Centering device for aircraft tire production line

Abstract

The utility model belongs to the field of aircraft tire processing, and particularly relates to a centering device for an aircraft tire production line, which comprises a device main body and a centering component, a buffering mechanism is arranged at the rear end of the centering assembly and comprises a first connecting rod, the first connecting rod is rotationally connected with the rear end of the centering assembly, the first connecting rod is inserted into a second connecting rod, a first spring is fixedly connected to the inner wall of the first connecting rod, and a second spring is fixedly connected to the inner wall of the second connecting rod. The side, away from the first connecting rod, of the first spring is fixedly connected to the inner wall of a second connecting rod, the second connecting rod is rotationally connected with a fixed block, the fixed block is fixedly connected to a movable block, the movable block is slidably connected to the interior of a movable groove, and the movable groove is formed in the device body. And through the structural design of the buffer mechanism, the shaking of the centering assembly caused by the passing of the aircraft tire is reduced.

Description

Technical Field

[0001] The utility model relates to the field of aviation tire processing, in particular to a centering device for an aviation tire production line. Background Art

[0002] Aircraft tires go through a variety of processing procedures, and during the processing, in order to facilitate the transportation of aircraft tires on the production line, aircraft tires are generally placed on a conveyor belt. However, when aircraft tires are placed on the conveyor belt, they may be located on both sides of the conveyor belt. Therefore, a centering device is required to ensure that the position of the aircraft tire is in the middle of the conveyor belt for subsequent processing and sorting.

[0003] According to the patent document: CN202121233295.9, a tire pre-centering device is proposed, which includes a base, a mesh belt group installed on the base, a motor installed on the side end of the base, two support groups installed on both sides of the base, and two centering components connected and installed on the support group. The mesh belt group includes a mesh belt installed on the base and a plurality of balls installed in the middle of the mesh belt. The support group includes a first bracket arranged at both ends of the bottom of the base, a support rod connected to the bracket, and a support square tube installed at the end of the support rod away from the motor. The support group is used to fix the centering component. The centering component includes a first bearing seat frame installed at the top of the supporting square tube, a second bearing seat frame installed at the bottom of the supporting square tube, a guide wheel group connecting the first bearing seat frame and the second bearing seat frame, a connecting rod connecting the guide wheel group, and a cylinder at one end of the connecting rod. Due to the provision of the ball and the guide wheel group, the tire can be centered in advance, so that the tire can be sorted more quickly during transportation, thereby improving the transportation efficiency of the tire.

[0004] However, a tire pre-centering device in the above technology centers the tire through a centering assembly. Each time the tire passes through the centering assembly, the side arm will inevitably swing in a small range, which will generate noise and easily cause certain wear and tear after long-term work. Therefore, in order to solve the above problem, a centering device for an aviation tire production line is proposed. Utility Model Content

[0005] In order to make up for the deficiencies of the prior art and solve the problems raised in the background technology, the utility model proposes a centering device for an aviation tire production line.

[0006] The technical solution adopted by the utility model to solve its technical problems is: the utility model is a centering device for an aviation tire production line, comprising a device body and a centering component; a buffer mechanism is arranged on the rear end of the centering component, the buffer mechanism comprises a first connecting rod, the first connecting rod and the rear end of the centering component are rotatably connected, the first connecting rod is inserted in the interior of the second connecting rod, a first spring is fixedly connected to the inner wall of the first connecting rod, a side of the first spring away from the first connecting rod is fixedly connected to the inner wall of the second connecting rod, the second connecting rod is rotatably connected to a fixed block, the fixed block is fixedly connected to a moving block, the moving block is slidably connected to the inside of a movable groove, the movable groove is opened on the device body, a side of the moving block is fixedly connected to a second spring and a damping component, and a side of the second spring away from the moving block is fixedly connected to the inner wall of the movable groove.

[0007] Preferably, the shock absorbing assembly includes a piston rod, one side of the piston rod is fixedly connected to the moving block, the side of the piston rod away from the moving block is slidably connected to the inside of the sleeve, a small hole is opened on the piston rod, the sleeve is fixedly connected to the inner wall of the movable groove, and the interior of the sleeve is filled with hydraulic oil.

[0008] Preferably, clamping blocks are fixedly connected to both the front and rear sides of the movable block, and the clamping blocks are slidably connected to the inside of the clamping slot, and the clamping slot is provided on the inner wall of the movable slot.

[0009] Preferably, a pulley is fixedly connected to the bottom end of the moving block, and the pulley is slidably connected in a slide groove, and the slide groove is opened on the bottom end of the inner wall of the movable groove.

[0010] Preferably, the bottom end of the centering component is rotatably connected to a rotating wheel, the rotating wheel is slidably connected to the inside of a fixed plate, and the fixed plate is fixedly connected to the device body.

[0011] Preferably, a sliding block is fixedly connected to the first connecting rod, and the sliding block is slidably connected in a through slot, and the through slot is opened at the top end of the second connecting rod.

[0012] The utility model is beneficial in that:

[0013] 1. The utility model reduces the shaking of the centering assembly caused by the passing of the aircraft tire through the structural design of the buffer mechanism, and solves the problem that a tire pre-centering device in the prior art uses the centering assembly to center the tire. After each tire passes through the centering assembly, the side arm will inevitably swing in a small range, which will generate noise and easily cause certain wear and tear after long-term work;

[0014] 2. The utility model realizes the function of limiting the moving block when it moves in the movable groove through the structural design of the card block and the card slot, ensuring that the moving block can only move in the movable groove in the horizontal direction, and also limits the moving range of the moving block in the movable groove. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 It is a three-dimensional structural schematic diagram of the utility model;

[0017] Figure 2 It is a schematic diagram of the structure inside the movable groove of the utility model;

[0018] Figure 3 It is a structural schematic diagram of the buffer mechanism of the utility model;

[0019] Figure 4 It is a schematic structural diagram of the first connecting rod and the second connecting rod of the utility model;

[0020] Figure 5 It is a schematic diagram of the internal structure of the vibration reduction component of the utility model.

[0021] In the figure: 1. device body; 20. centering assembly; 21. first connecting rod; 22. second connecting rod; 23. first spring; 24. fixed block; 25. movable block; 26. second spring; 27. sleeve; 28. movable groove; 29. ​​piston rod; 30. small hole; 31. through groove; 32. slider; 33. fixed plate; 34. rotating wheel; 35. pulley; 36. block; 37. slide groove; 38. slot. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0023] See also Figure 1 - Figure 5As shown, a centering device for an aviation tire production line comprises a device body 1 and a centering assembly 20; a buffer mechanism is arranged on the rear end of the centering assembly 20, the buffer mechanism comprises a first connecting rod 21, the first connecting rod 21 and the rear end of the centering assembly 20 are rotatably connected, the first connecting rod 21 is inserted inside the second connecting rod 22, a first spring 23 is welded and fixed on the inner wall of the first connecting rod 21, a side of the first spring 23 away from the first connecting rod 21 is welded and fixed to the inner wall of the second connecting rod 22, the second connecting rod 22 is rotatably connected to a fixed block 24, the fixed block 24 is welded and fixed on a moving block 25, the moving block 25 is slidably connected inside a movable groove 28, the moving block 25 is rectangular in design, the movable groove 28 is opened on the device body 1, a second spring 26 and a damping assembly are welded and fixed on one side of the moving block 25, and a side of the second spring 26 away from the moving block 25 is fixed to the inner wall of the movable groove 28 by welding;

[0024] During operation, a tire pre-centering device in the above technology centers the tire through the centering assembly. Each time the tire passes through the centering assembly, the side arm will inevitably swing in a small range, which will cause noise and easily cause certain wear and tear after long-term operation. The structural design of the buffer mechanism realizes the function of reducing the shaking of the centering assembly 20 after the aircraft tire passes through the two sets of centering assemblies 20. When the aircraft tire passes through the two sets of centering assemblies 20, the aircraft tire will push the centering assembly 20 to open to both sides, and at this time the first connecting rod 21 will extend. The second connecting rod 22 is retracted into the interior and the moving block 25 is pushed to slide in the movable groove 28. A second spring 26 is fixed on one side of the moving block 25 to provide resistance for the moving block 25 in the process of moving in the movable groove 28, and the second spring 26 is sleeved on the outer side of the shock absorbing assembly. The cooperation between the shock absorbing assembly and the second spring 26 can achieve the effect of shock absorbing and buffering the centering assembly 20, ensuring that the centering assembly 20 can be opened normally and the recovery process will not frequently shake, so that the centering assembly 20 is more stable during the movement.

[0025] Furthermore, the vibration reduction assembly includes a piston rod 29, one side of the piston rod 29 is welded and fixed to the moving block 25, the side of the piston rod 29 away from the moving block 25 is slidably connected to the inside of the sleeve 27, a small hole 30 is opened on the piston rod 29, the sleeve 27 is welded and fixed to the inner wall of the movable groove 28, and the inside of the sleeve 27 is filled with hydraulic oil;

[0026] During operation, one side of the moving block 25 is connected to the piston rod 29, and the side of the piston rod 29 away from the moving block 25 is slidably connected to the inside of the sleeve 27, and a small hole 30 is also provided on the piston rod 29 so that the hydraulic oil inside the sleeve 27 can generate greater resistance when passing through the small hole 30, so as to facilitate the vibration reduction effect of the vibration reduction assembly on the centering assembly 20.

[0027] Furthermore, a clamping block 36 is welded and fixed on both the front and rear sides of the moving block 25, and the clamping block 36 is slidably connected to the inside of the clamping slot 38, and the clamping slot 38 is provided on the inner wall of the movable slot 28;

[0028] During operation, the structural design of the card block 36 and the card slot 38 realizes the function of limiting the moving block 25 when it moves in the movable slot 28, ensuring that the moving block 25 can only move in the movable slot 28 along the horizontal direction, while also limiting the moving range of the moving block 25 in the movable slot 28.

[0029] Furthermore, a pulley 35 is welded and fixed to the bottom end of the moving block 25, and the pulley 35 is slidably connected in a slide groove 37, and the slide groove 37 is opened on the bottom end of the inner wall of the movable groove 28;

[0030] During operation, a pulley 35 is fixed to the bottom end of the moving block 25. When the moving block 25 moves inside the movable groove 28, the pulley 35 will slide in the slide groove 37, thereby providing support for the moving block 25, so that the moving block 25 will be more stable when moving.

[0031] Furthermore, the bottom end of the centering assembly 20 is rotatably connected to a rotating wheel 34, and the rotating wheel 34 is slidably connected to the inside of the fixing plate 33, and the fixing plate 33 is welded and fixed to the device body 1;

[0032] During operation, the rotating wheel 34 slides in the fixed plate 33. The fixed plate 33 is designed to be arc-shaped and consistent with the movement trajectory of the centering component 20. The rotating wheel 34 is used to ensure that the bottom end of the centering component 20 will not shake significantly during the movement.

[0033] Furthermore, a slider 32 is welded and fixed on the first connecting rod 21. The slider 32 is rectangular in design. The slider 32 is slidably connected in the through groove 31. The through groove 31 is opened at the top of the second connecting rod 22.

[0034] During operation, the slider 32 slides in the through groove 31 so as to limit the movement range of the first connecting rod 21 in the second connecting rod 22 through the through groove 31 and the slider 32, ensuring that the first spring 23 will not be over-stretched and compressed, and also ensuring that the first connecting rod 21 will not slide out of the second connecting rod 22, thereby ensuring the integrity of the structure.

[0035] Working principle: A tire pre-centering device in the prior art uses a centering component to center the tire. Each time the tire passes through the centering component, the side arm will inevitably swing in a small range, which will cause noise and will easily cause certain wear and tear under long-term work. A tire pre-centering device in the present case uses a centering component to center the tire. Each time the tire passes through the centering component, the side arm will inevitably swing in a small range, which will cause noise and will easily cause certain wear and tear under long-term work. The structural design of the buffer mechanism realizes the function of reducing the shaking of the centering component 20 after the aircraft tire passes through two sets of centering components 20. When the aircraft tire passes through the two sets of centering components 20, the aircraft tire will push the centering component 20 to open to both sides. At this time, the first connecting rod 21 will telescope into the interior of the second connecting rod 22, and push the moving block 25 to slide in the movable groove 28. A second spring 26 is fixed on one side of the moving block 25, which can provide resistance for the moving block 25 in the process of moving in the movable groove 28, and the second spring 26 is sleeved on the outer side of the vibration reduction component to provide The cooperation of the vibration reduction assembly and the second spring 26 plays a role in damping and buffering the centering assembly 20, ensuring that the centering assembly 20 can be opened normally, and the recovery process will not frequently shake, so that the centering assembly 20 is more stable during the movement. The structural design of the buffer mechanism realizes the function of reducing the shaking of the centering assembly 20 after the aircraft tire passes through the two sets of centering assemblies 20. When the aircraft tire passes through the two sets of centering assemblies 20, the aircraft tire will push the centering assembly 20 to open to both sides, and at this time the first connecting rod 21 will retract The movable block 25 moves into the interior of the second connecting rod 22 and pushes the movable block 25 to slide in the movable groove 28. A second spring 26 is fixed on one side of the movable block 25 to provide resistance for the movable block 25 in the process of moving in the movable groove 28, and the second spring 26 is sleeved on the outer side of the shock absorbing assembly. The cooperation between the shock absorbing assembly and the second spring 26 can achieve the effect of shock absorbing and buffering the centering assembly 20, ensuring that the centering assembly 20 can be opened normally and the recovery process will not frequently shake, so that the centering assembly 20 is more stable during the movement.

[0036] The above description is only a preferred embodiment of the utility model and is not intended to limit the utility model. Although the utility model is described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions recorded in the above embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, similar improvement, etc. made within the theoretical and principle content of the utility model shall be included in the protection scope of the utility model.

Claims

1. A centering device for an aircraft tire production line, comprising a device body (1) and a centering assembly (20); characterized in that: A buffer mechanism is provided at the rear end of the centering component (20), and the buffer mechanism comprises a first connecting rod (21), the first connecting rod (21) and the rear end of the centering component (20) are rotatably connected, the first connecting rod (21) is inserted into the interior of the second connecting rod (22), a first spring (23) is fixedly connected to the inner wall of the first connecting rod (21), a side of the first spring (23) away from the first connecting rod (21) is fixedly connected to the inner wall of the second connecting rod (22), the second connecting rod (22) and the fixed block (24) are rotatably connected, the fixed block (24) is fixedly connected to the moving block (25), the moving block (25) is slidably connected to the interior of a movable groove (28), the movable groove (28) is provided on the device body (1), a side of the moving block (25) is fixedly connected to a second spring (26) and a damping component, and a side of the second spring (26) away from the moving block (25) is fixedly connected to the inner wall of the movable groove (28).

2. The centering device for an aircraft tire production line according to claim 1, characterized in that: The vibration reduction assembly comprises a piston rod (29), one side of the piston rod (29) is fixedly connected to the moving block (25), the side of the piston rod (29) away from the moving block (25) is slidably connected to the inside of a sleeve (27), a small hole (30) is provided on the piston rod (29), the sleeve (27) is fixedly connected to the inner wall of the movable groove (28), and the inside of the sleeve (27) is filled with hydraulic oil.

3. The centering device for an aircraft tire production line according to claim 2, characterized in that: A clamping block (36) is fixedly connected to both the front and rear sides of the moving block (25), and the clamping block (36) is slidably connected to the inside of a clamping slot (38), and the clamping slot (38) is arranged on the inner wall of the movable slot (28).

4. The centering device for an aircraft tire production line according to claim 3, characterized in that: The bottom end of the moving block (25) is fixedly connected with a pulley (35), and the pulley (35) is slidably connected in a slide groove (37), and the slide groove (37) is opened on the bottom end of the inner wall of the movable groove (28).

5. The centering device for an aircraft tire production line according to claim 4, characterized in that: The bottom end of the centering component (20) is rotatably connected to a rotating wheel (34), and the rotating wheel (34) is slidably connected to the inside of a fixed plate (33), and the fixed plate (33) is fixedly connected to the device body (1).

6. The centering device for an aircraft tire production line according to claim 5, characterized in that: A slider (32) is fixedly connected to the first connecting rod (21), and the slider (32) is slidably connected in the through groove (31). The through groove (31) is opened at the top end of the second connecting rod (22).

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