Fiber tow pneumatic tension adjustment structure

Abstract

The utility model discloses a kind of fiber tow pneumatic tension adjustment structures, including rack, bearing block is connected on rack, rotatingly connected with intermediate shaft in bearing block, the both ends of length direction in bearing block are respectively provided with rotating bearing matched with intermediate shaft, one end of intermediate shaft passes through bearing block and is connected with pneumatic clamping structure, the other end of intermediate shaft passes through bearing block and is connected with brake friction piece, rack is connected with the pneumatic clamping seat matched with brake friction piece, pneumatic clamping seat includes pneumatic pressurization structure, elastic reset structure, left clamping plate and right clamping plate. Realize stepless, adjustable control to the rotation resistance of intermediate shaft, pneumatic pressurization structure provides stable and accurately controlled clamping force, and elastic reset structure ensures when pneumatic pressure is released can be quickly, reliably loosen, realize the quick release of tension, structure response speed is fast, control linearity is good, improve the stability of silk supply system.

Description

Technical Field

[0001] This utility model relates to a tension control device, and in particular to a pneumatic tension adjustment structure for fiber bundles. Background Technology

[0002] Glass fiber prepreg tape is a sheet or strip material made by impregnating continuous glass fiber yarn or fabric with a resin matrix such as epoxy resin or phenolic resin and curing it to a semi-cured state. It has the characteristics of stable storage period and convenient laying operation. In the autoclave or molding process, it can be finally cured and shaped by heating and pressurizing. This material fully utilizes the advantages of glass fiber, such as high strength, good insulation and low cost. At the same time, the resin matrix gives it excellent corrosion resistance and interlayer bonding strength. It is widely used in aerospace, sports equipment, automotive parts and industrial equipment.

[0003] In the prior art, for the convenience of transportation and use, fibers are usually fixed on yarn bobbins. The applicant previously filed a Chinese utility model patent with application number 202421435677.3, entitled Glass Fiber Feeding Guiding Structure. Yarn bobbins are usually fixed on rotating rollers. However, during the yarn drawing process, uneven yarn drawing is easily caused by different winding speeds. Therefore, a structure that applies adjustable damping to the yarn bobbin during the yarn drawing process is needed. Utility Model Content

[0004] The purpose of this invention is to provide a pneumatic tension adjustment structure for fiber bundles, which has the advantage of providing and controlling the drawing tension.

[0005] The above-mentioned technical objective of this utility model is achieved through the following technical solution: a pneumatic tension adjustment structure for fiber bundles, including a frame, a bearing seat connected to the frame, an intermediate shaft rotatably connected inside the bearing seat, rotating bearings cooperating with the intermediate shaft being respectively provided at both ends of the bearing seat along its length, one end of the intermediate shaft passing through the bearing seat and connected to a pneumatic clamping structure, the other end of the intermediate shaft passing through the bearing seat and connected to a brake friction plate, a pneumatic clamping seat cooperating with the brake friction plate being connected to the frame, the pneumatic clamping seat including a pneumatic pressurizing structure, an elastic reset structure, a left clamping plate and a right clamping plate, the brake friction plate being coaxially arranged with the intermediate shaft, the brake friction plate being located between the left clamping plate and the right clamping plate, the pneumatic pressurizing structure driving the left clamping plate and the right clamping plate to move relative to each other, and the elastic reset structure driving the left clamping plate and the right clamping plate to move in opposite directions.

[0006] Preferably, the end of the intermediate shaft is provided with a stepped section, the stepped section is provided with an external connecting thread, and the end of the intermediate shaft extends inward to form an air inlet.

[0007] By adopting the above technical solution, the external connecting thread is connected to the quick-rotating joint, so that the air supply of the air pipe does not affect the normal rotation of the intermediate shaft.

[0008] Preferably, a connecting seat is provided between the intermediate shaft and the bearing housing, the intermediate shaft is provided with a first keyway that mates with the connecting seat, the connecting seat is coaxially arranged with the intermediate shaft, a second keyway that mates with the first keyway is provided inside the connecting seat, a connecting key is provided between the first keyway and the second keyway, and the brake friction plate is coaxially connected with the connecting seat.

[0009] By adopting the above technical solution, efficient and gapless torque transmission between the intermediate shaft and the brake friction pads is achieved, reducing vibration or lag.

[0010] Preferably, the brake friction pad is annular, and first connecting holes are evenly distributed on the brake friction pad. The end face of the connecting seat is recessed inward to form a positioning mounting groove. The positioning mounting groove is concentrically arranged with the connecting seat. The positioning mounting groove cooperates with the brake friction pad. A second connecting hole that cooperates with the first connecting hole is provided in the positioning mounting groove. Fastening connectors are provided in the first connecting hole and the second connecting hole.

[0011] By adopting the above technical solution, the first connecting hole and the second connecting hole cooperate with the fastening connector to achieve a fixed connection between the brake friction plate and the connecting seat, that is, a rotatable connection with the intermediate shaft.

[0012] Preferably, the frame is provided with mounting holes and a first bracket connection hole, the bearing seat is provided with an annular fixing edge that mates with the mounting holes, the annular fixing edge is connected to the frame by bolts, a semi-circular hole is provided below the annular fixing edge to avoid the bracket connection hole, and a connecting bracket is threadedly connected to the first bracket connection hole.

[0013] By adopting the above technical solution, the annular fixed edge and bolt connection ensure the rigid connection between the bearing housing and the frame, forming a stable force-bearing foundation and preventing changes in the clamping gap due to bracket deformation during braking, which would affect the tension.

[0014] Preferably, the pneumatic clamping seat is provided with an upward-opening placement groove, the placement groove is located below the brake friction pad, the left clamping plate and the right clamping plate are located in the placement groove, the pneumatic clamping seat is provided with a guide shaft, the left clamping plate and the right clamping plate are provided with a first guide hole and a second guide hole that cooperate with the guide shaft, and the pneumatic clamping seat is provided with a third guide hole that cooperates with the guide shaft.

[0015] By adopting the above technical solution, the cooperation between the guide shaft and the first, second and third guide holes provides precise linear guidance for the movement of the left and right clamping plates, ensuring parallel movement along the predetermined direction. When clamped, it can act evenly on both sides of the brake friction pad, avoiding uneven wear and uneven clamping force, thereby achieving precise linear control of friction force.

[0016] Preferably, the pneumatic pressurization structure includes a pressurization shell, a pneumatic block, and an air inlet. The pressurization shell is disposed on a pneumatic clamping seat. One end of the pneumatic block is slidably connected inside the pressurization shell. The air inlet is connected between the pressurization shell and the pneumatic block. The other end of the pneumatic block abuts against the left clamping plate. Brake blocks are respectively disposed on the left clamping plate and the right clamping plate.

[0017] Preferably, the elastic reset structure includes a mounting tube disposed on a pneumatic clamping seat, a rubber sleeve disposed inside the mounting tube, the rubber sleeve being disposed on a guide shaft, and one end of the rubber sleeve in the length direction abutting against the left clamping plate.

[0018] By adopting the above technical solution, the rubber sleeve, as an elastic reset element, has a simple structure and achieves reset.

[0019] Preferably, the bottom of the right clamping plate is bent toward the left clamping plate to form a limiting block, and a second bracket connecting hole that cooperates with the connecting bracket is provided on the upper part of the left clamping plate.

[0020] By adopting the above technical solution, the left clamp is directly connected to the connecting bracket.

[0021] In summary, by combining the pneumatic clamping seat and the braking friction pad, tension control of the intermediate shaft is achieved through pneumatic pressurization and friction braking. This enables stepless and adjustable control of the rotational resistance of the intermediate shaft. The pneumatic pressurization structure provides a stable and precisely controllable clamping force, while the elastic reset structure ensures rapid and reliable release when the pneumatic pressure is released, achieving rapid tension release. The structure has a fast response speed, good control linearity, and improves the stability of the wire feeding system. Attached Figure Description

[0022] Figure 1 This is a structural schematic diagram of an embodiment;

[0023] Figure 2 This is a cross-sectional schematic diagram of an embodiment;

[0024] Figure 3 yes Figure 2 An enlarged schematic diagram of part B is shown below;

[0025] Figure 4 This is a schematic diagram of the pneumatic pressurization structure in the embodiment;

[0026] In the diagram, 1. Intermediate shaft; 11. Air inlet; 12. Stage; 13. External connecting thread; 14. First keyway; 6. Bearing seat; 61. Rotating bearing; 62. Annular fixed edge; 63. Semi-circular hole; 64. Mounting hole; 65. First bracket connecting hole; 66. Connecting bracket; 7. Brake friction pad; 71. First connecting hole; 72. Connecting seat; 73. Positioning mounting groove; 74. Second connecting hole; 75. Fastening connector; 8. Pneumatic clamping seat; 81. Third guide hole; 82. Left clamping plate; 821. First guide hole; 822. Second bracket connecting hole; 83. Right clamping plate; 831. Second guide hole; 832. Limiting block; 84. Brake block; 85. Placement groove; 86. Guide shaft; 9. Pressure shell; 91. Pneumatic block; 92. Air inlet; 93. Mounting tube; 94. Rubber sleeve. Detailed Implementation

[0027] The present invention will be further described in detail below with reference to the accompanying drawings.

[0028] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of the present utility model, they are protected by patent law.

[0029] Example:

[0030] like Figures 1 to 4 As shown, a pneumatic tension adjustment structure for fiber bundles includes a frame, a fixed mounting plate, a bearing seat 6 connected to the fixed mounting plate, an intermediate shaft 1 rotatably connected inside the bearing seat 6, and rotating bearings 61 that cooperate with the intermediate shaft 1 are respectively provided at both ends of the bearing seat 6 in the length direction. One end of the intermediate shaft 1 passes through the bearing seat 6 and is connected to a pneumatic clamping structure, and the other end of the intermediate shaft 1 passes through the bearing seat 6 and is connected to a brake friction plate 7.

[0031] like Figure 2 As shown, in order to ensure the normal rotation of the rotating shaft, a platform stage 12 is provided at the end of the intermediate shaft 1. An air inlet hole 11 is formed by extending inward from the end of the intermediate shaft 1. An external connecting thread 13 is provided on the platform stage 12, and a self-rotating rotating connecting pipe is connected through the external connecting thread 13.

[0032] like Figure 2 and Figure 3As shown, in order to connect the brake friction pad 7, a connecting seat 72 is provided between the intermediate shaft 1 and the bearing seat 6 at the stage 12. The intermediate shaft 1 is provided with a first keyway 14 that mates with the connecting seat 72. The connecting seat 72 is coaxially arranged with the intermediate shaft 1. A second keyway that mates with the first keyway 14 is provided inside the connecting seat 72. A connecting key is provided between the first keyway 14 and the second keyway. The connecting seat 72 and the intermediate shaft 1 are connected by the keyway to avoid misalignment.

[0033] like Figure 2 and Figure 3 As shown, the brake friction pad 7 is coaxially connected to the connecting seat 72, specifically by bolt connection. That is, the brake friction pad 7 is annular, and the brake friction pad 7 has evenly distributed first connecting holes 71. The end face of the connecting seat 72 is recessed inward to form a positioning mounting groove 73. The positioning mounting groove 73 is concentrically arranged with the connecting seat 72 and mates with the brake friction pad 7. The positioning mounting groove 73 is provided with a second connecting hole 74 that mates with the first connecting hole 71. Fastening connectors 75, which are bolts and nuts, are provided in the first connecting hole 71 and the second connecting hole 74.

[0034] like Figure 2 As shown, in order to connect and fix the bearing housing 6, the fixing plate is provided with mounting holes 64 and first bracket connection holes 65. The bearing housing 6 is provided with an annular fixing edge 62 that mates with the mounting holes 64. The annular fixing edge 62 is connected to the frame by bolts. Below the annular fixing edge 62, there is a semi-circular hole 63 that avoids the bracket connection hole. A connecting bracket 66 is threaded onto the first bracket connection hole 65.

[0035] like Figure 3 As shown, a pneumatic clamping seat 8 that cooperates with the brake friction pad 7 is connected to the frame. The pneumatic clamping seat 8 includes a pneumatic pressurization structure, an elastic reset structure, a left clamping plate 82 and a right clamping plate 83. The bottom of the right clamping plate 83 bends towards the position of the left clamping plate 82 to form a limiting block 832. The limiting block 832 limits the maximum stroke between the left clamping plate 82 and the right clamping plate 83. The brake friction pad 7 is coaxially arranged with the intermediate shaft 1 and is located between the left clamping plate 82 and the right clamping plate 83. The pneumatic pressurization structure drives the left clamping plate 82 and the right clamping plate 83 to move relative to each other, and the elastic reset structure drives the left clamping plate 82 and the right clamping plate 83 to move in opposite directions.

[0036] like Figure 3 and Figure 4 As shown, the connecting bracket 66 serves to connect the pneumatic clamping seat 8, that is, to the second bracket connecting hole 822 on the top of the left clamping plate 82, which cooperates with the connecting bracket 66.

[0037] like Figures 2 to 4The pneumatic clamping structure is specifically described as follows: the pneumatic clamping seat 8 is provided with an upward-opening placement groove 85, which is located below the brake friction pad 7. The left clamping plate 82 and the right clamping plate 83 are located in the placement groove 85. The pneumatic clamping seat 8 is provided with a guide shaft 86, and the left clamping plate 82 and the right clamping plate 83 slide on the guide shaft 86. The left clamping plate 82 and the right clamping plate 83 are provided with a first guide hole 821 and a second guide hole 831 that cooperate with the guide shaft 86. The pneumatic clamping seat 8 is provided with a third guide hole 81 that cooperates with the guide shaft 86.

[0038] like Figure 3 and Figure 4 As shown, the pneumatic pressurization structure includes a pressurization shell 9, a pneumatic block 91, and an air inlet 92. The air inlet on the other side of the pressurization shell 9 is closed. The pressurization shell 9 is mounted on the pneumatic clamping seat 8. One end of the pneumatic block 91 is slidably connected inside the pressurization shell 9. The air inlet 92 is connected between the pressurization shell 9 and the pneumatic block 91. The other end of the pneumatic block 91 abuts against the left clamping plate 82. Brake blocks 84 are respectively mounted on the left clamping plate 82 and the right clamping plate 83. When pressurized, the pressure inside the pressurization shell 9 rises, pushing the left clamping plate 82 to move towards the right clamping plate 83, clamping and fixing the brake friction pad 7 in the middle. At the same time, the elastic reset structure includes an installation tube 93 mounted on the pneumatic clamping seat 8. A rubber sleeve 94 is mounted inside the installation tube 93. The rubber sleeve 94 is mounted on the guide shaft 86. One end of the rubber sleeve 94 in the length direction abuts against the left clamping plate 82.

[0039] Working principle:

[0040] The thinning of the yarn bobbin leads to a decrease in rotational inertia and a tendency for the tension to decrease. When the thinning of the yarn bobbin is detected, the air pressure supplied to the pneumatic pressurization structure at the air inlet 92 is increased. Consequently, the clamping force of the left clamping plate 82 and the right clamping plate 83 on the brake friction plate 7 increases, thereby increasing the braking torque. This ensures that the rotational speed of the intermediate shaft 1 is suppressed, thus keeping the yarn tension constant.

Claims

1. A pneumatic tension adjustment structure for fiber bundles, comprising a frame, characterized in that: A bearing housing is connected to the frame, and an intermediate shaft is rotatably connected inside the bearing housing. Rotary bearings that mate with the intermediate shaft are respectively provided at both ends of the bearing housing along its length. One end of the intermediate shaft passes through the bearing housing and is connected to a pneumatic clamping structure, and the other end of the intermediate shaft passes through the bearing housing and is connected to a brake friction plate. A pneumatic clamping seat that mates with the brake friction plate is connected to the frame. The pneumatic clamping seat includes a pneumatic pressurization structure, an elastic reset structure, a left clamping plate, and a right clamping plate. The brake friction plate is coaxially arranged with the intermediate shaft and is located between the left and right clamping plates. The pneumatic pressurization structure drives the left and right clamping plates to move relative to each other, and the elastic reset structure drives the left and right clamping plates to move in opposite directions.

2. The pneumatic tension adjustment structure according to claim 1, characterized in that: The intermediate shaft has a stepped end with an external connecting thread, and the intermediate shaft extends inward to form an air inlet.

3. The pneumatic tension adjustment structure according to claim 2, characterized in that: A connecting seat is provided between the intermediate shaft and the bearing housing. A first keyway is provided on the intermediate shaft to cooperate with the connecting seat. The connecting seat is coaxially arranged with the intermediate shaft. A second keyway is provided inside the connecting seat to cooperate with the first keyway. A connecting key is provided between the first keyway and the second keyway. The brake friction plate is coaxially connected with the connecting seat.

4. The pneumatic tension adjustment structure according to claim 3, characterized in that: The brake friction pad is annular, and first connecting holes are evenly distributed on the brake friction pad. The end face of the connecting seat is recessed inward to form a positioning mounting groove. The positioning mounting groove is concentric with the connecting seat and cooperates with the brake friction pad. A second connecting hole that cooperates with the first connecting hole is provided in the positioning mounting groove. Fastening connectors are provided in the first connecting hole and the second connecting hole.

5. The pneumatic tension adjustment structure according to claim 1, characterized in that: The frame is provided with mounting holes and a first bracket connection hole. The bearing seat is provided with an annular fixing edge that mates with the mounting holes. The annular fixing edge is connected to the frame by bolts. Below the annular fixing edge is a semi-circular hole that avoids the bracket connection hole. A connecting bracket is threaded onto the first bracket connection hole.

6. The pneumatic tension adjustment structure according to claim 5, characterized in that: The pneumatic clamping seat is provided with an upward-opening placement groove, which is located below the brake friction pad. The left and right clamping plates are located in the placement groove. The pneumatic clamping seat is provided with a guide shaft. The left and right clamping plates are provided with a first guide hole and a second guide hole that cooperate with the guide shaft. The pneumatic clamping seat is provided with a third guide hole that cooperates with the guide shaft.

7. The pneumatic tension adjustment structure according to claim 6, characterized in that: The pneumatic pressurization structure includes a pressurization shell, a pneumatic block, and an air inlet. The pressurization shell is mounted on a pneumatic clamping seat. One end of the pneumatic block is slidably connected inside the pressurization shell. The air inlet is connected between the pressurization shell and the pneumatic block. The other end of the pneumatic block abuts against the left clamping plate. Brake blocks are respectively provided on the left and right clamping plates.

8. The pneumatic tension adjustment structure according to claim 7, characterized in that: The elastic reset structure includes a mounting tube disposed on a pneumatic clamping seat, a rubber sleeve disposed inside the mounting tube, the rubber sleeve being disposed on a guide shaft, and one end of the rubber sleeve in the length direction abutting against the left clamping plate.

9. The pneumatic tension adjustment structure according to claim 8, characterized in that: The bottom of the right clamping plate bends towards the left clamping plate to form a limiting block, and a second bracket connection hole is provided on the upper part of the left clamping plate to cooperate with the connecting bracket.

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