A deviation rectifying mechanism for full-automatic assembly of automobile connectors

Abstract

The present application relates to a kind of deviation rectifying mechanism for the full-automatic assembly of automobile connector, belong to the full-automatic assembly technical field of automobile connector, it is proposed to include driving shaft, several driven transmission force components and correction unit deviation rectifying mechanism, driving shaft is coaxially arranged segmented gear unit, driven transmission force component includes driven gear and cam portion connected rigidly with segmented gear unit meshing, correction unit is converted into adjustment action by connecting device deviation rectifying movement, segmented gear unit drives driven gear in turn, so that cam portion rotates around axis one round, realize full round continuous deviation rectifying, by the staggered design of segmented gear unit, each driven component is time action, realize the time sequence control of deviation rectifying action, in addition, the cooperation of cam portion and connecting device converts rotation movement into accurate displacement, compared with single linear drive mode, it can adapt to multi-direction deviation rectifying demand.

Description

Technical Field

[0001] This invention belongs to the field of fully automated assembly technology for automotive connectors, and specifically relates to a correction mechanism for fully automated assembly of automotive connectors. Background Technology

[0002] In automotive electronic systems, connectors are key components for achieving reliable conductive connections. They typically consist of a group of insulated electrical connection elements, such as multiple pins or terminals, which need to be precisely aligned with corresponding current collectors to form efficient circuit paths. As the automotive industry moves towards automation and intelligence, fully automated assembly technology is being applied to connector production to improve efficiency and consistency. However, during fully automated assembly, factors such as component manufacturing tolerances, mechanical vibration, or positioning errors can easily cause positional deviations in connectors, leading to inaccurate alignment between electrical connection elements and current collectors. These deviations not only affect the reliability of conductive connections but can also cause problems such as poor contact, short circuits, or signal interruptions, thereby reducing the performance and lifespan of the entire automotive electronic system. Therefore, achieving precise alignment control in high-speed automated production has become a pressing technical challenge in this field.

[0003] Furthermore, existing alignment mechanisms often employ a single drive source or simple synchronous control to address the aforementioned challenges. However, these methods are ill-suited to the complex structural requirements of a group of mutually insulated electrical connection elements in automotive connectors. For instance, during the docking process between the connector and the current collector, multiple electrical connection elements require sequential or simultaneous positional correction to ensure full circumferential coverage. However, existing mechanisms often suffer from blind spots or overlapping actions due to insufficient continuity and timing coordination of drive actions, affecting assembly accuracy. Specifically, when multiple alignment actions are controlled by the same drive shaft, inaccurate timing design can easily lead to poor contact between some electrical connection elements and the current collector, or even mechanical interference. In addition, existing mechanisms often exacerbate the instability of conductive connections due to discontinuous drive or torque fluctuations when covering the entire circumferential alignment. This limitation is particularly pronounced on high-speed fully automated assembly lines, restricting connector assembly efficiency and quality improvement, highlighting the need for a more efficient and continuous alignment mechanism. Therefore, an alignment mechanism for fully automated assembly of automotive connectors is proposed. Summary of the Invention

[0004] To address the aforementioned problems in the prior art, this invention provides a correction mechanism for fully automated assembly of automotive connectors. It solves the problem of how to achieve full-circumferential, blind-spot-free, and synchronous continuous correction action through a single drive source, thereby overcoming the problems of correction blind spots, overlapping actions, and torque fluctuations caused by discontinuous drive action and poor timing coordination in existing mechanisms.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] A correction mechanism for fully automated assembly of automotive connectors includes a drive shaft, several driven power transmission components, and correction units respectively mounted on the driven power transmission components. The correction units are connected to a connecting device for converting the correction motion transmitted by the driven power transmission components into motion adjustment. Several segmented gear units are coaxially mounted on the drive shaft. The driven power transmission components are respectively mounted on one side of a corresponding segmented gear unit and mesh with the segmented gear units. Each driven power transmission component includes a driven gear meshing with a segmented gear unit and a cam portion rigidly connected to the driven gear. The drive shaft drives the segmented gear units to move sequentially, and each segmented gear unit sequentially meshes with a corresponding driven gear. During the process of meshing and disengaging with the teeth of the corresponding segmented gear unit, the driven gear drives the corresponding cam portion to rotate one revolution around its axis, enabling the connecting device to achieve full-circumference, synchronous, and continuous correction action.

[0007] As a further embodiment of the present invention, the number of both the driven power transmission component and the segmented gear unit is three.

[0008] As a further aspect of the present invention, the tooth segments of several segmented gear units are sequentially staggered in the circumferential direction and do not overlap with each other, and the several tooth segments cover the entire circumference of the drive shaft.

[0009] As a further aspect of the present invention, the ratio of the number of teeth of the segmented gear unit to the number of teeth of the driven gear is 3:1, to ensure that the cam part rotates once around its axis in each meshing cycle.

[0010] As a further aspect of the present invention, the tooth density of the three segmented gear units changes from sparse to dense along the axial direction of the drive shaft. The dense tooth segments are used to provide strong driving force, while the sparse tooth segments are used to achieve torque transition.

[0011] As a further aspect of the present invention, the difference between the non-circular profile and the circular profile of the output cam portion is matched with the deviation value of the automotive connector.

[0012] As a further embodiment of the present invention, the three segmented gear units are arranged along the axial direction of the drive shaft, the gap between adjacent segmented gear units is D, and the total length of the drive shaft is L, wherein the ratio of D / L is 0.1 to 0.3.

[0013] As a further aspect of the present invention, the axial distance between the segmented gear unit and the corresponding cam portion is S, and the total length of the drive shaft is L, wherein the ratio of S / L is 0.05 to 0.15.

[0014] As a further embodiment of the present invention, the correction unit is connected to the connecting device via an elastic element to absorb minor vibrations and tolerance deviations during the assembly process.

[0015] As a further aspect of the present invention, the radius of the output cam of the cam section is 1 to 1.5 times the radius of the driven gear.

[0016] The beneficial effects of this invention are as follows:

[0017] This invention provides a correction mechanism for fully automated assembly of automotive connectors, along with its drive shaft, driven power transmission component, and correction unit. Through the meshing sequence design of the segmented gear unit and the driven power transmission component, the cam section is driven to achieve full-circumference, synchronous, and continuous correction action. This solves the problems of correction blind spots, discontinuous action, and poor synchronicity in the prior art. It has the advantages of improving the continuity and synchronicity of correction action, preventing deviation accumulation, and improving the assembly accuracy and efficiency of automotive connectors. Attached Figure Description

[0018] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 This is a schematic diagram of the segmented gear unit structure of the present invention;

[0021] Figure 3 This is a perspective view of the driven power transmission component of the present invention;

[0022] Figure 4 This is a front view of the driven power transmission assembly of the present invention;

[0023] Figure 5 This is a side view of the driven power transmission assembly of the present invention.

[0024] Explanation of key component symbols:

[0025] In the diagram: 1. Support block; 2. Drive shaft; 3. Support shaft; 4. Driven transmission power assembly; 41. Driven gear; 42. Output cam; 43. Connecting block; 5. Segmented gear unit. Detailed Implementation

[0026] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided.

[0027] Please see Figure 1 - Figure 5As shown, this embodiment provides a correction mechanism for fully automated assembly of automotive connectors, including a drive shaft 2, a plurality of driven power transmission components 4, and correction units respectively disposed on the plurality of driven power transmission components 4. The plurality of correction units are connected to a connecting device for converting the correction motion transmitted by the driven power transmission components 4 into motion adjustment. A plurality of segmented gear units 5 are coaxially disposed on the drive shaft 2, and the plurality of driven power transmission components 4 are respectively disposed on one side of the corresponding segmented gear unit 5, and the plurality of driven power transmission components 4 mesh with the plurality of segmented gear units 5 respectively. The driven power transmission component 4 includes a driven gear 41 meshing with the segmented gear unit 5 and an output cam portion 42 rigidly connected to the driven gear 41. The drive shaft 2 drives the plurality of segmented gear units 5 to move sequentially, and the plurality of segmented gear units 5 mesh sequentially with the corresponding driven gear 41. During the process of meshing and disengaging with the corresponding segmented gear unit 5, the driven gear 41 drives the corresponding output cam 42 to rotate around its axis for one revolution, enabling the connecting device to achieve full-circumference, synchronous and continuous correction action. Specifically, when the drive shaft 2 rotates, it drives the segmented gear unit 5 to mesh with the corresponding driven gear 41 in sequence. During the meshing process of each driven gear 41 with the segmented gear unit 5, it drives the output cam 42 to rotate one revolution. The rotational motion is converted into the displacement or angle adjustment of the correction unit through the connecting device. Since the teeth of the segmented gear unit 5 are circumferentially misaligned, each driven gear 41 is driven at different time periods, so that multiple correction units complete the correction action at different stages. The rotation period of the output cam 42 matches the meshing period of the segmented gear unit 5, ensuring that the correction action continuously covers the entire circumference range and avoiding blind spots or action interference.

[0028] One point that needs to be added is that the correction mechanism also includes support block 1, such as... Figure 1As shown, the driven gear 41 of the driven power transmission assembly 4 and the shaft of the output cam 42 are both rotatably mounted on the support shaft 3. Both ends of the support shaft 3 and the drive shaft 2 are connected to the support block 1. The drive shaft 2 is externally connected to a drive motor and is rotatably connected to the support block 1. The support shaft 3 is fixed to the support block 1. Furthermore, the correction mechanism includes multiple correction units coaxially arranged on the output cam 42. These correction units are connected to the connecting device and are used to convert the transmitted correction motion into precise displacement or angle adjustment of the connecting device through the rotation of the output cam. This ensures that the structural combination of a set of mutually insulated electrical connection elements can achieve precise electrical connection according to a predetermined path and posture. Each correction unit is connected to the connecting device through an elastic element or mechanical coupling structure, which can absorb assembly errors. The process minimizes minor vibrations and tolerance deviations, improving the overall stability and reliability of the assembly. As the drive shaft 2 rotates, driving the three segmented gear units 5 to move sequentially, the output cam rotates sequentially and drives the correction unit to complete continuous, blind-spot-free correction motion. This achieves multi-point, multi-stage precise correction of the connection device across its entire circumference, effectively preventing deviation accumulation and assembly errors, and improving the quality and efficiency of fully automated automotive connector assembly. It should be noted that the correction unit and connection device are not shown in the attached drawings. This is partly to avoid affecting the view of other parts, and partly because the sizes of the connectors are not all the same during fully automated automotive connector assembly. The size and specific position of the correction unit and connection device are determined based on the actual situation and need to be determined for specific connectors.

[0029] In existing technologies, during the fully automated assembly of automotive connectors, the electrical connection elements and current collectors are often not accurately aligned due to component tolerances, mechanical vibrations, or positioning errors. Traditional alignment mechanisms use a single drive source or a simple synchronous control method, which suffers from insufficient continuity of drive actions and poor timing coordination, resulting in blind spots or overlapping actions in the alignment process, affecting the reliability of conductive connections and assembly efficiency.

[0030] To address the aforementioned issues, this application proposes a correction mechanism comprising a drive shaft 2, several driven transmission components 4, and a correction unit. A segmented gear unit 5 is coaxially mounted on the drive shaft 2. The driven transmission components 4 include driven gears 41 meshing with the segmented gear units 5 and an output cam 42 rigidly connected to them. The correction unit converts the correction motion into an adjustment action via a connecting device. The segmented gear units 5 sequentially drive the driven gears 41, causing the output cam 42 to rotate around its axis for one revolution, achieving continuous correction throughout the entire circumference. Compared to existing technologies, traditional mechanisms using continuous gear transmission result in multiple correction actions occurring simultaneously, which can easily lead to interference or torque fluctuations. This solution, through the staggered design of the segmented gear units 5, enables each driven component to operate in a time-sharing manner, achieving timing control of the correction actions. Furthermore, the cooperation between the output cam 42 and the connecting device converts rotational motion into precise displacement. Compared to a single linear drive method, this solution can adapt to multi-directional correction requirements.

[0031] Following the above embodiments, this embodiment limits the number of driven power transmission components 4 and segmented gear units 5 to three. The driven power transmission component 4 refers to a power transmission unit composed of a driven gear 41 and an output cam 42. The driven gear 41 and the output cam 42 are connected as a single unit via a connecting block 43. Specifically, this can be achieved using a structure where the gear and cam are rigidly coaxially connected. Rotational motion is transmitted to the cam unit through gear meshing. The segmented gear unit 5 refers to an incomplete gear structure distributed around the circumference of the drive shaft 2. Specifically, it can be achieved using circumferentially staggered tooth segments. The three tooth segments cover the entire circumference of the drive shaft 2 without overlapping areas, ensuring the continuity of power transmission. The drive shaft 2 drives the three segmented gear units 5 to rotate sequentially. Each segmented gear unit 5 meshes with the corresponding driven gear 41 within a specific angular range. When a tooth segment of the segmented gear unit 5 contacts the driven gear 41, the driven gear 41 drives the output cam 42 to rotate one revolution. The rotational motion of the three output cam units 42 is converted into continuous correction displacement through a connecting device. Because the tooth segments of the three segmented gear units 5 are circumferentially misaligned, the actions of the three driven power transmission components 4 are sequentially connected in time, forming a continuous correction motion covering the entire circumference of the drive shaft 2.

[0032] To eliminate blind spots in motion, in one embodiment, the tooth segments of several segmented gear units 5 are sequentially staggered circumferentially without overlapping, and these tooth segments cover the entire circumference of the drive shaft 2. The sequential circumferential staggering means that the tooth segments of each segmented gear unit 5 are arranged at fixed intervals along the circumference of the drive shaft 2. Specifically, this can be achieved by offsetting the starting tooth positions of each segmented gear unit 5 by equal angular intervals; for example, the starting teeth of three segmented gear units 5 are arranged at 120° intervals. This feature ensures that the tooth segments of each segmented gear unit 5 do not simultaneously contact the driven gear 41 during the rotation of the drive shaft 2, avoiding torque conflicts caused by overlapping motions. Covering the entire circumference of the drive shaft 2 means that the tooth segments of all segmented gear units 5 are continuously distributed along the circumference of the drive shaft 2. This can be achieved by calculating that the sum of the arc lengths of the tooth segments of each segmented gear unit 5 equals the circumference of the drive shaft 2. This feature ensures that at least one segmented gear unit 5 always maintains meshing with the corresponding driven gear 41 when the drive shaft 2 rotates, ensuring the continuity of the correction action. Specifically, when the drive shaft 2 rotates, the staggered tooth segments of each segmented gear unit 5 mesh with the corresponding driven gear 41 in sequence. Since the tooth segments do not overlap and completely cover each other in the circumferential direction, each driven gear 41 is only driven when its corresponding segmented gear unit 5 tooth segment passes by, and then disengages. During this process, the output cam 42 completes a full rotation with the driven gear 41, driving the connecting device to perform the correction action. When the drive shaft 2 rotates continuously, each segmented gear unit 5 triggers the corresponding correction action in sequence, forming a continuous and gapless circumferential coverage. Through the precise circumferential staggered layout and full circumferential coverage design, the action blind zone is eliminated, while avoiding torque interference caused by multiple tooth segments meshing simultaneously.

[0033] To avoid the output cam failing to complete a full rotation within a single meshing cycle due to a mismatch between the gear ratio and the correction cycle in the correction mechanism, which could easily lead to interruptions or phase deviations, in one embodiment, the ratio of the number of teeth in the segmented gear unit 5 to the number of teeth in the driven gear 41 is 3:1. This ensures that the output cam 42 rotates once around its axis in each meshing cycle. When the drive shaft 2 drives the segmented gear unit 5 to rotate, the 3:1 tooth ratio between the segmented gear unit 5 and the driven gear 41 ensures that the driven gear 41 rotates once for each meshing cycle. During this process, the output cam 42 rotates synchronously with the driven gear 41. Its asymmetrical profile converts the rotational motion into a correction action through a connecting device. Due to the strict correspondence between the tooth ratio and the rotation cycle, the output cam 42 completes a full rotation within each meshing cycle, thereby ensuring the continuity and synchronicity of the correction action.

[0034] To avoid the uniform tooth density design of the segmented gear units, which could cause the driving torque to fluctuate during the meshing cycle and easily lead to mechanical vibration and positioning errors, in one embodiment, the tooth density of the three segmented gear units 5 changes from sparse to dense along the axial direction of the drive shaft 2. The dense tooth segments are used to provide strong driving force, while the sparse tooth segments are used to achieve torque transition. Through the axial gradient tooth density distribution, the torque output can adapt to the needs of different correction stages, avoiding the impact load during initial meshing and ensuring the driving force stability of key correction actions. When the drive shaft 2 rotates, the three segmented gear units 5... The segmental gear unit 5 meshes sequentially with the corresponding driven gear 41 along the axial direction. In the initial meshing stage, the sparse tooth segment reduces contact stress through a larger tooth pitch design, allowing the output cam 42 to obtain a smooth starting torque. As the meshing depth increases, the dense tooth segment generates a stronger driving force through a compact tooth profile distribution, driving the correction unit to complete high-precision displacement adjustment. The axial tooth density gradient change makes the torque output of different sections match the requirements of the correction stage. For example, sparse tooth segments are used to achieve flexible positioning in the early stage of connector assembly, and dense tooth segments are switched to ensure rigid correction in the final docking stage.

[0035] To avoid using a fixed-profile cam, which would prevent the displacement output from dynamically adjusting to actual deviations and easily lead to overcorrection or undercorrection, in one embodiment, the difference between the non-circular and circular profiles of the output cam portion is matched with the deviation value of the automotive connector. The non-circular profile of the output cam portion refers to a cam with a non-circular geometric shape at its outer edge. This profile can generate periodic displacement changes during rotation, thereby driving the connecting device to perform a correction action. Matching the deviation values ​​means that the maximum offset of the non-circular profile relative to the ideal circular profile is equal to the maximum allowable positional deviation of the automotive connector during assembly. This can be achieved by adjusting the radius change or phase angle offset of the cam profile, so that the amplitude of the correction action matches the actual deviation of the connector. To achieve a precise correspondence, when the drive shaft 2 drives the segmented gear unit 5 to rotate, the driven gear 41 drives the output cam part to rotate around the axis through meshing with the segmented gear unit 5. Since there is a preset difference between the non-circular contour and the circular contour of the output cam part, during the rotation, this difference is converted into the displacement adjustment amount of the connecting device. By setting the difference to be equal to the deviation value of the automotive connector, the displacement change of the connecting device generated by the output cam part every time it rotates is exactly offset by the assembly deviation of the connector. For example, when the connector has a radial offset of 0.5 mm, the non-circular contour of the output cam part can be designed to have a radius increment of 0.5 mm in the corresponding direction, so that the connecting device moves in the opposite direction by 0.5 mm under the action of the correction unit to achieve precise correction.

[0036] It is worth mentioning that the segmented drive structure of the current correction mechanism often adopts an equal or random spacing layout, which is prone to deformation due to local stress concentration on the drive shaft 2, or axial vibration during high-speed operation. In order to overcome this problem, in one embodiment, three segmented gear units 5 are arranged along the axial direction of the drive shaft 2, the gap between adjacent segmented gear units 5 is D, and the total length of the drive shaft 2 is L, where the ratio of D / L is 0.1 to 0.3. The segmented gear units 5 are arranged along the axial direction of the drive shaft 2, which means that the three gear units are arranged sequentially in the length direction of the drive shaft 2. Specifically, it can be achieved by using keyway fit or flange connection to limit the relative position of each gear unit. The gap D between adjacent segmented gear units 5 refers to the axial distance between the near end faces of adjacent gear units. Specifically, it can be achieved by adjusting the width of the gear unit or setting a spacer ring to balance the compactness of the overall structure of the drive shaft 2 and the transmission stability. The D / L ratio of 0.1 to 0.3 means that the clearance D accounts for 10% to 30% of the total length L of the drive shaft 2. Specifically, it can be determined by optimizing the relationship between the gear unit size and the load-bearing capacity of the drive shaft 2. This ratio range can avoid transmission interference caused by excessively small gear unit spacing, and also prevent excessively large spacing from reducing the rigidity of the drive shaft 2. In other words, the three segmented gear units 5 are installed sequentially along the axial direction of the drive shaft 2, with a fixed spacing between adjacent units. The ratio of this spacing to the total length of the drive shaft 2 is controlled within the range of 0.1 to 0.3. When the drive shaft 2 rotates, each segmented gear unit 5 independently transmits power through the axial space formed by the clearance D, avoiding motion interference between gear units. By limiting the D / L ratio, it can be ensured that the drive shaft 2 maintains sufficient bending strength when bearing the load of multiple gear units, while also ensuring that each segmented gear unit 5 forms a stable power transmission path in the axial direction, thereby ensuring the synchronous correction action of the three driven gear 41 assemblies.

[0037] Furthermore, the segmented gear unit and the cam section are usually designed with a fixed spacing, without considering the impact of the overall length of the drive shaft 2 on the transmission stability. This can easily lead to bending vibration or meshing misalignment due to excessive shaft length. In one embodiment, the axial spacing between the segmented gear unit 5 and the corresponding output cam section 42 is S, and the total length of the drive shaft 2 is L, where the ratio of S / L is 0.05 to 0.15. The axial spacing refers to the installation distance between the segmented gear unit 5 and the output cam section 42 along the axial direction of the drive shaft 2. Specifically, it can be achieved by adjusting the length of the support shaft 3, which serves to balance the synchronicity of power transmission and structural compactness. The total length of the drive shaft 2 refers to the complete span between the two support points of the drive shaft 2, and can be made of alloy steel or carbon fiber composite material. The purpose is to control the rigidity of the shaft through a reasonable length ratio, avoiding bending deformation or vibration transmission caused by excessive length. During the rotation of the drive shaft 2, the axial distance between the segmented gear unit 5 and the output cam 42 is constrained to the range of S / L = 0.05 to 0.15. When the total length L of the drive shaft 2 is, for example, 200 mm, the axial distance S can be controlled between 10 and 30 mm. This ratio range can reduce the axial deformation of the drive shaft 2 caused by torque transmission while ensuring effective meshing between the segmented gear unit 5 and the output cam 42. At the same time, the coordinated design of this distance and the total length of the drive shaft 2 can avoid motion interference between adjacent transmission components and ensure that the rotation phase of each output cam 42 remains precisely synchronized during the sequential meshing of the three segmented gear units 5.

[0038] To effectively eliminate vibration and avoid instantaneous position fluctuations during high-speed assembly, in one embodiment, the correction unit is connected to the connecting device via an elastic element. This elastic element absorbs minor vibrations and tolerance deviations during the assembly process. The elastic element refers to a connecting component with elastic deformation capability, specifically a coil spring, rubber gasket, or flexible coupling. Its elastic modulus can be selected to match the stiffness requirements of the assembly system. The tolerance deviation refers to the dimensional error generated during the manufacturing or assembly process of the components, specifically manifested as axial or angular offset between the connecting device and the target position. The elastic element compensates for this offset through deformation, thus correcting the vibration. An elastic element is installed at the connection position between the unit and the connecting device. When the drive shaft 2 drives the output cam 42 to rotate, the elastic element generates axial or radial deformation while transmitting the correction force. During the assembly process, if there is a positional deviation between the electrical connection element and the current collector, the elastic element absorbs the instantaneous impact caused by mechanical vibration through compression or stretching, and maintains the dynamic balance between the correction unit and the connecting device through elastic restoring force. When the segmented gear unit 5 drives the output cam 42 to complete the rotation cycle, the deformation of the elastic element is gradually released with the phased advancement of the correction action, so that the connecting device maintains continuous and stable displacement transmission during multi-stage adjustment.

[0039] Furthermore, in one embodiment, the radius of the output cam of the output cam section 42 is 1 to 1.5 times the radius of the driven gear 41. The ratio between the radius of the output cam and the radius of the driven gear 41 refers to the ratio of the maximum radius of rotation of the outer contour of the output cam to the pitch circle radius of the driven gear 41. Specifically, this can be achieved using a combination structure of an involute gear and an eccentric cam. This ratio directly affects the transmission efficiency of the correction force. The support block 1 refers to the rigid base that supports the drive shaft 2 and the support shaft 3. Specifically, it can be implemented using an aluminum alloy casting with precision bearing mounting holes to maintain the coaxiality of the transmission system. The elastic element or mechanical coupling structure refers to the flexible connecting component that connects the correction unit and the connecting device. Specifically, it can be implemented using a rubber buffer pad or a universal joint structure to compensate for axial deviations during assembly.

[0040] Specifically, the support block 1 forms a stable transmission frame through the fixed support shaft 3 and the rotatably connected drive shaft 2. When the drive motor drives the drive shaft 2 to rotate, the segmented gear unit 5 sequentially pushes the driven gear 41 to rotate, and the output cam 42 converts the rotational motion into the linear displacement of the connecting device. When the radius of the output cam is set to 1 to 1.5 times the radius of the driven gear 41, the output capability of the correction torque can be enhanced in a limited space, while avoiding interference of the mechanism due to excessive cam size. The correction unit forms a flexible connection with the connecting device through an elastic element. When the correction unit is driven by the output cam to generate displacement, the elastic element can filter high-frequency vibration and absorb small positional deviations on the assembly path.

[0041] Working principle and usage process of this invention:

[0042] Based on a single drive shaft 2 driving multiple segmented gear units 5 to sequentially mesh with corresponding driven gears 41, continuous, synchronous, and blind-spot-free correction action is achieved throughout the entire circumference. The tooth segments of several segmented gear units 5 coaxially arranged on the drive shaft 2 are circumferentially misaligned and do not overlap, and cover the entire circumference of the drive shaft 2. When the drive shaft 2 rotates, the segmented gear units 5 sequentially mesh with the corresponding driven gears 41, so that the driven gear 41 and its rigidly connected output cam 42 rotate a full circle around its axis in each meshing cycle. The output cam 42 adopts a non-circular profile, and its rotational motion is converted into precise displacement or angle adjustment of the correction unit through the connecting device, thereby driving the electrical connection elements in the automotive connector to achieve position correction. This design avoids the blind spots and motion interference caused by the continuous rotation of a traditional single drive source, ensuring that multiple sets of electrical connection elements can complete the correction action sequentially or synchronously, improving assembly accuracy and stability.

[0043] In terms of the operating process, the drive shaft 2 is driven to rotate by the drive motor. First, it drives the sparsely toothed segmented gear unit 5 to mesh with the corresponding driven gear 41, realizing the smooth start and initial positioning of the correction action. As the drive shaft 2 continues to rotate, the segmented gear unit 5 with gradually increasing tooth density successively drives its respective driven gear 41 and output cam 42 to complete one revolution. This promotes the correction unit to achieve precise correction adjustment at different time stages. The rotation of the output cam 42 is transmitted to the correction unit through the connecting device, and the elastic element absorbs mechanical vibration and assembly errors to ensure the stability and continuity of the correction action. The whole process enables the three segmented gear units 5 to complete a complete engagement and disengagement cycle, realizing multi-point and multi-stage correction of the connection device in the entire circumference. This improves the correction efficiency and assembly quality in the fully automatic assembly process of automotive connectors, while preventing mechanical interference and poor electrical connection caused by overlapping actions and blind spots.

[0044] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A web-aligning mechanism for fully automated assembly of automotive connectors, characterized in that, It includes a drive shaft, several driven power transmission components, and correction units respectively disposed on the several driven power transmission components. The several correction units are connected to a connecting device for converting the correction motion transmitted by the driven power transmission components into motion adjustment. Several segmented gear units are coaxially disposed on the drive shaft. The several driven power transmission components are respectively disposed on one side of the corresponding segmented gear units. The several driven power transmission components respectively mesh with the several segmented gear units. The driven power transmission assembly includes a driven gear meshing with a segmented gear unit and an output cam rigidly connected to the driven gear. The drive shaft drives several segmented gear units to move sequentially, and the several segmented gear units mesh with corresponding driven gears sequentially. During the process of meshing and disengaging with the tooth segments of the corresponding segmented gear unit, the driven gear drives the corresponding output cam to rotate around its axis for one revolution, so that the connecting device can achieve full-circumference, synchronous and continuous correction action. The tooth segments of several segmented gear units are circumferentially staggered and do not overlap each other, and the tooth segments cover the entire circumference of the drive shaft.

2. The alignment mechanism for fully automated assembly of automotive connectors according to claim 1, characterized in that, The number of driven power transmission components and segmented gear units are both three.

3. The alignment mechanism for fully automated assembly of automotive connectors according to claim 2, characterized in that, The ratio of the number of teeth in the segmented gear unit to the number of teeth in the driven gear is 3:1, to ensure that the output cam rotates once around its axis in each meshing cycle.

4. The alignment mechanism for fully automated assembly of automotive connectors according to claim 2, characterized in that, The tooth density of the three segmented gear units changes from sparse to dense along the axial direction of the drive shaft. The dense tooth segments are used to provide strong driving force, while the sparse tooth segments are used to achieve torque transition.

5. The alignment mechanism for fully automated assembly of automotive connectors according to claim 4, characterized in that, The difference between the non-circular and circular contours of the output cam portion matches the deviation value of the automotive connector.

6. The alignment mechanism for fully automated assembly of automotive connectors according to claim 4, characterized in that, The three segmented gear units are arranged along the axial direction of the drive shaft, with a gap of D between adjacent segmented gear units, and the total length of the drive shaft is L, wherein the ratio of D / L is 0.1 to 0.

3.

7. The alignment mechanism for fully automated assembly of automotive connectors according to claim 6, characterized in that, The axial distance between the segmented gear unit and the corresponding output cam is S, and the total length of the drive shaft is L, wherein the ratio of S / L is 0.05 to 0.

15.

8. The alignment mechanism for fully automated assembly of automotive connectors according to claim 1, characterized in that, The correction unit is connected to the connecting device via an elastic element and is used to absorb minor vibrations and tolerance deviations during the assembly process.

9. A web-aligning mechanism for fully automated assembly of automotive connectors according to claim 1, characterized in that, The radius of the output cam of the output cam section is 1 to 1.5 times the radius of the driven gear.

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