A vehicle connector fixing device

Abstract

The utility model relates to a kind of automobile plug-in component fixing device, including base shell, sliding clamping arm, guide limiting block and wire harness constraint support;The base shell is hollow rectangular frame structure, its inside forms the installation chamber for accommodating plug-in component main body, the front side opening of the base shell is provided with plug-in port, and wire harness exit is opened in rear side;Overall structure adopts integrated base design, only need to rotate adjusting screw to complete clamping operation, suitable for narrow cabin environment under quick installation and reliable fixing.The connection relationship between each component is clear, the installation step is simplified, and all structures are designed based on standard plug-in component appearance, with good universal adaptability.

Description

Technical Field

[0001] This utility model belongs to the field of automotive wiring harness connection technology, specifically an automotive connector fixing device. Background Technology

[0002] As automotive electronic systems become increasingly complex, wiring harnesses and connectors are being used more and more extensively in vehicles. To ensure the reliability of electrical connections during vehicle operation, connectors must be effectively secured by fixing devices to prevent malfunctions such as poor contact, loosening, or even short circuits caused by vibration, impact, or assembly errors. However, existing automotive connector fixing devices still have significant shortcomings in terms of structural design, ease of installation, and vibration resistance.

[0003] A search revealed a "connector fixing assembly" with publication number CN107683036B, filed on September 22, 2017, and authorized on January 14, 2020, by Anhui Jianghuai Automobile Group Co., Ltd. This solution achieves modular expansion and spatial adaptation through the combination of snap-fit ​​joints between the body, base, connectors, and accessories. While possessing a certain degree of structural flexibility, the overall structure relies on the assembly of multiple separate components, resulting in complexity, cumbersome assembly steps, and difficulty in operation within the confined space of a car cabin. Furthermore, the snap-fit ​​structure is prone to fretting wear under long-term vibration, leading to loose connections and failing to meet the high reliability and long-term stability requirements of automotive applications.

[0004] A search revealed a "heater connector fixing mechanism" with publication number CN106004333B, filed on May 6, 2015, and authorized on September 21, 2018, by Bonair Automotive Electrical Systems Co., Ltd. This solution uses elastic clips combined with arc-shaped limiting arms to limit and fix the connector. While this achieves quick installation and some anti-detachment effect, its fixing method is only suitable for heater connectors of specific shapes and sizes, lacking versatility. Furthermore, the elastic clips are prone to losing elasticity at high temperatures or after aging, leading to limiting failure and compromising connection reliability during long-term use. In addition, this structure does not consider wiring harness routing and stress release, potentially causing connector misalignment or even detachment due to cable pulling.

[0005] The aforementioned problems indicate that existing automotive connector fixing devices generally suffer from drawbacks such as complex structure, poor versatility, insufficient vibration resistance, and low long-term reliability, making them unsuitable for the high integration, high reliability, and rapid assembly requirements of modern automobiles. Therefore, this invention provides an automotive connector fixing device that is simple in structure, easy to install, has excellent vibration resistance, and is widely applicable, thereby overcoming the shortcomings of the prior art. Utility Model Content

[0006] The purpose of this utility model is to provide an automotive connector fixing device to solve the problems mentioned in the background art, such as the cumbersome assembly caused by the reliance on multiple parts, the difficulty of operation in a narrow space, the easy failure of the elastic limiting structure due to high temperature aging, and the lack of effective guidance for the wiring harness, which causes the connector to shift or even fall out under vibration or pulling.

[0007] To achieve the above objectives, this utility model provides the following technical solution: an automotive connector fixing device, comprising a base housing, a sliding clamping arm, a guide limiting block, and a wire harness constraint bracket; the base housing is a hollow rectangular frame structure, with an internal mounting chamber for accommodating the connector body; an insertion port is provided at the front opening of the base housing, and a wire harness outlet is provided at the rear opening; the inner walls of the left and right sides of the base housing are respectively provided with sliding grooves extending in the front-rear direction; the sliding clamping arm includes a left clamping arm and a right clamping arm, which are respectively embedded in the sliding grooves on the corresponding sides. It can slide back and forth along the slide groove; the left clamping arm and the right clamping arm are each provided with an arc-shaped clamping surface on the opposite side, and the radius of curvature of the arc-shaped clamping surface matches the outer contour of the standard plug-in housing; the rear ends of the left clamping arm and the right clamping arm are connected by a linkage crossbar, and an adjusting screw that penetrates the rear wall of the base housing is provided in the middle of the linkage crossbar. The adjusting screw is threaded to the rear wall of the base housing. When the adjusting screw is rotated, it drives the linkage crossbar to move back and forth, thereby synchronously driving the left clamping arm and the right clamping arm to slide along the slide groove, so that the arc-shaped clamping surface fits against or disengages from the plug-in housing.

[0008] Preferably, the top of the base housing is provided with a guide limiting block mounting groove. The guide limiting block has an inverted "T" shape, and its lower part is embedded in the guide limiting block mounting groove and fixedly connected to the base housing by countersunk screws. The front side of the guide limiting block is provided with a downwardly inclined guide slope, which forms an angle of 15° to 25° with the insertion direction of the connector, and is used to automatically correct its positional deviation during the insertion of the connector. The bottom of the guide limiting block is provided with a positioning boss, which engages with the positioning groove on the top of the connector to limit the displacement of the connector in the vertical direction.

[0009] Preferably, the wire harness constraint bracket includes a main support plate and two symmetrically arranged flexible guide plates. The main support plate is fixedly connected to the rear outer wall of the base housing and is located directly behind the wire harness outlet. A circular through hole is opened in the center of the main support plate, and the diameter of the circular through hole is slightly larger than the outer diameter of the wire harness. The flexible guide plate is integrally formed of silicone rubber material, with one end hinged to the left and right edges of the main support plate by rivets, and the other end extending backward and bending towards the center of the circular through hole. In their natural state, the free ends of the two flexible guide plates are close to each other but do not contact each other. When the wire harness passes through the circular through hole, the flexible guide plate is squeezed outward by the outer wall of the wire harness. After the wire harness passes through, the flexible guide plate relies on its own elastic rebound to apply a circumferential covering force to the wire harness, restricting the swing of the wire harness in the radial direction.

[0010] Preferably, the bottom of the base housing is provided with a mounting ear plate, and the mounting ear plate has two waist-shaped mounting holes. The long axis of the waist-shaped mounting holes is arranged along the front and back, allowing the fixing bolts to be adjusted back and forth within a certain range to adapt to the differences in the mounting bracket spacing of different vehicle models. The mounting ear plate and the base housing are integrally stamped and formed, which enhances the overall rigidity.

[0011] Preferably, the slide groove has a dovetail-shaped cross-section, and the outer sides of the left and right clamping arms are provided with slider structures that match the dovetail-shaped slide groove. The slider and the slide groove are in clearance fit, and the fit clearance is controlled between 0.05mm and 0.1mm to ensure smooth sliding and avoid shaking due to excessive clearance. The surface of the slider is coated with a polytetrafluoroethylene anti-friction coating to reduce friction and wear during long-term sliding.

[0012] Preferably, a knob cap is fixedly connected to the outer end of the adjusting screw, and the outer circumference of the knob cap is provided with anti-slip knurling for easy manual rotation; an axial limiting retaining ring is provided at the position where the adjusting screw passes through the linkage crossbar to prevent the linkage crossbar from disengaging from the screw during adjustment; the linkage crossbar is connected to the left clamping arm and the right clamping arm by welding or integral casting to ensure the reliability of force transmission.

[0013] Preferably, the inner surface of the flexible guide piece is provided with a plurality of micro-protrusions distributed along the axial direction. The height of the micro-protrusions is 0.3mm to 0.6mm, the width is 1mm to 2mm, and the spacing between adjacent micro-protrusions is 3mm to 5mm. When the wire harness is subjected to external tension, the micro-protrusions increase the static friction between the wire harness and the outer sheath, inhibiting the wire harness from sliding along the axial direction. At the same time, the flexible structure of the micro-protrusions avoids damage to the wire harness insulation layer.

[0014] Preferably, the inner wall of the base housing, the arc-shaped clamping surface of the sliding clamping arm, and the guide slope of the guide limiting block are all covered with a damping rubber layer. The damping rubber layer has a Shore hardness of 60A to 70A and a thickness of 1.5mm to 2.5mm. It is used to absorb the high-frequency vibration energy generated during vehicle operation, prevent vibration from being directly transmitted to the internal terminals of the connector through the housing, and reduce the risk of contact resistance changes.

[0015] Preferably, a buffer pad is provided between the main support plate of the wire harness constraint bracket and the rear outer wall of the base housing. The buffer pad is made of EPDM rubber with a thickness of 2mm and is fixed to the back of the main support plate by adhesive bonding. It provides axial buffering when the vehicle is bumpy, and prevents the wire harness constraint bracket from directly transmitting the impact force to the rear end of the connector.

[0016] The beneficial effects of this utility model are as follows: Through the above structural combination, this utility model uses a sliding clamping arm in conjunction with an adjusting screw to achieve mechanical clamping of the connector housing, eliminating the need for elastic elements and avoiding failure problems caused by high-temperature aging; the guide limiting block achieves automatic centering and vertical limiting of the connector through the coordinated action of the guide inclined surface and the positioning boss; the wire harness constraint bracket utilizes a flexible guide plate and a micro-convex rib structure to effectively suppress radial sway and axial slippage without restricting the normal bending of the wire harness; the overall structure adopts an integrated base design, and the clamping operation can be completed simply by rotating the adjusting screw, making it suitable for rapid installation and reliable fixation in confined spaces. The connection relationships between the components are clear, the installation steps are simplified, and all structures are designed based on the standard connector shape, possessing good universal adaptability. Attached Figure Description

[0017] Figure 1 This is a three-dimensional schematic diagram of the overall structure of an automotive connector fixing device according to the present invention.

[0018] Figure 2 for Figure 1 A magnified diagram of region A.

[0019] Figure 3 This is a schematic diagram of the outer structure of the flexible guide plate in this utility model.

[0020] Figure 4 This is a schematic diagram of the outer structure of the mounting ear plate in this utility model.

[0021] The reference numerals in the attached drawings are as follows: 1. Base housing; 2. Sliding clamping arm; 3. Guide limiting block; 4. Wire harness constraint bracket; 5. Mounting chamber; 6. Insertion port; 7. Wire harness outlet; 8. Slide groove; 9. Arc-shaped clamping surface; 10. Linkage crossbar; 11. Adjusting screw; 12. Guide slope; 13. Positioning boss; 14. Main support plate; 15. Flexible guide plate; 16. Circular through hole; 17. Micro-protruding rib; 18. Mounting ear plate; 19. Waist-shaped mounting hole; 20. Knob cap. Detailed Implementation

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

[0023] Specific implementation examples are given below.

[0024] This utility model provides an automotive connector fixing device, the specific structure of which is as follows: Figures 1 to 4 As shown in the accompanying drawings, the embodiments of this utility model will be described in detail below. The device includes four main components: a base housing 1, a sliding clamping arm 2, a guide limiting block 3, and a wire harness constraint bracket 4. The components are connected by a clear mechanical connection and spatial fit to form an integral structure, which is used to reliably fix standard connectors and guide wire harnesses in automotive wiring harness systems. like Figure 1 As shown, the base housing 1 is a hollow rectangular frame structure, with an internal mounting chamber 5 for accommodating the main body of the connector. The base housing 1 has an insertion port 6 on its front side and a wire harness outlet 7 on its rear side. The inner walls of the left and right sides of the base housing 1 are respectively provided with sliding grooves 8 extending in the front-back direction, the cross-section of which is dovetail-shaped. The sliding clamping arm 2 includes a left clamping arm and a right clamping arm, which are respectively embedded in the corresponding sliding grooves 8 and can slide back and forth along the sliding grooves 8. The left and right clamping arms each have an arc-shaped clamping surface 9 on their opposite sides, the radius of curvature of which is the same as that of the standard connector. The outer contours of the housings match; the rear ends of the left and right clamping arms are connected by a linkage crossbar 10, and an adjusting screw 11 passes through the middle of the linkage crossbar 10. The adjusting screw 11 passes through the rear wall of the base housing 1 and is threaded into the rear wall; a knob cap 20 is fixedly connected to the outer end of the adjusting screw 11, and the outer circumference of the knob cap 20 is provided with anti-slip knurling; an axial limiting retaining ring is provided at the position where the adjusting screw 11 passes through the linkage crossbar 10 to prevent the linkage crossbar 10 from disengaging from the screw during adjustment; the linkage crossbar 10 is connected to the left and right clamping arms by welding or integral casting. like Figure 2 As shown, inside the base housing 1, the outer side of the sliding clamping arm 2 is provided with a slider structure that matches the dovetail groove 8. The slider and the groove 8 are in clearance fit, and the fit clearance is controlled between 0.05mm and 0.1mm. The surface of the slider is coated with a polytetrafluoroethylene anti-friction coating. When the knob cap 20 is rotated, the adjusting screw 11 is axially displaced relative to the rear wall of the base housing 1. Since the adjusting screw 11 and the linkage crossbar 10 are connected through and are provided with an axial limiting retaining ring, the linkage crossbar 10 moves back and forth synchronously with the adjusting screw 11, thereby driving the left clamping arm and the right clamping arm to slide along the groove 8, so that the arc-shaped clamping surface 9 is in contact with or detached from the plug-in housing. like Figure 1 and Figure 4 As shown, the top of the base housing 1 is provided with a guide limiting block mounting groove. The guide limiting block 3 has an inverted "T" shape structure, and its lower part is embedded in the guide limiting block mounting groove and fixedly connected to the base housing 1 by countersunk screws. The front side of the guide limiting block 3 is provided with a downwardly inclined guide slope 12, which forms an angle of 15° to 25° with the insertion direction of the connector. The bottom of the guide limiting block 3 is provided with a positioning boss 13, which fits into the positioning groove on the top of the connector. During the process of the connector being inserted into the installation chamber 5 from the insertion port 6, the top of the connector first contacts the guide slope 12, and the guide slope 12 applies a lateral force to the connector, causing it to automatically center. When the connector is fully inserted, the positioning boss 13 is embedded in the positioning groove on the top of the connector, restricting the displacement of the connector in the vertical direction. like Figure 1 and Figure 3 As shown, the wire harness constraint bracket 4 includes a main bracket plate 14 and two symmetrically arranged flexible guide plates 15; the main bracket plate 14 is fixedly connected to the rear outer wall of the base housing 1, located directly behind the wire harness outlet 7; a circular through hole 16 is opened in the center of the main bracket plate 14, the diameter of the circular through hole 16 being slightly larger than the outer diameter of the wire harness; the flexible guide plate 15 is integrally formed of silicone rubber material, one end of which is hinged to the left and right edges of the main bracket plate 14 by rivets, and the other end extends backward and bends toward the center of the circular through hole 16; the two flexible guide plates 15 are in a self- In its normal state, the free ends of the wire harness are close to each other but do not touch; when the wire harness passes through the wire harness outlet 7 and enters the circular through hole 16, the outer wall of the wire harness squeezes the flexible guide plate 15, causing it to open outward; after the wire harness has completely passed through, the flexible guide plate 15 relies on its own elastic rebound to apply a circumferential covering force to the wire harness; the inner surface of the flexible guide plate 15 is provided with a number of axially distributed micro-protrusion ribs 17, the height of the micro-protrusion ribs 17 is 0.3mm to 0.6mm, the width is 1mm to 2mm, and the spacing between adjacent micro-protrusion ribs 17 is 3mm to 5mm; like Figure 1As shown, the bottom of the base housing 1 is provided with a mounting ear plate 18, and the mounting ear plate 18 has two waist-shaped mounting holes 19, which are arranged along the front and rear directions along the long axis. The mounting ear plate 18 and the base housing 1 are integrally stamped and formed. When the device is installed on the car body or wiring harness bracket, the fixing bolt passes through the waist-shaped mounting hole 19 and is tightened to the mounting base surface. The waist-shaped mounting hole 19 allows the fixing bolt to be adjusted in the front and rear directions to adapt to the differences in the mounting bracket spacing of different car models. The inner wall of the base housing 1, the arc-shaped clamping surface 9 of the sliding clamping arm 2, and the guide inclined surface 12 of the guide limiting block 3 are all covered with a damping rubber layer. The Shore hardness of the damping rubber layer is 60A to 70A, and the thickness is 1.5mm to 2.5mm. A buffer pad is provided between the main support plate 14 of the wire harness constraint bracket 4 and the rear outer wall of the base housing 1. The buffer pad is made of EPDM rubber, with a thickness of 2mm, and is fixed to the back of the main support plate 14 by adhesive bonding. In the actual assembly process, the device is first fixed to the designated installation position in the engine compartment or chassis of the car through the waist-shaped mounting hole 19 on the mounting ear plate 18; then, the plug-in to be fixed is inserted into the installation chamber 5 through the insertion port 6 on the front side of the base housing 1; during the insertion process, the top of the plug-in contacts the guide slope 12 of the guide limiting block 3, and the guide slope 12 provides a lateral guiding effect on the plug-in, allowing it to enter the installation chamber 5 along the correct path; when the plug-in is fully inserted, the positioning groove on its top engages with the positioning boss 13 at the bottom of the guide limiting block 3, completing the vertical limiting; at this time, the operator manually rotates the knob cap 20, driving the adjusting screw 11 to rotate. Due to the threaded engagement between the adjusting screw 11 and the rear wall of the base housing 1, the adjusting screw 11 generates axial displacement, pushing the linkage crossbar 10 forward, and the linkage crossbar 10 drives the left clamping arm and the right clamping arm to move synchronously along the slide groove 8. The connector slides forward, causing the arc-shaped clamping surfaces 9 on both sides to gradually approach the outer contour of the connector housing until they are tightly fitted and an appropriate clamping force is applied, thus completing the mechanical clamping of the connector. At the same time, the wire harness led out from the rear end of the connector passes through the wire harness outlet 7 on the rear side of the base housing 1 and enters the circular through hole 16 of the wire harness constraint bracket 4. The outer wall of the wire harness presses the flexible guide plates 15 on both sides, causing them to open outward. After the wire harness has completely passed through, the flexible guide plates 15 rely on their own elastic rebound to form a circumferential wrap around the wire harness. At the same time, the micro-protruding ribs 17 on their inner side contact the outer skin of the wire harness, increasing the static friction of the contact surface when the wire harness is subjected to external tension. During the entire use process, the damping rubber layer on the inner wall of the base housing 1, the arc-shaped clamping surface 9, and the guide inclined surface 12 absorbs the high-frequency vibration generated by the vehicle operation, while the buffer pad provides elastic buffering when the wire harness is subjected to axial impact, preventing the impact force from being directly transmitted to the rear end of the connector. The connection relationships between the above components are as follows: the base housing 1 serves as the main support structure, and its internal sliding groove 8 forms a sliding pair with the slider structure of the sliding clamping arm 2; the sliding clamping arm 2 is connected to the adjusting screw 11 through the linkage crossbar 10, and the adjusting screw 11 forms a threaded pair with the rear wall of the base housing 1; the guide limit block 3 is fixed in the mounting groove at the top of the base housing 1 by countersunk screws; the main support plate 14 of the wire harness constraint bracket 4 is fixed to the rear outer wall of the base housing 1 by welding or screws, and the flexible guide plate 15 is hinged to the main support plate 14 by rivets; the mounting ear plate 18 is an integral structure with the base housing 1; the buffer pad is bonded to the back of the main support plate 14; the damping rubber layer is coated on the designated surface by vulcanization or bonding process; all structures are based on the standard plug-in part shape design to ensure universal adaptability on different vehicle platforms; To enable those skilled in the art to fully understand and implement this utility model, the following explanation of the specific implementation principle of this utility model is provided in conjunction with a typical application scenario—the fixed installation of a wiring harness connector for a high-voltage electronic control unit (ECU) in a new energy vehicle. In the vehicle assembly line, when it is necessary to fix the connector of the high-voltage ECU in a narrow space near the firewall in the engine compartment, the entire device is first pre-installed on the body sheet metal bracket by passing the fixing bolt through the waist-shaped mounting hole 19 on the mounting ear plate 18 at the bottom of the base housing 1. Since the long axis of the waist-shaped mounting hole 19 extends in the front-rear direction, the bolt is allowed to be finely adjusted back and forth within ±8mm, thereby adapting to the difference in bracket spacing caused by manufacturing tolerances of different platform models, ensuring that the base housing 1 is stably attached to the mounting surface without the need for additional shims or modified brackets. Subsequently, the operator pushes the pre-installed wire harness connector into the mounting chamber 5 from the insertion port 6 on the front side of the base housing 1. During this process, the top of the connector first contacts the guide slope 12 on the front side of the guide limit block 3. Since the guide slope 12 forms a 20° angle with the insertion direction (preferably within the range of 15° to 25°), when the connector has a slight lateral offset, the guide slope 12 applies a normal reaction force perpendicular to the slope. This force can be decomposed into a resistance component along the insertion direction and a lateral correction component pointing towards the center line, thereby guiding the connector to automatically center and enter the mounting chamber 5, avoiding incomplete insertion or scratches on the housing due to manual misalignment. When the connector is fully pushed in, the pre-set positioning groove on its top engages with the positioning boss 13 at the bottom of the guide limit block 3. This structure restricts the connector's freedom of movement along the Z-axis (vertical direction) to prevent vertical movement caused by engine vibration. At this time, the operator rotates the knob cap 20, causing the adjusting screw 11 to rotate around its axis. Since the adjusting screw 11 and the rear wall of the base housing 1 form a threaded pair, and an axial limiting retaining ring is provided at the position where it passes through the linkage crossbar 10, the rotational motion of the adjusting screw 11 is converted into linear displacement along the X-axis (front-back direction), and pushes the linkage crossbar 10 forward synchronously. The linkage crossbar 10 is rigidly connected to the left and right sliding clamping arms 2, causing it to move along the base... The dovetail groove 8 on the inner wall of the housing 1 slides inward synchronously; the slider on the outer side of the sliding clamping arm 2 maintains a clearance of 0.08mm with the groove 8, and the surface of the slider is coated with a polytetrafluoroethylene anti-friction coating to ensure smooth sliding without jamming; as the sliding clamping arm 2 moves forward, the arc-shaped clamping surface 9 on its inner side gradually envelops the outer periphery of the connector housing until it fits tightly; the radius of curvature of the arc-shaped clamping surface 9 matches that of the standard connector housing, so that the contact stress is evenly distributed and local crushing is avoided; at the same time, the damping rubber layer with a Shore hardness of 65A and a thickness of 2mm is covered on the surface of the arc-shaped clamping surface 9, which absorbs high-frequency vibration energy while providing sufficient clamping force, preventing the clamping from loosening due to resonance; Meanwhile, the high-voltage wire harness led out from the rear end of the connector passes through the wire harness outlet 7 on the rear side of the base housing 1 and enters the circular through hole 16 of the wire harness constraint bracket 4; the outer diameter of the wire harness is slightly smaller than the diameter of the circular through hole 16, allowing the wire harness to pass through smoothly; during the insertion process, the outer wall of the wire harness squeezes the free ends of the flexible guide plates 15 on both sides, causing them to open outward around the rivet hinge point; after the wire harness has completely passed through, the flexible guide plates 15, integrally molded from silicone rubber, rely on the elasticity of the material itself to rebound, and their free ends move towards the center, forming a circumferential wrapping around the wire harness; The covering force is sufficient to suppress the radial sway of the wiring harness when the vehicle turns or bumps. In addition, the micro-protruding ribs 17 (0.5 mm in height, 1.5 mm in width, and 4 mm in spacing) provided on the inner side of the flexible guide plate 15 form multi-point contact with the insulation outer sheath of the wiring harness. When the wiring harness is subjected to external axial tension (such as maintenance dragging or thermal expansion and contraction), the micro-protruding ribs 17 increase the static friction by increasing the actual contact area and micro-interlocking effect, effectively preventing the wiring harness from sliding along the axis. The flexibility of the silicone rubber material also avoids indentation or wear on the outer sheath of the wiring harness. Under all operating conditions, the vibration generated by the vehicle travel is transmitted to the base housing 1 through the vehicle body. The damping rubber layer covering the inner wall, the arc-shaped clamping surface 9, and the guide inclined surface 12 converts the mechanical vibration energy into heat energy through the internal friction mechanism, significantly attenuating the vibration amplitude transmitted to the internal terminals of the connector and maintaining stable contact pressure between the terminals. At the same time, when the wiring harness generates an instantaneous axial impact load due to road impact, the load is transmitted to the main support plate 14 through the flexible guide plate 15, and then elastically buffered by the 2mm thick EPDM rubber buffer pad bonded to its back, preventing the impact force from being directly transmitted to the welding point or crimping part at the rear end of the connector, thereby preventing connection failure. In summary, through the synergistic action of the base housing 1, the sliding clamping arm 2, the guide limiting block 3, and the wire harness constraint bracket 4, this utility model achieves rapid centering, reliable clamping, and multi-directional limiting of the connector in a confined space. Simultaneously, it provides flexible constraint and anti-slip treatment for the wire harness routing, solving the technical problems of traditional structures such as reliance on elastic components leading to easy aging, lack of wire harness guidance, and high assembly space requirements. All content not described in detail in this specification belongs to existing technology known to those skilled in the art, and the materials, dimensions, and process parameters of each component can be reasonably adjusted within the scope disclosed in this utility model according to actual application needs, and can be achieved using conventional manufacturing methods. The above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

[0025] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. A mounting device for automotive connectors, comprising a base housing, a sliding clamping arm, a guide limiting block, and a wiring harness constraint bracket; characterized in that: The base housing is a hollow rectangular frame structure, with an internal mounting chamber for accommodating the connector body. An insertion port is located at the front opening of the base housing, and a wire harness outlet is located at the rear. The inner walls of the left and right sides of the base housing are respectively provided with sliding grooves extending in the front-to-back direction. The sliding clamping arms include a left clamping arm and a right clamping arm, which are respectively embedded in the corresponding sliding grooves and can slide back and forth along the grooves. Each of the left and right clamping arms has an arc-shaped clamping surface on its opposite side, and the radius of curvature of the arc-shaped clamping surface matches the outer contour of the standard connector shell. The rear ends of the left and right clamping arms are connected by a linkage crossbar. An adjusting screw passes through the middle of the linkage crossbar and penetrates the rear wall of the base housing. The adjusting screw is threaded into the rear wall of the base housing. Rotating the adjusting screw drives the linkage crossbar to move back and forth, thereby synchronously driving the left and right clamping arms to slide along the sliding grooves, causing the arc-shaped clamping surfaces to conform to or detach from the connector shell.

2. The automotive connector fixing device according to claim 1, characterized in that, The top of the base housing is provided with a guide limiting block mounting groove. The guide limiting block has an inverted "T" shape, and its lower part is embedded in the guide limiting block mounting groove and fixedly connected to the base housing by countersunk screws. The front side of the guide limiting block is provided with a downwardly inclined guide slope, which forms an angle of 15° to 25° with the insertion direction of the connector. The bottom of the guide limiting block is provided with a positioning boss, which fits into the positioning groove on the top of the connector to limit the displacement of the connector in the vertical direction.

3. The automotive connector fixing device according to claim 1, characterized in that, The wire harness constraint bracket includes a main support plate and two symmetrically arranged flexible guide plates. The main support plate is fixedly connected to the rear outer wall of the base housing and is located directly behind the wire harness outlet. A circular through hole is opened in the center of the main support plate, and the diameter of the circular through hole is slightly larger than the outer diameter of the wire harness. The flexible guide plate is integrally formed of silicone rubber material. One end of the flexible guide plate is hinged to the left and right edges of the main support plate by rivets, and the other end extends backward and bends toward the center of the circular through hole. In the natural state, the free ends of the two flexible guide plates are close to each other but do not contact each other. When the wire harness passes through the circular through hole, the flexible guide plate is squeezed outward by the outer wall of the wire harness. After the wire harness passes through, the flexible guide plate relies on its own elastic rebound to apply a circumferential covering force to the wire harness, restricting the swing of the wire harness in the radial direction.

4. The automotive connector fixing device according to claim 1, characterized in that, The bottom of the base housing is provided with mounting ear plates, and the mounting ear plates have two waist-shaped mounting holes. The long axis of the waist-shaped mounting holes is arranged along the front and back. The mounting ear plates and the base housing are integrally stamped and formed.

5. The automotive connector fixing device according to claim 3, characterized in that, The inner surface of the flexible guide plate is provided with several micro-protrusions distributed along the axial direction.

6. The automotive connector fixing device according to claim 1, characterized in that, The inner wall of the base housing, the arc-shaped clamping surface of the sliding clamping arm, and the guide slope of the guide limiting block are all covered with a damping rubber layer.

7. The automotive connector fixing device according to claim 1, characterized in that, A buffer pad is provided between the main support plate of the wire harness constraint bracket and the rear outer wall of the base housing. The buffer pad is made of EPDM rubber and is fixed to the back of the main support plate by adhesive bonding.

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