US3702145A - Protection and control means for fly-shuttle looms - Google Patents

Abstract

THE INVENTION DISCLOSED HEREIN RELATES IN GENERAL TO IMPROVEMENT IN AUTOMATIC AND MANUAL STOPPING OF FLYSHUTTLE LOOMS. THE INVENTION DISCLOSES A MECHANICAL MEANS FOR DETECTING LATE SHUTTLE ARRIVAL AT THE THROAT OF THE RECEIVING BOX AND ASSOCIATED LINKAGE FOR QUICKLY STOPPING THE LOOM SHOCKLESSLY. THIS SYSTEM IS OPERATED BY THE LINKAGE AUTOMATICALLY TRIPPING A QUICK-DISCONNECT ELEMENT UNLESS A SENSOR IN THE PATH OF THE FLY SHUTTLE IS DISPLACED AT THE PROPER TIME. IT ALSO DISCLOSES LINKAGE ASSOCIATED WITH A STANDARD FILLER BREAK DETECTOR OF THE SAME TYPE AS AND IN COMBINATION WITH THE LATE SHUTTLE DETECTION SYSTEM, TO QUICKLY AND SHOCKLESSLY STOP THE LOOM UPON THREAD BREAKAGE. ALSO DISCLOSED IS A HYDRAULIC AND SPRING OPERATED ENERGY ABSORPTION APARATUS TO AID THE LOOMS NORMAL BRAKING SYTEM WHEN A STOP IS DESIRED. BY MEANS OF A NOVEL LINKAGE, THIS APPARATUS IS CAUSED TO ENGAGE THE LOOMS FLYWHEEL UPON EITHER A MANUAL OR AUTOMATIC STOP SIGNAL BEING GIVEN. ADDITIONALLY, THE DISCLOSURE TEACHES A SYSTEM FOR INSURING THAT ON MANUAL STOPS THE LOOM WILL ALWAYS STOP AT THE SAME POSITION IN ITS CYCLE. THIS IS DISCLOSED AS EITHER USING THE LINKAGE OF THE FIRST TWO STOPPING MEANS OR A SIMILAR SYSTEM. THERE IS ALSO DISCLOSED AN ELECTRICAL SYSTEM FOR PROVIDING CONTROLLED LOOM STOPPAGE IN THE EVENT OF AN ELECTRICAL POWER FAILURE.

Description

Nov. 7, 1972 TURNER 3,702,145

PROTECTION AND CONTROL MEANS FOR FLY-SHUTTLE LOOMS Original Filed Nov. 19, 1965 4 Sheets-Sheet l INVEN TOR. Edgar P Turner Nov. 7, 1972 PROTECTION AND CONTROL MEANS FOR FLY-SHUTTLE LOOMS Original Filed Nov. 19, 1965 Fig.6

E. P. TURNER 3,702,145

4 Sheets-Sheet 2 I l INVENTOR.

Edgar P Turner Nov. 7,1972 E. P. TURNER 3,702,145

PROTECTION AND CONTROL MEANS FOR FLY-SHUTTLE LOOMS Original Filed Nov. 19, 1965 4 Sheets-Sheet 5 FIG 40 INVENTOR. 5490 7Drner.

NOV. 7, p U N R PROTECTION AND CONTROL MEANS FOR FLY-SHUTTLE LOOMS Original Filed Nov. 19, 1965 4 Sheets-Sheet 4 INVENTOR. Edgar I? Turner United States Patent 3,702,145 PROTECTION AND CONTROL MEANS FOR FLY-SHUTTLE LOOMS Edgar P. Turner, Watchung, N.J., assignor to North American Rockwell Corporation, Pittsburgh, Pa. Original application Nov. 19, 1965, Ser. No. 508,745, now Patent No. 3,626,992, dated Dec. 14, 1971. Divided and this application July 20, 1971, Ser. No. 164,387 Int. Cl. D03d 51/00 US. Cl. 139-336 Claims ABSTRACT OF THE DISCLOSURE The invention disclosed herein relates in general to improvements in automatic and manual stopping of flyshuttle looms. The invention discloses a mechanical means for detecting late shuttle arrival at the throat of the receiving box and associated linkage for quickly stopping the loom shocklessly. This system is operated by the linkage automatically tripping a quick-disconnect element unless a sensor in the path of the fly shuttle is displaced at the proper time. It also discloses linkage associated with a standard filler break detector of the same type as and in combination with the late shuttle detection system, to quickly and shocklessly stop the loom upon thread breakage. Also disclosed is a hydraulic and spring-operated energy absorption apparatus to aid the looms normal braking system when a stop is desired. By means of a novel linkage, this apparatus is caused to engage the looms flywheel upon either a manual or automatic stop signal being given. Additionally, the disclosure teaches a system for insuring that on manual stops the loom will always stop at the same position in its cycle. This system is disclosed as either using the linkage of the first two stopping means or a similar system. There is also disclosed an electrical system for providing controlled loom stoppage in the event of an electrical power failure.

This application is a division of United States patent application Ser. No. 508,745, filed Nov. 19, 1965 and now United States Patent No. 3,626,992, issued Dec.

This invention relates to improvements in start-stop control systems for fly shuttle looms, the major general purpose of the invention being to provide for a fly shuttle loom a system of improved capability and dependability as compared to control methods heretofore available, and furthermore to olfer a design of maximum simplicity and minimum cost. To achieve the stated purpose it has been necessary to solve separately four essential parts of the problem and to then integrate the results to satisfy all requirements of an ideal start-stop control. Included is a novel means for automatic rollback of the loom after stopping due to some error.

One of the major requirements in the control of an operating loom lies in the need for detecting shuttle position relative to the momentary position of the lay bar or sley, and in the event of late arrival of the shuttle at the detection point, to provide stoppage of the loom before warp smash or other damage occurs. A widely used mechanical method of providing such protection stopping requires on-time arrival of the shuttle in the shuttle receiving box to cause movement of the shuttle retarding binder and means associated therewith, which movement originates the go signal to allow for the next pick of the loom. This method, although offering reasonable dependability, has the serious disadvantage of allowing, between detection of a late running shuttle and full stop of the loom, for only about seven degrees of crankshaft rotation. To effect such an abrupt stop necessitates use of an impact type dagger and frog arrangement which results in very severe and sometimes destructive shock loads on loom components. Other disadvantages of the method lie in the undesirably high weights of the required components, plus mechanical limitations which inhibit the use of simplified and improved shuttle boxing methods.

In attempts to avoid the foregoing deficiencies of existing mechanical methods, shuttle flight detection by electrical means also has been used. Such controls involve the principle of sensing the timed arrival of the shuttle at a detection point usually at midway position of the free flight path of the shuttle. The sensing signal is utilized to operate an electric switch or relay which, while the shuttle is running on time, operates in conjunction with a loom driven electric commutator to maintain an associated electric clutch and brake system in loom driving position. Late arrival of the shuttle at the detection point results in loom shutdown through electromagnetic declutching and brake action. Such a system possesses the advantage of early shuttle detection which allows sufficient time for shockless stopping by brake action without use of the dagger-frog arrangement inherent in the mechanical system. The subject electrical detection and control method has, however, the disadvantage of complexity and high cost plus the fact that the on-time arrival of a shuttle at a detection point located in the midway range of its free flight path between shuttle receiving boxes does not fully insure that a warp smash will be averted, since on occasion the shuttle speed may decrease abnormally after detection at such point or the shuttle may jam at point of entry into the receiving box throat. Attempts to place the electrical detection point near the box throat have proved unsatisfactory because of response time limitations of available detection and stopping methods. Also, previous attempts to provide early detection and stopping by mechanical means have met with little success due to the ineffectiveness of the suggested shockless stopping means plus lack of effective co-ordination between elements of the proposed control systems.

In view of the above deficiencies, it is a first part of the object of this invention to provide a loom protection stopping system incorporating mechanical means of reasonable cost and high dependability to provide shockless stopping of the loom when the shuttle is out of phase with full assurance of freedom from warp smash or other damage due to late shuttle performance. To achieve this aim, I increase the time available for protection stopping of the loom by providing mechanical means for sensing the in-flight arrival of the shuttle at a selected point prior, to the shuttle receiving box, and providing means responsive to the late arrival at such sensing point to cause the separation of a quick disconnect element which I provide as an operable portion of the clutch-brake actuating linkage. Upon separation of cooperating components of said disconnect element, spring pressure bias which is included in the braking means provides rapid disengagement of the clutch and engagement of the brake to eliectuate shockless stopping of the loom. These features together with essential inter-connecting linkage and optional energy absorption means are hereinafter covered by both drawings and description.

In addition to late shuttle protection, a further highly important requirement in the control of an operating loom is the need for dependable and rapid shutdown when filler break occurs. Due to the existing trend toward wider looms and increased speeds, plus the wide spread adoption of center fork fille'r break detection, it has become increasingly difiicult to insure loom stopping of sufiicient rapidity to avoid defects of the cloth resulting from false beat-up of a broken filler thread. In the weaving of fine goods the mark of such a false beat-up often remains visible even after the loom has been manually rolled backward by hand and the broken filler removed prior to loom re-start.

A second part of the object of this invention, therefore, is to provide in combination with my improved late shuttle loom protection stopping means an improved filler break stop control which is free of the foregoing deficiencies as to speed'and dependability. In description to follow, I show means for implementing such a combination and explain the advantages of using in connection with both late shuttle and filler break stopping my novel energy absorption device with its included ability to automatically roll the loom backward following shutdown.

In the operation of a conventional mechanically controlled loom, starting, stopping and inching may be effected through manual manipulation of a shipper handle. For starting and inching, this method is quite satisfactory, however, particularly by an inexperienced operator, stopping can behazardous since improper timing of the hand motion may result in the shuttle flying out of control. Electric control systems have been used wherein all functions are controlled by push button and associated triming switches. For starting and inching (jog), little. if any benefit derives from this arrangement, but pushbutton controlled stopping provides the advantage of safe stopping at a prc-determined loom position. Such control is particularly advantageous for single picking where check out for correct shuttle boxing is being made.

To meet the needs just stated, a third part of the object of this invention is, to provide in combination with my improved "loom protection stopping means a simple and dependable control means of novel design combining shipper operation for start and inching with electromechanical means for positional stopping and single picking. Hereinafter is described and explained my method of combining manual shipper starting with my improved loom protection stopping means, and adding thereto a pushbottom controlled solenoid with associated movable latching arrangement.

A desirable, but heretofore unattained feature in loom control pertains to means for the minimizing of mill operating difiiculties resulting from electric power failure. Presently in such event the looms slow down until late shuttle protection results in the bang-off individually of all looms. Prior to re-start each loom requires inspection, roll-back and re-positioning of the shuttle. If it were possible upon power failure to have each loom stop in normal position, much trouble and damage would be avoided and substantial time would be saved on start-up. A condition to be considered is that momentary voltage loss may occur when power plant switch gear is operating as during electrical storms. If such voltage loss does not persist for more than one second, looms being driven by flywheel type motors may continue to operate, whereas trouble persisting for a longer period will cause late shuttle bang-off.

It is now a fourth part of the object of this invention to provide in conjunction with the electro-mechanical positioning stop means already included in the system, provision for initiating controlled loom stop whenever voltage failure persists for a period to be selected in the range of approximately six tenths of one second. It will be shown in later paragraphs that relatively simple additions to the means described for satisfying the first three parts of the object of the invention will serve to provide this desired power failure protection.

Other objects and advantages will be in part indicated in the following description and in part rendered apparent therefrom in connection with the annexed drawings.

To enable others skilled in the art so fully to comprehend the underlying features hereof that they may embody the same in the various ways contemplated by this invention, drawings depicting preferred typical construction have been annexed as a part of this disclosure and, in

such drawings, like characters of reference denote corresponding parts throughout all views, of which:

FIG. 1 of the drawings in oblique view represents essential portions of a fly shuttle loom having major elements of my invention applied thereto.

FIG. 2 is an oblique view of a preferred form of my improved means of filler break detection as associated with means shown in FIG. 1.

FIG. 3 is an elevation viewto clarify the operation of the assembly of components shown in FIG. 2.

FIGS. 4, 4a, 4b, and 40 show detailed views of a preferred form of my quick disconnect clutch release device as shown in the assembly of FIG. 1.

FIGS. 5 and 5a show sectional details in operating sequence of a preferred form of the energy absorption device shown in the assembly of FIG. 1.

FIG. 6 is an elevation view showing details of shuttle flight sensing means included in the assembly of FIG. 1.

FIG. 7 is an oblique view showing details of shuttle flight sensing means alternate to that shown in FIGS. 1 and 6.

FIG. 7a shows in detail portions of the mechanism of FIG. 7.

FIG. 8 shows means of re-positioning shuttle flight detectors alternate to positioning means shovm in FIGS. 1 and 7.

FIG. 9 is a diagram showing the electrical circuit of the loom drive motor with means for deriving reduced voltage direct current therefrom, together with a switch and solenoid arrangement to implement the several control events as described in this invention.

FIG. 10 is a cutaway view of the clutch-brake motor 17 of FIG. 1 together with a diagram of the shipper mechanism with the clutch disengaged and the brake engaged. In this view element 60 and its associated parts are in the relationship shown in FIGS. 4 and 4a.

FIG. 10a is a cutaway view showing the clutchbrake motor of FIG. 10 together with shipper mechanism and with the clutch engaged, the brake disengaged, and parts 60 and 61 of the disconnect element remaining in locked association as shown in FIG. 10. In this view hinge point has been toggled to over center position relative to fixed hinge point 106 to hold lever 16 in clutch engaged position.

FIG. 10b is a cutaway view showing the positions assumed by the components of FIG. 10a following movement of link 58 to cause rotation of element 59 relative to point 59a. Here the elements 15, 59, 60 and 61 have assumed the relationship shown in FIG. 40. Operation of parts 60 and 61 has, through action of spring 17g, allowed disengagement of the clutch and engagement of the brake, while shipper handle 12 remains in the position of FIG.

In order to make understandable my invention, I will now discuss one type of standard loom, as generally shown in FIG. 1, which can be adapted to use my invention. In FIG. 1 a small portion of a loom frame 20 is shown in broken section. The frame carries a main crank shaft 9 which is driven through pinion 18 and gear 19 by element 17 which represents a clutch-brake motor.

Starting and stopping of the loom may be effected by manual shipper action through handles 11 or 12, which are joined in fixed relationship by a torsion rod trunnioned to the loom frame at 20c and 20d. Motion of handle 12 actuates link 13, toggle 14 and lever 16 via a one piece link which is used in place of the assembly of elements 15, 16 and 61 as shown in FIG. 1.

Actuation of lever 16 controls selective engagement of the clutch and brake as shown in FIGS. 10, 10a and 10b. In FIG. 10 is shown in outline a cutaway view of an applicable clutch-brake motor such as revealed in my US. Pat. 2,891,643. Indicated is housing 171, located within which is rotor 17a, driven by stator 17 1. Attached to housing 17: is fixed brake surface 170. Journaled through the hollow shaft of 17a is axially movable driven shaft 17d which is rotatably connected at one end to lever 16 by means of thrust bearing 17e, while on the opposite end of shaft 17d is fixed loom drive pinion 18. Also fixed to shaft 17d is clutch disc 17b, which is shown as pressured against fixed brake surface 170 by action of brake bias spring 17g. Movement of shipper handle 12 as in FIG. a overcomes the resistance of spring 17g and causes clockwise rotational movement of lever 16 relative to pivot 17h. This movement causes engagement between clutch plate 17b and the face of rotor 17a, thus causing rotation of plate 17b, shaft 17d, pinion 18 and gear 19 to drive the loom crankshaft 9. It will be noted when shipper handle 12 as shown in FIG. 10 is moved to the position shown in FIG. 10a, pin 105 which is fixed in the free end of crank 14 is moved by link 13 along a circular are having as its center pin 106, which is fixed to the loom frame. In FIG. 10 and 10a, element 60 holds elements 15 and 61 in lockedtogether relationship as in FIG. 4. Link 15 with attached elements 60 and 61 is now moved to the left as pin 105 is moved along subject are (dotted) until it meets a stop (not shown) and comes to rest in the position shown in FIG. 10a. Movement of element 61 causes the lower end of lever 16 to move clockwise relative to pivot 17h to cause plate 17b to move axially to disengage the brake and to pressure the clutch facing against the face of rotor 17a. The described movement of lever 16 has also further compressed spring 17g, which now exerts a declutching force. This force, however, cannot move elements 15, 60, 61 due to the fact that pin 105 has been toggled by crank 14 to the over-center position shown relative to the center line between fixed pin 106 and the lower end of lever 16 to which one end of 61 is hinged. The clutch is thus locked in engagement, and the toggle arrangement of parts 105, 14 and 106 comprise a preferred form of a cltuch hold-in device as hereinafter referred to. Such a device is shown in FIG. 7 of US. Pat. 2,889,855, and is of common use in loom construction.

The clutch may manually be released from its lockedin condition by returning shipper handle 12 to loom stop position as shown in FIG. 10. Automatic stopping is effected by triggering quick disconnect element 60 to release condition as detailed in FIG. 40. The clutch and brake are now moved by spring 17g to loom stop position as in FIG. 10b, while shipper handle 12 remains in on position. It will be noted (FIG. 40) that rollers 104 have been pulled by movement of trigger 59 from notch 104a in element 60 and from 104b in link 61, thus allowing elements 60 and 61 to separate axially and to move from the locked-together relationship shown in FIG. 4 to the released and separated condition shown in FIG. 4c.

Rotation of the shaft 9 imparts by way of cranks 9a and connectin ods 22 fore and aft rocking motion to swords 23 to which is rigidly attached lay bar 24, which in turn carries in fixed relationship reed 25, front box plates 26 and 27, and back guide plates 28 and 29. Movably attached to lay bar 24 at either end and opposed to plates 26 and 27 are shuttle retarding binders 30 and 31, each of which is hinged at one end by a fixed pin 32, 33, while the free end of each is urged toward contact with extension of plates 28 or 29 by spring means, not shown.

During loom operation shuttle 34 is thrown from left to right by timed action of picker stick 35, carrying at its upper end picker 37. In flight the shuttle follows the upper surface of lay bar 24 and the front face of plate 28 reed 25 and plate 29, thence into the right hand receiving box as viewed in' FIG. 1, being retarded by wedging action between fixed plate 27 and spring loaded binder 31. Such wedging action forces binder 31 to swing rearwardly about pin 33 and against its holding spring pressure until its free end separates appreciably from contact with plate 29. Right to left motion of the shuttle is induced in like manner by action of picker stick 36, to the upper end of which is attached picker 38.

The shuttle induced swinging motion of binder 30 or 31 is communicated to a conventional dagger assembly (not shown). Late arrival of the shuttle delays binder movement, which results in contact being made between the lay bar mounted daggers and matching impact frogs mounted on the loom frame, which in turn causes the well known but undesirable abrupt stop or loom bangoff previously referred to.

In operation of a conventional loom, automatic shutdown for filler break is initiated when detector fingers 39, which are timed to descend immediately after each pass of the shuttle, are allowed to fall to full bottom position due to lack of a fill thread. The latter condition allows contact between a lay bar mounted trigger device and a co-operating element on rod 10 to cause movement of the shipper system and stoppage of the loom. Because of time lost in moving the shipper system including handles 11 and 12 from clutch engagement to brake engagement, it is difiicult and in some cases impossible to stop the loom with suflicient rapidity to prevent defects in the weave. Shutdown due to warp break is initiated by a detector and a cam system (not shown) to independently impart motion to rod 10.

The matter thus far described briefly sets forth one type of single shuttle loom to which this invention may be applied, and except as noted hereinafter, forms no part of the present invention.

As has been stated, a first part of the objective of the invention is to provide fully dependable mechanical means to effect shockless late shuttle protection stopping. In order to allow sufficient time for such shockless stopping it is essential that late shuttle detection be made at a point earlier than the conventional in-the-box shuttle position previously described. On the other hand, it has been pointed out that a shuttle may jam at the point of entry into the throat of the receiving box, and that points of detection earlier than at a location within the box throat do not offer full dependability. It is therefore concluded that the earliest location for safe detection is at a point where the nose of the shuttle has entered into the box throat the minimum distance to preclude jamming. In my invention 1 have provided the sensors 41 and 42 to provide such detection. As is well known, as the lay bar 24 makes a complete cycle fore and aft, corresponding to a complete turn of shaft 9, the shuttle moves once across the lay bar. In each cycle, the shuttle will first contact one of the sensors 41 or 42 at a rotational point of approximately 250 relative to front center position of crank 9a. In a normal loom of the type described using a mechanical late shuttle protector, the bang-off point is at 290 rotation. It follows, therefore, that a maximum of 40 of shaft rotation may now be permissible between detection and stop, which portion can be utilized in bringing the loom to a shockless stop.

Assuming uniform braking effort is applied to effect stopping through 30 degrees of this span, stresses in loom parts will be held to a satisfactorily low level. As before stated, I achieve the required stopping by the expedient of mechanical sensing of in-flight shuttle position at an earlier than normal time in the loom cycle, and in the event of a late running shuttle to cause separation of a quick disconnect element which I include as a portion of the shipper linkage which controls clutch-brake action. I shall now proceed with the description of means for implementing this first objective of my invention. All references to right or left, fore or aft, are as the loom is viewed in FIG. 1.

As shown in FIG. 1, a first in-flight sensing roller 41, is positioned in the left hand box throat which is outlined by front plate 26, upper guide plate 43, back plate 28, and bottom plate 24. Roller 41 is rotably mounted on swing arm 45 which is swingably movable to carry 41 forward to protrude into the shuttle flight path, or backwardly to recede from the shuttle path into a recess 47 in plate 28.

In like manner, as'shown in FIG. 2, a second in-flight sensing roller 42 mounted on swing arm 46 is located in the throat of the right hand shuttle box. Arms 45 and 46 are attached to torsion rod 48 which is trunnioned at either end in bearing blocks as at 49. Also attached to rod 48 are boxed shuttled contactor pins 50 and 51, which are located in the right and left hand box areas, respectively. Also attached to rod 48 is rearwardly extending hook arm 53 carrying hook 54. Spring 52 normally urges arm 53 upward, which in turn urges forwardly rollers 41 and 42, and also pins 50 and 51. When the shuttle is boxed, contact between it and one of pins 50 or 51 overcomes tension of spring 52 and holds hook 54 in its depressed position. When the shuttle is in free iflight between boxes, spring 52 urges hook 54 upward and causes rollers 41, 42, and pins 50', 51 to be moved forwardly into the shuttle :flight path. When the shuttle nose enters the throat of the receiving box and pushes rearwardly the sensor roller located therein, rod 48 is moved to again depress hook 54.

This part of my invention in summary operates as follows, in a typical cycle of the shuttle 34 from left to right: As the shuttle 34 enters the right hand receiving box throat, during one-time operation, it will displace the in-fiight sensor 42, which is rigidly affixed to torsion bar 48 mounted on lay bar 24. This displacement causes the bar 48 to rotate and lower. hook arm 53 and hook 54 below the horizontal plane of catch 55. The catch 55 is rigidly mounted on element 56, as shown generally in FIGS. 1 and 2, and '56 is rotatably mounted at 57 to the frame of the loom. This lowering allows hook 54 to pass underneath catch 55 as the lay bar 24 moves forward. Thus, if the shuttle 34 has reached the in-flight sensor 42 on time, hook 54 will not engage catch 55 and the lay bar 34 will continue its cycle uninterrupted. If the shuttle is late, however, hook 54 will not be depressed as lay bar 24 moves forward past element '56. In this situation, hook 54 will engage catch 55 and thereby rotate element -56 about pin 57 as lay bar 24 continues its forward movement. As best shown in FIG. 1, movement of element 56 moves with it link "58 which trips latch 59. Latch 59 operates quick disconnect element 60 shown in FIG. 4 and causes it to open as shown in FIG. 40. When link 58 is moved, this pulls the rollers 104 from their notch in link 61. When the restriction on the movement of link 61 is thus removed, spring. 17g forces the lever 16 to rotate counterclockwise, as viewed in FIG. b, about pivot point 17h. This action disengages clutch disc 17b and forces said disc against brake surface 170 to quickly stop the loom.

It is timely here to note that previous attempts to utilize early detection of shuttle position have employed sensing means normally disposed in the shuttle flight path, such means being momentarily displaced by the passage of the shuttle. With an on-time shuttle flight, this momentary displacement revokes the currently impending loom stop signal. When a loom equipped with such means is stopped with the shuttle boxed, however, and is then rolled backwards asv required following protection or filler break stops, the shuttle sensing means remain in position to again cause stoppage when attempt is made to restart the loom. A significant feature of this preferred' form of my invention comprises the combination of means for in-fiight sensing of shuttle position interconnected with boxed shuttle contactor means in a manner which avoids false shutdown from the flight detectors at any time the shuttle is present in either box. Illustration of one of the feasible mechanical arrangements for effecting such relationship of sensing means as applied to a common type of single-shuttle loom will be found in the readily understood combination of elements 41, 42, 45, 46, 48, 50 and 51, as shown in FIG. 1. Here the shuttle displaces boxed shuttle contractor 50 or 51 as the case may be, when it isstopped in a boxed position. This displacement holds the hook 54 below the catch 55, just as is done in in-flight sensing with sensor rollers 41 or 42, I

and thereby precludes the loom from stopping while the shuttle remains boxed. It is to be understood that various other means of interconnecting sensing elements and boxed shuttle contactors to attain the stated purpose may be employed within the scope and spirit of this invention.

When used in combination with my improved in-fiight sensors and associated braking means, some versions of clutch-brake motors or equivalent drive systems may be provided with brakes of suificient capacity to stop the loom dependably within the heretofore specified 40 degrees of crank rotation after late shuttle detection. However my preferred means for stopping includes in addition to the specified braking system an energy absorption device 62, as shown in FIGS. 1, 5 and 5a, which is rockably attached to the loom frame at 20a by pin 63, and is urged rearwardly by spring 64. Operably associated with 62 is plunger stem 65 which is normally urged to up position by spring means within the case of 62. The notched upper end of 65 is normally positioned by link 67 to clear the orbital path of a stop lug 66 which protrudes from the rim edge surface of gear 19.

Consideration of the description and FIG. 1 should make clear that a late shuttle signal causing link 58 to move forwardly to set the brake through release of link 61 will also cause link 67 to move the upper end of plunger rod 65 forwardly into the orbital path of .lug 66. Contact of lug 66 against plunger 65 causesdownward movement of 65 against resistance of the spring 70 plus resistance of the hydraulic energy absorption means housed in shell 62.

FIG. 5 shows a sectional view of the energy absorption device at the beginning of a loom stop cycle. It will be noted that to plunger rod 65 is attached at its lower end plunger disc 68 While locked to rod 65 is top disc 69 which confines spring 70 with a preload of some 300 pounds to normally pressure washer 71 against disc 68. In the base of shell 62 is fitted cup 72 upon the upper rim of which rests washer 71. Cup 72 is filled with oil.

It is now apparent that if downward pressure exceeding 300 pounds is applied by lug 66 against rod 65, the assembly of parts 65, 69 and 68 will start moving downward to further compress spring 70, while washer 71 remains stationary. During the downward movement of the plunger, oil from cup 72 will be forced through the annular clearance around disc 68, which clearance is designed such that with speeds encountered in stopping an average loom the hydraulic pressure resistance beneath disc 68 approximates 600 pounds, which, added to the pre-load of spring 70 provides a loom-stopping resistance of some 900 pounds total.

FIG. 5a shows the position of the assembly and its parts when the loom is approaching a stop. It will be seen that lug 66 has rotated downward some 30 degrees, compressing spring 70 and forcing the plunger to a position near the mechanical limit of its downward travel. Due to the taper in cup 72, the annular clearance around disc 68 has now become very small, thus assuring that with loom speed approaching zero, the hydraulic resistance beneath disc 68 remains substantially undiminished. At full stop the hydraulic resistance disappears, but there remains an upward thrust of 300 pounds exerted by spring 70. Subsequent release of the friction brake by setting the shipper mechanism in neutral position makes this force available to roll the loom backward until the assembly returns to the position of FIG. 5. An interlock (not shown) is provided such that with the parts in position as in FIG. 5a the shipper handle can be moved to brake disengage, but not to clutchengage position. This insures that the loom will be rolled backed and plunger stem 65 retracted from the path of lug 66 before the clutch is again engaged to start the loom.

Description to this point covers my preferred means for achieving early shuttle flight sensing coupled with quick disconnect of the clutch and rapid actuation of the braking means to provide shockless protecting stoppingan aim which has been named as the first part of the object of this invention. Shuttle sensing has been established at approximately 250 degrees crank positron, and optional means described to effect roll-back of the loom subsequent to stop. It now becomes apparent that since these parameters also meet the needs of a desirable filler break control, an attractive opportunity is presented for combining protecting and filler break stop means and thus elfect further useful improvement in loom control. This represents the second important part of my invention.

The feeler assembly of a conventional filler break detector is shown at 40. The principle of operation of such a device is of common knowledge. Indicated at 40a is a normally closed electric switch operably connected with detector 40 in manner to be opened when absence of filler thread 90 allows the detector fingers 39 to drop to full bottom position. I now provide on connectlng element 56 solenoid 73 arranged to be normally energized via switch 40a. Latch plate 74 is swingably mounted on pin 75 and held in the upward position by solenoid 73. De-energizing 73 allows plate 74 to swing downward to the limit set by stop pin 76. In this position plate 74 provides a downward extension of catch face 55 such that hook 54, even in its depressed position, will make contact and stop the loom by actuation of connecting element 56 and parts 58, 59, 67, 65 connected thereto.

In following paragraphs and indicated in FIGS. 2 and 3 will be found discussion of my improved mechanical means of attaining the stopping of the loom because of filler thread breakage.

In FIG. 2 the parts arrangement for late shuttle detection is shown. Here lay bar 24 is shown sectioned at point of location of filler detector 40 as shown in FIG. 1. For purpose of simplicity in the explanation elements 73, 74, 75 and 76 have been omitted while pins 55a, 55b, and arm 77 with hook 78 have been added. Member 79 carrying cam surface 80 is rigidly attached to the loom frame at E. Swingably mounted on pin 82 of bracket 83 which is attached to lay bar 24 is part 81, which is normally urged against stop 83a by spring 84, which applies pressure to tab 81b, which is an extension of part 81. Rockably mounted on part 81 by pin 85 is lever 86 which carries at one end roller 87 rotatably attached by pin 88. The opposite end of lever 86 is operably connected to detector drum 40 by pin 96 and link 89. As the lay bar approaches back position, roller 87 rides up cam surface 80 imparting motion to parts 86 and 89, to cause drum 40 to rotate and elevate detector fingers 39 to allow passage of the shuttle thereunder. As the lay bar again moves forward reverse act1on of the named parts causes fingers 39 to descend until stopped by presence of filler thread 90. In this position link 89 has elevated the nose 92 of lever 86 to a point where it closely clears beneath the edge 91 of bars 79a, which is a fixed portion of element 79.

In case of filler break, fingers 39 are allowed to fall to full low position, thus elevating point 92 to interference position with edge 91. Pin 96 is now in contact wrth the edge 81a of part 81. With the lay bar moving forwardly, contact of 92 against fixed stop 91 causes parts 81, 86, and pin 93 momentarily to become stationary while lay bar 24 continues its forward motion. Pin 94 which is moved forwardly by the lay bar, now is pressured against pin 93 to cause counterclockwise rotational movement of rod 95, which movement in turn elevates hook arm 77 to cause hook 78 to assume a collision course toward pin 5512. Contact of hook 78 against pin 55b causes movement of connecting element 56 and stoppage of the loom in manner equivalent to that previously described and related to parts 53, 54, and 55. Following movement of 10 element 56 as just described, further forward motion of lay bar 24 induces continued counterclockwise rotation of part 81 about pin 82 until point 92 has been moved downwardly and loses contact with face 91 of boss 79a. Part 86 and associated elements are now no longer retarded in forward motion, and spring 84 now causes these parts to again assume the normal positions relative to bracket 83 and lay bar 24 as shown in FIG. 2. In case optional energy absorption element 62 is incorporated in the system, roll-back of the loom will be included in re-start pro cedure as heretofore outlined.

Disclosure of means for attaining the second part of the object of the invention is now complete. Following will be found description of means to implement the objectives third part, which is to provide in combination with parts one and two, shipper handle controlled start and inching with positioned stopping via push button control.

Means for manual shipper operation has been described. One method for combining therewith push button stop positioning (FIG. 1) is to provide a hook arm 8 rigidly mounted on and extending rearwardly from lay bar 24. Arm 8 is terminated by hook 8a. Mounted on connecting element 56 is solenoid 97 which is operatively associated with latch 98, which in turn is mounted on element 56 and is free to swing in a vertical plane around the center pin 100. Downward motion of latch 98 is limited by stop pin 101. Latch 98 is held in up position by solenoid 97 which is normally energized via closed switches 102 and 103 which are connected in series and for convenient operation mounted one on each shipper handle as shown. During loom operation, hook 8a follows a fore and aft path below the extending arm of connecting element 56 and passes just below catch 55. With 97 normally energized, latch 98 is held upward in a non-interfering position relative to this path. When solenoid 97 is deenergized by opening of either switch 102 or 103, latch 98 urged by spring 99 drops to an interference position. The configuration of 98 is shown such that it will be pressured by 8a only when the latter is moving in the forwardly direction, thus insuring that regardless of the loom position at the instant of de-energizing solenoid 97, forward movement of element 56 will be initiated only at a designated point, and loom stop will therefore be accurate and repeatable. Normally this point of contact of hook 8a with latch 98 will be set to occur at approximately 200 degrees crank position and the loom will therefore stop by brake action alone unaided by element 62. As outlined above in the discussion of the late-shuttle protective stopping, engagement of hook 8a with catch 55 causes element 56 to move forward and thereby, by means of linkage 58 and quick-disconnect element 60, to disengage the clutch and engage the brake in motor 17.

The foregoing explanation of pushbutton stopping also applies to the arrangement shown in FIG. 2, if it be taken into consideration that parts 77 and 78, when held in depressed position by spring 94a, may be designed to duplicate the functions of arm 8 and hook 8a of FIG. 1 as just described. In this embodiment, the solenoid would merely be attached to catch 55b, which in turn would have to be swingably mounted on element 56.

A fourth part of the object of the invention is to provide controlled stoppage of the loom in event of power failure. As a first step toward attaining this aim the electric circuitry of the loom control system is supplied with direct current through rectification of low voltage alternating current derived via transformer 301 (FIG. 9) from the main motor power supply designated as Phl, 'Ph2, Ph3. Two separate rectifier circuits are provided, the first including rectifier 302 to supply current for solenoid 73, if used, and additional control needs other than for solenoid 97, which is supplied from a second including rectifier 303. Provided in the first circuit is capacitor 304 sufi'icient to maintain working control voltage for a minimum of two seconds after failure of the AC. voltage. In the second circuit is capacitor 305 of size such that the drain of solenoid 97 will cause a voltage decrease to cause solenoid 97 to drop out in approximately six tenths of a second after AC. power failure and thus cause controlled stopping of the loom as above described.

In total, the description and discussion to this point completes the presentation of my preferred means for implementing each of the four stated parts of the objective of this invention. The subject control system, in all or in part, may be applied to a variety of fly shuttle looms, however in some looms having complicated boxing mechanisms, adaptation of the described method of shuttle flight sensing combined with boxed shuttle contactors 50, 51 may present application problems such that a substitute method of detection may be found desirable. The, following discussion presents my alternate arrangement for late shuttle detection. Briefly stated, this concept is basedupon the principle of utilization of interconnected late flight shuttle detectors located one in the area of each shuttle receiving box throat as before described, the said detectors now to be moved by loom associated positioning means into the shuttle flight path only at a time while the shuttle is in free flight and between the detector points and to be held by yieldable means in such position until moved from the flight path through contact of the moving'shuttle as it enters the throat of the receiving box toward which it is moving. Subsequent description will disclose means of utilizing this concept in a manner such that boxed shuttle contactors such as 50, 51 are not required for prevention of false lsjtoplping of the loom following re-start after loom roll I have heretofore referred to shuttle flight sensing means 41,42, 45 and 46 with interconnecting torsion rod 48. An equivalent shuttle flight sensing means which differs only in mechanical design is shown in FIGS. 7 and 7a at the right hand shuttle detection point. It will be noted that fixed upper guide plate 44 has been replaced by movable guide plate 44a, which is rockably mounted on .pin 133 which in turn is fixed to and extending forwardly from back guide plate 29. Also mounted on plate 29 is pin 108 which extends through slot 109 of boss 110 which is a part of plate 44a. In the position shown the heel 111 of plate 44a is in its low position, being limited by pin 108, while the nose 112 is in itshigh position. With 44a in this attitude, an incoming shuttle will pass freely beneath point 112 and will closely clear that portion of the lower surface of 44a which lies beneath pin 133. As the nose of the shuttle approaches point 111 however, contact will be made between the upper surface of the shuttle and the inclined bottom surface of 44a causing point 111 to move upward to allow the shuttle to enter the box, while point 112 moves downward. Fixed in 44a as shown is pin 113 which is connected operably by lin-k 114 to extension arm 115 of torsion rod 48, which also carries arm 53 and hook 54 as previously described. Downward movement of point 112 thus also causes book 54 to depress.

Attached to bottom plate 24 is friction member 116 designed to yieldably hold arm 53 in any position to which it may be urged. As illustrated, the lay bar is in rear position and hook 54 is shown as having been urged upward by contact with and travel along the inclined front edge 117 of positioning member 118, which in turn is rotatably movable around pin 119. Inserted in the leading end of member 118 is pin 20, which is held in upward position by rockable support element 121. It will be seen that if element 121 be rocked rearwardly until it no longer supports pin 120, traveling contact of hook 54 against inclined surface 117 will move member 118 downward, since the tension of spring 122 is adjusted to support the weight of member 118 but is insufiicient to overcome the friction of member 116 against arm 53.

A section of the loom crank shaft 9 is shown with arrow indicating normal direction of rotation. At all times during loom operation positioning member 118 is supported by element 121 to insure that on each approach of the lay bar to back position hook 54 will be moved upward to cause the heel 111 of element 44a to move downward, and thus reset the system for late shuttle detection. The support of member 118 by element 121 is assured by forward pressure of link 123 which is urged toward 121 by frictional force derived from spring member 124 which surrounds and slideably grips shaft 9. Rota.- tional movement of spring member 124 is limited as shown by' stop pins 125 and 126.

Previously described is action of hook 54 relative to catch 55 of movable connecting element 56. During forward motion of the lay bar, if shuttle contact at point 111 does not cause hook 54 to depress before reaching catch 55 a loom shutdown results. Even in the event of such shutdown, however, the shuttle probably continues on its course into the receiving box and enroute contacts and elevates point 111 to depress book 54. If the loom be now rolled backward to lay bar rear position, it is necessary that 54 be left in depressed position to pass beneath catch 55 during the initial forward motion of the lay bar. The described arrangement of elements 121, 123 and 124 insure that upon reverse rotation of shaft 9, support element 121 will be rocked rearwardly so that it no longer supports pin 120, in which case moving contact of hook 54 with inclined surface 117 will cause member 118 to rock downwardly against the tension of spring 122, while hoo-k 54 remains in its downward position as desired. When the loom is again started in its forward motion, contact between hook 54 and surface 117 is lost, and element 118 will be moved by spring 122 to the position determined by contact of pin 120 with stop member 127, while friction force from spring member 124 restores element 121 to a support position beneath pin 120.

The foregoing description as related to FIG. 7 covers one alternate form of shuttle sensing for loom stop control. In FIG. 8 is shown a variation of reset means for hook 54 wherein parts 117 to 127 inclusive are replaced by crankshaft associated rotatable element 128 into which is fixed pin 129 upon which is swingably mounted cam element 130. Stop pin 131 is also fixed in part 128 through a co-operating slot 132 as shown. It will be seen that while the loom is running and shaft 9 with attached part 128 is rotating, cam will be held in its outmost position by centrifugal force. In this position cam point 130a during each revolution contacts and in conjunction with coincident lay bar motion moves hook 54 from the solid line to the dotted position shown, while detector roller 42 moves to its dotted position which lies within the shuttle flight path. Element 128' is fixed relative to crank 9a such as to cause positioning of hook 54 only during the time interval when the shuttle is in the early portion of its free flight, but sufficiently advanced to have cleared detector roller 42. Following stop, the loom is reversed at low speed. In this invent, cam, 130 is not held outwardly by centrifugal force, and is therefore incapable of disturbing hook 54, consequently the previously discussed false shutdowns after roll back will be avoided. I have described my basic invention with a certain degree of particularity, but it is to be understood that many modifications and changes could be made without changing the basic invention.

I have included the abstract of the disclosure in this application merely as a search tool to aid scientific research and it should not be construed to in any way limit my invention.

1 claim:

1. In a loom of the fly shuttle type having a safety mechanism for stopping the loow in the event of loom malfunction such as when a shuttle is improperly boxed or when a filler is missing or broken, the combination comprising,

a lay bar mounted for reciprocatory movement,

13 drive means including a motor and including a crank shaft mounted for rotary movement, said crank shaft being operably joined to said lay bar to elfect movement thereof, power transmission means functionally joined to said crankshaft and to said drive means to transfer motive power from said motor to said crankshaft,

energy absorption means mounted operably adjacent said power transmission means, and stopping means on said power transmission means to operatively engage said energy absorption means and stop loom operation in the event of machine malfunction of the type described.

2. The safety mechanism for stopping a loom according to claim 1 wherein said power transmission means comprises gear means, and wherein said energ'y absorption means is of the impact-absorption type including a piston movable in a cylinder in resistance to a fluid disposed in said cylinder.

3. The mechanism according to claim 2 wherein said energy absorption means has one end fixedly and pivotally mounted with the other end being operatively positiona ble by actuating means relative to said stopping means for movement in an arcuate path.

4. The mechanism according to claim 3 wherein said stopping means on said gear means defines a lug on the side of and adjacent the outer periphery of said gear means.

5. The mechanism according to claim 3 wherein said lay bar includes shuttle boxing apparatus at opposite ends thereof and said actuating means comprises means responsive to late shuttle boxing.

6. The mechanism according to claim 3 wherein means are provided for facilitating shuttle movement between the ends of said lay bar for carrying filling thread across the loom, and said actuating means comprises means responsive to a filling thread break.

7. The mechanism according to claim 2 wherein a preloaded compression spring is disposed in said cylinder in resistance to impact-absorption movement of said piston in said cylinder.

8. The mechansm according to claim 7 wherein said compression spring is adapted to store energy during 14 impact-absorption movement of said piston in said cylinder, during the braking operation, with said spring being of predetermined spring characteristics, to comprise means for returing the lay bar to a rear-ward position.

9. The combination of claim 2, wherein said cylinder is provided with an internal bore of tapered configuration, with the smaller diameter being at the closed end thereof, and with the piston being of a diameter that is preselected such that, when the fluid in the cylinder is of the liquid type, and when the piston is moving toward the bottom of the cylinder at a speed of one foot per second, a total retarding force of fluid friction will achieve a value of 600 pounds, and with the cylinder having a bore of a taper such that the radial clearance between the piston and the cylinder bore at the beginning of the stroke is approximately ten times the clearance between the cylinder and the piston when the piston is at the end of its stroke, at the bottom of the cylinder, with the spring compressed.

10. The combination of claim 7, wherein said spring is selected to exert on said piston a restoring force of approximately 300 pounds, and wherein the total retarding force on said piston, due to resistance from the fluid in the cylinder, and from the preloaded spring, is of a dynamic retarding force value of approximately 900 pounds.

References Cited UNITED STATES PATENTS 2,888,044 5/1959 Picanol 139--1 E 2,810,402 10/1957 Godschalx 1391 E 3,070,133 12/1962 Graig et al. 13633'6 2,556,751 6/1951 Fumat 139-1 E 2,889,855 6/1959 Turner 139336 3,047,030 7/1962 MetZler l39336 3,373,773 3/1968 Balentine, Jr., et al. 139-1 E FOREIGN PATENTS 855,311 11/1960 Great Britain 139341 JAMES KEE CHI, Primary Examiner US. Cl. X.R. 139-1 UNITED STATES. PATENT oFFIcE CERTENCATE GE CCRRECTION Patent No 3,702,145 Dated November 7L 1972 Inventor(s) Edgar P. Turner It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Column line 25 "triming" should be --timing--.

Column line 71 "rotably" should be --rotatably--. Column line 24 "one-time" should be "on-time Column Column 8 line 73 "backed" should be "backward- 9 line 4 "protecting" should be --protection--.

Column line 59 "bars" should be --boss--.

Column 11 line 66 "20" should be --12o--. Column'l2 line 57 "invent" should be --event--. Column 12 line 71 "100W" should be --loom--.

Signed and sealed .this 22nd day of May 1973.

(SEAL) Attest:

EDWARD M.FLETCHER,JR. ROBERT GOTTSCHALK Attesting Officer Commissioner of Patents FORM P0-1050 (10-69) USCOMM-DC ooaz'o-pos US GOVERNHINY PRINTING OFFICE: I969 0-366-134

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