Aviation connector

Abstract

The utility model discloses an aviation connector, which comprises a socket, a plug and a locking nut, the socket is provided with a stop convex ring, the annular front end surface of the stop convex ring is spirally inclined to form a first spiral channel, a first blocking part is formed at the terminal of the first spiral channel, and a second blocking part is formed at the terminal of the first spiral channel. The annular front end face of the locking nut is spirally inclined to form a second spiral channel, a second blocking portion is formed at the terminal of the second spiral channel, when a user screws the locking nut to lock the socket and the plug, the second spiral channel is screwed into the first spiral channel to a proper position, the second blocking portion is blocked by the first blocking portion, and the second blocking portion is blocked by the second blocking portion. Therefore, the locking nut can be prevented from being screwed too tightly or too loosely, and accurate screwing of the locking nut is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of electric connectors, in particular to an aviation connector. Background Art

[0002] Aviation connectors are one of the most widely used electrical connectors, and are often used to connect cables and cables, or cables and devices in electronic equipment. Common threaded aviation connectors include a socket, a plug that can be plugged into the socket, and a locking nut disposed on the plug. The plug is plugged into the socket and is screwed into the socket by the locking nut, thereby achieving a firm connection between the plug and the socket.

[0003] For threaded aviation connectors, when users screw on the locking nut, due to the difference in operating force, it is easy to screw it too tight or too loose, which cannot ensure the connection reliability of the aviation connector and is not conducive to the user's operation. For example, screwing it too tight is not conducive to the reverse loosening of the locking nut. In view of the above situation, people have made improvements to the common threaded aviation connectors. For example, in an improved scheme, a spiral groove with a positioning groove at the end is formed on the outer surface of the socket shell, and a clamping column is formed on the inner surface of the locking nut. When the locking nut is screwed into the socket, the clamping column slides along the spiral groove and collides with the groove wall of the positioning groove when entering the positioning groove to produce a prompt sound to remind the user that the locking nut has been screwed in place, thereby avoiding the situation where the locking nut is screwed too tight / too loose. Summary of the invention

[0004] The technical problem to be solved by the utility model is to provide an aviation connector which can ensure the accurate screwing of the locking nut.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions: an aviation connector, comprising a socket, a plug and a locking nut, wherein the socket comprises a first mounting seat and a plurality of first contacts, a plug-in cavity is formed at the front section of the first mounting seat, a first external thread section is formed on the outer surface of the plug-in cavity, a stop convex ring is formed at the rear of the first external thread section, the annular front end surface of the stop convex ring is spirally inclined to form a first spiral path, a first blocking portion is formed at the terminal end of the first spiral path, and a plurality of the first contacts are arranged in the plug-in cavity; the plug comprises a second mounting seat and a plurality of second contacts, a plug-in cavity is formed at the front section of the second mounting seat end, a plurality of second contact members are arranged in the plug-in end, the plug-in end is inserted into the plug-in cavity, and a plurality of first contact members are plugged into a plurality of second contact members one by one; the locking nut can be movably sleeved on the second mounting seat, and a first internal thread segment matching the first external thread segment is formed on its inner surface, and a second spiral track matching the first spiral track is formed by spirally inclining on the annular front end surface, and a second blocking portion is formed at the terminal end of the second spiral track, the first internal thread segment of the locking nut is screwed into the first external thread segment of the first mounting seat to achieve locking of the plug and the socket, the second spiral track is screwed into the first spiral track, and the second blocking portion abuts against the first blocking portion.

[0006] The beneficial technical effect of the utility model is that: the disclosed aviation connector forms a first spiral track with a first blocking portion at the annular front end surface of the stop convex ring of the socket, and forms a second spiral track with a second blocking portion at the annular front end surface of the locking nut. When the user screws the locking nut to lock the socket and the plug, the second spiral track is screwed into the first spiral track to an appropriate position, and the second blocking portion is blocked by the first blocking portion, so that the locking nut can be prevented from being screwed too tight / too loose, so as to achieve accurate screwing of the locking nut. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 It is a three-dimensional structural schematic diagram of the aviation connector in a connected state.

[0008] Figure 2 It is a three-dimensional structural schematic diagram of an aviation connector in an unconnected state.

[0009] Figure 3 It is a schematic diagram of the exploded structure of the aviation connector.

[0010] Figure 4 It is a schematic diagram of the three-dimensional structure of the socket.

[0011] Figure 5 It is a schematic diagram of the three-dimensional structure of the locking nut.

[0012] Figure 6 It is a schematic diagram of the three-dimensional structure of the first mounting seat.

[0013] Figure 7 It is a schematic structural diagram of an aviation connector according to another embodiment.

[0014] Figure 8 yes Figure 7 A schematic diagram of the exploded structure of the aviation connector of the illustrated embodiment. DETAILED DESCRIPTION

[0015] The technical solutions in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, rather than all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the protection scope of the utility model.

[0016] It should be understood that, in the description of the present utility model, unless otherwise clearly stipulated and limited, the term "multiple" means two or more; the terms "first", "second", ... are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated; the terms "front", "rear", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the indicated position or element must have a specific orientation or be constructed in a specific orientation.

[0017] See also Figures 1 to 6As shown, in some embodiments disclosed in the present utility model, the aviation connector includes a socket 10, a plug 20 and a locking nut 30. The socket 10 includes a first mounting seat 11 and a plurality of first contacts 12, wherein a plug-in cavity 110 is formed at the front section of the first mounting seat 11, a first external thread section 111 is formed on the outer surface of the plug-in cavity 110, a stop convex ring 112 is formed at the rear of the first external thread section 111, the annular front end surface of the stop convex ring 112 is spirally inclined to form a first spiral path 113, a first blocking portion 1130 is formed at the terminal end of the first spiral path 113, and a plurality of first contacts 12 are arranged in the plug-in cavity 110. The plug 20 includes a second mounting base 21 and a plurality of second contacts 22. A plug-in end 210 is formed at the front section of the second mounting base 21. The plurality of second contacts 22 are disposed in the plug-in end 210. The plug-in end 210 is inserted into the plug-in cavity 110. The plurality of first contacts 12 and the plurality of second contacts 22 are plugged in one-to-one. The locking nut 30 can be movably mounted on the second mounting seat 21, and a first internal thread section 300 matching the first external thread section 111 is formed on the inner surface of the locking nut 30, and a second spiral track 301 matching the first spiral track 113 is formed on the annular front end surface by spiral inclination, and a second blocking portion 3010 is formed at the terminal end of the second spiral track 301. The first internal thread section 300 of the locking nut 30 is screwed into the first external thread section 111 of the first mounting seat 11 to achieve locking of the plug 20 and the socket 10, the second spiral track 301 is screwed into the first spiral track 113, and the second blocking portion 3010 abuts against the first blocking portion 1130.

[0018] The disclosed aviation connector forms a first spiral path 113 with a first blocking portion 1130 at the annular front end surface of the stop convex ring 112 of its socket 10, and forms a second spiral path 301 with a second blocking portion 3010 at the annular front end surface of its locking nut 30. When the user screws the locking nut 30 to lock the socket 10 and the plug 20, the second spiral path 301 is screwed into the first spiral path 113 to an appropriate position, and the second blocking portion 3010 is blocked by the first blocking portion 1130, thereby preventing the locking nut 30 from being screwed in too tight / too loose, thereby achieving precise screwing of the locking nut 30.

[0019] Combination Figure 5 and Figure 6As shown, in some preferred embodiments, a side wall 1131 is formed along the inner edge of the first spiral track 113, and a feedback protrusion 1132 is formed on the side wall 1131 near the first blocking portion 1130, and a feedback recess 3012 matching the feedback protrusion 1132 is formed on the inner side wall 3011 of the second spiral track 301 near the second blocking portion 3010, and when the second spiral track 301 is rotated into the first spiral track 113 until the second blocking portion 3010 is blocked by the first blocking portion 1130, the feedback protrusion 1132 is stuck in the feedback recess 3012. By means of the matching arrangement of the feedback protrusion 1132 and the feedback recess 3012, when the locking nut 30 is screwed into place, the feedback protrusion 1132 snaps into the feedback recess 3012 to generate vibration, thereby giving the user feedback that the locking nut 30 is screwed into place, thereby preventing the locking nut 30 from not being screwed into place. In addition, by means of the snap-fitting arrangement of the feedback protrusion 1132 and the feedback recess 3012, the locking nut 30 can also be prevented from rotating and becoming loose.

[0020] See also Figure 5 and Figure 6 Preferably, the front and rear end faces of the feedback protrusion 1132 are designed as inclined first guide faces 1133, and the front and rear end faces of the feedback recess 3012 are also designed as inclined second guide faces, so that the second spiral path 301 can be easily rotated into or out of the first spiral path 113.

[0021] Combination Figure 5 As shown, in some preferred embodiments, two screwing ridges 302 opposite to each other are formed on the outer surface of the locking nut 30 and extend radially outward. The design of the screwing ridges 302 helps the user to tighten / loosen the locking nut 30.

[0022] Combination Figure 3 and Figure 4 As shown, in some preferred embodiments, an axial positioning ridge 114 is formed on the inner side wall of the plug cavity 110, and an axial positioning groove 211 is formed on the outer surface of the plug end 210, and the positioning ridge 114 is placed in the positioning groove 211. The cooperation between the positioning ridge 114 and the positioning groove 211 ensures that the plug 20 is accurately inserted into the socket 10.

[0023] See also Figure 1 and Figure 2In some preferred embodiments, a first indicator mark 115 is formed on the socket 10, and a second indicator mark 303 is formed on the locking nut 30. When the locking nut 30 and the socket 10 are screwed into place, the second indicator mark 303 is aligned with the first indicator mark 115. By setting the first indicator mark 115 and the second indicator mark 303, the user can be given feedback on whether the locking nut 30 is screwed into place, so as to ensure that the locking nut 30 is screwed in accurately.

[0024] like Figure 3 As shown, in some preferred embodiments, the rear edge of the locking nut 30 extends inward to form an annular stop 304, and the second mounting seat 21 is provided with a sealing ring 212 at the rear of the plug end 210. When the plug 20 is inserted into the socket 10 and the locking nut 30 is screwed, the sealing ring 212 is sandwiched between the front end surface of the plug cavity 110 and the annular stop 304 of the locking nut 30. The sealing ring 212 is provided to seal the aviation connector, thereby achieving the purpose of waterproofing and dustproofing.

[0025] Figures 1 to 6 The aviation connector of the embodiment shown can be used for electrical connection between cables, such as Figure 3 As shown, the socket 10 also includes a socket shell 13 with a front opening, the rear section of the first mounting seat 11 is placed and fixed in the socket shell 13, and the first contact piece 12 is electrically connected to the socket cable 14; the plug 20 includes a plug shell 23 with a front opening, the rear section of the second mounting seat 21 is placed and fixed in the plug shell 23, and the second contact piece 22 is electrically connected to the plug cable 24.

[0026] Preferably, a second external thread section 116 is formed at the rear section of the first mounting seat 11, and a second internal thread section (not shown in the figure) matching the second external thread section 116 is formed at the inner surface of the socket shell 13, and the second external thread section 116 is screwed into the second internal thread section to fix the first mounting seat 11 to the socket shell 13.

[0027] Figure 7 and Figure 8 The aviation connector of the illustrated embodiment can be used for electrical connection between cables and equipment. As shown in the drawings, the rear section of the first mounting seat 11 is formed with a third external thread section 117 whose outer diameter is larger than that of the first external thread section 111. A shoulder 118 is formed at the rear of the third external thread section 117, and a nut 119 is screwed on the third external thread section 117. By the cooperation between the shoulder 118 and the nut 119, the socket 10 can be fixed at the target position of the equipment.

[0028] In the preferred embodiment shown in the drawings, the first contact member 12 is designed as a pin, and the second contact member 22 is designed as a socket.

[0029] The above description is only a preferred embodiment of the utility model, and does not limit the utility model in any form. Those skilled in the art can make various equivalent changes and improvements based on the above embodiments, and all equivalent changes or modifications made within the scope of the claims should fall within the protection scope of the utility model.

Claims

1. An aviation connector, characterized in that: The aviation connector includes: A socket, comprising a first mounting seat and a plurality of first contacts, wherein a plug-in cavity is formed at the front section of the first mounting seat, a first external thread section is formed on the outer surface of the plug-in cavity, a stop convex ring is formed at the rear of the first external thread section, the annular front end surface of the stop convex ring is spirally inclined to form a first spiral path, a first blocking portion is formed at the terminal end of the first spiral path, and a plurality of the first contacts are arranged in the plug-in cavity; A plug, comprising a second mounting seat and a plurality of second contacts, wherein a plug-in end is formed at a front section of the second mounting seat, a plurality of second contacts are arranged in the plug-in end, the plug-in end is inserted into the plug-in cavity, and a plurality of first contacts are plugged into a plurality of second contacts in a one-to-one correspondence; A locking nut is movably mounted on the second mounting seat, a first internal thread section matching the first external thread section is formed on the inner surface of the locking nut, and a second spiral path matching the first spiral path is formed by spirally inclining on the annular front end surface, a second blocking portion is formed at the terminal end of the second spiral path, the first internal thread section of the locking nut is screwed into the first external thread section of the first mounting seat to achieve locking of the plug and the socket, the second spiral path is screwed into the first spiral path, and the second blocking portion abuts against the first blocking portion.

2. The aviation connector according to claim 1, characterized in that: A side wall is formed along the inner edge of the first spiral track, a feedback protrusion is formed on the side wall near the first blocking portion, and a feedback recess matching the feedback protrusion is formed on the inner side wall of the second spiral track near the second blocking portion. When the second spiral track is rotated into the first spiral track until the second blocking portion is blocked by the first blocking portion, the feedback protrusion is stuck in the feedback recess.

3. The aviation connector according to claim 2, characterized in that: The front and rear end surfaces of the feedback protrusion are both inclined first guide surfaces, and the front and rear end surfaces of the feedback recess are both inclined second guide surfaces.

4. The aviation connector according to claim 1, characterized in that: The outer surface of the locking nut extends radially outward to form two screwing convex strips opposite to each other.

5. The aviation connector according to claim 1, characterized in that: An axial positioning convex strip is formed on the inner side wall of the plug-in cavity, and an axial positioning groove is formed on the outer surface of the plug-in end, and the positioning convex strip is placed in the positioning groove.

6. The aviation connector according to claim 1, characterized in that: A first indicator mark is formed on the socket, and a second indicator mark is formed on the locking nut. When the locking nut and the socket are screwed into place, the second indicator mark is aligned with the first indicator mark.

7. The aviation connector according to claim 1, characterized in that: The rear end edge of the locking nut extends inward to form an annular stop, and the second mounting seat is provided with a sealing ring at the rear of the plug-in end. When the plug is inserted into the socket and the locking nut is screwed on, the sealing ring is clamped between the front end surface of the plug-in cavity and the annular stop of the locking nut.

8. The aviation connector according to claim 1, characterized in that: The socket includes a socket shell with a front opening, the rear section of the first mounting seat is inserted into and fixed in the socket shell, and the first contact piece is electrically connected to the socket cable; the plug includes a plug shell with a front opening, the rear section of the second mounting seat is inserted into and fixed in the plug shell, and the second contact piece is electrically connected to the plug cable.

9. The aviation connector according to claim 8, characterized in that: A second external thread section is formed at the rear section of the first mounting seat, and a second internal thread section matching the second external thread section is formed on the inner surface of the socket shell. The second external thread section is screwed into the second internal thread section to fix the first mounting seat to the socket shell.

10. The aviation connector according to claim 1, characterized in that: A third external thread section whose outer diameter is larger than that of the first external thread section is formed at the rear section of the first mounting seat, a shaft shoulder is formed at the rear of the third external thread section, and a nut is screwed on the third external thread section.

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