Description:TECHNICAL FIELD
[001] The present disclosure relates to the field of automotive technology. In particular, the present disclosure relates to a connector pair for vehicular components.

BACKGROUND
[002] Currently, many electric vehicles use a direct cable connection to link vehicular components such as a battery and a motor. However, this setup significantly affects the lifetime of an electric vehicle. It is susceptible to damage caused by regular wear and tear, as well as unforeseen issues such as rodent bites, making repairs challenging due to a limited availability of rework options. This becomes a big problem, because the motor plays a crucial role, acting like an engine during the electric vehicle’s registration with the Regional Transport Office (RTO). If the motor replacement becomes necessary, one faces the challenge of undergoing a protracted and an inconvenient process, redoing an entire RTO procedure, and resulting in several days of downtime.
[003] Additionally, if there may be any physical damage or problems caused by rodent bites, the electric vehicle warranty may not cover it. This adds to the difficulties for vehicle owners because they have to deal with the financial impact of fixing these issues on their own. All these factors together become a source of frustration for customers, making the overall maintenance costs of electric vehicles much higher.
[004] Therefore, there is a need to address the above-mentioned drawbacks, along with any other shortcomings, or at the very least, to provide a viable alternative connection link between vehicular components. In particular, there is well-established need for a stronger and a more flexible connection solution to tackle these various challenges in the electric vehicle industry.

OBJECTS OF THE PRESENT DISCLOSURE
[005] A general objective of the present disclosure is to provide an efficient and a reliable connection between vehicular components that overcomes the limitations of existing connection links.
[006] An object of the present disclosure is to provide a connector pair that facilitates transmission of power and control signals between vehicular components.
[007] Another object of the present disclosure is to provide a connector pair that includes an internal connector and an external connector, where the internal connector is integrated within a vehicular component, and the external connector is externally connected with the internal connector.
[008] Yet another object of the present disclosure is to provide a connector pair featuring slots and receptacles configured with a multi-point contacting area structured as a concave sleeve to provide low contact resistance during interactions with pins and prongs.

SUMMARY
[009] Aspects of the present disclosure relates to the field of automotive technology. In particular, the present disclosure relates to a connector pair for vehicular components.
[010] An aspect of the present disclosure pertains to a connector pair for vehicular components. The plurality of connector pairs facilitating transmission of power and one or more control signals between two or more vehicular components, where an internal connector corresponding to each connector pair is integrated within each vehicular component, and where an external connector corresponding to each connector pair is externally connected with the internal connector of said each connector pair.
[011] In an embodiment, the internal connector corresponding to said each connector pair and the external connector corresponding to said each connector pair may connect with each other via any one of: pins and slots for facilitating the transmission of the one or more control signals between the two or more vehicular components
[012] In an embodiment, the internal connector corresponding to said each connector pair and the external connector corresponding to said each connector pair may connect with each other via any one of: prongs and receptacles for facilitating the transmission of the power between the two or more vehicular components.
[013] In an embodiment, an internal connector may connect to an external connector via pins and slots for receiving a first control signal of the one or more control signals, and where the internal connector may connect to the external connector via prongs and receptacles for receiving the power from a battery of the two or more vehicular components.
[014] In an embodiment, an internal connector may connect to an external connector via pins and slots for receiving a second control signal of the one or more control signals, and where the internal connector may connect to the external connector via prongs and receptacles for receiving the power from a motor controller of the two or more vehicular components.
[015] In an embodiment, a charging connector may connect to an external connector of a first connector pair for facilitating transmission of the power and the one or more control signals to a battery of the two or more vehicular components.
[016] In an embodiment, slots and receptacles in the in the plurality of connector pairs are configured with a multi-point contacting area structured as a concave sleeve for the purpose of providing low contact resistance during an interaction with pins and prongs respectively.
[017] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.

BRIEF DESCRIPTION OF THE DRAWINGS
[018] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[019] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[020] FIG. 2 illustrates a schematic view of connector pairs for vehicular components, in accordance with embodiments of the present disclosure.
[021] FIGs. 3A and 3B illustrate an isometric view of an internal connector and an external connector, respectively, in accordance with embodiments of the present disclosure.
[022] FIGs. 4A and 4B illustrate a schematic view of a structure of slots and receptacles, respectively, in accordance with embodiments of the present disclosure.

DETAILED DESCRIPTION
[023] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[024] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[025] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[026] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more” or “one or more elements is required.”
[027] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[028] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[029] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[030] The terms “comprise”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[031] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[032] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.
[033] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[034] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[035] In construction, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger (14), a Motor Controller Unit (MCU), an electric motor (16) and an electric transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmitted directly to the battery via the BMS.
[036] The battery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV (10) without the requirement of a host computer.
[037] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV. Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[038] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a, 22b) of the EV. Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitates higher torque and vehicle speed.
[039] In one embodiment, all data pertaining to the EV (10) and/or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider/driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.
[040] Embodiments explained herein relate to automotive technology. In particular, the present disclosure relates to a connector pair for vehicular components. Various embodiments with respect to the present disclosure will be explained in detail with reference to FIGs. 2-4B.
[041] FIG. 2 illustrates a schematic view (200) of connector pairs (202A-D) for vehicular components, in accordance with embodiments of the present disclosure.
[042] Referring to FIG. 2, vehicular components such as, but not limited to, a battery (200A), a motor controller (200B), a motor (200C), a charging connector (200D), and the like, are connected via connector pairs (202A-D). The connector pairs (202A-D) may facilitate to transfer power and control signals between the vehicular components. Each connector pair (202A-D) may include an internal connector (204A-D) and an external connector (206A-D), where the internal connector (204A-D) may be integrated within the vehicular components and the external connector (206A-D) may be externally connected with the internal connector (204A-D). The internal connector (204A-D) and the external connector (206A-D) may be connected with each other via pins and slots to facilitate transmission of the control signals between the vehicular components. Similarly, the internal connector (204A-D) and the external connector (206A-D) may be connected with each other via prongs and receptacles to facilitate transmission of the power between the vehicular components. It may be appreciated that although four connector pairs, internal connectors, and external connectors are depicted in FIG. 2, there may be any number of connector pairs (N), internal connectors (N), and external connectors (N) for any number of vehicular components (N) within the scope of the present disclosure.
[043] In some embodiments, if the internal connector (204A-D) includes the pins and the external connector (206A-D) includes the slots, or if the internal connector (204A-D) includes the slots and the external connector (206A-D) includes the pins, the internal connector (204A-D) and the external connector (206A-D) may be connected with each other via the pins and the slots for facilitating the transmission of the control signals between the vehicular components. Similarly, if the internal connector (204A-D) includes the prongs and the external connector (206A-D) includes the receptacles or if the internal connector (204A-D) includes the receptacles and the external connector (206A-D) includes the prongs, the internal connector (204A-D) and the external connector (206A-D) may be connected with each other via the prongs and the receptacles for facilitating the transmission of the power between the vehicular components.
[044] In exemplary embodiments, the battery (200A) may include a first connector pair (202A), where the first connector pair (202A) may include an internal connector (204A) and an external connector (206A). The internal connector (204A) may be integrated within the battery (200A) and the external connector (206A) may be externally connected to the internal connector (204A) via first pins, first slots, first prongs, and first receptacles (not shown in FIG. 2). The motor controller (200B) may include a second connector pair (202B), where the second connector pair (202B) may include an internal connector (204B) and an external connector (206B). The internal connector (204B) may be integrated within the motor controller (200B) and the external connector (206B) may be externally connected to the internal connector (204B) via second pins, second slots, second prongs, and second receptacles (not shown in FIG. 2). The first connector pair (202A) may receive a first control signal from the battery (200A) using the first pins and the first slots, where the first control signal may be transferred to the second connector pair (202B) of the motor controller (200B) via first signal cables (not shown in figures). The second connector pair (202B) may receive the first control signal from the battery (200A) via the second pins and the second slots. Similarly, the first connector pair (202A) may receive the power from the battery (200A) using the first prongs and the first receptacles, where the power may be transferred to the second connector pair (202B) of the motor controller (200B) via first power cables (208A) i.e., B+, B-. The “B+” designation stands for positive voltage or positive terminal. It indicates the point in the circuit where the positive voltage is supplied or connected. In automotive systems, B+ often refers to the positive terminal of the vehicle’s battery or the positive power supply. Similarly, the “B-” designation stands for negative voltage or the ground (Earth) terminal. It indicates the point in the circuit that is at the reference voltage level, often considered as zero Volt. In automotive systems, B- may refer to the negative terminal of the vehicle’s battery or the ground connection. In an embodiment, the second connector pair (202B) may receive the power from the battery (200A) via the second prongs and the second receptacles. The first control signal and the power may be transferred from the battery (200A) to the motor controller (200B) during acceleration of the vehicle.
[045] In an embodiment, when the internal connector (204A) of the first connector pair (202A) includes the first pins and the external connector (206A) includes the first slots, the internal connector (204A) and the external connector (206A) may be connected via the first pins and the first slots for facilitating the transmission of the first control signal. Similarly, when the internal connector (204A) includes the first prongs and the external connector (206A) includes the first receptacles, the internal connector (204A) and the external connector (206A) may be connected via the first prongs and the first receptacles for facilitating the transmission of the power. Likewise, all the connector pairs (202A-D) may be configured using a technique mentioned in the above example.
[046] In an embodiment, the motor controller (200B) may include a third connector pair (202C), where the third connector pair (202C) may include an internal connector (204C) and an external connector (206C). The internal connector (204C) may be integrated within the motor controller (200B) and the external connector (206C) may be externally connected to the internal connector (204C) via third pins, third slots, third prongs, and third receptacles (not shown in FIG. 2). The motor (200C) may include a fourth connector pair (202D), where the fourth connector pair (202D) may include an internal connector (204D) and an external connector (206D). The internal connector (204D) may be integrated within the motor (200C) and the external connector (206D) may be externally connected to the internal connector (204D) via fourth pins, fourth slots, fourth prongs, and fourth receptacles (not shown in FIG. 2). The third connector pair (202C) may send a second control signal from the motor controller (200B) using the third pins and the third slots, where the second control signal may be transferred to the fourth connector pair (202D) of the motor (200C) via second signal cables (210A). The fourth connector pair (202D) may receive the second control signal from the motor controller (200B) via the fourth pins and the fourth slots. Similarly, the third connector pair (202C) may receive the power from the motor controller (200B) using the third prongs and the third receptacles, where the power may be transferred to the fourth connector pair (202D) of the motor (200C) via second power cables (208B) i.e., U, V, and W, where U, V, and W may represent different phases of the Alternate Current (AC) waveform to ensure correct and synchronized delivery of power to the motor (200C). The fourth connector pair (202D) may receive the power from the motor controller (200B) via the fourth prongs and the fourth receptacles. The second control signal and the power may be transferred from the motor controller (200B) to the motor (200C) during the acceleration of the vehicle.
[047] In an embodiment, the charging connector (200D) may connect to the external connector (206A) of the first connector pair (202A) for facilitating the transmission of the power and the control signals to the battery (200A) via power cables (208C) i.e., B+, C-, where B+ may represent the positive or supply voltage conductor. It is connected to the positive terminal of the power source and C- may represent the negative or ground conductor. It is connected to the negative terminal of the power source and serves as the return path for the current.
[048] Referring to FIG. 2, a signal harness (200E) may refer to a set of wires and cables organized together to carry and manage electronic signals between different components of the vehicle. These signals may include information related to sensors, controls, or communication between various parts of the electric vehicle’s electrical system. The signal harness (200E) may ensure that accurate information is transmitted accurately and efficiently, contributing to the proper functioning of the vehicle’s electronic components.
[049] FIGs. 3A and 3B illustrate isometric view (300A, 300B) of an internal connector and an external connector, respectively, in accordance with embodiments of the present disclosure.
[050] In exemplary embodiments, referring to FIG. 3A, an internal connector may include slots (302A) and prongs (302B). Referring to FIG. 3B, an external connector may include pins (304A) and receptacles (304B). The slots (302A) of the internal connector may be connected to the pins (304A) of the external connector to facilitate the transmission of control signals. Similarly, the prongs (302B) of the internal connector may be connected to the receptacles (304B) of the external connector to facilitate the transmission of power.
[051] In some exemplary embodiments, referring to FIGs. 3A and 3B, the external connector may include the slots (302A) and the prongs (302B) and the internal connector may include the pins (304A) and the receptacles (304B). The slots (302A) of the external connector may be connected to the pins (304A) of the internal connector to facilitate the transmission of the control signals. Similarly, the prongs (302B) of the external connector may be connected to the receptacles (304B) of the internal connector to facilitate the transmission of power.
[052] FIGs. 4A and 4B illustrate schematic view (400A, 400B) of a structure of slots (302A) and receptacles (304B), respectively, in accordance with embodiments of the present disclosure.
[053] Referring to FIG. 4A, slots (302A) and receptacles (304B) may be structured as a concave sleeve (402). Referring to FIG. 4B, the slots (302A) and the receptacles (304B) may be configured with a multi-point contacting area (404). This configuration aims to ensure low contact resistance during interactions with pins (304A) and prongs (302B), respectively. This dual structural approach enhances versatility and adaptability, allowing the connector pair to accommodate different connection scenarios while maintaining optimal electrical performance.
[054] Embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program products can be implemented partially or fully in hardware using, for example, standard logic circuits or a Very Large-Scale Integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[055] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the disclosure to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[056] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[057] The present disclosure provides a connector pair to facilitate straightforward installation, simplifying connection and disconnection of components during assembly or maintenance.
[058] The present disclosure provides a connector pair that allows for a modular design, facilitating easier replacement or upgradation of specific components without affecting the entire system.
[059] The present disclosure provides a connector pair that enhances serviceability of electric vehicles by allowing easier access to components, thereby reducing downtime during repairs or maintenance.
[060] The present disclosure provides a connector pair designed to be water and dust resistant, preventing environmental factors from affecting the integrity of the electrical connections.
[061] The present disclosure reduces wiring complexity between vehicular components.

REFERRAL NUMERALS
Components Referral Numerals
Battery 200A
Motor controller 200B
Motor 200C
Charging connector 200D
Signal harness 200E
First connector pair 202A
Internal connector of the first connector pair 204A
External connector of the first connector pair 206A
Second connector pair 202B
Internal connector of the second connector pair 204B
External connector of the second connector pair 206B
Third connector pair 202C
Internal connector of the third connector pair 204C
External connector of the third connector pair 206C
Fourth connector pair 202D
Internal connector of the fourth connector pair 204D
External connector of the fourth connector pair 206D
First power cables 208A
Second power cables 208B
Power cables 208C
Second signal cables 210A
Slots 302A
Prongs 302B
Pins 304A
Receptacles 304B
Concave sleeve structure 402
Multi-point contacting area 404
, Claims:1. A connector pair for vehicular components, comprising:
a plurality of connector pairs (202A-D) facilitating transmission of power and one or more control signals between two or more vehicular components, wherein an internal connector (204A-D) corresponding to each connector pair (202A-D) is integrated within each vehicular component, and wherein an external connector (206A-D) corresponding to each connector pair (202A-D) is externally connected with the internal connector (204A-D) of said each connector pair (202A-D).

2. The connector pair as claimed in claim 1, wherein the internal connector (204A-D) corresponding to said each connector pair (202A-D) and the external connector (206A-D) corresponding to said each connector pair (202A-D) are connected with each other via any one of: pins (304A) and slots (302A) for facilitating the transmission of the one or more control signals between the two or more vehicular components.

3. The connector pair as claimed in claim 1, wherein the internal connector (204A-D) corresponding to said each connector pair (202A-D) and the external connector (206A-D) corresponding to said each connector pair (202A-D) are connected with each other via any one of: prongs (302B) and receptacles (304B) for facilitating the transmission of the power between the two or more vehicular components.

4. The connector pair as claimed in claim 1, wherein an internal connector (204A) of a first connector pair (202A) is integrated within a battery (200A) of the two or more vehicular components, and wherein an internal connector (204B) of a second connector pair (202B) is integrated within a motor controller (200B) of the two or more vehicular components.

5. The connector pair as claimed in claim 1, wherein an external connector (206A) of a first connector pair (202A) is connected to an internal connector (204A) via pins and slots for receiving a first control signal of the one or more control signals from a battery (200A) of the two or more vehicular components, and wherein the external connector (206A) is connected to the internal connector (204A) via prongs and receptacles for receiving the power from the battery (200A).

6. The connector pair as claimed in claim 1, wherein an external connector (206A) is connected to an external connector (206B) of a second connector pair (202B) using one or more first signal cables for facilitating the transmission of a first control signal of the one or more control signals from a battery (200A) of the two or more vehicular components to a motor controller (200B) of the two or more vehicular components during acceleration of a vehicle.

7. The connector pair as claimed in claim 1, wherein an external connector (206A) is connected to an external connector (206B) using one or more first power cables for facilitating the transmission of the power from a battery (200A) of the two or more vehicular components to a motor controller (200B) of the two or more vehicular components during acceleration of a vehicle.

8. The connector pair as claimed in claim 1, wherein an internal connector (204B) is connected to an external connector (206B) via pins and slots for receiving a first control signal of the one or more control signals, and wherein the internal connector (204B) is connected to the external connector (206B) via prongs and receptacles for receiving the power from a battery (200A) of the two or more vehicular components.

9. The connector pair as claimed in claim 1, wherein an internal connector (204C) of a third connector pair (202C) is integrated within a motor controller (200B) of two or more vehicular components, and wherein an internal connector (204D) of a fourth connector pair (202D) is integrated within a motor (200C) of the two or more vehicular components.

10. The connector pair as claimed in claim 1, wherein an external connector (206C) of a third connector pair (202C) is connected to an internal connector (204C) via pins and slots for receiving a second control signal of the one or more control signals from a motor controller (200B) of the two or more vehicular components, and wherein the external connector (206C) is connected to the internal connector (204C) via prongs and receptacles for receiving the power from the motor controller (200B).

11. The connector pair as claimed in claim 1, wherein an external connector (206C) is connected to an external connector (206D) of a fourth connector pair (202D) using one or more second signal cables for facilitating transmission of a second control signal of the one or more control signals from a motor controller (200B) to a motor (200C) of the two or more vehicular components.

12. The connector pair as claimed in claim 1, wherein an external connector (206C) is connected to an external connector (206D) using one or more second power cables for facilitating transmission of the power from a motor controller (200B) of the two or more vehicular components to a motor (200C) of the two or more vehicular components.

13. The connector pair as claimed in claim 1, wherein an internal connector (204D) is connected to an external connector (206D) via pins and slots for receiving a second control signal of the one or more control signals, and wherein the internal connector (204D) is connected to the external connector (206D) via prongs and receptacles for receiving the power from a motor controller (200B) of the two or more vehicular components.

14. The connector pair as claimed in claim 1, wherein a charging connector (200D) is connected to an external connector (206A) of a first connector pair (202A) for facilitating transmission of the power and the one or more control signals to a battery (200A) of the two or more vehicular components.

15. The connector pair as claimed in claim 1, wherein slots (302A) and receptacles (304B) in the plurality of connector pairs (202A-D) are configured with a multi-point contacting area (404) structured as a concave sleeve (402) for the purpose of providing low contact resistance during an interaction with pins (304A) and prongs (302B) respectively.