A device for adjusting the angle of a vehicle door

Abstract

This invention discloses a tire dropping angle adjustment device, comprising a support on one side of a tire conveyor belt, a tire guide frame inclinedly mounted on the support, a guardrail vertically mounted at a certain distance from the tire guide frame, and a tire blocking mechanism rotatably mounted on the other side of the tire conveyor belt corresponding to the position of the support. The tire blocking mechanism blocks the tire from moving forward by rotating, causing the tire to fall through the tire guide frame and be blocked between the guardrail and the tire guide frame by the guardrail. This invention achieves precise control of the tire dropping angle through an innovative structural design of a double support frame and a double free roller guide. The tire guide frame adopts a double fixing method, with a first fixing frame rigidly connected to the support and a second fixing frame reinforced by a vertical rod, forming a triangular stable support system, effectively avoiding guide deviation caused by frame deformation. The upper and lower free rollers form a coordinated guide trajectory, providing two-point support for the tire.

Description

Technical Field

[0001] This invention relates to the field of tire dropping angle technology, specifically a tire dropping angle adjustment device. Background Technology

[0002] In the tire production and testing field, X-ray inspection and grading lines are core equipment for tire quality screening and specification classification. Downstream, the tire removal process requires a jacking mechanism to transfer inspected tires from the conveyor line to a designated area, ensuring the tires remain upright against the guardrail to prevent subsequent transport obstructions. However, in practical applications, the following technical defects are common: First, a single roller can only provide single-point support and cannot form a stable sliding trajectory based on the tire's diameter, width, and other physical parameters. Affected by factors such as conveyor speed, jacking force, and the tire's own center of gravity shift, the sliding trajectory is prone to significant deviation, leading to sideways tipping and jamming between the line frame and the guardrail. This jamming requires machine shutdown and manual cleaning, directly interrupting the continuous operation of the production line, severely restricting production efficiency and failing to meet demand. Firstly, the tire dropping mechanism's rollers and guardrails are all rigid metal structures without any buffer or protection design. As the tires slide off the conveyor line, they directly impact the metal rollers, which not only easily causes scratches on the tire tread, leading to an increase in the defect rate, but also exacerbates the rigid wear of the roller's outer wall, shortening its service life. More seriously, the side-falling tires often collide with the detection photoelectric switches next to the line, causing frequent damage to the switches and requiring frequent replacement of spare parts. This increases equipment maintenance costs and further expands production efficiency losses due to downtime for replacement. Secondly, some mechanisms use single bolts to fix free rollers, which are prone to loosening, causing radial runout of the rollers and exacerbating the disordered tire sliding trajectory, forming a vicious cycle of structural loosening, angle deviation, component damage, and downtime for maintenance. Summary of the Invention

[0003] The purpose of this invention is to provide a tire dropping angle adjustment device to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a tire dropping angle adjustment device, comprising a bracket set on one side of a tire conveyor belt, a tire chute set at an incline on the bracket, a guardrail set vertically at a certain distance from the tire chute, and a tire blocking mechanism rotatably set on the other side of the tire conveyor belt corresponding to the position of the bracket. The tire blocking mechanism blocks the tire from moving forward by rotating, so that the tire drops through the tire chute and is blocked between the guardrail and the tire chute by the guardrail.

[0005] Furthermore, the tire chute is positioned above and below the support frame by a first fixed frame and a second fixed frame, respectively. The length of the second fixed frame is greater than that of the first fixed frame, causing the tire chute to tilt downwards. The tilt angle of the tire chute can be adjusted by adjusting the effective lengths of the first and second fixed frames.

[0006] Furthermore, the top of the tire chute is provided with two mounting seats, an upper free roller is provided between the two mounting seats, and a lower free roller is provided parallel to the upper free roller.

[0007] Furthermore, both the upper free roller and the lower free roller are fitted with elastic buffer sleeves.

[0008] Furthermore: both sides of the tire conveyor belt are conveyor frames higher than the tire height, and drive rollers are evenly arranged on the conveyor frames. A conveyor belt is arranged on the conveyor frames, and the drive rollers are arranged inside the conveyor belt.

[0009] Furthermore, the tire blocking mechanism includes a rotating motor mounted on the conveyor frame on the other side of the corresponding bracket. The rotating motor drives the hitting arm to rotate and controls the rotation angle of the hitting arm.

[0010] Furthermore, the striking arm has a groove-shaped structure, with one end connected to a vertical movable arm via a fixed rod, and the other end of the movable arm connected to the output shaft of a rotating motor via a transmission rod.

[0011] Furthermore, the groove-shaped structure contains a plurality of parallel guide rollers that are rotatably connected.

[0012] Furthermore: the width of the conveyor frame corresponding to the support is provided with a notch for the tire to pass through.

[0013] Furthermore: the distance between the bottom of the guardrail and the tire rack meets the following requirements: ,in, This refers to the distance from the bottom of the guardrail to the tire rack. Let be the approximate hypotenuse of the tire's oscillation trajectory. This refers to the height of the tire rack.

[0014] Compared with existing technologies, the advantages of this invention are as follows: This invention achieves precise control of the tire dropping angle through an innovative structural design of a double-support frame and double-free-roller guide. The tire chute adopts a double-fixing method, with a rigid connection between the first fixing frame and the support, and reinforcement by the second fixing frame and the vertical rod, forming a stable triangular support system. This effectively avoids guide deviation caused by frame deformation. The upper and lower free rollers form a coordinated guide trajectory, providing two-point support for the tire, ensuring that the tire slides smoothly along a preset path after being pushed away by the chuck arm, always maintaining an upright posture. This completely solves the problem of tire side-tipping and jamming in existing technologies, ensuring continuous operation of the production line without frequent manual intervention for cleaning. Addressing the rigid contact issue, this device constructs a three-level buffer protection mechanism. The first level is roller buffering, with elastic buffer sleeves fitted onto the upper and lower free rollers respectively. The deformation of the buffer sleeves absorbs the impact kinetic energy when the tire slides down, avoiding direct contact between the tire and the metal rollers, preventing tire tread scratches and reducing roller wear. The second level is the guardrail buffer, where a honeycomb-hole buffer pad is attached to one side of the guardrail corresponding to the tire chute, further buffering the impact force when the tire approaches the guardrail and completely eliminating the possibility of the photoelectric switch being damaged by the tire impact. The third level is the guide assist, with guide rollers installed inside the push arm to maintain the stability of the tire posture during the tire pushing stage, reducing the impact risk from the source, significantly extending the service life of the equipment and reducing maintenance costs. In terms of the transmission system, high-strength bolt connections are used to replace the existing welding and single-bolt structures, ensuring a firm connection between the transmission rod and the push arm, effectively controlling the tire pushing position deviation. The rotating motor is equipped with a dedicated radiator, which greatly reduces the operating temperature rise and reduces the frequency of overheating shutdowns. In terms of versatility, the connection between the tire chute and the support adopts a waist-shaped hole design, which can be adjusted to adapt to tires of different widths and specifications. It can meet the production needs of multiple types of tires without replacing core components. At the same time, the bolt connection structure facilitates the disassembly and maintenance of components, significantly shortening maintenance time and improving the overall utilization efficiency of the equipment. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the left-side structure of the present invention;

[0016] Figure 2 This is an exploded front view of the structure of the present invention;

[0017] Figure 3 for Figure 2 Enlarged structural diagram of region A in the middle;

[0018] Figure 4 This is a top view of the structure in the working state of the present invention;

[0019] Figure 5 for Figure 4 A magnified structural diagram of region B in the middle;

[0020] Figure 6 This is a schematic diagram of the left-side cross-sectional structure of the free roller of the present invention.

[0021] In the diagram: 1. Bracket; 2. Crossbar; 3. Tire chute; 4. First fixed frame; 5. Mounting base; 6. First fixing bolt; 7. Upper free roller; 8. Second fixing bolt; 9. Lower free roller; 10. Third fixing bolt; 11. Guardrail; 12. Conveyor frame; 13. Drive roller; 14. Conveyor belt; 15. Rotating motor; 16. Drive rod; 17. First mounting bolt; 18. Second mounting bolt; 19. Movable arm; 20. Fixed rod; 21. Third mounting bolt; 22. Fixing nut; 23. Bump arm; 24. Guide roller; 25. Fourth mounting bolt; 26. Radiator; 27. Honeycomb hole buffer pad; 28. First elastic buffer sleeve; 29. ​​Second elastic buffer sleeve; 30. Vertical rod; 31. Second fixed frame. Detailed Implementation

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

[0023] Please see the appendix Figure 1 -Appendix Figure 6 One embodiment of the present invention provides a tire dropping angle adjustment device, including a bracket 1 set on one side of the tire conveyor belt, a tire chute 3 set at an angle on the bracket 1, a guardrail 11 set vertically at a certain distance from the tire chute 3, and a tire blocking mechanism rotatably set on the other side of the tire conveyor belt corresponding to the position of the bracket 1. The tire blocking mechanism blocks the tire from moving forward by rotating, so that the tire drops through the tire chute 3 and is blocked between the guardrail 11 and the tire chute 3 by the guardrail 11.

[0024] In one example, a crossbar 2 and a vertical bar 30 are connected to a support 1. A tire guide 3 is provided on one side of the support 1. A first fixing frame 4 is provided between the tire guide 3 and the support 1. A second fixing frame 31 is provided between the tire guide 3 and the vertical bar 30. A mounting base 5 is provided at the top of the tire guide 3. A first fixing bolt 6 is threadedly connected between the tire guide 3 and the mounting base 5. An upper free roller 7 is provided on the mounting base 5. A second fixing bolt 8 is threadedly connected between the mounting base 5 and the upper free roller 7. A lower free roller 9 is provided on the tire guide 3. A second fixing bolt 8 is threadedly connected between the tire guide 3 and the lower free roller 9. The upper free roller 7 is connected by a third fixing bolt 10; a first elastic buffer sleeve 28 is provided on the outer wall of the upper free roller 7, and a second elastic buffer sleeve 29 is provided on the outer periphery of the lower free roller 9. The first elastic buffer sleeve 28 and the second elastic buffer sleeve 29 are used to buffer the impact and wear when the tire slips and comes into contact with the upper free roller 7 and the lower free roller 9; a guardrail 11 is provided on one side of the tire track frame 3, and a honeycomb hole buffer pad 27 is provided on the side of the guardrail 11 corresponding to the side of the tire track frame 3. The guardrail 11 and the honeycomb hole buffer pad 27 are used to limit the lateral displacement of the tire and buffer the impact force when the tire approaches the guardrail 11.

[0025] In one example, the tire trolley 3 is positioned above and below the support by a first fixed frame 4 and a second fixed frame 31, respectively. The length of the second fixed frame 31 is greater than that of the first fixed frame 4, causing the tire trolley 3 to tilt downwards. The tilt angle of the tire trolley 3 can be adjusted by adjusting the effective lengths of the first fixed frame 4 and the second fixed frame 31.

[0026] In one example, conveyor frames 12 are provided on both sides of the tire conveyor belt, drive rollers 13 are evenly arranged on the conveyor frames 12, and a conveyor belt 14 is provided on the conveyor frames 12. The drive rollers 13 are arranged inside the conveyor belt 14. The conveyor frames 12, drive rollers 13 and conveyor belt 14 cooperate to carry and transport the tire to the tire dropping position.

[0027] In one example, the tire blocking mechanism includes a rotary motor 15 mounted on a conveyor frame 12 on the other side of the corresponding bracket 1. The rotary motor 15 drives the hitting arm 23 to rotate and controls the rotation angle of the hitting arm 23.

[0028] A rotary motor 15 is installed on one side of the conveyor frame 12, corresponding to the position of the support 1. A radiator 26 is installed on the rotary motor 15 to reduce the temperature rise during operation. A transmission rod 16 is installed at the output end of the rotary motor 15. A first mounting bolt 17 is threadedly connected between the output end of the rotary motor 15 and the transmission rod 16 to fix the output end of the rotary motor 15 and the transmission rod 16. A movable arm 19 is installed at one end of the transmission rod 16, and a threaded connection is made between the transmission rod 16 and the movable arm 19. A second mounting bolt 18 is provided to fix the transmission rod 16 and the movable arm 19. A fixing rod 20 is provided at the top of the movable arm 19. A third mounting bolt 21 is threadedly connected between the fixing rod 20 and the movable arm 19 to fix the fixing rod 20 and the movable arm 19. A stop arm 23 is provided on the fixing rod 20. The stop arm 23 has a groove-shaped structure. One end is connected to a vertical movable arm 19 through the fixing rod 20. The other end of the movable arm 19 is connected to the output shaft of the rotating motor 15 through the transmission rod 16. A fixing nut 22 is threadedly connected to the end of the third mounting bolt 21. The fixing nut 22 is located inside the stop arm 23. The third mounting bolt 21 and the fixing nut 22 cooperate to reinforce the connection between the fixing rod 20 and the stop arm 23. Multiple parallel guide rollers 24 are provided inside the stop arm 23. A fourth mounting bolt 25 is threadedly connected between the guide rollers 24 and the stop arm 23 to fix the guide rollers 24 and the stop arm 23.

[0029] The width of the conveyor frame 12 is set with a notch for the tire to pass through.

[0030] In one example, the distance from the guardrail to the tire chute is approximated by the Pythagorean theorem, based on the width of the largest tire on site (35cm) and the fact that the tire tilts and falls after dropping from the free roller: "height" is the height of the line, which can be regarded as the height of the tire chute, and "hypotenuse" is the trajectory of the tire swing, which can be approximated as a straight line. The distance from the guardrail to the device can be calculated from this.

[0031] The distance between the bottom of the guardrail and the tire rack meets the following requirements: ,in, This refers to the distance from the bottom of the guardrail to the tire rack. Let be the approximate hypotenuse of the tire's oscillation trajectory. This refers to the height of the tire rack.

[0032] Working principle: After the initial structural assembly and positioning of the device, the support frame 1 is connected to the horizontal bar 2 and the vertical bar 30 to form a stable support frame. The tire guide frame 3, as the core guiding structure for tire slippage, is connected to the support frame 1 through the first fixing frame 4 and reinforced by the second fixing frame 31 and the vertical bar 30 to ensure that the tire guide frame 3 does not shift or deform during operation, and the tilt angle of the tire guide frame 3 can be adjusted. The top of the tire guide frame 3 is detachably connected to the mounting base 5 through the first fixing bolt 6. The upper free roller 7 is installed on the mounting base 5 through the second fixing bolt 8. The lower free roller 9 is directly installed in the middle of the tire guide frame 3 through the third fixing bolt 10. The outer wall of the upper free roller 7 is fitted with a first elastic buffer sleeve 28 and the lower free roller 9. The outer wall is fitted with a second elastic buffer sleeve 29, forming a double-layer guiding and buffering structure for tire slippage. A guardrail 11 is provided on one side of the tire chute 3, and a honeycomb-hole buffer pad 27 is attached to the side of the guardrail 11 corresponding to the side of the tire chute 3 to limit the tire slippage trajectory and buffer the impact force. Next, the starting device enters the tire conveying stage. The conveyor frame 12 integrated on the bracket 1 is the initial tire conveying carrier. The transmission rollers 13 evenly arranged inside the conveyor frame 12 support the conveyor belt 14. When the rotating motor 15 on one side of the conveyor frame 12 starts, the radiator 26 on the rotating motor 15 works synchronously to prevent the motor from overheating due to continuous operation. The output end of the rotating motor 15 is fixed to the transmission rod 16 by the first mounting bolt 17. The power is transmitted to the movable arm 19 via the transmission rod 16. The transmission rod 16 and the movable arm 19 are fixed together by the second mounting bolt 18 to ensure that the power transmission is secure. The top of the movable arm 19 is connected to the fixed rod 20 via the third mounting bolt 21. The end of the third mounting bolt 21 is threaded with a fixing nut 22, which is embedded inside the striking arm 23, achieving a rigid connection between the fixed rod 20 and the striking arm 23. At the same time, a guide roller 24 is installed inside the striking arm 23 via the fourth mounting bolt 25, forming the actuator for pushing the tire away. Finally, after the tire is pushed away and the tire is precisely lowered, the rotating motor 15 drives the transmission rod 16 to rotate, causing the movable arm 19 and the fixed rod 20 to move synchronously, thereby pushing the striking arm 20. The tire moves towards the conveyor belt 14. When the guide roller 24 inside the hitting arm 23 contacts the tire, it rolls with the tire surface to avoid scratching the tire. At the same time, the assisting hitting arm 23 pushes the tire on the conveyor belt 14 away from the conveying path. The pushed-away tire enters the tire rack 3 and slides down along the preset track under the double-layer guidance of the upper free roller 7 and the lower free roller 9. The first elastic buffer sleeve 28 and the second elastic buffer sleeve 29 absorb the impact kinetic energy when the tire slides down, avoiding direct contact between the tire and the metal roller. During the sliding process, the guardrail 11 restricts the lateral displacement of the tire, and the honeycomb buffer pad 27 buffers the impact force when the tire approaches the guardrail 11, ensuring that the tire always maintains an upright posture and finally completes the tire dropping process smoothly.

[0033] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A drop-off angle adjustment device characterized by: Includes a support (1) set on one side of the tire conveyor belt, a tire rack (3) set at an angle on the support (1), a guardrail (11) set vertically at a certain distance from the tire rack (3), and a tire blocking mechanism set rotatably on the other side of the tire conveyor belt corresponding to the position of the support (1). The tire blocking mechanism blocks the tire from moving forward by rotating, so that the tire falls through the tire rack (3) and is blocked between the guardrail (11) and the tire rack (3) by the guardrail (11). The first fixed frame (4) and the second fixed frame (31) are respectively set at the upper and lower positions between the tire trolley (3) and the support. The length of the second fixed frame (31) is greater than that of the first fixed frame (4), so that the tire trolley (3) tilts downward. The tilt angle of the tire trolley (3) can be adjusted by adjusting the effective length of the first fixed frame (4) and the second fixed frame (31). The tire blocking mechanism includes a rotary motor (15) mounted on the conveyor frame (12) on the other side of the corresponding bracket (1). The rotary motor (15) drives the hitting arm (23) to rotate and controls the rotation angle of the hitting arm (23). The striking arm (23) has a groove-shaped structure. One end is connected to a vertical movable arm (19) via a fixed rod (20), and the other end of the movable arm (19) is connected to the output shaft of the rotating motor (15) via a transmission rod (16). The distance between the bottom of the guardrail (11) and the tire rack meets the following requirements: ,in, The distance between the bottom of the guardrail (11) and the tire rack. Let be the approximate hypotenuse of the tire's oscillation trajectory. This refers to the height of the tire rack.

2. The tire dropping angle adjustment device according to claim 1, characterized in that: The top of the tire rack (3) is provided with two mounting seats (5), an upper free roller (7) is provided between the two mounting seats (5), and a lower free roller (9) is provided parallel to the upper free roller (7).

3. The tire dropping angle adjustment device according to claim 2, characterized in that: Both the upper free roller (7) and the lower free roller (9) are fitted with elastic buffer sleeves.

4. The tire dropping angle adjustment device according to claim 1, characterized in that: Both sides of the tire conveyor belt are conveyor frames (12) higher than the tire height. The conveyor frames (12) are evenly provided with drive rollers (13), and the conveyor frame (12) is provided with a conveyor belt (14). The drive rollers (13) are located inside the conveyor belt (14).

5. The tire dropping angle adjustment device according to claim 1, characterized in that: The groove structure contains a plurality of parallel guide rollers (24) that are rotatably connected.

6. The tire dropping angle adjustment device according to claim 1, characterized in that: The width of the conveyor frame (12) is set with a notch for the tire to pass through.

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