Connector structure

Abstract

The objective of the present invention is to provide a connector structure 1 that is reduced in size in a direction in which a pair of first connectors are arranged. The connector structure 1 comprises a base 2, a pair of first connectors 3A, 3B provided upright from the base, and lever connectors 4A, 4B which can be fitted respectively to the pair of first connectors, wherein: each first connector includes a first housing 30 which is provided upright in a cylindrical shape from the base, and a pair of bosses 34, 34 which are provided so as to project from an outer surface of the first housing; each lever connector includes a lever housing 40 which can be fitted to the first housing, and a lever 10 which has a boss groove 110 allowing each of the pair of bosses to enter, and is pivotally supported by the lever housing and rotated to bring the first housing and the lever housing closer to one other; and the pair of bosses are provided facing away from one other in an orthogonal direction Y that is orthogonal to a direction X in which the pair of first connectors are arranged.

Description

Connector Structure

[0001] The present invention relates to a connector structure.

[0002] Conventionally, a drive device that is incorporated into an electric power steering device to assist the steering operation of a vehicle has been known (see, for example, Patent Document 1). The drive device disclosed in Patent Document 1 integrally includes a motor and a control unit that controls the motor.

[0003] The control unit includes a pair of circuit boards on which electronic components related to communication control of a pair of motor windings that constitute the motor are mounted, and a connector portion.

[0004] The connector unit includes a hybrid connector having a power connector connected to a power source and a communication connector connected to a vehicle communication network, and a steering system connector for acquiring signals from an internal sensor of the electric power steering device. A pair of these hybrid connectors and steering system connectors is provided for each winding. The pair of hybrid connectors is arranged side by side in the left-right direction perpendicular to the axis of each winding, and the pair of steering system connectors is arranged side by side in the left-right direction alongside the pair of hybrid connectors.

[0005] Japanese Patent Application Laid-Open No. 2022-144150

[0006] However, in the conventional drive device described in Patent Document 1, each hybrid connector has a pair of bosses that protrude in the left-right direction (the direction in which the pair of hybrid connectors are aligned), which engages with the mating lever-fit connector, making it difficult to narrow the distance between the pair of hybrid connectors, i.e., to bring the pair of hybrid connectors closer together.

[0007] An object of the present invention is to provide a connector structure that is miniaturized in the direction in which the pair of first connectors are aligned.

[0008] In order to solve the above problem and achieve the object, the invention described in claim 1 is a connector structure comprising a base, a pair of first connectors standing upright from the base, and a lever connector that can be fitted into each of the pair of first connectors, wherein the first connector comprises a first housing that stands upright in a cylindrical shape from the base, and a pair of bosses protruding from the outer surface of the first housing, and the lever connector comprises a lever housing that can be fitted into the first housing, and a lever that has boss grooves into which each of the pair of bosses enters and is pivoted on the lever housing to bring the first housing and the lever housing closer to each other, wherein the pair of bosses are arranged back to back in a direction perpendicular to the direction in which the pair of first connectors are arranged.

[0009] According to the first aspect of the present invention, it is possible to achieve size reduction in the direction in which the pair of first connectors are arranged.

[0010] FIG. 1 is a perspective view showing a connector structure according to an embodiment of the present invention, showing a state in which a first connector and a lever connector, a second connector and a mating connector are mated; FIG. 2 is a perspective view showing a male connector body constituting the connector structure; FIG. 3 is a side view showing the male connector body; FIG. 4 is a plan view showing the male connector body; FIG. 5 is a perspective view showing the lever connector, showing a state in which the lever connector is in an initial position; FIG. 6 is a perspective view showing the lever connector, showing a state in which the lever connector is in a rotation completion position; FIG. 7 is a perspective view showing another example of the lever connector, showing a state in which the lever connector is in a rotation completion position; FIG. 8 is a partial cross-sectional view showing a state in which the first connector and the lever connector are mated; FIG. 9 is a partial cross-sectional view showing a state in which the second connector and the mating connector are mated.

[0011] An embodiment of the present invention will be described below with reference to Figures 1 to 9. Figure 1 is a perspective view showing a connector structure 1 according to an embodiment of the present invention, illustrating a state in which a vehicle-system male connector 3 (first connector), a vehicle-system female connector 4 (lever connector), a steering-system male connector 5 (second connector), and a steering-system female connector 6 (mating connector) are mated together. Figure 2 is a perspective view showing a male connector body 20 constituting the connector structure 1. Figure 3 is a side view showing the male connector body 20. Figure 4 is a plan view showing the male connector body 20.

[0012] The connector structure 1 of this embodiment is incorporated into an electric power steering device and constitutes part of a control unit that controls a motor. The motor has a pair of motor windings. Hereinafter, a circuit including one of the pair of motor windings may be referred to as a "first system," and a circuit including the other of the pair of motor windings may be referred to as a "second system." These first and second systems are configured to ensure redundancy and have the same functions.

[0013] As shown in Figure 1, the connector structure 1 comprises a base 2 which is part of the cover of the control unit, a pair of vehicle system male connectors 3A, 3B (3) (a pair of first connectors) standing upright from the base 2, vehicle system female connectors 4A, 4B (4) (lever connectors) which can be mated with the pair of vehicle system male connectors 3A, 3B, respectively, a pair of steering system male connectors 5A, 5B (5) (second connectors) standing upright from the base 2, and steering system female connectors 6A, 6B (6) (mating connectors) which can be mated with the pair of steering system male connectors 5A, 5B, respectively.

[0014] One of the pair of vehicle system male connectors 3A, 3B (hereinafter sometimes referred to as first vehicle system male connector 3A (one-side first connector)) and one of the pair of vehicle system female connectors 4A, 4B (hereinafter sometimes referred to as first vehicle system female connector 4A (one-side lever connector)) are configured to be able to fit together. When the first vehicle system male connector 3A and the first vehicle system female connector 4A are fitted together, these first vehicle system male connector 3A and first vehicle system female connector 4A form part of the "first system."

[0015] The other of the pair of vehicle system male connectors 3A, 3B (hereinafter sometimes referred to as second vehicle system male connector 3B (other-side first connector)) and the other of the pair of vehicle system female connectors 4A, 4B (hereinafter sometimes referred to as second vehicle system female connector 4B (other-side lever connector)) are configured to be able to fit together. These second vehicle system male connector 3B and second vehicle system female connector 4B form part of the "second system."

[0016] In this embodiment, arrows X, Y, and Z are directions perpendicular to one another. Arrow X is the direction in which the pair of vehicle-system male connectors 3A, 3B are aligned, and is referred to as the "left-right direction." Arrow Y is the direction in which each vehicle-system male connector 3 and each steering-system male connector 5 are aligned, and is referred to as the "front-rear direction." Arrow Z is the mating direction in which the vehicle-system male connector 3 and the vehicle-system female connector 4 are mated, and is referred to as the "up-down direction." In the front-rear direction Y, the side on which each steering-system male connector 5 is located as viewed from the vehicle-system male connector 3 is referred to as the "forward Y1," and the opposite side is referred to as the "rear Y2."

[0017] As shown in Figures 2 and 3, the base 2 is configured to have a plane that includes the front-to-rear direction Y and the left-to-right direction X. A pair of vehicle system male connectors 3A, 3B and a pair of steering system male connectors 5A, 5B are provided upright on this base 2. The pair of vehicle system male connectors 3A, 3B are provided side by side in the left-to-right direction X. The pair of steering system male connectors 5A, 5B are provided side by side in the left-to-right direction X. The pair of vehicle system male connectors 3A, 3B and the pair of steering system male connectors 5A, 5B are provided side by side in the front-to-rear direction Y. The base 2, the pair of vehicle system male connectors 3A, 3B, and the pair of steering system male connectors 5A, 5B shown in Figure 2 constitute a "male connector body 20."

[0018] The pair of vehicle-related male connectors 3A, 3B shown in Figure 4 are hybrid connectors each comprising a rectangular cylindrical vehicle-related male housing 30 (first housing), a power connector portion 7M connected to the vehicle power supply and ground, and a communication connector portion 8M connected to the vehicle communication network. The power connector portion 7M and the communication connector portion 8M are provided in an area separated by a partition wall 32 (described below) inside the vehicle-related male housing 30.

[0019] The pair of vehicle-related male connectors 3A, 3B have a power connector portion 7M (excluding the partition wall 33 having the male side mis-mating prevention portion 332 described below) and a communication connector portion 8M arranged symmetrically about an imaginary line P (shown in Figure 4) that passes through the center of the base 2 and extends in the fore-and-aft direction Y.

[0020] As shown in FIG. 4, the vehicle-related male housing 30 comprises a rectangular cylindrical vehicle-related male housing main body 31 erected above the base 2 at a position Z1, a partition wall 32 dividing the interior of the vehicle-related male housing main body 31 in the left-right direction X, a partition wall 33 dividing the interior of the power connector portion 7M in the up-down direction Z to insulate a pair of connection portions 7A, 7A described below, a pair of bosses 34, 34 protruding from the outer surface of the vehicle-related male housing main body 31, and a restriction release portion 35 that releases the restriction on the rotation of a lever 10 described below.

[0021] 4, the partition wall 33 includes a partition wall main body 331 extending in the left-right direction X and a male-side mis-mating restriction portion 332 provided on the partition wall main body 331. One end of the partition wall main body 331 is continuous with the partition wall 32, and the other end is continuous with the inner surface of the vehicle-related male housing main body 31.

[0022] The male mis-mating prevention portions 332 are configured to have different shapes in the pair of vehicle system male connectors 3A, 3B to prevent connection to the wrong system. Hereinafter, the male mis-mating prevention portion 332 provided on the first vehicle system male connector 3A may be referred to as the "first male mis-mating prevention portion 332A (one-side mating prevention portion)," and the male mis-mating prevention portion 332 provided on the second vehicle system male connector 3B may be referred to as the "second male mis-mating prevention portion 332B (other-side mating prevention portion)."

[0023] 4, the male-side first mis-fitting prevention portion 332A is configured to have a pair of first recesses 333A, 333A. The pair of first recesses 333A, 333A are provided on the rear Y2 surface of the partition body 331 and are spaced apart from each other.

[0024] 4, the male-side second mis-fitting prevention portion 332B is configured to have a pair of second recesses 333B, 333B. The pair of second recesses 333B, 333B are provided on the front Y1 surface of the partition body 331 and are provided adjacent to each other.

[0025] As shown in FIG. 2, the pair of bosses 34, 34 are provided convexly from the outer surface of the vehicle-system male housing main body 31 and are provided back-to-back in the front-to-rear direction Y. Each boss 34 is provided cylindrically protruding from the outer surface of the vehicle-system male housing main body 31 and configured to be able to enter a boss receiving portion 414 of the vehicle-system female connector 4 described below and a boss groove 110 of the lever 10. In this embodiment, as shown in FIG. 4, the distance B from the tip of each boss 34 in the front-to-rear direction Y to the steering-system male connector 5 must be set to be greater than three times the axial dimension A (dimension in the protruding direction) of each boss 34 (B≧A×3). When forming the vehicle-system male housing 30 by injection molding, the distance B is set to be (B≧A×3) so that the mold can be removed in the front-to-rear direction Y while ensuring the strength of the mold.

[0026] 2, the deregulation portion 35 is provided diagonally above each boss 34 and has an inclined surface that protrudes more downward Z2. The deregulation portion 35 enters between a rotation restricting piece 112 provided on the lever 10 (described later) and a one-sided receiving portion 40A provided on the vehicle-related female housing 40, and releases the rotation restricting piece 112 from the one-sided receiving portion 40A (shown in FIG. 5). The release of the rotation restricting piece 112 from the one-sided receiving portion 40A by the deregulation portion 35 allows the lever 10 to rotate relative to the vehicle-related female housing 40.

[0027] As shown in Fig. 4, the power connector 7M is configured to have a pair of connection portions 7A, 7A. One of the pair of connection portions 7A, 7A holds a power terminal 70 connected to a vehicle power supply, and the other holds a power terminal 70 connected to ground. The pair of connection portions 7A, 7A are separated by a partition wall 33. The communication connector 8M is configured to hold a signal terminal 80 connected to a vehicle communication network.

[0028] 1 and 5 each include a pair of mating terminals (not shown) connected to a pair of power terminals 70 of a power connector section 7M, a pair of mating fitting sections 71, 72 (shown in FIG. 5) that hold the pair of mating terminals, a mating signal terminal (not shown) connected to a signal terminal 80 of a communication connector section 8M, a signal terminal holding section 81 (shown in FIG. 2) that holds the mating signal terminal, a vehicle female housing 40 (lever housing) that includes the pair of mating fitting sections 71, 72 and the signal terminal holding section 81, and a lever 10 that is rotatably supported by the vehicle female housing 40. The pair of vehicle female connectors 4A, 4B differ in the configuration of a terminal holder 73 provided in the vehicle female housing 40, which will be described later.

[0029] The pair of mating terminals and the pair of mating fitting portions 71, 72 constitute a "mating power connector portion 7F" that can be fitted into the power connector portion 7M, and the mating signal terminal and signal terminal holding portion 81 constitute a "mating communication connector portion 8F" that can be fitted into the communication connector portion 8M.

[0030] 5 and 6, the vehicle system female housing 40 includes a vehicle system female housing main body 41, a terminal holder 73 that is releasably supported inside the vehicle system female housing main body 41, and a signal terminal holding portion 81. The signal terminal holding portion 81 is provided integrally with the vehicle system female housing main body 41. Hereinafter, regarding the terminal holder 73, the terminal holder 73 that is part of the first vehicle system female connector 4A may be referred to as the "first terminal holder 73A (front holder)," and the terminal holder 73 that is part of the second vehicle system female connector 4B may be referred to as the "second terminal holder 73B (front holder)."

[0031] As shown in Figure 5, the vehicle-related female housing main body 41 comprises a rectangular cylindrical portion 411 having a front wall 41F, a rear wall 41R, and left and right wall portions 41S, 41S, a flange 412 provided on the edge of the cylindrical portion 411 on the vehicle-related male housing 30 side in the mating direction Z and extending like a brim, a shaft portion 413 that supports the lever 10, boss receiving portions 414 that receive each of a pair of bosses 34, 34 provided on the vehicle-related male housing 30, and a vehicle-related lock arm 415 (locking portion) that can lock a lever lock 121 provided on the lever 10 described below.

[0032] The boss receiving portion 414 is formed by cutting out the flange 412 and the front and rear walls 41F, 41R of the cylindrical portion 411, respectively, and extends in a direction away from the flange 412 in the fitting direction Z.

[0033] As shown in FIGS. 5 and 8 , the vehicle locking arm 415 includes an arm main body 416 whose base end is continuous with the wall portion 41S of the tubular portion 411 and extends toward the flange 412 in the fitting direction Z, and a connector protrusion 417 that is provided on the free end side of the arm main body 416 and protrudes in a direction away from the wall portion 41S in the left-right direction X.

[0034] As shown in Figure 8, the connector protrusion 417 is provided with a connector abutment surface 417A that can abut against the lever abutment surface 121A of the lever lock 121 provided on the lever 10 described below, and a connector sliding surface 417B that is provided on the free end side of the connector abutment surface 417A and can slide on the lever sliding surface 121B of the lever lock 121.

[0035] A pair of opposing walls 418, 418 are provided on both sides of the vehicle locking arm 415 in the front-rear direction Y. The pair of opposing walls 418, 418 are provided to protrude from the wall portion 41S of the cylindrical portion 411, and are provided to face each other in the front-rear direction Y with the vehicle locking arm 415 in between.

[0036] 5 and 6, the first terminal holder 73A integrally includes a pair of mating portions 71, 72 and a first female mis-fitting prevention portion 83A (one-side mating prevention portion) provided between the pair of mating portions 71, 72. The first female mis-fitting prevention portion 83A is configured to have a pair of first protrusions 831A, 831A that protrude from one mating portion 71 of the pair of mating portions 71, 72 to the other mating portion 72. The pair of first protrusions 831A, 831A are configured to be engageable with a pair of first recesses 333A, 333A provided in the first male mis-fitting prevention portion 332A.

[0037] 7, the second terminal holder 73B integrally includes a pair of mating portions 71, 72 and a female-side second mis-fitting prevention portion 83B (received mating prevention portion) provided between the pair of mating portions 71, 72. The female-side second mis-fitting prevention portion 83B is configured to have a pair of second protrusions 831B, 831B that protrude from one mating portion 71 of the pair of mating portions 71, 72 to the other mating portion 72. The pair of second protrusions 831B, 831B are configured to be engageable with a pair of second recesses 333B, 333B provided in the male-side second mis-fitting prevention portion 332B.

[0038] 5 and 6, the lever 10 is pivotally supported on the vehicle-related female housing 40 and is configured to be displaced between an initial position (shown in FIG. 5) and a rotation-completed position (shown in FIG. 6) when rotated. When the lever 10 rotates from the initial position to the rotation-completed position, the vehicle-related male housing 30 and the vehicle-related female housing 40 are attracted to each other and fitted together.

[0039] 1, in the present embodiment, when the first vehicle system male connector 3A and the first vehicle system female connector 4A are mated, the vehicle system lock arm 415 provided on the first vehicle system female connector 4A is located at a distance from the second vehicle system male connector 3B in the left-right direction X. Similarly, the vehicle system lock arm 415 provided on the second vehicle system female connector 4B is located at a distance from the first vehicle system male connector 3A in the left-right direction X.

[0040] As shown in Figures 5 and 6, the lever 10 is made of, for example, resin and has a U-shape including a pair of arm plates 11, 11 and a connecting portion 12 connecting the pair of arm plates 11, 11 to each other.

[0041] The pair of arm plates 11, 11 are provided extending on a plane including the up-down direction Z and the left-right direction X, and sandwich the vehicle system female housing 40 in the front-to-rear direction Y. Each arm plate 11 is provided with a boss groove 110 for engaging and guiding the boss 34, a shaft hole 111 for inserting a shaft portion 413 provided on the vehicle system female housing 40, and a rotation restriction piece 112 for restricting rotation of the lever 10 relative to the vehicle system female housing 40 when the lever 10 is in the initial position.

[0042] The boss groove 110 is formed as a recessed groove on the inner surface of each arm plate 11. When the lever 10 is in the initial position, the open end of this boss groove 110 is aligned with the entrance of the boss receiving portion 414 provided on the vehicle-system female connector 4 in the mating direction Z.

[0043] 5, the rotation restricting piece 112 is provided on the inner surface of each arm plate 11, protruding from the edge of the boss groove 110 toward the vehicle-system female housing 40, and is configured to be able to engage with a stepped one-sided receiving portion 40A provided on the vehicle-system female housing 40. When the lever 10 is in the initial position, the rotation restricting piece 112 engages with the stepped one-sided receiving portion 40A provided on the vehicle-system female housing 40, thereby restricting the rotation of the lever 10 relative to the vehicle-system female housing 40. When the restriction release portion 35 provided on the vehicle-system male housing 30 enters between the rotation restricting piece 112 and the stepped one-sided receiving portion 40A provided on the vehicle-system female housing 40, the engagement of the rotation restricting piece 112 with the one-sided receiving portion 40A is released.

[0044] As shown in Figure 5, the connecting portion 12 comprises a plate-shaped connecting portion main body 120 that connects a pair of arm plates 11, 11 together, and a lever lock 121 that protrudes from the connecting portion main body 120 toward the vehicle system female housing 40 and is capable of engaging with the vehicle system lock arm 415 of the vehicle system female housing 40.

[0045] As shown in Figure 5, the lever lock 121 has a lever abutment surface 121A that can abut against the connector abutment surface 417A, and a lever sliding surface 121B that is arranged opposite to the lever abutment surface 121A and can slide on the connector sliding surface 417B.

[0046] When attaching such a lever 10 to the vehicle system female housing 40, the vehicle system female housing 40 is sandwiched between a pair of arm plates 11, 11. The shaft portion 413 is inserted into the shaft hole 111. As a result, the lever 10 is pivotally supported on the vehicle system female housing 40 so as to rotate about the shaft portion 413. Furthermore, the rotation restricting piece 112 of the lever 10 engages the one-side receiving portion 40A of the vehicle system female housing 40. This restricts the rotation of the lever 10 and positions the lever 10 in its initial position. In this manner, attachment of the lever 10 to the vehicle system female housing 40 is completed.

[0047] Next, the procedure for mating the vehicle system male connector 3 and the vehicle system female connector 4 will be described with reference to FIG.

[0048] The openings of the boss receiving portions 414 of the vehicle-system female connector 4, with the lever 10 in the initial position, are brought close to the bosses 34 of the vehicle-system male connector 3. Each boss 34 passes through the opening of the vehicle-system female housing 40 and enters the boss receiving portion 414. As the movement of each boss 34 progresses and each boss 34 begins to enter the boss groove 110 of the lever 10, the restriction release portion 35 of the vehicle-system male connector 3 releases the lock of the rotation restriction piece 112 from the one-side receiving portion 40A, allowing the lever 10 to rotate.

[0049] Thereafter, the lever 10 is rotated. As the rotation progresses, the lever lock 121 provided on the lever 10 is brought closer to the connector protrusion 417 of the vehicle-system lock arm 415 provided on the vehicle-system female housing 40. As the rotation of the lever 10 progresses, the lever sliding surface 121B of the lever lock 121 comes into contact with the connector sliding surface 417B of the connector protrusion 417. As the rotation progresses further, the lever sliding surface 121B slides on the connector sliding surface 417B, and the arm main body 416 of the vehicle-system lock arm 415 is pushed by the lever lock 121 to bend, and the lever lock 121 rides up on the connector protrusion 417. As the rotation progresses further, the lever lock 121 rides up over the connector protrusion 417, and the arm main body 416 returns to its natural state. 8, the lever abutment surface 121A of the lever lock 121 and the connector abutment surface 417A of the connector protrusion 417 face each other at a position where they can abut, and the lever lock 121 engages with the vehicle system lock arm 415. In this way, the lever 10 reaches the rotation completion position.

[0050] Meanwhile, as the lever 10 rotates, the vehicle-system male housing 30 and the vehicle-system female housing 40 are drawn toward the vehicle-system male housing 30, and when the lever 10 reaches the rotation completion position, they are mated with each other. At this time, the power connector portion 7M of the vehicle-system male connector 3 is mated with the mating power connector portion 7F of the vehicle-system female connector 4, and the communication connector portion 8M of the vehicle-system male connector 3 is mated with the mating communication connector portion 8F of the vehicle-system female connector 4. This brings the vehicle-system male connector 3 and the vehicle-system female connector 4 into a mated state. At this time, the lever lock 121 engages with the vehicle-system lock arm 415, restricting the rotation of the lever 10 from the rotation completion position to the initial position, thereby maintaining the mated state of the vehicle-system male connector 3 and the vehicle-system female connector 4.

[0051] When the first vehicle system male connector 3A and the first vehicle system female connector 4A are mated, the first male-side mis-mating prevention portion 332A of the first vehicle system male connector 3A and the first female-side mis-mating prevention portion 83A of the first vehicle system female connector 4A engage to allow the first vehicle system male connector 3A and the first vehicle system female connector 4A to be mated, but if the second vehicle system female connector 4B is brought close to the first vehicle system male connector 3A, the first male-side mis-mating prevention portion 332A of the first vehicle system male connector 3A and the second female-side mis-mating prevention portion 83B of the second vehicle system female connector 4B come into contact to prevent the first vehicle system male connector 3A and the second vehicle system female connector 4B from being mated. By preventing the first vehicle system male connector 3A and the second vehicle system female connector 4B from being mated in this way, connection to different systems (circuits) is prevented.

[0052] Similarly, when the second vehicle system male connector 3B and the second vehicle system female connector 4B are mated, the second male-side mis-mating prevention portion 332B of the second vehicle system male connector 3B and the second female-side mis-mating prevention portion 83B of the second vehicle system female connector 4B engage to allow the second vehicle system male connector 3B and the second vehicle system female connector 4B to be mated, but if the first vehicle system female connector 4A is brought close to the second vehicle system male connector 3B, the second male-side mis-mating prevention portion 332B of the second vehicle system male connector 3B and the first female-side mis-mating prevention portion 83A of the first vehicle system female connector 4A come into contact to restrict the mating of the second vehicle system male connector 3B and the first vehicle system female connector 4A. By restricting the mating of the second vehicle system male connector 3B and the first vehicle system female connector 4A in this way, connection to different systems (circuits) is restricted.

[0053] In this way, the mating of the vehicle system male connector 3 and the vehicle system female connector 4 is completed.

[0054] 1 and 2, a pair of steering system male connectors 5A, 5B (5) are each provided on the base 2 and are arranged side by side in the left-right direction X. Furthermore, each steering system male connector 5 is fitted with a steering system female connector 6A, 6B (6) described below to communicate signals from a torque sensor, which is an internal sensor of the electric power steering device.

[0055] As shown in Figure 2, this steering system male connector 5 comprises a rectangular cylindrical steering system male housing 50 provided upright above the base 2 Z1, and a male terminal portion (not shown) that is held inside the steering system male housing 50 and is used to communicate signals from the torque sensor.

[0056] As shown in Figures 2 and 3, the steering system male housing 50 comprises a square cylindrical steering system male housing main body 51 (second housing), a pair of protrusions 52, 52 that protrude from the steering system male housing main body 51 in the left-right direction X and extend in the up-down direction Z, and a steering system locked projection 53 (locking portion) and a rattle suppressing projection 54 that protrude forward Y1 from the steering system male housing main body 51.

[0057] As shown in FIG. 4, the steering system male housing body 51 is configured in a rectangular cylindrical shape and has a front wall 51F and a rear wall 51R that face each other in the fore-and-aft direction Y, and a pair of left and right wall portions 51S, 51S that face each other in the left-right direction X.

[0058] 3, the steering system locking projection 53 and the rattle suppressing projection 54 are provided on the front wall 51F of the steering system male housing body 51. That is, the steering system locking projection 53 is provided at a position away from the vehicle system male connector 3 in the fore-and-aft direction Y.

[0059] 3, the steering system locking projection 53 and the rattle suppressing projection 54 are arranged side by side in the up-down direction Z in the center of the front wall 51F in the left-right direction X, and the steering system locking projection 53 is located Z1 above the rattle suppressing projection 54. A gap is provided between the steering system locking projection 53 and the rattle suppressing projection 54 in the up-down direction Z, large enough to allow a steering system locking projection 631 of a steering system lock arm 63 provided on the steering system female connector 6, which will be described later, to enter.

[0060] Also, as shown in Figure 9, the steering system locked protrusion 53 has a protrusion sliding surface 53A on the surface away from the anti-backlash protrusion 54 in the vertical direction Z, which allows the steering system locking protrusion 631 to slide, and a protrusion abutment surface 53B on the surface on the anti-backlash protrusion 54 side, which can abut against the steering system locking protrusion 631.

[0061] As shown in FIG. 1, the steering system female connectors 6A, 6B (6) include a steering system female housing 60 that can be fitted into the steering system male housing 50, and a female terminal portion (not shown) that is held inside the steering system female housing 60 and connected to the male terminal portion of the steering system male connector 5.

[0062] As shown in FIG. 1 , the steering system female housing 60 integrally comprises a terminal holding portion 61 that holds the female terminal portion, a hood portion 62 that is formed in a cylindrical shape surrounding the terminal holding portion 61 and that receives the steering system male housing 50 of the steering system male connector 5, and a steering system lock arm 63 that is provided on the hood portion 62 and can engage with the steering system locked protrusion 53 of the steering system male connector 5.

[0063] 9, the steering system lock arm 63 comprises a pair of steering system lock arm bodies 630, 630 (only one is shown in FIG. 9) that are continuous with the outer surface of the terminal holding portion 61 and extend in the fitting direction Z, a steering system lock protrusion 631 that connects the pair of steering system lock arm bodies 630, 630 and protrudes toward the steering system locked protrusion 53 to be engageable with the steering system locked protrusion 53 of the steering system male connector 5, and an operating portion 632 that is provided at the free end of the pair of steering system lock arm bodies 630, 630. The engagement between the steering system lock arm 63 and the steering system locked protrusion 53 of the steering system male connector 5 can be released by pressing down the operating portion 632 to deflect the steering system lock arm bodies 630, 630.

[0064] When the steering system male housing 50 and the steering system female housing 60 are mated, as shown in Figure 9, the steering system locking protrusion 631 of the steering system locking arm 63 engages with the steering system locked protrusion 53 of the steering system male housing 50. This maintains the mated state of the steering system male housing 50 and the steering system female housing 60.

[0065] 9, when the steering system locking projection 631 of the steering system lock arm 63 is engaged with the steering system locked projection 53, the steering system locking projection 631 is positioned between the steering system locked projection 53 and the rattle suppressing projection 54. This suppresses rattle of the steering system female housing 60.

[0066] Next, the procedure for mating the steering system male connector 5 and the steering system female connector 6 will be described with reference to FIG.

[0067] First, the steering system female housing 60 is brought close to the steering system male housing 50 and inserted. As the insertion progresses, the steering system locking protrusion 631 of the steering system lock arm 63 of the steering system female housing 60 abuts against the steering system locked protrusion 53 of the steering system male housing 50. As the insertion progresses further, the steering system locking protrusion 631 slides against the protrusion sliding surface 53A of the steering system locked protrusion 53, and the steering system lock arm main body 630 bends, causing the steering system locking protrusion 631 to ride up and clear the steering system locked protrusion 53, and the steering system lock arm main body 630 returns to its natural state. At this time, as shown in FIG. 9 , the steering system locking protrusion 631 is positioned between the steering system locked protrusion 53 and the backlash suppressing protrusion 54, and abuts against the protrusion abutment surface 53B of the steering system locked protrusion 53. In this manner, the steering system lock arm 63 engages with the steering system locked protrusion 53. At approximately the same time, the steering system male housing 50 and the steering system female housing 60 are mated with each other, thus completing the mating of the steering system male connector 5 and the steering system female connector 6.

[0068] Next, the procedure for assembling such a connector structure 1 will be described. First, the steering system male connector 5A (5B) and the steering system female connector 6A (6B) are mated at the steering manufacturer. After this, the steering system is transported from the steering manufacturer to the car manufacturer, where the vehicle system male connector 3A (3B) and the vehicle system female connector 4A (4B) are mated. In this way, the assembly of the connector structure 1 is completed.

[0069] According to the above-described embodiment, the device comprises a base 2, a pair of vehicle-related male connectors 3A, 3B (a pair of first connectors) standing upright from the base 2, and vehicle-related female connectors 4A, 4B (lever connectors) that can be mated with the pair of vehicle-related male connectors 3A, 3B, respectively. The vehicle-related male connectors 3A, 3B comprise a vehicle-related male housing 30 (first housing) standing upright in a cylindrical shape from the base 2, and a pair of bosses 34, 34 protruding from the outer surface of the vehicle-related male housing 30, and the pair of bosses 34, 34 are arranged back to back in an orthogonal direction (front to back direction Y) that is perpendicular to the direction in which the pair of vehicle-related male connectors 3A, 3B are arranged (left to right direction X).

[0070] Here, when a pair of bosses are provided in the direction in which the pair of vehicle-related male connectors 3A, 3B are aligned, as in the prior art, the pair of vehicle-related male connectors 3A, 3B must be spaced apart by a predetermined distance, including the distance required for die-cutting, but in this embodiment, the pair of bosses 34, 34 are provided back-to-back in a direction perpendicular to the direction in which the pair of vehicle-related male connectors 3A, 3B are aligned, thereby allowing the pair of vehicle-related male connectors 3A, 3B to be closer to each other, thereby enabling the connectors to be made smaller in the direction in which the pair of vehicle-related male connectors 3A, 3B are aligned (the left-right direction X).

[0071] Furthermore, a pair of vehicle system female connectors 4A, 4B (lever connectors) are provided, and the levers 10 provided on each of the pair of vehicle system female connectors 4A, 4B rotate in opposite directions R1, R2. That is, the levers 10 of the first vehicle system female connector 4A and the levers 10 of the second vehicle system female connector 4B rotate so as to fall in opposite directions R1, R2 in the left-right direction X. If the pair of levers 10 were rotated in the same direction, there would be a concern that the levers 10 of the pair of vehicle system female connectors 4A, 4B would be disengaged from the vehicle system female housing 40 when a load was applied to the male connector body 20. However, in this embodiment, the pair of levers 10 are rotated in opposite directions R1, R2, thereby reducing the risk of disengagement and ensuring redundancy.

[0072] A pair of vehicle-system female connectors 4A, 4B (lever connectors) are provided, and the vehicle-system female connectors 4A, 4B have a vehicle-system lock arm 415 (locking portion) that can lock the lever 10 when the vehicle-system male housing 30 (first housing) and the vehicle-system female housing 40 (lever housing) are mated, and the vehicle-system lock arm 415 is located between one of the vehicle-system female connectors 4A, 4B and spaced apart from the other. This allows for even greater miniaturization in the direction in which the pair of vehicle-system male connectors 3A, 3B are lined up (left-right direction X).

[0073] Furthermore, the first vehicle-system male connector 3A is provided with a male-side first mis-mating restriction portion 332A (one-side mating restriction portion) inside the vehicle-system male housing 30, and the second vehicle-system male connector 3B is provided with a male-side second mis-mating restriction portion 332B (other-side mating restriction portion) inside the vehicle-system male housing 30. By providing the male-side mis-mating restriction portion 332 inside the vehicle-system male housing 30, a structure for preventing mis-mating can be obtained without increasing the size.

[0074] The first vehicle system female connector 4A (one-side lever connector) and the second vehicle system female connector 4B (other-side lever connector) each include a vehicle system female housing 40 (lever housing) and a terminal holder 73 (front holder) provided so as to be engageable with and detachable from the vehicle system female housing 40. The first vehicle system female connector 4A has a female-side first mis-fitting restriction portion 332A (one-side mating restriction portion) corresponding to the male-side first mis-fitting restriction portion 332A. The second vehicle-system female connector 4B has a female-side first mis-mating restricting portion 83A (received mating restricting portion), and the female-side first mis-mating restricting portion 83A is provided on the first terminal holder 73A (first front holder), and the second vehicle-system female connector 4B has a female-side second mis-mating restricting portion 83B (received mating restricting portion) corresponding to the male-side second mis-mating restricting portion 332B (other-side mating restricting portion), and the female-side second mis-mating restricting portion 83B is provided on the second terminal holder 73B (second front holder). This allows for a configuration in which the terminal holders 73A, 73B can be interchanged with the vehicle-system female housing 40. As a result, for example, if the number of types of vehicle-system male housings 30 increases, a mis-mating prevention structure can be obtained by manufacturing only the terminal holders 73A, 73B without changing the shape of the vehicle-system female housing 40.

[0075] The steering system male connector 5 also includes a steering system male connector 5 (second connector) that stands upright from the base 2, and a steering system female connector 6 (mating connector) that can be mated with the steering system male connector 5. The steering system male connector 5 includes a steering system male housing main body 51 (second housing) that stands upright in a cylindrical shape from the base 2, and a steering system locking projection 53 (locking portion) that protrudes from the outer surface of the steering system male housing main body 51 and maintains the mated state with the steering system female connector 6, and the steering system locking projection 53 is located at a position on the steering system male housing main body 51 that is spaced apart from the vehicle system male connector 3 in the orthogonal direction (front-rear direction Y). This allows the mating operation of the steering system male connector 5 and the steering system female connector 6 to be performed with good workability while ensuring sufficient working space.

[0076] Furthermore, when assembling connector structure 1, first steering system male connector 5 and steering system female connector 6 are mated together at the steering manufacturer, and then vehicle system male connector 3 and vehicle system female connector 4 are mated together at the car manufacturer. Therefore, the mating operation of vehicle system male connector 3 and vehicle system female connector 4 can be performed without affecting the mating of steering system male connector 5 and steering system female connector 6, which are already mated.

[0077] The present invention is not limited to the above-described embodiment, but includes other configurations that can achieve the object of the present invention, and the following modified examples are also included in the present invention.

[0078] In the above embodiment, the lever 10 provided on the first vehicle system female connector 4A is configured to rotate in the rotation direction R1 (clockwise) from the initial position to the rotation completion position, but the present invention is not limited to this. The lever 10 provided on the first vehicle system female connector 4A may be configured to rotate counterclockwise from the initial position to the rotation completion position. Similarly, the lever 10 provided on the second vehicle system female connector 4B is configured to rotate in the rotation direction R2 (counterclockwise) from the initial position to the rotation completion position, but the present invention is not limited to this. The lever 10 provided on the second vehicle system female connector 4B may be configured to rotate clockwise from the initial position to the rotation completion position.

[0079] Although the best configurations and methods for carrying out the present invention have been disclosed above, the present invention is not limited thereto. That is, although the present invention has been particularly illustrated and described primarily with reference to specific embodiments, those skilled in the art can make various modifications to the above-described embodiments in terms of shape, material, quantity, and other detailed configurations without departing from the scope of the technical idea and purpose of the present invention. Therefore, the above-disclosed descriptions limiting the shapes, materials, etc. are provided as examples to facilitate understanding of the present invention and are not intended to limit the present invention. Therefore, descriptions using names of components that are free from some or all of the limitations on the shapes, materials, etc. are included in the present invention.

[0080] REFERENCE SIGNS LIST 1 Connector structure 2 Base 3A, 3B (3) Pair of first connectors 3A First vehicle system male connector (one side first connector, first connector) 3B Second vehicle system male connector (other side first connector, first connector) 30 Vehicle system male housing (first housing) 332A Male side first mis-mating prevention portion (one side mating prevention portion) 332B Male side second mis-mating prevention portion (other side mating prevention portion) 34, 34 Pair of bosses 4A First vehicle system female connector (one side lever connector, lever connector) 4B Second vehicle system female connector (other side lever connector, lever connector) 40 Vehicle system female housing (lever housing) 415 Vehicle system lock arm (locking portion) 5A First steering system male connector (second connector) 5B Second steering system male connector (second connector) 51 Steering system male housing main body (second housing) 53 Steering system locking protrusion (locking portion) 6A First steering system female connector (mating connector) 6B Second steering system female connector (mating connector) 73A First terminal holder (first front holder) 73B Second terminal holder (second front holder) 83A First female side mis-mating prevention portion (one-side mating prevention portion) 83B Second female side mis-mating prevention portion (other-side mating prevention portion) 10 Lever 110 Boss groove X Left-right direction (direction in which the pair of first connectors are lined up) Y Front-rear direction (orthogonal direction) R1, R2 Rotation direction of lever

Claims

1. A connector structure comprising: a base; a pair of first connectors standing from the base; and a lever connector capable of mating with each of the pair of first connectors, wherein the first connector comprises a first housing standing cylindrically from the base, and a pair of bosses protruding from the outer surface of the first housing, wherein the lever connector comprises a lever housing capable of mating with the first housing, and a lever having boss grooves into which each of the pair of bosses enters, and which is pivotally supported by the lever housing to bring the first housing and the lever housing closer to each other, wherein the pair of bosses are arranged back to back in a direction perpendicular to the direction in which the pair of first connectors are arranged.

2. The connector structure according to claim 1, characterized in that a pair of said lever connectors are provided, and the levers provided in each of said pair of lever connectors rotate in opposite directions to each other.

3. A connector structure as described in claim 1 or 2, characterized in that a pair of lever connectors are provided, the lever housing has a locking portion capable of locking the lever when the first housing and the lever housing are mated, and the locking portion is located at a position separated from one of the pair of lever connectors, sandwiching the other.

4. The connector structure described in claim 1 or 2, characterized in that a pair of lever connectors are provided, one of the pair of first connectors is arranged so as to be able to fit into one of the pair of lever connectors, and the other of the pair of first connectors is arranged so as to be able to fit into the other of the pair of lever connectors, the one-side first connector has the first housing and a one-side fitting regulating portion that allows fitting with the one-side lever connector and regulates fitting with the other-side lever connector, the one-side fitting regulating portion is located inside the first housing, and the other-side first connector has the first housing and a other-side fitting regulating portion that allows fitting with the other-side lever connector and regulates fitting with the one-side lever connector, the other-side fitting regulating portion is located inside the first housing.

5. The connector structure described in claim 4, characterized in that the one-side lever connector has the lever housing, a first front holder provided to be able to be engaged and disengaged from the lever housing, and a one-side fitting regulating portion engageable with the one-side fitting regulating portion, the one-side fitting regulating portion being provided on the first front holder, and the other-side lever connector has the lever housing, a second front holder provided to be able to be engaged and disengaged from the lever housing, and a other-side fitting regulating portion engageable with the other-side fitting regulating portion, the other-side fitting regulating portion being provided on the second front holder.

6. A connector structure as described in claim 1 or 2, characterized in that it comprises a second connector standing upright from the base and a mating connector that can be mated with the second connector, the second connector comprises a second housing that stands upright in a cylindrical shape from the base and a locking portion that protrudes from the outer surface of the second housing and can engage with the mating connector, the locking portion being located at a position away from the first connector on the second housing in the perpendicular direction.

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