Joint device and vehicle

Abstract

The application relates to the technical field of connectors, in particular to a connector device and a vehicle. The connector device comprises a first connecting part, a second connecting part and a pressing device; one end of the first connecting part is connected to a vehicle body, and one end of the first connecting part is defined to form a containing space; the first connecting part is connected with a first rotating shaft, and at least part of the first rotating shaft is arranged in the containing space; one end of the second connecting part extends into the containing space and is sleeved on the first rotating shaft, and the other end of the second connecting part is connected with a wire; the pressing device is installed on the first rotating shaft and located outside the containing space, and the pressing device is used for pressing the first connecting part and the second connecting part. The second connecting part and the first connecting part are rotatably connected, so that the connector device can adjust the relative angle of the two according to the actual installation scene, without the need of redesigning a mold or producing a special connector, thereby reducing the development cost.

Description

Technical Field

[0001] This application relates to the field of connector technology, and more particularly to a connector device and vehicle. Background Technology

[0002] In automotive electronic and electrical systems, circular wire connectors are the connecting components that enable signal transmission and power supply between wires and vehicle electronic components, as well as between wires themselves. Their performance and adaptability affect the assembly efficiency, operational stability, and ease of maintenance of automotive electronic systems. As the automotive industry rapidly evolves towards platformization, customization, and multi-model iteration, the layout of electronic systems and the dimensions of internal vehicle installation space vary across different vehicle models. Even within the same vehicle model, different electronic modules have different requirements for connector installation angles. Therefore, the ability of circular wire connectors to flexibly adapt to angle requirements in different scenarios has become one of the factors affecting the integration efficiency of automotive electronic systems.

[0003] Currently, the mainstream manufacturing process for round wire connectors used in the automotive industry is integrated stamping. The existing structural design of round wire connectors is typically not detachable. The wire crimping portion, used to fix and conduct the wire, and the body connection portion, used to fix the connection to vehicle electronic components or mounting bases, are directly formed into a single integral structure through a single stamping process. During production, the forming specifications of this type of connector must be determined according to the preset installation angle parameters of a specific vehicle model, and its angle is fixed after leaving the factory. During assembly, it can only be used in installation environments that perfectly match the preset angle.

[0004] However, existing one-piece stamped circular wire connectors have revealed insurmountable technical shortcomings in the diverse application scenarios of various car models in the current automotive industry. The fixed angle limits versatility. Because the wire crimping part and the body connection part are an integrated structure, the connector cannot automatically adjust its angle according to the different electronic system layouts and installation spaces of different car models. When automakers develop new models or upgrade the electronic systems of existing models, they need to redesign molds and produce special connectors for the new angle requirements, extending the product development cycle, increasing manufacturing costs, and requiring companies to maintain inventory of connectors of various specifications, thus increasing inventory management and capital occupation costs. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a connector device and a vehicle.

[0007] To achieve the above objectives, in a first aspect, this application provides a connector device, comprising: A first connecting portion, one end of which is connected to the vehicle body, and one end of which defines a receiving space; the first connecting portion is connected to a first rotating shaft, and at least a portion of the first rotating shaft is disposed within the receiving space. The second connecting part has one end extending into the receiving space and sleeved on the first rotating shaft, and the other end of the second connecting part is connected to the wire. A clamping device is installed on the first rotating shaft and located outside the receiving space. The clamping device is used to clamp the first connecting part and the second connecting part.

[0008] In the technical solution, the accommodating space provides physical constraints. The accommodating space of the first connecting part provides the installation boundary for the second connecting part. One end of the second connecting part extends into the space. Compared with the traditional unconstrained exposed rotating structure, this design enables the second connecting part to always rotate around the fixed axis of the first rotating shaft. The angle adjustment is without deviation, which meets the requirements of precise connection of wires to sensor and controller interfaces in automotive electronic systems.

[0009] The first rotating shaft is housed within the receiving space, and the second connecting part is fitted onto the rotating shaft. The rigid support of the rotating shaft can resist the interference of vehicle vibration on the rotation reference, ensuring that the relative rotational accuracy between the second connecting part and the first connecting part remains stable after long-term use.

[0010] The second connecting part and the mating part of the first rotating shaft are hidden within the housing space, which can isolate the vehicle body from dust, oil, or minor collisions. This design avoids the risk of foreign objects entering and causing rotational jamming in exposed rotating structures. It also protects the core rotating components from contamination, reduces maintenance frequency, and extends the service life of the connector device.

[0011] The clamping device is installed on the first rotating shaft and located outside the receiving space. Operators can operate the clamping device directly without disassembling the receiving space of the first connecting part, without having to reserve a large space for tools to be inserted, thus improving assembly efficiency.

[0012] In some embodiments of this application, the clamping device includes: The second rotating shaft is disposed at one end of the first rotating shaft and is connected to the first rotating shaft at a certain angle. An eccentric wheel is disposed on the second rotating shaft and rotatably disposed on one side of the accommodating space; When the eccentric wheel rotates, its outer edge can press against the first connecting part and the second connecting part.

[0013] In this technical solution, the axis of the first rotating shaft corresponds to the angle adjustment action of the second connecting part, and the axis of the second rotating shaft corresponds to the clamping / unlocking action of the eccentric wheel. The two are set at an angle, preferably perpendicular. When adjusting the angle of the second connecting part, the eccentric wheel will not rotate synchronously with the first rotating shaft; when the eccentric wheel is rotated to clamp, it will not cause the second connecting part to shift around the first rotating shaft, thus avoiding interference between angle adjustment and clamping.

[0014] When the eccentric wheel rotates to the clamping position, its outer edge is at the maximum clamping distance with the contact point between the first or second connection. At this time, the clamping force will form a reverse self-locking tendency. Vibrations during vehicle operation will cause the eccentric wheel to rotate in a tighter direction rather than loosening, ensuring that the first and second connection parts are locked and stable for a long time.

[0015] In some embodiments of this application, the eccentric wheel is provided with a handle for rotating the eccentric wheel.

[0016] In this technical solution, operators only need to hold or pinch the handle with one hand to rotate the eccentric wheel. Assembly efficiency is improved, adapting to the fast-paced demands of assembly lines. The handle's operating logic is intuitive, requiring only a simple demonstration to master, reducing production line training costs and minimizing wear on the eccentric wheel edge due to operator unfamiliarity.

[0017] In some embodiments of this application, a first pressure plate and a second pressure plate are provided at the end of the first connecting portion away from the vehicle body. The first pressure plate and the second pressure plate are arranged opposite to each other along the axial direction of the first rotating shaft and together define the receiving space. The first rotating shaft passes through the second pressing plate and is positioned with the first pressing plate.

[0018] In this technical solution, after the second connecting part extends into the receiving space, its two sides are respectively opposite to the inner surfaces of the first and second pressing plates, which can restrict the radial movement of the second connecting part along the direction perpendicular to the first rotation axis. Compared with traditional single pressing plate and open space structure, the double pressing plate constraint can provide better constraint force and avoid unintentional rotation of the second connecting part.

[0019] High-frequency vibrations during vehicle operation generate radial impact forces on the axle. A single-end fixed axle is prone to bending due to its cantilever structure, causing the rotation axis of the second connection to shift. After the first axle passes through the double pressure plates, both ends are rigidly fixed by the pressure plates, forming a simply supported beam structure. This improves its bending strength, ensuring that the axle axis remains straight even under long-term vibration, guaranteeing that the second connection rotates around the fixed axis without any offset during angle adjustment. The space between the first and second pressure plates can accommodate multiple second connections simultaneously, and all second connections are fitted onto the same first axle, increasing the capacity.

[0020] In some embodiments of this application, the first pressure plate and the second pressure plate are respectively provided with a first connecting hole for the first rotating shaft to pass through; And / or, the second connecting part is provided with a second connecting hole for the first rotating shaft to pass through.

[0021] In the technical solution, the first connecting holes of the first and second pressure plates and the second connecting hole of the second connecting part together provide a coaxial positioning channel for the first rotating shaft, forming a shaft-hole mating structure. This structure defines a fixed axis for the relative rotation of the first and second connecting parts, avoiding problems such as radial movement and axis misalignment that are prone to occur without hole constraints. Even in the vibration environment generated by vehicle movement, the second connecting part can still adjust its angle around the fixed axis, allowing the wires to accurately connect to the interfaces of electronic components such as vehicle body sensors and controllers.

[0022] The mating structure, with the first connecting hole on the double pressure plate and the second connecting hole on the second connecting part passing through the first rotating shaft, evenly distributes the vibration force to the first pressure plate, the second pressure plate, and the first rotating shaft. The first rotating shaft passes through all components through the holes, forming a rigid support frame; the holes on the double pressure plates prevent deformation or breakage of a single component due to localized stress concentration. This structure resists wear and tear on the connection structure from long-term vibration, ensures that the relative rotational accuracy between the first and second connecting parts does not decrease, and extends the service life of the joint device.

[0023] In some embodiments of this application, the first rotating shaft is provided as a plurality of the first rotating shafts, and the plurality of first rotating shafts are respectively sleeved with the second connecting portion.

[0024] In this technical solution, multiple first rotating shafts are independently configured and each is fitted with a second connecting part. Different wires need to connect to electronic components at different locations on the vehicle body, and the installation angles and spatial positions of each connection point differ. Through independent first rotating shafts, each second connecting part can be adjusted at its own angle without interference. Adjusting the angle of the second connecting part on the corresponding rotating shaft is not limited by the connection angles of other wires.

[0025] Traditional multi-wire connections require an independent connector for each wire, which not only occupies a significant amount of installation space in narrow areas such as the vehicle's electronics compartment and chassis, but also easily leads to interference between wires, pipes, and brackets. In this solution, multiple first pivots can be integrated into a dual-pressure plate structure of the same first connection unit. A single first connection unit can simultaneously connect multiple wires through multiple pivots, eliminating the need for multiple independent connectors scattered throughout the vehicle body. This integrated multi-pivot design allows for centralized management of dense wires through a few connectors, simplifying wire layout, reducing space occupation, avoiding messy wiring and component interference risks, and adapting to the complex and compact installation environment inside the vehicle body.

[0026] In some embodiments of this application, multiple second connecting portions are provided, and multiple second connecting portions are sleeved on the same first rotating shaft.

[0027] Traditional multi-wire connections require individual connectors for each wire, leading to a tangled mess of wires in the vehicle's electronic compartment and chassis, and a high risk of interference with pipes and brackets. In this solution, multiple second connectors are mounted on the same first pivot, allowing for centralized connection of multiple wires through a single pivot and a single set of first connectors. The space formed by the first and second clamping plates of the first connector can accommodate multiple sets of second connectors, eliminating the need for multiple independent connectors scattered throughout the vehicle body. This integrated design simplifies the wiring layout of automotive electronic systems, reduces the difficulty of wire management, avoids the space occupation and component interference problems caused by multiple connectors, and is suitable for the compact installation environment inside the vehicle body.

[0028] Existing integrated stamped connectors require the development of multiple specifications for different wire counts, necessitating automakers to maintain inventory of various connectors, and requiring new molds to be created for new vehicle models. In this solution, a single first pivot can be compatible with multiple second connectors. Only the number of second connectors needs to be adjusted based on the wire count, without altering the core structure of the first connector, the first pivot, or the mold specifications. This eliminates the mold development and verification costs associated with multiple connector specifications, and also standardizes connector components into universal standard parts, reducing inventory types and shortening the development cycle for new vehicle models.

[0029] Multiple second connecting parts can be fitted onto the same first rotating shaft at once, and the first connecting hole of the first rotating shaft passes through the first pressure plate and the second pressure plate to complete the initial positioning, without the need to calibrate the position of each joint individually; with the one-click locking of the clamping device, the operator can simultaneously fix the relative position of multiple sets of second connecting parts and first connecting parts without relying on tools, reducing assembly steps and operation time, and adapting to the batch assembly scenario of automobile production line.

[0030] Multiple second connectors share the same first rotating shaft, with each second connector having an independent shaft hole fitting with the first rotating shaft, allowing for individual angle adjustment around the first rotating shaft. Different wires often need to be connected to electronic modules at different locations, and the connection angles of each module differ. In this solution, each second connector rotates independently to the target angle and is then locked by a clamping device, preventing interference between them. The integrated and independently adjustable features solve the incompatibility problem of traditional multi-connector angle adjustments, meeting the diverse installation angle requirements of multiple wires.

[0031] In some embodiments of this application, the sidewall of the receiving space facing the second connecting part is provided with a first anti-slip part, and the side of the second connecting part facing the sidewall of the receiving space is provided with a second anti-slip part. The second anti-slip part and the first anti-slip part engage with each other to circumferentially position the second connecting part.

[0032] In this technical solution, the vehicle generates continuous and complex vibrations during operation. Relying solely on the pressure of the clamping device for fixation can lead to slight slippage between the first and second connecting parts due to prolonged vibration, causing angular displacement of the second connecting part. However, the first anti-slip part on the sidewall of the accommodating space engages with the second anti-slip part of the second connecting part, replacing simple frictional constraint with physical interlocking. The meshing teeth or uneven structure directly prevents the second connecting part from rotating circumferentially along the first axis of rotation. Even under strong vibrations on bumpy roads, the circumferential position of the second connecting part can be locked, completely solving the problem of slippage on smooth contact surfaces or single friction anti-slip structures, ensuring the stability of signal transmission and power supply.

[0033] In some embodiments of this application, the receiving space is provided with the first anti-slip portion on each of the two side walls opposite to each other along the first rotating shaft; The second anti-slip portion is provided on both sides of the second connecting portion along the axial direction of the first rotating shaft; The two first anti-slip parts and the two second anti-slip parts are provided in a one-to-one correspondence.

[0034] In the technical solution, first anti-slip parts are correspondingly provided on the two opposite side walls of the accommodating space along the first rotating shaft axis, and second anti-slip parts are correspondingly provided on both sides of the second connecting part. When the clamping device applies pressure, the pressure can be evenly transmitted to both sides of the second connecting part along the axial direction through the double pressure plates, so that the anti-slip parts on both sides engage synchronously and tightly, avoiding engagement gaps or skewness caused by concentrated force on one side of the anti-slip part. The balanced force mode can effectively counteract the circumferential overturning torque of the second connecting part when the vehicle vibrates, completely solving the problem of slippage and angle displacement caused by uneven force on one side of the anti-slip structure, and ensuring that the second connecting part maintains circumferential positioning under long-term vibration conditions.

[0035] Secondly, this application provides a vehicle including the connector device described in the first aspect.

[0036] In this technical solution, the second end of the first connecting part of the connector device is fixed to the vehicle body, and the fourth end of the second connecting part is connected to the wire. The second connecting part can flexibly adjust its angle around the first connecting part, eliminating the need to design dedicated connectors for different vehicle models and configurations. On the one hand, automakers can reduce mold development and verification processes, shorten the development cycle of new or facelifted models, and save time costs associated with connector customization. On the other hand, connectors can be standardized to a universal specification, reducing inventory of multi-specification connectors, lowering inventory management costs and capital tied up, adapting to the trend of platform-based vehicle production, and reducing long-term overall costs.

[0037] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the connector device of this application; Figure 2 This is a schematic diagram of the connector device from another angle. Figure 3 This is a schematic diagram of the connector device of this application, which has two second connecting parts connected in series. Figure 4 This is a side view of the connector device of this application with an anti-slip structure; Figure 5 This is a side view of the connector device of this application; Figure 6 This is a schematic diagram of the structure in which one end of the second connecting part of the connector device of this application extends into the receiving space; Figure 7 This is an enlarged view of the installation position of the anti-slip structure when a second connecting part is sleeved on the first rotating shaft in the connector device of this application; Figure 8 This is an enlarged view of the installation position of the anti-slip structure when multiple second connecting parts are sleeved on the first rotating shaft in the connector device of this application.

[0039] In the above figures: 1. First connecting part; 11. First pressing plate; 12. Second pressing plate; 13. First connecting hole; 14. Through hole; 15. Accommodating space; 2. Second connecting part; 21. Second connecting hole; 3. First rotating shaft; 31. Limiting platform; 4. Clamping device; 41. Eccentric wheel; 42. Handle; 43. Second rotating shaft; 5. Anti-slip structure; 51. First anti-slip part; 52. Second anti-slip part. Detailed Implementation

[0040] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0041] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in automotive electronic and electrical systems, circular wire connectors are the connecting components that enable signal transmission and power supply between wires and electronic components in the vehicle body, as well as between wires themselves. Their performance and adaptability affect the assembly efficiency, operational stability, and ease of maintenance of automotive electronic systems. As the automotive industry rapidly develops towards platformization, customization, and multi-model iteration, the layout of electronic systems and the dimensions of internal installation space vary across different vehicle models. Even within the same vehicle model, different electronic modules have different requirements for the installation angle of connectors. Therefore, the ability of circular wire connectors to flexibly adapt to angle requirements in different scenarios has become one of the factors affecting the integration efficiency of automotive electronic systems.

[0042] Currently, the mainstream manufacturing process for round wire connectors used in the automotive industry is integrated stamping. The existing structural design of round wire connectors is typically not detachable. The wire crimping portion, used to fix and conduct the wire, and the body connection portion, used to fix the connection to vehicle electronic components or mounting bases, are directly formed into a single integral structure through a single stamping process. During production, the forming specifications of this type of connector must be determined according to the preset installation angle parameters of a specific vehicle model, and its angle is fixed after leaving the factory; during assembly, it can only be used in installation environments that perfectly match the preset angle.

[0043] However, existing one-piece stamped circular wire connectors have encountered insurmountable technical defects in the diverse application scenarios of various car models in the current automotive industry. Firstly, the fixed angle limits versatility. Because the wire crimping part and the body connection part are an integrated structure, the connector cannot automatically adjust its angle according to the different electronic system layouts and installation space differences of different car models. When automakers develop new models or upgrade the electronic systems of existing models, they need to redesign molds and produce special connectors for the new angle requirements, extending the product development cycle, increasing manufacturing costs, and requiring companies to maintain inventory of connectors of various specifications, thus increasing inventory management and capital occupation costs. Secondly, poor installation adaptability affects assembly quality and system performance. In scenarios with limited installation space, such as the electronic compartment of the car body and areas with complex pipeline intersections, fixed-angle connectors are difficult to accurately match the installation position. Forced assembly can easily cause the connector and wire to be stretched or twisted, not only compromising the seal of the connector but also potentially damaging the wire core, causing signal transmission interference, unstable power supply, and other problems. In severe cases, it can lead to short circuits, electronic component failures, and other safety hazards, failing to meet the high reliability requirements of automotive electronic systems.

[0044] Based on this, this application proposes a connector device and a vehicle. The connector device includes a first connecting part, a second connecting part rotatably connected to the first connecting part, and a clamping device rotatably disposed on one side of the first connecting part or the second connecting part. The clamping device includes an eccentric wheel. When the eccentric wheel rotates, its outer edge can clamp the first connecting part and the second connecting part, fixing their relative positions. Rotational stability is further enhanced by a first rotating shaft passing through the first connecting hole of the first connecting part and the second connecting hole of the second connecting part. Multiple second connecting parts are accommodated by a double-plate structure with the first and second pressure plates facing each other. Locking and anti-slip properties are enhanced by the first and second anti-slip surfaces. Clamping and declamping are achieved by conveniently rotating the eccentric wheel via a handle. The lock; the vehicle includes the body, wires and any of the above-mentioned connector devices, with the first connecting part set on the body and the second connecting part connected to the wires. It realizes that the connector angle can be flexibly adapted to the electronic system layout of different models and the installation requirements of narrow body space. There is no need to produce special connectors for different angles. The assembly is efficient and tool-free. Multiple wires can be integrated and connected to simplify the layout. It has the effect of vibration resistance and stable connection in long-term use. It solves the problems of poor universality caused by the fixed angle of the existing one-piece stamped round wire connector, long development cycle and high manufacturing cost of new models, easy damage to the sealing of wires and connectors during assembly due to forced adaptation, resulting in signal interference or short circuit risks, and the need for multiple independent connectors for multiple wires, which occupy a lot of space.

[0045] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0046] As attached Figures 1 to 8 As shown, in the first aspect, this application provides a connector device, which includes a first connecting part 1. One end of the first connecting part 1 is connected to the vehicle body. Specifically, the end of the first connecting part 1 connected to the vehicle body is provided with a through hole 14, and the first connecting part 1 is connected to the vehicle body by a locking structure such as bolts.

[0047] In some embodiments, one end of the first connecting portion 1 defines a receiving space 15; the first connecting portion 1 is connected to a first rotating shaft 3, and at least a portion of the first rotating shaft 3 is disposed within the receiving space 15. The rigid support of the rotating shaft can resist the interference of vehicle vibration on the rotation reference, ensuring that the relative rotational accuracy between the second connecting portion 2 and the first connecting portion 1 remains stable after long-term use.

[0048] In some embodiments, the connector device includes a second connecting part 2, one end of which extends into the receiving space 15 and is sleeved on the first rotating shaft 3, and the other end of which is connected to a wire.

[0049] Through the above scheme, the accommodating space 15 achieves physical constraints. The accommodating space 15 of the first connecting part 1 provides the installation boundary for the second connecting part 2. One end of the second connecting part 2 extends into the space. Compared with the traditional unconstrained exposed rotating structure, this design enables the second connecting part 2 to always rotate around the fixed axis of the first rotating shaft 3. The angle adjustment is without deviation, which meets the requirements of precise connection of wires to sensor and controller interfaces in automotive electronic systems.

[0050] The mating part between the second connecting part 2 and the first rotating shaft 3 is hidden within the receiving space 15, which can isolate the vehicle body from dust, oil stains, or minor collisions. To prevent exposed rotating structures from easily getting stuck due to foreign objects entering, this design can protect the core rotating components from contamination, reduce maintenance frequency, and extend the service life of the connector device.

[0051] In some embodiments, the connector device includes a clamping device 4, which is mounted on the first rotating shaft 3 and located outside the receiving space 15. The clamping device 4 is used to clamp the first connecting part 1 and the second connecting part 2. Because the clamping device 4 is mounted on the first rotating shaft 3 and located outside the receiving space 15, the operator can directly operate the clamping device 4 without disassembling the receiving space 15 of the first connecting part 1, eliminating the need to reserve a large space for tools to extend into, thus improving assembly efficiency.

[0052] It should be noted that when a connector device connects multiple wires at the same time, the minimum cross-sectional area of ​​its internal conductive path must be greater than or equal to the sum of the cross-sectional areas of all the connected wires.

[0053] From the perspective of electrical conduction principles, the current from multiple conductors converges through the conductive path of the connector. If the minimum cross-sectional area of ​​the connector is smaller than the sum of the cross-sectional areas of the conductors, it will lead to an abnormally high local resistance. When energized, excessive heat will be generated due to the Joule effect, which can easily accelerate the aging of the connector and conductors, such as melting the insulation layer, and may also cause metal contact corrosion, or even short circuits and other safety hazards. This design, by matching the minimum cross-sectional area of ​​the connector to the sum of the cross-sectional areas of all conductors, ensures smooth current conduction at the connector, avoids local overheating, and guarantees power transmission efficiency and signal transmission stability. It is suitable for applications where a single connector integrates multiple conductors.

[0054] In some embodiments, the clamping device 4 includes a second rotating shaft 43 and an eccentric wheel 41. The second rotating shaft 43 is disposed at one end of the first rotating shaft 3 and is connected to the first rotating shaft 3 at a certain angle; the eccentric wheel 41 is disposed on the second rotating shaft 43 and is rotatably disposed on one side of the accommodating space 15; when the eccentric wheel 41 rotates, the outer edge of the eccentric wheel 41 can press against the first connecting part 1 and the second connecting part 2.

[0055] With the above scheme, the axis of the first rotating shaft 3 corresponds to the angle adjustment action of the second connecting part 2, and the axis of the second rotating shaft 43 corresponds to the pressing / unlocking action of the eccentric wheel 41. The two are set at an angle, preferably perpendicular. When adjusting the angle of the second connecting part 2, the eccentric wheel 41 will not rotate synchronously with the first rotating shaft 3; when rotating the eccentric wheel 41 to press, it will not cause the second connecting part 2 to shift around the first rotating shaft 3, thus avoiding the problem of interference between angle adjustment and pressing.

[0056] It should be noted that when the eccentric wheel 41 rotates to the clamping position, its outer edge is at the contact point with the first or second connecting part 2 at the maximum clamping distance H. At this time, the clamping force will form a reverse self-locking tendency. The vibration during vehicle operation will cause the eccentric wheel 41 to rotate in a tighter direction rather than loosening, ensuring that the first connecting part 1 and the second connecting part 2 are locked and stable for a long time.

[0057] In some embodiments, the eccentric wheel 41 is provided with a handle 42 for rotating the eccentric wheel 41. Operators can rotate the eccentric wheel 41 by simply holding or pinching the handle 42 with one hand. This improves assembly efficiency and adapts to the fast-paced demands of assembly lines. The operating logic of the handle 42 is intuitive and can be mastered with a simple demonstration, reducing production line training costs and minimizing edge wear on the eccentric wheel 41 due to operator unfamiliarity.

[0058] In some embodiments, the first rotating shaft further includes a limiting platform 31, which is disposed at one end of the first rotating shaft and protrudes from the outer circumferential surface of that end. Specifically, the limiting platform 31 is a cylinder with a diameter larger than that of the first rotating shaft. The limiting platform 31 is used to provide a reverse support force when the eccentric wheel 41 presses against the first connecting portion 1 and the second connecting portion 2.

[0059] In some embodiments, the first connecting portion 1 is provided with a first pressing plate 11 and a second pressing plate 12 at the end away from the vehicle body. The first pressing plate 11 and the second pressing plate 12 are arranged opposite each other along the axial direction of the first rotating shaft 3 and together define the receiving space 15. The first rotating shaft 3 passes through the second pressing plate 12 and is arranged with the first pressing plate 11.

[0060] With the above solution, after the second connecting part 2 extends into the receiving space 15, its two sides are respectively opposite to the inner surfaces of the first pressing plate 11 and the second pressing plate 12, which can restrict the radial movement of the second connecting part 2 along the direction perpendicular to the first rotating axis 3. Compared with the traditional single pressing plate and open space structure, the double pressing plate constraint can provide better constraint force and avoid unintentional rotation of the second connecting part 2.

[0061] It should be noted that the high-frequency vibrations during vehicle operation will generate radial impact force on the rotating shaft. The rotating shaft, which is fixed at one end, is prone to bending due to the cantilever structure, causing the rotation axis of the second connecting part 2 to deviate. After the first rotating shaft 3 passes through the double pressure plates, both ends are rigidly fixed by the pressure plates, forming a simply supported beam structure, which improves the bending strength. Even under long-term vibration, the axis of the rotating shaft remains straight, ensuring that the second connecting part 2 rotates around the fixed axis without deviation during angle adjustment. The accommodating space 15 between the first pressure plate 11 and the second pressure plate 12 can accommodate multiple second connecting parts 2 simultaneously, and all second connecting parts 2 are fitted onto the same first rotating shaft 3, improving the accommodating capacity.

[0062] In some embodiments, the first pressing plate 11 and the second pressing plate 12 are respectively provided with a first connecting hole 13 for the first rotating shaft 3 to pass through; and / or, the second connecting portion 2 is provided with a second connecting hole 21 for the first rotating shaft 3 to pass through. Preferably, the first pressing plate 11 and the second pressing plate 12 are provided with the first connecting hole 13, and the second connecting portion 2 is provided with the second connecting hole 21.

[0063] Through the above scheme, the first connecting hole 13 of the first pressure plate 11 and the second pressure plate 12, together with the second connecting hole 21 of the second connecting part 2, provide a coaxial positioning channel for the first rotating shaft 3, forming a shaft-hole mating structure. This structure defines a fixed axis for the relative rotation of the first connecting part 1 and the second connecting part 2, avoiding problems such as radial movement and axis misalignment that are prone to occur without hole constraints. Even in the vibration environment generated by vehicle movement, the second connecting part 2 can always adjust its angle around the fixed axis, allowing the wires to accurately connect to the interfaces of electronic components such as vehicle body sensors and controllers.

[0064] In some embodiments, the mating structure of the first connecting hole 13 on the dual pressure plates and the second connecting hole 21 on the second connecting part 2, through which the first rotating shaft 3 passes, can evenly distribute the vibration force to the first pressure plate 11, the second pressure plate 12, and the first rotating shaft 3. The first rotating shaft 3 passes through each component through the holes, forming a rigid support frame; the holes in the dual pressure plates prevent deformation or breakage of a single component due to localized force concentration. This can resist the wear and tear on the connection structure caused by long-term vibration, ensure that the relative rotational accuracy between the first connecting part 1 and the second connecting part 2 does not decrease, and extend the service life of the connector device.

[0065] In some embodiments, multiple first rotating shafts 3 are provided, and each of the multiple first rotating shafts 3 is fitted with a second connecting part 2. The multiple first rotating shafts 3 are independently arranged and each is fitted with a second connecting part 2. Different wires need to connect to electronic components at different locations on the vehicle body, and the installation angle and spatial position of each connection point differ. Through the independent first rotating shaft 3, each second connecting part 2 can be adjusted at its own angle around its own rotating shaft without interference. Adjusting the angle of the second connecting part 2 on the corresponding rotating shaft is not limited by the connection angle of other wires.

[0066] It should be noted that traditional multi-wire connections require an independent connector for each wire, which not only occupies a lot of installation space in narrow areas such as the vehicle's electronic compartment and chassis, but also easily leads to interference between wires, pipes, and brackets.

[0067] Through the above solution, multiple first shafts 3 can be integrated into the double-pressure plate structure of the same first connecting part 1. One first connecting part 1 can simultaneously connect multiple wires through multiple shafts, eliminating the need to install multiple independent connectors scattered throughout the vehicle body. The integrated multi-shaft design allows for centralized management of dense wires through a few connectors, simplifying wire layout, reducing space occupation, avoiding messy wiring and component interference risks, and adapting to the complex and compact installation environment inside the vehicle body.

[0068] In some embodiments, multiple second connecting parts 2 are provided, and multiple second connecting parts 2 are sleeved on the same first rotating shaft 3.

[0069] It should be noted that traditional multi-wire connections require an independent connector for each wire, which can easily lead to a messy and tangled network of wires in areas such as the vehicle's electronic compartment and chassis, and poses a high risk of interference with pipes and brackets. Existing integrated stamped connectors require the development of multiple specifications for different numbers of wires, necessitating automakers to maintain a variety of connectors in stock, and requiring new molds to be created when developing new models.

[0070] With the above solution, multiple second connecting parts 2 are mounted on the same first rotating shaft 3, allowing for the centralized connection of multiple wires through a single rotating shaft and a single set of first connecting parts 1. The receiving space 15 formed by the first pressure plate 11 and the second pressure plate 12 of the first connecting part 1 can accommodate multiple sets of second connecting parts 2, eliminating the need for multiple independent connectors to be installed separately in the vehicle body. The integrated design simplifies the wiring layout of the automotive electronic system, reduces the difficulty of wire management, avoids the space occupation and component interference problems caused by multiple connectors, and is suitable for the compact installation environment inside the vehicle body.

[0071] In this solution, the same first rotating shaft 3 can be compatible with multiple second connecting parts 2. Only the number of second connecting parts 2 needs to be increased or decreased according to the number of wires, without changing the core structure and mold specifications of the first connecting part 1 and the first rotating shaft 3. This eliminates the mold development and verification costs for multi-specification connectors, and also unifies the connector components into universal standard parts, reducing the types of inventory and shortening the development cycle of new models.

[0072] In some embodiments, multiple second connecting parts 2 can be sleeved on the same first rotating shaft 3 at one time, and then the first connecting hole 13 of the first rotating shaft 3 passing through the first pressure plate 11 and the second pressure plate 12 is used to complete the initial positioning, without the need to calibrate the position of each joint individually; with the one-click locking of the clamping device 4, the operator can simultaneously fix the relative positions of multiple sets of second connecting parts 2 and first connecting parts 1 without relying on tools, reducing assembly steps and operation time, and adapting to the batch assembly scenario of automobile production line.

[0073] In some embodiments, multiple second connectors 2 share the same first rotating shaft 3, and each second connector 2 has an independent shaft hole fit with the first rotating shaft 3, allowing for individual angle adjustment around the first rotating shaft 3. Different wires often need to be connected to electronic modules at different locations, and the connection angles of each module differ. In this solution, each second connector 2 rotates independently to the target angle and is then locked by the clamping device 4, without interfering with each other. The integrated and independently adjustable features solve the problem of incompatibility in traditional multi-connector angle adjustments and meet the differentiated installation angle requirements of multiple wires.

[0074] In some embodiments, the receiving space 15 has a first anti-slip part 51 on the side wall facing the second connecting part 2, and the second connecting part has a second anti-slip part 52 on the side facing the side wall of the receiving space 15. The second anti-slip part 52 and the first anti-slip part 51 engage with each other to circumferentially position the second connecting part 2.

[0075] With the above solution, the vehicle will generate continuous and complex vibrations during operation. Relying solely on the pressure of the clamping device 4 for fixation can easily lead to slight slippage between the first connecting part 1 and the second connecting part 2 due to long-term vibration, causing angular displacement of the second connecting part 2. However, the first anti-slip part 51 on the sidewall of the accommodating space 15 and the second anti-slip part 52 of the second connecting part 2 engage with each other, replacing simple frictional constraint with physical interlocking. The meshing teeth or uneven structure can directly prevent the second connecting part 2 from rotating circumferentially along the first rotating shaft 3. Even under strong vibrations on bumpy roads, the circumferential position of the second connecting part 2 can be locked, solving the problem of slippage on smooth contact surfaces or single friction anti-slip structures 5, and ensuring the stability of signal transmission and power supply.

[0076] In some embodiments, the accommodating space 15 has a first anti-slip portion 51 on each of its two opposite side walls along the first rotating shaft 3; the second connecting portion 2 has a second anti-slip portion 52 on each of its two sides along the first rotating shaft 3; the two first anti-slip portions 51 and the two second anti-slip portions 52 are provided in a one-to-one correspondence.

[0077] With the above scheme, the accommodating space 15 is provided with first anti-slip parts 51 on the two opposite side walls along the first rotating shaft 3, and second anti-slip parts 52 are provided on both sides of the second connecting part 2. When the pressing device 4 applies pressure, the pressure can be evenly transmitted to both sides of the second connecting part 2 through the double pressure plates, so that the anti-slip parts on both sides are synchronously and tightly engaged, avoiding the meshing gap or skew caused by the concentrated force on one side of the anti-slip part. The balanced force mode can effectively counteract the circumferential turning torque of the second connecting part 2 when the vehicle vibrates, completely solving the problem of slippage and angle displacement caused by uneven force on one side of the anti-slip structure 5, and ensuring that the second connecting part 2 maintains circumferential positioning under long-term vibration conditions.

[0078] In some embodiments, the maximum distance from the rotation center of the eccentric wheel 41 to the outer edge of the eccentric wheel 41 is the maximum pressing distance H of the eccentric wheel 41, and the minimum distance from the rotation center of the eccentric wheel 41 to the outer edge of the eccentric wheel 41 is the unlocking distance L of the eccentric wheel 41. The maximum pressing distance H is greater than or equal to the distance D between the first pressing plate 11 and the second pressing plate 12, and the unlocking distance L is less than the distance D between the first pressing plate 11 and the second pressing plate 12.

[0079] Through the above scheme, by limiting the maximum clamping distance H to be greater than or equal to the distance between the two pressure plates and the unlocking distance L to be less than the distance between the two pressure plates, the eccentric wheel 41 possesses both interference clamping and gap unlocking functions. When the eccentric wheel 41 is rotated to the clamping position, the interference generated by its maximum clamping distance H forces the first pressure plate 11 and the second pressure plate 12 to undergo elastic deformation or close contact, thereby generating a strong positive clamping force on the second connecting part 2 sandwiched between them, forming a firm mechanical self-lock and resisting the risk of loosening caused by vehicle vibration. Conversely, when the eccentric wheel 41 is rotated to the unlocking position, the gap provided by its unlocking distance L can completely release the pressure on the two pressure plates, allowing the second connecting part 2 to rotate smoothly between the first pressure plate 11 and the second pressure plate 12 to adjust the angle. This design enables one-button locking and one-button unlocking operations without tools, improving assembly and maintenance efficiency, and ensuring long-term reliability after angle locking through a simple mechanical structure.

[0080] Secondly, this application provides a vehicle including the connector device of the first aspect. The first connecting portion 1 of the connector device is fixed to the vehicle body, and the second connecting portion 2 connects to a wire. The second connecting portion 2 can flexibly adjust its angle around the first connecting portion 1, eliminating the need to design dedicated connectors for different vehicle models and configurations. On the one hand, automakers can reduce mold development and verification processes, shorten the development cycle of new or facelifted models, and save time costs associated with connector customization. On the other hand, connectors can be standardized to a universal specification, reducing inventory of multi-specification connectors, lowering inventory management costs and capital occupation, adapting to the trend of platform-based vehicle production, and reducing long-term overall costs.

[0081] It should be noted that the vehicle body electronic compartment, the rear of the instrument panel, the chassis and other areas have limited space. Existing multi-wire connections require the installation of multiple independent connectors, which not only takes up more space, but also easily leads to tangled and messy wires, increasing the risk of interference with other components.

[0082] In this design, the connector device can adapt to the multi-wire requirements of a vehicle through the design of multiple second connecting parts 2 and multiple sets of first connecting holes 13. If a single first rotating shaft 3 passes through multiple second connecting parts 2, multiple wires can be connected with a single connector; the double-pressure plate structure of the first connecting part 1 can accommodate multiple second connecting parts 2, eliminating the need to install multiple independent connectors on the vehicle body. This connector device can centrally connect dense wires through a few connectors, simplifying the vehicle body wire layout, reducing space occupation, avoiding interference between wires and pipes / supports, and reducing the difficulty of sorting wires during later inspection.

[0083] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A connector device, characterized in that, include: A first connecting part (1) is connected at one end to the vehicle body, and a receiving space (15) is defined at one end of the first connecting part (1); a first rotating shaft (3) is connected to the first connecting part (1), and at least a portion of the first rotating shaft (3) is disposed within the receiving space (15); The second connecting part (2) has one end extending into the receiving space (15) and sleeved on the first rotating shaft (3), and the other end of the second connecting part (2) is connected to the wire; A clamping device (4) is installed on the first rotating shaft (3) and located outside the receiving space (15). The clamping device (4) is used to clamp the first connecting part (1) and the second connecting part (2).

2. The connector device according to claim 1, characterized in that, The clamping device (4) includes: The second rotating shaft (43) is disposed at one end of the first rotating shaft (3) and is connected to the first rotating shaft (3) at a certain angle; An eccentric wheel (41) is disposed on the second rotating shaft (43) and rotatably disposed on one side of the receiving space (15); When the eccentric wheel (41) rotates, the outer edge of the eccentric wheel (41) can press against the first connecting part (1) and the second connecting part (2).

3. The connector device according to claim 2, characterized in that: The eccentric wheel (41) is provided with a handle (42) for rotating the eccentric wheel (41).

4. The connector device according to claim 1, characterized in that: The first connecting part (1) is provided with a first pressure plate (11) and a second pressure plate (12) at the end away from the vehicle body. The first pressure plate (11) and the second pressure plate (12) are arranged opposite to each other along the axial direction of the first rotating shaft (3) and together define the receiving space (15). One end of the first rotating shaft (3) that is mounted with the clamping device (4) passes through the second pressure plate (12) and is set with the first pressure plate (11).

5. The connector device according to claim 1 or 4, characterized in that: The first pressure plate (11) and the second pressure plate (12) are respectively provided with a first connecting hole (13) for the first rotating shaft (3) to pass through; And / or, the second connecting part (2) is provided with a second connecting hole (21) through which the first rotating shaft (3) passes.

6. The connector device according to claim 5, characterized in that: The first rotating shaft (3) is configured as multiple, and the multiple first rotating shafts (3) are respectively fitted with the second connecting part (2).

7. The connector device according to claim 1, characterized in that: The second connecting part (2) is provided in multiple ways, and the multiple second connecting parts (2) are sleeved on the same first rotating shaft (3).

8. The connector device according to claim 1, characterized in that: The receiving space (15) has a first anti-slip part (51) on the side wall facing the second connecting part (2), and the second connecting part (2) has a second anti-slip part (52) on the side facing the side wall of the receiving space (15). The second anti-slip part (52) engages with the first anti-slip part (51) to circumferentially position the second connecting part (2).

9. The connector device according to claim 8, characterized in that: The accommodating space (15) has the first anti-slip part (51) on each of the two opposite side walls along the first rotating shaft (3); The second connecting part (2) is provided with the second anti-slip part (52) on both sides along the axial direction of the first rotating shaft (3); The two first anti-slip parts (51) and the two second anti-slip parts (52) are provided in a one-to-one correspondence.

10. A vehicle, characterized in that, Includes the connector device as described in any one of claims 1 to 9.

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