A collision protection device for an automotive welding industrial robot

Abstract

The application belongs to the technical field of welding protection of industrial robots, and discloses a collision-preventing protection device of an automobile welding industrial robot, which comprises a robot terminal mechanism, wherein the robot terminal mechanism comprises a first flange, a first connecting mechanism and a ball seat, the robot terminal mechanism is installed on an industrial robot, and the first connecting mechanism is fixedly installed at the middle part of the first flange. The two-stage buffer of hydraulic damping and spring return works cooperatively, the piston rod slides in the cylinder sleeve during collision, the damping liquid passes through the throttle orifice plate to generate a throttling effect, the collision kinetic energy is converted into heat energy and dissipated, the collision deflection and rebound vibration of the welding gun are effectively inhibited, and the secondary vibration problem caused by the fact that the collision energy cannot be dissipated in the pure spring scheme is avoided; after the collision is over, the second spring releases the elastic potential energy to automatically reset the welding gun to the original working posture, and the defect that the welding gun cannot be automatically reset after the collision in the pure hydraulic scheme is avoided.

Description

Technical Field

[0001] This invention belongs to the field of industrial robot welding protection technology, specifically an anti-collision protection device for automotive welding industrial robots. Background Technology

[0002] In automotive welding production lines, industrial robots are widely used in processes such as spot welding, arc welding, and laser welding of the body-in-white. A welding torch is mounted on the robot's end flange. During welding, the robot moves at high speed along a preset trajectory, with the distance between the welding torch and the workpiece or fixture typically only a few millimeters. Due to workpiece assembly deviations, fixture positioning errors, or programmed trajectory deviations, the welding torch inevitably collides with the workpiece or tooling fixture during its movement. Collisions not only cause deformation of the welding torch nozzle and damage to the contact tip, leading to a decrease in weld quality, but in severe cases, they can also damage the robot's end reducer, causing production line downtime and resulting in high maintenance costs and lost production capacity. Therefore, installing an anti-collision protection device between the robot's end flange and the welding torch, which absorbs impact energy and triggers robot shutdown in the event of a collision, is a crucial technical means to ensure the normal operation of the welding production line.

[0003] Currently, the existing anti-collision protection devices for robotic welding torches mainly include the following technical solutions: Option 1: Spring deflection + touch switch type. For example, the welding torch anti-collision component disclosed in CN218016655U uses an elastic element connected to a fixed flange. Upon collision, the torch deflects against the spring force, triggering a switch to stop the welding torch. However, the spring fatigues and weakens after repeated collisions, and it can only provide a fixed buffer force, unable to respond differently based on the magnitude of the collision force.

[0004] Option 2: Displacement Conversion + Spring Energy Storage Type. This method converts collisions in any direction into axial force that compresses the spring to trigger the switch. However, repeated friction and wear on the mating surfaces reduce sensitivity, and the collision energy is stored in the spring, causing secondary vibrations upon rebound.

[0005] Option 3: Electromagnetic locking + spring retraction type. A collision triggers the electromagnet to de-energize, releasing the lock, and the spring retracts the welding torch. However, the electromagnet is prone to false triggering under strong vibration and exhibits a response delay.

[0006] In terms of commercial products, Fronius' magnetic shock absorber uses magnetic damping technology, while BINZEL CAT3 PRO uses spring preload and mechanical release mechanism, but it is expensive and the impact force cannot be adjusted online.

[0007] In summary, whether in academic patents or commercial products, existing anti-collision protection devices all use springs, electromagnets, or permanent magnets as buffers or reset elements. The buffering energy absorption mechanism is singular, and the collision energy cannot be effectively dissipated. The performance of spring-type devices degrades after repeated use. The buffering force is not adjustable, and it is impossible to make graded responses according to different collision speeds and forces. Frequent shutdowns due to small collisions affect efficiency, and protection against large collisions is insufficient. Summary of the Invention

[0008] To address the problems mentioned in the background art, such as the single buffer energy absorption mechanism, the inability to effectively dissipate collision energy, the lack of adjustable buffer force, and the inability to make graded responses according to different collision speeds and forces, this invention provides an anti-collision protection device for automotive welding industrial robots.

[0009] To achieve the above objectives, the present invention provides the following technical solution: a collision avoidance protection device for an automotive welding industrial robot, comprising: A robot end effector, comprising a first flange, a first connecting mechanism, and a ball seat, wherein the robot end effector is mounted on an industrial robot, the first connecting mechanism is fixedly mounted in the middle of the first flange, and the ball seat is fixedly connected to the first connecting mechanism; A welding torch end effector is provided, which is disposed between the robot end effector and the welding torch. The welding torch end effector includes a second flange, a second connecting seat and a second connecting mechanism. The second flange is fixedly connected to the welding torch, the second connecting seat is fixedly connected to the second flange, the second connecting mechanism is fixedly connected to the second connecting seat, and the second connecting mechanism is connected to a ball seat. A hydraulic damping buffer mechanism is provided, wherein the hydraulic damping buffer mechanism is circumferentially and angularly spaced between the ball seat and the second connecting seat. The hydraulic damping buffer mechanism includes a cylinder liner, a piston rod, a first throttling orifice plate, and a second spring that cooperate to form a spring damping structure. The hydraulic damping buffer mechanism also includes a first hinge seat, a second hinge seat, and a flow adjustment component. The cylinder liner is ball-jointed to the ball seat through the first hinge seat, and the piston rod is ball-jointed to the second connecting seat through the second hinge seat. The flow adjustment component is provided on the cylinder liner and is used to adjust the flow area of ​​the damping fluid inside the cylinder liner cavity. A synchronous adjustment mechanism is provided at equal angular intervals along the circumference at the bottom of the first flange, and is used to synchronously adjust the flow area of ​​the damping fluid inside several cylinder liner cavities.

[0010] Preferably, the first connecting mechanism includes a first connecting seat, a first spring, a force-receiving plate, and a pressure sensor. The first connecting seat is fixedly connected to the first flange and the ball seat respectively. The force-receiving plate is elastically connected to the inside of the first connecting seat through the first spring. The pressure sensor is installed in a ring at equal angles inside the first connecting seat and is located on the same horizontal plane as the force-receiving plate.

[0011] Preferably, the second connecting mechanism includes a ball joint head and a pressing block. The ball joint head is connected to the ball seat ball joint, and the pressing block is fixedly installed on the top of the ball joint head and coaxial with the force-bearing plate.

[0012] Preferably, the piston rod is slidably connected to the inside of the cylinder liner, the second spring is sleeved on the end of the piston rod located outside the cylinder liner, and one end of the second spring is fixedly connected to the cylinder liner and the other end is fixedly connected to the second hinge seat, and the first throttle plate is installed inside the cylinder liner.

[0013] Preferably, the flow regulating assembly includes a first connecting rod, a second throttling orifice plate, a first helical gear, a second helical gear, and a mating gear. The two ends of the first connecting rod are fixedly connected to the cylinder liner and the first throttling orifice plate, respectively. The second throttling orifice plate is fixedly connected to the surface of the first connecting rod and fits tightly against the first throttling orifice plate. The first helical gear is installed on the outer edge of the second throttling orifice plate. The second helical gear meshes with the first helical gear. A mating gear is installed in the middle of the second helical gear. The second helical gear is rotatably connected to the cylinder piston of the cylinder liner through the mating gear.

[0014] Preferably, both the first and second throttling orifice plates have throttling holes on their surfaces, and the throttling holes on their surfaces are distributed in the same position. When the second throttling orifice plate rotates under the cooperation of the first helical gear, the second helical gear, and the mating gear, the throttling holes on the surfaces of the first and second throttling orifice plates gradually become misaligned, resulting in obstruction.

[0015] Preferably, the synchronous adjustment mechanism includes a second connecting rod, a tension spring, a slider, and a gear ring. The second connecting rod is fixedly connected to the first flange. The slider slides axially on the surface of the second connecting rod. The tension spring is sleeved on the surface of the second connecting rod, and its two ends are fixedly connected to the first flange and the slider, respectively. The gear ring is slidably connected to the slider.

[0016] Preferably, the slider is J-shaped, the tension spring has a tendency to pull the slider upward, and the gear ring can mesh with the mating gear when it moves downward against the tension of the tension spring.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention utilizes a two-stage buffer system of hydraulic damping and spring reset. During collision, the piston rod slides within the cylinder liner, and the damping fluid, through the throttling orifice plate, generates a throttling effect, converting the collision kinetic energy into heat energy and dissipating it. This effectively suppresses the collision deflection and rebound vibration of the welding torch, avoiding the secondary vibration problem caused by the inability to dissipate collision energy in a pure spring scheme. After the collision, the second spring releases its elastic potential energy, automatically resetting the welding torch to its original working posture, thus avoiding the defect of the welding torch not being able to automatically reset after the collision in a pure hydraulic scheme.

[0018] This invention utilizes a ball joint connection structure between the ball joint head and the ball seat, enabling the welding torch to deflect in multiple degrees of freedom when subjected to impact forces from any direction. Simultaneously, the extrusion block and the force-bearing plate are arranged coaxially, effectively converting the multi-directional deflection motion into a single-directional axial force. Multiple pressure sensors arranged in a ring simultaneously detect the magnitude and direction of the impact force, achieving automatic detection and rapid response to all-around collisions. The self-centering capability of the ball joint connection, combined with the restoring force of the hydraulic damping buffer mechanism, ensures that the welding torch accurately returns to the center position after the collision.

[0019] This invention achieves stepless and continuous adjustment of the damping flow area by stacking a first throttling orifice plate and a second throttling orifice plate together, and using a gear transmission chain to drive the second throttling orifice plate to rotate relative to the first throttling orifice plate. This causes the throttling orifices of the two plates to gradually stagger and create obstruction. The hydraulic damping force can be changed online according to the actual working conditions. The synchronous adjustment mechanism drives all mating gears to rotate synchronously through a gear ring, ensuring that the damping force in each direction is adjusted synchronously and equally, and ensuring that the buffering force in each direction is consistent. It can adapt to different welding conditions without the need for manual disassembly and replacement of internal components. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the structure between the robot end effector and the welding torch end effector of the present invention; Figure 3 This is a detailed structural diagram of the robot end effector and the welding torch end effector of the present invention; Figure 4 This is a structural cross-sectional view of the robot end effector and welding torch end effector of the present invention; Figure 5 For the present invention Figure 4 Enlarged diagram of A in the middle; Figure 6 This is a schematic diagram showing the cooperation relationship between the hydraulic damping buffer mechanism and the synchronous adjustment mechanism of the present invention; Figure 7 This is a detailed structural diagram of the hydraulic damping buffer mechanism of the present invention; Figure 8 This is a detailed structural diagram of the flow regulation component of the present invention; Figure 9This is a cross-sectional view of the cylinder liner of the present invention.

[0021] In the diagram: 100, robot end effector; 110, first flange; 120, first connecting mechanism; 121, first connecting seat; 122, first spring; 123, force-bearing plate; 124, pressure sensor; 130, ball seat; 200, welding torch end effector; 210, second flange; 220, second connecting seat; 230, second connecting mechanism; 231, ball joint; 232, extrusion block; 300, hydraulic damping buffer mechanism; 310, cylinder liner; 32 0. Piston rod; 330. First hinge seat; 340. Second hinge seat; 350. First throttling orifice plate; 360. Second spring; 370. Flow regulating assembly; 371. First connecting rod; 372. Second throttling orifice plate; 373. First helical gear; 374. Second helical gear; 375. Matching gear; 400. Synchronous adjusting mechanism; 410. Second connecting rod; 420. Tension spring; 430. Slider; 440. Gear ring; 500. Corrugated sleeve. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] like Figures 1 to 9 As shown, the present invention provides a collision avoidance protection device for an automotive welding industrial robot, comprising: The robot end effector 100 includes a first flange 110, a first connecting mechanism 120, and a ball seat 130. The robot end effector 100 is mounted on an industrial robot. The first connecting mechanism 120 is fixedly mounted in the middle of the first flange 110, and the ball seat 130 is fixedly connected to the first connecting mechanism 120. The welding torch end mechanism 200 is disposed between the robot end mechanism 100 and the welding torch. The welding torch end mechanism 200 includes a second flange 210, a second connecting seat 220 and a second connecting mechanism 230. The second flange 210 is fixedly connected to the welding torch, the second connecting seat 220 is fixedly connected to the second flange 210, the second connecting mechanism 230 is fixedly connected to the second connecting seat 220 and is connected to the ball seat 130. A hydraulic damping buffer mechanism 300 is circumferentially and angularly spaced between a ball seat 130 and a second connecting seat 220. The hydraulic damping buffer mechanism 300 includes a cylinder liner 310, a piston rod 320, a first throttling orifice plate 350, and a second spring 360 that work together to form a spring damping structure. The hydraulic damping buffer mechanism 300 also includes a first hinge seat 330, a second hinge seat 340, and a flow adjustment component 370. The cylinder liner 310 is ball-jointed to the ball seat 130 through the first hinge seat 330, and the piston rod 320 is ball-jointed to the second connecting seat 220 through the second hinge seat 340. The flow adjustment component 370 is disposed on the cylinder liner 310 and is used to adjust the flow area of ​​the damping fluid inside the cylinder liner 310 cavity. Synchronous adjustment mechanism 400 is arranged at equal angular intervals along the circumference at the bottom of the first flange 110, and is used to synchronously adjust the flow area of ​​the damping fluid inside the cavity of several cylinder liners 310. The corrugated sleeve 500 is disposed between the first flange 110 and the second flange 210. The corrugated sleeve 500 expands and contracts with the deflection of the first flange 110 and the second flange 210. The corrugated sleeve 500 is used to block welding spatter and dust from entering the moving mating surface, ensuring the long-term reliable operation of the device in the high spatter environment of the welding workshop.

[0024] The above solution employs the following: By setting a ball joint connection structure between the ball seat 130 and the second connecting mechanism 230 between the robot end effector 100 and the welding torch end effector 200, the welding torch can deflect in multiple degrees of freedom when subjected to impact forces from any direction, avoiding structural damage caused by the impact force being concentrated in a single direction; by setting multiple hydraulic damping buffer mechanisms 300 at equal angular intervals along the circumference between the ball seat 130 and the second connecting seat 220, the impact force is jointly borne and buffered by multiple hydraulic damping buffer mechanisms 300. The cylinder liner 310, piston rod 320, first throttling orifice plate 350, and second spring 360 in each hydraulic damping buffer mechanism 300 together form a spring damping structure. In this structure, during a collision, the piston rod 320 slides within the cylinder liner 310. The damping fluid, through the first throttling orifice plate 350, generates a throttling effect, converting the collision kinetic energy into heat energy, which is then dissipated through the damping fluid. Simultaneously, the second spring 360 provides elastic restoring force, forming a two-stage buffering effect of hydraulic damping and spring reset. By setting a flow adjustment component 370, the flow area of ​​the damping fluid inside the cylinder liner 310 cavity can be adjusted online according to actual working conditions, thereby changing the magnitude of the hydraulic damping force. By setting synchronous adjustment mechanisms 400 at equal angular intervals along the circumference at the bottom of the first flange 110, the flow area of ​​multiple hydraulic damping buffer mechanisms 300 can be synchronously adjusted to ensure consistent buffering force in all directions.

[0025] like Figure 5As shown, the first connecting mechanism 120 includes a first connecting seat 121, a first spring 122, a force receiving plate 123, and a pressure sensor 124. The first connecting seat 121 is fixedly connected to the first flange 110 and the ball seat 130 respectively. The force receiving plate 123 is elastically connected to the inside of the first connecting seat 121 through the first spring 122. The pressure sensor 124 is installed in a ring at equal angles inside the first connecting seat 121 and is located on the same horizontal plane as the force receiving plate 123. The second connecting mechanism 230 includes a ball joint head 231 and a pressing block 232. The ball joint head 231 is ball joint connected to the ball seat 130. The pressing block 232 is fixedly installed on the top of the ball joint head 231 and is coaxial with the force receiving plate 123.

[0026] The above scheme is adopted as follows: By setting an elastic connection structure between the force-receiving disk 123 and the first spring 122 inside the first connecting seat 121, the collision force can be transmitted and act on the force-receiving disk 123. The force-receiving disk 123 overcomes the elastic force of the first spring 122 and generates axial displacement, converting the collision impact force into a quantifiable axial force signal. By setting a pressing block 232 coaxial with the force-receiving disk 123 on the top of the ball joint head 231, when the welding torch is subjected to the collision force and the ball joint head 231 deflects within the ball seat 130, the pressing block 232 deflects synchronously with the ball joint head 231 and presses the force-receiving disk 123, effectively converting the collision force from multi-directional deflection motion into a single-directional axial compression force. The coaxial arrangement of the pressing block 232 and the force-receiving disk 123 ensures the shortest force transmission path and the least loss. The axial displacement of the force-receiving disk 123 pushes multiple pressure sensors 12 arranged in a ring on the same horizontal plane. 4. When the pressure sensor 124 in a certain direction detects that the displacement of the force plate 123 exceeds the set threshold, it transmits the collision signal to the robot control cabinet, triggering the robot to stop urgently, thus realizing automatic collision detection and rapid response. At the same time, multiple pressure sensors 124 can determine the direction of the collision force based on the force difference of each sensor, providing data support for the subsequent control system to optimize the buffer response strategy. The elastic stiffness of the first spring 122 is reasonably selected so that it only produces elastic deformation without triggering the stop signal during slight collisions, and only triggers the protection action when the collision force exceeds the safety threshold, effectively distinguishing between normal welding contact and abnormal collisions, and avoiding accidental shutdown. The ball joint connection structure itself has self-centering capability. After the collision, under the reset force of the hydraulic damping buffer mechanism 300, the ball joint head 231 automatically returns to the center position of the ball seat 130, realizing the precise reset of the welding torch.

[0027] like Figure 7 As shown, the piston rod 320 is slidably connected to the inside of the cylinder liner 310, the second spring 360 is sleeved on the end of the piston rod 320 located outside the cylinder liner 310, and one end of the second spring 360 is fixedly connected to the cylinder liner 310 and the other end is fixedly connected to the second hinge seat 340. The first throttle plate 350 is installed inside the cylinder liner 310.

[0028] The above scheme employs a sliding fit structure between the piston rod 320 and the cylinder liner 310, causing the damping fluid in the cylinder liner 310 cavity to be squeezed and flow through the first throttling orifice plate 350 during the reciprocating motion of the piston rod 320. This throttling effect generates a damping force proportional to the piston rod 320's speed; the faster the collision speed, the greater the damping force. This achieves strong buffering for high-speed collisions and a flexible response to low-speed collisions, fundamentally different from the constant buffering force problem in pure spring schemes. Furthermore, by sleeved a second spring 360 on the piston rod 320 at the... One end of the cylinder liner 310 is used to compress and store energy in the second spring 360 during the collision. After the collision, the elastic potential energy is released to push the piston rod 320 back to the initial position, which in turn drives the welding torch to return to the working posture. The second spring 360 and the hydraulic damping work together to form a complete "damping energy dissipation + elastic reset" two-stage buffer system. The hydraulic damping is responsible for quickly dissipating kinetic energy and suppressing rebound oscillation during the collision. The second spring 360 is responsible for providing a reliable reset driving force after the collision, ensuring that the welding torch returns to the original welding position accurately.

[0029] like Figure 7 and Figure 8 As shown, the flow regulating assembly 370 includes a first connecting rod 371, a second throttling orifice plate 372, a first helical gear 373, a second helical gear 374, and a mating gear 375. The two ends of the first connecting rod 371 are fixedly connected to the cylinder liner 310 and the first throttling orifice plate 350, respectively. The second throttling orifice plate 372 is fixedly connected to the surface of the first connecting rod 371 and tightly fitted with the first throttling orifice plate 350. The first helical gear 373 is mounted on the outer edge of the second throttling orifice plate 372, and the second helical gear 374 meshes with the first helical gear 373. A mating gear 375 is installed in the middle of the second helical gear 374. The second helical gear 374 is rotatably connected to the cylinder piston of the cylinder liner 310 through the mating gear 375. The surfaces of the first throttling orifice plate 350 and the second throttling orifice plate 372 are both provided with throttling holes, and the throttling holes on the surfaces of the two are distributed in the same position. When the second throttling orifice plate 372 rotates under the cooperation of the first helical gear 373, the second helical gear 374 and the mating gear 375, the throttling holes on the surfaces of the first throttling orifice plate 350 and the second throttling orifice plate 372 gradually become misaligned and block each other.

[0030] The above scheme employs the following method: by attaching and stacking the first throttling orifice plate 350 and the second throttling orifice plate 372, the actual flow area of ​​the damping fluid is determined by the overlapping area of ​​the throttling orifices on their surfaces. When the two plates are perfectly aligned, the throttling orifices completely overlap, maximizing the flow area and minimizing the hydraulic damping force, making it suitable for flexible buffer protection under light load conditions. When the second throttling orifice plate 372 rotates relative to the first throttling orifice plate 350 under the drive of a multi-stage gear transmission chain composed of the first helical gear 373, the second helical gear 374, and the mating gear 375, the throttling orifices on the surfaces of the two plates gradually shift apart, the effective flow area gradually decreases, the flow speed of the damping fluid gradually increases, the throttling resistance increases accordingly, and the hydraulic damping force gradually rises, achieving stepless continuous adjustment of the damping force. Since the throttling orifices on the two plates are distributed in the same position, when the shift angle reaches a specific value, the throttling orifice can be completely blocked. At this time, the damping fluid in the cylinder liner 310 cavity cannot flow through the throttling orifice, the hydraulic damping force reaches its maximum value, and the device enters a rigid protection state. The external regulating power is transmitted to the second throttling orifice plate 372 through a multi-stage gear transmission chain consisting of the first helical gear 373, the second helical gear 374, and the mating gear 375. The mating gear 375 serves as an intermediate transmission gear and is rotatably connected to the cylinder liner 310, providing a stable support point for the gear transmission chain. The meshing transmission between the first helical gear 373 and the second helical gear 374 realizes the conversion of the power transmission direction, enabling the regulating mechanism to complete the force transmission within a compact space and reducing the radial dimension of the entire device. This double-plate throttling regulating structure allows the adjustment of the damping flow area to be achieved entirely through gear transmission. The adjustment process is smooth, continuous, and steplessly adjustable. Furthermore, the self-locking characteristic of the gear transmission ensures that the device will not shift due to vibration or impact forces after adjustment. Compared with traditional variable orifice valve or needle valve regulation methods, it has the advantages of compact structure, fast adjustment response, good sealing performance, and low leakage.

[0031] like Figure 3 , Figure 6 and Figure 7 As shown, the synchronous adjustment mechanism 400 includes a second connecting rod 410, a tension spring 420, a slider 430, and a gear ring 440. The second connecting rod 410 is fixedly connected to the first flange 110. The slider 430 slides axially on the surface of the second connecting rod 410. The tension spring 420 is sleeved on the surface of the second connecting rod 410, and both ends of the tension spring 420 are fixedly connected to the first flange 110 and the slider 430, respectively. The gear ring 440 is slidably connected to the slider 430. The slider 430 is in the shape of a "J". The tension spring 420 has the tendency to pull the slider 430 upward. When the gear ring 440 moves downward against the tension of the tension spring 420, it can mesh with the mating gear 375.

[0032] The above scheme employs the following: the second connecting rod 410 provides axial sliding guide support for the slider 430, enabling the slider 430 to slide stably along the axial direction without radial displacement. The slider 430 has a "J"-shaped structure with sufficient axial length to accommodate the sliding space of the gear ring 440. Simultaneously, the lateral extension of the "J" shape provides a stable mounting and sliding support surface for the gear ring 440, ensuring the stability of the gear ring 440's posture during its up-and-down movement with the slider 430. The two ends of the tension spring 420 are connected to the first flange 110 and the slider 430 respectively, ensuring that the tension spring 420 always applies an upward preload to the slider 430. When no external force is applied, the slider 430 automatically maintains its default upper position under the action of the tension spring 420. At this time, the gear ring 440 is disengaged from the mating gears 375 of each hydraulic damping buffer mechanism 300, preventing sudden changes in damping force caused by accidental meshing of the gear ring 440 with the mating gears 375 during operation due to vibration. When the damping force needs to be adjusted, the operator manually pushes the slider 430 downward to overcome the tension of the tension spring 420. The slider 430 drives the gear ring 440 to move down synchronously to the position where it meshes with each of the mating gears 375. The gear ring 440 is rotated, and at the same time, it drives all the mating gears 375 to rotate synchronously. Each of the mating gears 375 drives the corresponding second throttling orifice plate 372 to rotate by the same angle through its own gear transmission chain, thereby realizing the synchronous and equal adjustment of the flow area of ​​all hydraulic damping buffer mechanisms 300. After the adjustment is completed, the slider 430 is released, the tension spring 420 pulls the slider 430 back to the upper position, the gear ring 440 disengages from the mating gears 375, and the flow area of ​​each hydraulic damping buffer mechanism 300 is locked at the current set value. The self-locking characteristic of the gear transmission and the disengaged state of the gear ring 440 together ensure that the adjusted damping force will not change on its own due to vibration during operation. The whole process does not require any locking bolts or additional positioning mechanisms, and the operation is simple and quick.

[0033] Working principle and usage process of this invention: I. Initial Working Status When the welding robot is working normally, the welding torch end mechanism 200 is suspended below the robot end mechanism 100 via a ball joint connection between the ball joint head 231 and the ball seat 130, with the welding torch in a vertically downward working posture. At this time, the piston rods 320 of each hydraulic damping buffer mechanism 300 are held in their initial positions within the cylinder liner 310 under the elastic force of the second spring 360, and the throttling orifices of the first throttling orifice plate 350 and the second throttling orifice plate 372 are fully aligned, with the flow area at the set value corresponding to the current working condition. The slider 430 is held in a high position under the action of the tension spring 420, the gear ring 440 disengages from the mating gear 375, and the flow area of ​​each hydraulic damping buffer mechanism 300 is locked.

[0034] II. Collision Buffering Process When the welding torch collides with the workpiece or other obstacles during the welding process, the collision force is transmitted through the welding torch to the second flange 210 and the second connecting seat 220, causing the ball joint head 231 to deflect within the ball seat 130. Since one end of each hydraulic damping buffer mechanism 300 is connected to the ball seat 130 through the first hinge seat 330 and the other end is connected to the second connecting seat 220 through the second hinge seat 340, the deflection of the ball hinge head 231 causes the piston rod 320 of each hydraulic damping buffer mechanism 300 to extend and retract relative to the cylinder liner 310. The hydraulic damping buffer mechanism 300 on the collision direction side is compressed, and the piston rod 320 is pushed into the cylinder liner 310. The damping fluid in the cylinder liner 310 cavity is forced to flow to the other side through the throttling holes of the first throttling orifice plate 350 and the second throttling orifice plate 372. When the damping fluid flows through the throttling hole, a throttling effect is generated, which converts the collision kinetic energy into heat energy and dissipates it through the damping fluid, forming a hydraulic damping force proportional to the collision speed. At the same time, the second spring 360 on the compressed side stores elastic potential energy, and the hydraulic damping buffer mechanism 300 on the opposite side of the collision direction extends under the elastic force of the second spring 360. When the sum of the hydraulic damping force on one side of the collision direction and the elastic force of the second spring 360° is equal to the difference between the hydraulic damping force on the opposite side of the collision direction and the elastic force of the second spring 360°, the welding torch reaches a new equilibrium position, and the collision deflection is effectively suppressed.

[0035] The hydraulic damping and spring reset work together in a two-stage buffer system: the hydraulic damping is responsible for rapidly dissipating kinetic energy at the moment of impact, effectively suppressing the welding torch's collision deflection and rebound vibration; the second spring 360 is responsible for providing restoring force after the collision, pushing the piston rod 320 back to its initial position, so that the welding torch returns to its original working posture.

[0036] III. Collision Detection and Shutdown The collision force is transmitted to the compression block 232 through the deflection of the ball joint 231. The compression block 232 pushes the force-receiving disk 123, compressing the first spring 122. The displacement of the force-receiving disk 123 is proportional to the magnitude of the collision force. When the collision force exceeds a set threshold, the force-receiving disk 123 compresses the pressure sensor 124 on the same horizontal plane. The pressure sensor 124 transmits the collision signal to the robot control cabinet, which then controls the robot to stop urgently. Because the pressure sensors 124 are arranged in a ring at equal angles on the same horizontal plane of the force-receiving disk 123, each sensor can simultaneously detect the magnitude of the collision force and determine the direction of the collision force based on the force differences of each sensor, providing data support for subsequent collision analysis.

[0037] IV. Online Adjustment of Damping Force When welding conditions change and the damping force needs adjustment, the operator manually pushes the slider 430 downwards to overcome the tension of the spring 420, causing the gear ring 440 to move down with the slider 430 to engage with each mating gear 375. Rotating the gear ring 440 simultaneously drives all mating gears 375 to rotate synchronously. Each mating gear 375, through its respective first helical gear 373 and second helical gear 374 transmission chain, synchronously drives the second throttling orifice plate 372 of each hydraulic damping buffer mechanism 300 to rotate relative to the first throttling orifice plate 350 by the same angle, resulting in a synchronous and equal change in flow area in all directions. After adjustment, releasing the slider 430 causes the spring 420 to pull the slider 430 back to its upper position, disengaging the gear ring 440 from the mating gears 375, and locking the flow area in each direction at the current set value.

[0038] V. Welding torch reset After the collision is eliminated, the second spring 360 of each hydraulic damping buffer mechanism 300 releases elastic potential energy, pushing the piston rod 320 back to its initial position. At the same time, the ball joint head 231 returns to the center position of the ball seat 130 under the action of the restoring force of the second spring 360. The extrusion block 232 disengages from the force plate 123, the pressure sensor 124 resumes its detection state, and the welding torch is precisely reset to its original working posture. Welding operations can continue without re-teaching the robot.

[0039] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0040] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A collision avoidance protection device for an automotive welding industrial robot, characterized in that, include: The robot end effector (100) includes a first flange (110), a first connecting mechanism (120), and a ball seat (130). The robot end effector (100) is mounted on an industrial robot. The first connecting mechanism (120) is fixedly mounted in the middle of the first flange (110), and the ball seat (130) is fixedly connected to the first connecting mechanism (120). A welding torch end mechanism (200) is disposed between the robot end mechanism (100) and the welding torch. The welding torch end mechanism (200) includes a second flange (210), a second connecting seat (220), and a second connecting mechanism (230). The second flange (210) is fixedly connected to the welding torch, the second connecting seat (220) is fixedly connected to the second flange (210), the second connecting mechanism (230) is fixedly connected to the second connecting seat (220), and the second connecting mechanism (230) is connected to the ball seat (130). A hydraulic damping buffer mechanism (300) is provided at equal angular intervals along the circumference between a ball seat (130) and a second connecting seat (220). The hydraulic damping buffer mechanism (300) includes a cylinder liner (310), a piston rod (320), a first throttling orifice plate (350), and a second spring (360) that work together to form a spring damping structure. The hydraulic damping buffer mechanism (300) also includes a first hinge seat (330), a second hinge seat (340), and a flow adjustment component (370). The cylinder liner (310) is ball-jointed to the ball seat (130) through the first hinge seat (330), and the piston rod (320) is ball-jointed to the second connecting seat (220) through the second hinge seat (340). The flow adjustment component (370) is provided on the cylinder liner (310) and is used to adjust the flow area of ​​the damping fluid inside the cylinder liner (310) cavity. Synchronous adjustment mechanism (400) is provided at equal angular intervals along the circumference at the bottom of the first flange (110) and is used to synchronously adjust the flow area of ​​the damping fluid inside the cavity of several cylinder liners (310).

2. The anti-collision protection device for automotive welding industrial robots according to claim 1, characterized in that: The first connecting mechanism (120) includes a first connecting seat (121), a first spring (122), a force receiving plate (123), and a pressure sensor (124). The first connecting seat (121) is fixedly connected to the first flange (110) and the ball seat (130) respectively. The force receiving plate (123) is elastically connected to the inside of the first connecting seat (121) through the first spring (122). The pressure sensor (124) is installed in the first connecting seat (121) at equal angles and is located on the same horizontal plane as the force receiving plate (123).

3. The anti-collision protection device for automotive welding industrial robots according to claim 2, characterized in that: The second connecting mechanism (230) includes a ball joint head (231) and a pressing block (232). The ball joint head (231) is ball joint connected to the ball seat (130). The pressing block (232) is fixedly installed on the top of the ball joint head (231) and coaxial with the force-bearing plate (123).

4. The anti-collision protection device for automotive welding industrial robots according to claim 1, characterized in that: The piston rod (320) is slidably connected to the inside of the cylinder liner (310). The second spring (360) is sleeved on one end of the piston rod (320) located outside the cylinder liner (310). One end of the second spring (360) is fixedly connected to the cylinder liner (310), and the other end is fixedly connected to the second hinge seat (340). The first throttle plate (350) is installed inside the cylinder liner (310).

5. The anti-collision protection device for an automotive welding industrial robot according to claim 1, characterized in that: The flow regulating assembly (370) includes a first connecting rod (371), a second throttling orifice plate (372), a first helical gear (373), a second helical gear (374), and a mating gear (375). The two ends of the first connecting rod (371) are fixedly connected to the cylinder liner (310) and the first throttling orifice plate (350), respectively. The second throttling orifice plate (372) is fixedly connected to the surface of the first connecting rod (371) and is in close contact with the first throttling orifice plate (350). The first helical gear (373) is installed on the outer edge of the second throttling orifice plate (372). The second helical gear (374) meshes with the first helical gear (373). The mating gear (375) is installed in the middle of the second helical gear (374). The second helical gear (374) is rotatably connected to the cylinder piston of the cylinder liner (310) through the mating gear (375).

6. The anti-collision protection device for an automotive welding industrial robot according to claim 5, characterized in that: Both the first throttling orifice plate (350) and the second throttling orifice plate (372) have throttling orifices on their surfaces, and the throttling orifices on their surfaces are distributed in the same position. When the second throttling orifice plate (372) rotates under the cooperation of the first helical gear (373), the second helical gear (374) and the mating gear (375), the throttling orifices on the surfaces of the first throttling orifice plate (350) and the second throttling orifice plate (372) gradually become misaligned and block each other.

7. The anti-collision protection device for an automotive welding industrial robot according to claim 5, characterized in that: The synchronous adjustment mechanism (400) includes a second connecting rod (410), a tension spring (420), a slider (430), and a gear ring (440). The second connecting rod (410) is fixedly connected to the first flange (110). The slider (430) slides axially on the surface of the second connecting rod (410). The tension spring (420) is sleeved on the surface of the second connecting rod (410), and both ends of the tension spring (420) are fixedly connected to the first flange (110) and the slider (430) respectively. The gear ring (440) is slidably connected to the slider (430).

8. The anti-collision protection device for an automotive welding industrial robot according to claim 7, characterized in that: The slider (430) is in the shape of a "J", the tension spring (420) has the tendency to pull the slider (430) upward, and the gear ring (440) can mesh with the mating gear (375) when it moves downward against the tension of the tension spring (420).

9. The anti-collision protection device for an automotive welding industrial robot according to claim 1, characterized in that: A corrugated sleeve (500) is provided between the first flange (110) and the second flange (210). The corrugated sleeve (500) expands and contracts with the deflection of the first flange (110) and the second flange (210). The corrugated sleeve (500) is used to block welding spatter and dust from entering the moving mating surface.

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