out of the travel hole 422, thereby improving assembly stability and quality.

[0033] The front end of the travel clamping protrusion 33 is provided with an inclined guide surface 331, which is used to guide the travel clamping protrusion 33 when it is inserted into the rail groove 421, so that the travel clamping protrusion 33 can be inserted into the rail groove 421 more smoothly, thereby improving the assembly efficiency. The front end of the travel clamping protrusion 33 is provided with a vertical rear stop surface 332, which is used to contact the rear inner wall of the travel hole 422 after the seat body 1 moves backward, thereby preventing the travel clamping protrusion 33 from accidentally falling out of the travel hole 422, thereby achieving the purpose of stopping. For reference, Figure 7 shown.

[0034] An insertion guide slope 423 is provided at the entrance of the track groove 421. The insertion guide slope 423 has a good guiding effect. When the convex rail 3 is inserted into the track groove 421, the guide slope 423 can guide the convex rail 3 to be smoothly inserted into the track groove 421, thereby improving the assembly efficiency. Even if the convex rail 3 deviates during installation, the guide slope 423 can achieve the purpose of guiding and aligning the convex rail 3, and the convex rail 3 can be accurately positioned and installed, so that the assembly is more convenient and the operation is easier. In addition, when the travel clamping protrusion 33 on the outside of the elastic part 32 in the convex rail 3 enters the rail groove 421, the guide surface 331 of the travel clamping protrusion 33 first contacts the guide inclined surface 423 of the rail groove 421, which also plays a guiding role, and as the initial force point of the elastic part 32, it can better drive the elastic part 32 to produce elastic deformation, so that after the travel clamping protrusion 33 enters the rail groove 421, it can better compress the elastic part 32, thereby ensuring that the travel clamping protrusion 33 passes through the rail groove 421 and enters the travel hole 422.

[0035] The seat body 1 is formed with a support block 11 for supporting the locking arm 41 on the plastic sheath 4 to prevent the locking arm 41 from being pressed down. When the automobile connector position assurance device 100 is inserted into place relative to the plastic sheath 4, the support block 11 moves to the bottom of the locking arm 41 on the plastic sheath 4, thereby supporting the locking arm 41 on the plastic sheath 4, preventing the locking arm 41 from being pressed down, ensuring the locking function of the locking arm 41, realizing the position assurance function, and meeting the requirements of vehicle regulations.

[0036] The thickness of the travel locking protrusion 33 is equivalent to the height of the rail groove 421, and the two form a limit in the thickness direction; the width of the seat body 1 is equivalent to the width of the sliding groove 42, and the two form a limit in the width direction, thereby ensuring that the automobile connector position assurance device 100 is stably installed in the plastic sheath 4 without looseness or shaking.

[0037] A pull-out hook 12 is provided at the upper end of the seat body 1, and the pull-out hook 12 is located next to the support block 11. When the automobile connector position ensuring device 100 needs to be disassembled relative to the plastic sheath 4 later, the pull-out hook 12 can be hooked by fingers or tools to facilitate pulling the automobile connector position ensuring device 100 relative to the plastic sheath 4.

[0038] The rear end surface of the seat body 1 is configured as an inclined push-in pressing surface 13, which can more conveniently push the seat body 1, and then insert the entire automobile connector position assurance device 100 into the sliding groove 42 of the plastic sheath 4, making the operation more convenient. In addition, a plurality of anti-skid protrusions 131 are formed on the push-in pressing surface 13, which are distributed at intervals. The anti-skid protrusions 131 play a good anti-skid role, which is convenient for the staff to better apply force to drive the entire automobile connector position assurance device 100 to move.

[0039] The lock buckle 21 is provided with an inclined guide surface 211 , and the guide surface 211 is provided with a recessed shift groove 22 .

[0040] When the automobile connector position assurance device 100 is installed in the plastic sheath 4 of the male connector 200, the lock buckle 21 at the end of the elastic arm 2 is first inserted into the initial gear position 411 of the lock arm 41 in the plastic sheath 4, so that the automobile connector position assurance device 100 is positioned in the plastic sheath 4. At this time, the gear position groove 22 is locked and positioned with one side of the initial gear position 411, so that the elastic arm 2 cannot be pushed in further, thereby achieving the function of preventing mis-pushing. Figure 6 shown.

[0041] When the plastic sheath 4 and the front end of the locking arm 41 of the later male connector 200 are installed in the plastic shell 5 of the female connector 300, the locking point 51 on the plastic shell 5 is pressed into the initial gear position 411 of the locking arm 41 in the plastic sheath 4, so that the plastic sheath 4 and the plastic shell 5 are locked together. At this time, the locking point 51 will press down the lock buckle 21 at the end of the elastic arm 2, and the lock buckle 21 will leave the initial gear position 411, so that the gear position slot 22 is offset from the initial gear position 411. Only then can the automobile connector position assurance device 100 continue to be pushed. The state at this time can be seen in Figure 8 shown.

[0042] As the automobile connector position assurance device 100 is pushed in further, the support block 11 of the seat body 1 moves to the bottom of the locking arm 41 on the plastic sheath 4, thereby supporting the locking arm 41 on the plastic sheath 4, preventing the locking arm 41 from being pressed down, ensuring the locking function of the locking arm 41, and realizing the position assurance function. At the same time, the lock buckle 21 at the end of the elastic arm 2 is inserted into the elastic position 412 of the locking arm 41, which can prevent the automobile connector position assurance device 100 from being unable to move, further realizing the position assurance function. Fig. 9 shown.

[0043] When unlocking is required, the pull-out hook 12 is hooked by fingers or tools, and the automobile connector position assurance device 100 is pulled outward with force, so that the lock buckle 21 at the end of the elastic arm 2 leaves the elastic position 412 of the lock arm 41, and then the lock buckle 21 at the end of the elastic arm 2 enters the initial gear position 411 of the lock arm 41. At this time, the support block 11 of the seat body 1 leaves the bottom of the lock arm 41 on the plastic sheath 4, that is, the support block 11 no longer supports the lock arm 41, and is pulled out relative to the plastic sheath 4. Finally, the lock arm 41 on the plastic sheath 4 is pressed down, so that the initial gear position 411 of the lock arm 41 leaves the lock point 51 on the plastic shell 5, and the purpose of unlocking is achieved. At this time, the male connector 200 can be pulled out relative to the female connector 300.

[0044] In summary, when the seat body 1 is installed in the sliding groove 42 of the plastic sheath 4, the convex rail 3 is embedded in the rail grooves 421 opened on both sides of the sliding groove 42. During this process, the travel clamping protrusion 33 will first contact the inner wall of the rail groove 421. At this time, the elastic portion 32 of the convex rail 3 will be squeezed to achieve compression from the outside to the inside, so that the travel clamping protrusion 33 can move from the outside to the inside, and then the convex rail 3 can be smoothly installed in the rail groove 421 until the travel clamping protrusion 33 moves to the travel hole 422, and the travel clamping protrusion 33 is compressed in the elastic portion 32 of the convex rail 3. The elastic force reset formed by 32 presses the travel clamping protrusion 33 into the travel hole 422, thereby completing the insertion of the automobile connector position assurance device 100 into the plastic sheath 4 of the male connector 200. Under the cooperation of the travel clamping protrusion 33 and the travel hole 422, the automobile connector position assurance device 100 can be effectively prevented from accidentally falling out of the plastic sheath 4, thereby ensuring the stability of the assembly structure. In addition, during the assembly process, no undesirable phenomena such as cracking of the convex rail 3 or partial cracking of the rail groove 421 of the plastic sheath 4 will occur, thereby improving product quality and service life.

[0045] Of course, the above description is only a specific embodiment of the present invention and is not intended to limit the scope of implementation of the present invention. Any equivalent changes or modifications made according to the structure, characteristics and principles described in the patent application scope of the present invention should be included in the patent application scope of the present invention.

Claims

1. A vehicle connector position assurance device, comprising: A seat body (1), an elastic arm (2) integrally formed at the front end of the seat body (1) and arranged in an inclined manner, and convex rails (3) arranged on both sides of the seat body (1), wherein a lock buckle (21) is arranged at the end of the elastic arm (2), and the characteristics are: The convex rail (3) is provided with an elastic avoidance groove (31) extending downwardly along its upper end surface and penetrating through its lower end surface, so that an elastic portion (32) is formed on the outer side of the convex rail (3), and a travel locking convex (33) is formed on the outer side of the elastic portion (32).

2. The automotive connector position assurance device according to claim 1, characterized in that: The elastic avoidance groove (31) is in a strip shape and does not penetrate the outer side surface of the convex rail (3).

3. The automotive connector position assurance device according to claim 1, characterized in that: The seat body (1) is formed with a support block (11) for supporting the locking arm (41) on the plastic sheath (4) to prevent the locking arm (41) from being pressed down.

4. The automotive connector position assurance device according to claim 3, characterized in that: The upper end of the seat body (1) is provided with a pull-out hook position (12), and the pull-out hook position (12) is located beside the support block (11).

5. The automotive connector position assurance device according to claim 1, characterized in that: The rear end surface of the seat body (1) is arranged as an inclined pushing-in pressing surface (13), and a plurality of anti-slip protrusions (131) distributed at intervals are formed on the pushing-in pressing surface (13).

6. An automotive connector position assurance device according to any one of claims 1 to 5, characterized in that: The lock buckle (21) is provided with an inclined guide surface (211), and the guide surface (211) is provided with a recessed gear slot (22).

7. An automobile connector position assurance device according to any one of claims 1 to 5, characterized in that: The seat body (1) is inserted into the sliding groove (42) of the plastic sheath (4), and the convex rail (3) is embedded in the rail groove (421) opened on both sides of the sliding groove (42), and the outer side of the rail groove (421) is also provided with a travel hole (422), and the travel clamping protrusion (33) is pressed into the travel hole (422).

8. The automotive connector position assurance device according to claim 7, characterized in that: The front end of the travel clamping protrusion (33) is provided with an inclined guide surface (331), and the front end of the travel clamping protrusion (33) is provided with a rear stop surface (332) in a vertical direction.

9. The automotive connector position assurance device according to claim 7, characterized in that: An insertion guide inclined surface (423) is provided at the entrance of the rail groove (421).

10. The automotive connector position assurance device according to claim 7, characterized in that: The thickness of the travel locking protrusion (33) is equivalent to the height of the rail groove (421), and the two form a limit in the thickness direction; the width of the seat body (1) is equivalent to the width of the sliding groove (42), and the two form a limit in the width direction.

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