A shuttle and a circular loom

Abstract

This utility model discloses a shuttle belonging to the field of plastic textile machinery. It solves the problem of difficult disassembly and assembly due to the large spring stiffness coefficient when replacing weft bobbins in existing shuttles. The technical solution mainly involves a mandrel on the shuttle body, a first tube seat mounted on the mandrel and rotating and sliding relative to the mandrel, a first elastic element on the mandrel that keeps the first tube seat inclined towards a second tube seat, and an axial movement gap forming between the first tube seat and the shuttle body. A locking element is provided on the shuttle body, including a locking state where the first tube seat is locked relative to the second tube seat in the axial movement gap, and an unlocking state where the first tube seat can be moved away from the second tube seat after the movement gap is opened. This utility model mainly simplifies the structure while enabling quick and reliable replacement of weft bobbins, facilitating low-cost improvements to existing shuttles. This utility model also provides a circular loom using the above-mentioned shuttle, improving production efficiency.

Description

Technical Field

[0001] This utility model relates to plastic textile machinery, and in particular to a shuttle and a circular loom. Background Technology

[0002] In existing circular looms, the shuttle drives the weft spindle in a circular motion on the gate assembly, weaving through the intersecting warp threads to achieve weaving. After a period of use, the weft threads on the spindle will be used up, requiring the machine to be stopped and the spindle replaced. Since a circular loom typically has four, six, or more shuttles, the speed at which workers replace the weft spindles affects the production efficiency of plastic weaving companies. Therefore, there is an urgent need for a method to quickly replace the weft spindles.

[0003] The structure on the shuttle used to position the weft spindle typically employs a first tube seat and a second tube seat. These two seats rotate relative to the shuttle body. The two ends of the weft spindle are respectively fitted onto the first and second tube seats. After the weft yarn is drawn, the weft spindle rotates to unwind the weft yarn, thus achieving weaving. The first tube seat can be positioned closer to the second tube seat relative to the shuttle body to clamp the weft spindle, or further away from the second tube seat relative to the shuttle body to facilitate the removal and installation of new weft spindles. To improve efficiency, plastic weaving companies are making the weft yarn diameter on the shuttle increasingly larger and the weaving speed increasingly faster, resulting in greater centrifugal force generated by the shuttle during weaving. To ensure the reliability of the weft spindle's clamping position by the first and second tube seats and prevent it from detaching from the shuttle body, a spring with a high stiffness coefficient is installed on the first tube seat. However, since most workers are women with less strength, removing and installing the weft spindle is quite strenuous, leading not only to increased labor intensity but also to decreased replacement speed, extended downtime, and reduced production efficiency.

[0004] To improve the efficiency of weft yarn replacement, existing technology CN217026253U discloses a shuttle for convenient weft replacement, including a shuttle body and a first tube seat and a second tube seat connected to the shuttle body. The first tube seat is rotatably connected to a sliding sleeve, which is slidably connected to the shuttle body. The second tube seat is rotatably connected to the shuttle body. An elastic element is provided between the sliding sleeve and the shuttle body to keep the first tube seat tending towards the second tube seat. A rotating element is rotatably connected to the shuttle body to drive the sliding sleeve away from the second tube seat. The rotating element is axially limited within the shuttle body. One of the rotating element and the sliding sleeve has a groove, and the other has a slider. The slider extends into the groove and moves along the groove. The two ends of the groove are offset both axially and circumferentially from the sliding sleeve. The above structure is relatively complex, which not only makes processing and installation inconvenient, resulting in high production costs, but also makes it difficult to modify and upgrade old shuttles, resulting in low adaptability. This can easily create an additional upgrade burden for woven bag manufacturers, which is not conducive to the promotion of the technology. Utility Model Content

[0005] The purpose of this invention is to provide a shuttle that solves the problems of difficult disassembly and assembly, complex structure, and poor adaptability caused by the large spring stiffness coefficient when replacing the weft yarn spindle in existing shuttles. It enables quick and reliable replacement of the weft yarn tube while simplifying the structure and facilitating low-cost improvement of existing shuttles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a shuttle, comprising a shuttle body and a first tube seat and a second tube seat connected to the shuttle body, the first tube seat and the second tube seat being rotatably connected to the front and rear ends of the shuttle body respectively, the first tube seat and the second tube seat being opposite each other to define the space for positioning the weft tube, a mandrel being provided on the shuttle body, the first tube seat being installed on the mandrel and rotating and sliding relative to the mandrel, a first elastic member being provided on the mandrel to keep the first tube seat tending to move closer to the second tube seat, an axial movement gap being formed between the first tube seat and the shuttle body, a fastening member being provided on the shuttle body, the fastening member including a locking state in which the first tube seat is locked into the axial movement gap to keep the first tube seat axially positioned relative to the second tube seat, and an unlocking state in which the first tube seat is moved away from the second tube seat by moving out of the movement gap.

[0007] After adopting the above technical solution, this utility model has the following advantages: the axial sliding and automatic reset functions of the first tube seat are realized through the cooperation of the mandrel and the first elastic element, while the axial movement gap provides physical space for the movement of the tube seat. The core innovation lies in the addition of a buckle with a dual-state switching function: in the locked state, the buckle is embedded in the axial movement gap to form a mechanical block, forcibly eliminating the compression allowance of the elastic element, so that the first tube seat and the second tube seat maintain a constant distance, avoiding the difficulty of disassembly and assembly caused by excessive spring preload; in the unlocked state, the buckle is completely disengaged from the movement gap, allowing the first tube seat to overcome the resistance of the elastic element and move away from the second tube seat, thereby expanding the distance between the two tube seats to facilitate the replacement of the weft tube. This design replaces the traditional continuous spring clamping method with a switchable mechanical locking mechanism. It retains the stable clamping effect of the elastic element on the weft bobbin while reducing the stiffness requirement of the first elastic element. It only needs to be able to push the first tube seat to form an axial movement gap. Female workers can overcome the elastic force of the first elastic element with only a small force when operating. Changing the weft spindle will be very labor-saving and time-saving. The physical limiting method reduces the external force required for operation and eliminates the need for a complex sliding block linkage mechanism, making it easy to make low-cost modifications to existing shuttles.

[0008] Furthermore, the fastener includes an adapter and a locking part, the adapter being rotatably connected to the shuttle body, and the locking part extending outward relative to the rotation center of the adapter.

[0009] The aforementioned technical solution addresses the problems of high processing costs and poor adaptability caused by the complexity of existing shuttle buckle structures. By decomposing the buckle component into a combination of a connecting part and a locking part, a modular design of the buckle function is achieved. The connecting part forms a rotational connection with the shuttle body, giving the buckle component rotational freedom and providing a basic motion path for switching between locked and unlocked states. The locking part, extending outward relative to the rotation center, forms an effective lever arm in the locked state, allowing the operator to switch states with only a small torque. Compared to the existing sliding block structure, the rotational connection between the connecting part and the shuttle body reduces the machining requirements of precision mating surfaces and lowers the difficulty of parts processing. The extension direction design of the locking part ensures the stroke requirements for axial movement clearance and provides a structural basis for subsequent optimization of the locking part shape.

[0010] Furthermore, the locking portion bends and extends from one side of the spindle to the other side when the latch is in the locked state, and protrudes out of the turning movement gap to form an unlocking operation end.

[0011] The aforementioned technical solution addresses the difficulties in unlocking the latching mechanism and its insufficient structural strength. By designing the locking part as a curved extension, it spans both sides of the spindle in the locked state, forming spatial support. This enhances the latching mechanism's resistance to deformation and creates an exposed unlocking end through the protruding structure of the steering clearance. The curved extension of the locking part utilizes its arc structure to disperse external forces, avoiding the risk of breakage due to stress concentration, while the layout spanning both sides of the spindle improves the stability of the locked state. The protruding design of the unlocking end allows the operator to access it without delving into the shuttle body, significantly reducing operational difficulty. This curved extension path also limits the movement trajectory of the latching mechanism, ensuring precise positioning of locking and unlocking actions.

[0012] Furthermore, the width of the locking portion gradually decreases from one end of the connecting adapter to the unlocking operation end.

[0013] The aforementioned technical solution addresses the problems of inconvenient operation due to the complex structure of the latching component and the concentrated force during unlocking, thereby improving the operational flexibility and structural reliability of the latching component. By designing the width of the locking part to gradually decrease from the connecting end of the adapter to the unlocking end, the locking part can distribute the force more evenly in the locked state, while reducing material redundancy. The tapered width structure gives the unlocking end greater deformation adaptability under force, avoiding latching component breakage or wear due to localized stress concentration. In addition, the tapered design reduces the risk of interference between the locking part and the first elastic element and the spindle during unlocking, ensuring that the latching component can smoothly switch between locked and unlocked states. This structure also optimizes the weight distribution of the locking part, making it easier to apply force at the operating end during unlocking and improving the convenience of manual operation.

[0014] Furthermore, the locking part is provided with a reinforcing rib on the side facing the shuttle body, and the shuttle body is provided with a positioning groove. After the buckle is locked, the reinforcing rib cooperates with the positioning groove to prevent the buckle from accidentally disengaging from the locked state.

[0015] The aforementioned technical solution addresses the problem of accidental detachment of the fastener due to external force or vibration in the locked state, leading to weft tube positioning failure. By adding reinforcing ribs to the side of the fastening part and forming a mating structure with the positioning groove on the shuttle body, mechanical locking of the fastener in the locked state is achieved. The reinforcing ribs enhance the structural strength of the fastening part itself, preventing deformation under stress; the engagement of the positioning groove and the reinforcing ribs creates a double limiting effect. When the fastener is locked, the reinforcing ribs embed into the grooves, forming a physical barrier that effectively resists accidental axial and radial displacement. This mating method eliminates the need for additional locking components; the anti-detachment function is achieved through structural improvements to the fastener itself, simplifying the assembly process while ensuring the stability of the locked state.

[0016] Furthermore, the latching element switches between locked and unlocked states on a plane perpendicular to the spindle axis.

[0017] The aforementioned technical solution addresses the problems of complex operating directions in existing shuttle locking structures, which lead to difficulties in applying force and poor structural adaptability. By limiting the movement plane direction of the locking component, the locking and unlocking actions are constrained to a plane perpendicular to the spindle axis. This choice of plane direction eliminates the need for the operator to apply pushing force along the spindle axis; the operator only needs to move the locking component in the transverse plane to complete the state switching, which conforms to ergonomic principles and reduces the required operating force. Specifically, the planar movement design perpendicular to the axis avoids the axial push-pull operation method required in existing technologies, making the movement trajectory of the locking component consistent with the natural swing direction of the operator's hand, which is particularly beneficial for operators with less strength to complete the unlocking action with one hand. At the same time, this planar constraint eliminates the need for a complex axial sliding mechanism in the locking component; simple rotation or translation is sufficient to achieve the function, simplifying the overall structure and improving the feasibility of retrofitting old shuttles.

[0018] Furthermore, the latching member is provided with a second elastic element to keep the latching member in a locked state; and / or, the shuttle body is provided with a limiting rib to restrict the rotation angle of the latching member from the locked state to the unlocked state.

[0019] The aforementioned technical solution addresses the issues of accidental disengagement of the latching component in the locked state due to vibration or accidental contact, and the difficulty in controlling the rotation angle during unlocking operations. By employing two complementary or independent technical means—a second elastic element and a limiting rib—the reliability of the latching component's state switching is improved. The second elastic element uses elastic force to ensure the latching component always tends to return to the locked state, thus preventing accidental unlocking due to equipment vibration or external interference. The limiting rib physically constrains the rotational stroke of the latching component, ensuring accurate reaching of the target position during unlocking operations while preventing the latching component from leaving its effective working range due to excessive rotation. These two technical means can be implemented individually or in combination. The second elastic element focuses on maintaining dynamic balance in the locked state, while the limiting rib focuses on precise control of the movement trajectory. Together, they constitute a comprehensive guarantee for the working state of the latching component.

[0020] Furthermore, the shuttle body includes a shuttle base plate and a front bracket located at the front end of the shuttle base plate. The front bracket is integrally formed with the shuttle base plate or can be detachably connected and fixed. The spindle is located on the front bracket, and the fastener is rotatably connected to the front bracket.

[0021] The aforementioned technical solution addresses the challenges of complex shuttle structure leading to difficult processing and installation, inconvenient maintenance, and difficulty in adapting to upgrades of older shuttles. Modular design is achieved through optimized shuttle structure. The integrated molding of the front support and shuttle base plate enhances structural integrity and reduces assembly errors. Simultaneously, the detachable connection design provides a compatible solution for upgrading older shuttles; functional upgrades can be achieved simply by replacing the front support. Integrating the mandrel into the front support to form a functional module allows for centralized placement of core transmission components, reducing processing requirements on the shuttle base plate. The design of the snap-fit ​​component directly rotating to the front support ensures both the independent operating space of the locking mechanism and overall structural stability through the connection between the front support and the shuttle base plate. This split-structure design balances manufacturing economy with maintenance and upgrade flexibility, effectively solving the problems of complex processing and high upgrade costs associated with traditional integrated shuttles.

[0022] Furthermore, the shuttle body also includes a rear support, which is integrally formed with the shuttle base plate or detachably connected and fixed, and the second tube seat is rotatably connected to the rear support.

[0023] The aforementioned technical solution addresses the challenges of complex rear support structure leading to difficult processing and installation, as well as its inability to adapt to upgrades of older shuttles. Structural optimization is achieved through two connection methods between the rear support and the shuttle base plate. The rear support, added as an independent component to the shuttle body, can either be integrally molded with the shuttle base plate to form a unified structure, improving structural strength and simplifying the production process, or it can be modularly assembled using a detachable connection method, facilitating future maintenance and replacement. The second tube seat is directly rotatably connected to the rear support, forming a stable rotary support structure that ensures reliable weft tube positioning. This coexistence of two connection methods retains the high-efficiency production characteristics of the traditional integrated structure while providing flexibility for equipment upgrades. This allows older shuttles to be upgraded by adding a detachable rear support, effectively reducing the user's technical modification costs.

[0024] This utility model also provides a circular loom, including a main machine, the main machine having a gate assembly and a shuttle, the gate assembly forming a circular track, the shuttle moving in a circular motion along the circular track, and the shuttle being the shuttle described in any of the above technical solutions.

[0025] The aforementioned technical solution addresses the problems of laborious operation, complex structure leading to low production efficiency, and poor adaptability when changing weft spindles in circular looms. By applying a shuttle with a snap-fit ​​structure to the circular loom, rapid weft spindle replacement is achieved. In the locked state, the snap-fit ​​engages with the axial movement gap to keep the first tube seat fixed, preventing disassembly difficulties caused by excessive elasticity. In the unlocked state, the first tube seat moves freely away from the second tube seat, easily releasing the weft spindle. The rotational sliding cooperation between the mandrel and the first tube seat ensures stable unwinding of the weft spindle during weaving, while the first elastic element maintains a clamping tendency. The circular track formed by the gate assembly adapts to the shuttle's movement path, allowing the improved shuttle to directly replace the old structure without complex modifications. The snap-fit ​​switching operation simplifies the weft spindle replacement process for workers, reduces the strength requirements of the operator, and the overall structural design balances stability and ease of use, improving the production efficiency of the circular loom. Attached Figure Description

[0026] The present invention will be further described below with reference to the accompanying drawings: Figure 1 This is a schematic diagram of a shuttle (weft tube locking) according to the present invention. Figure 2 This is a schematic diagram of a snap-fit ​​component in a shuttle of the present invention in a locked state; Figure 3 This is a schematic diagram of a shuttle according to the present invention (with the weft tube unlocked). Figure 4 This is a schematic diagram of a snap-fit ​​component in a shuttle of the present invention in an unlocked state; Figure 5This is a schematic diagram of a fastening component in a shuttle according to the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments.

[0028] The terms "first," "second," etc. (if present) in the specification and claims of this utility model are used to distinguish similar objects, not to describe a specific order or sequence. Even if "second" is used before a technical feature for distinction, it does not necessarily imply the presence of "first." It should be understood that in this utility model, "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. It should be understood that in this utility model, "multiple" refers to two or more. "And / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, X and / or Y can represent: X alone, X and Y simultaneously, and Y alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "Containing X, Y, and Z," "Containing X, Y, and Z" means that all three X, Y, and Z are included; "Containing X, Y, or Z" means that one of X, Y, and Z is included; "Containing X, Y, and / or Z" means that any one, two, or three of X, Y, and Z are included.

[0029] The technical solution of this utility model will be described in detail below with specific embodiments. The following specific embodiments can be selected to be combined or substituted with each other according to the actual situation, and the same or similar concepts or processes may not be described again in some embodiments.

[0030] Example 1: like Figures 1 to 5As shown, this utility model provides a shuttle, including a shuttle body 100 and a first tube seat 11 and a second tube seat 12 connected to the shuttle body 100. The first tube seat 11 and the second tube seat 12 are rotatably connected to the front and rear ends of the shuttle body 100, respectively. The first tube seat 11 and the second tube seat 12 are opposite each other to define the space for positioning weft tube 200. The shuttle body 100 is provided with a mandrel 13. The first tube seat 11 is installed on the mandrel 13 and rotates and slides relative to the mandrel 13. The mandrel 13 is provided with a first elastic member 14 that keeps the first tube seat 11 tending to move closer to the second tube seat 12. An axial movement gap 101 is formed between the first tube seat 11 and the shuttle body 100. The shuttle body 100 is provided with a fastening member 300. The fastening member 300 includes a locking state in which the first tube seat 11 is locked relative to the second tube seat 12 in an axially positioned position by engaging with the axial movement gap 101, and an unlocking state in which the first tube seat 11 can be moved away from the second tube seat 12 by moving out of the movement gap. To address the problems of difficult disassembly and assembly, complex structure, and poor adaptability caused by the large stiffness coefficient of the first elastic element 14 when replacing the weft spindle in existing shuttles, this utility model achieves the axial sliding and automatic reset function of the first tube seat 11 through the cooperation of the mandrel 13 and the first elastic element 14, while utilizing the axial movable gap 101 to provide physical space for the movement of the first tube seat 11. The core innovation lies in the addition of a locking element 300 with a dual-state switching function: in the locked state, the locking element 300 is embedded in the axial movable gap 101 to form a mechanical block, forcibly eliminating the compression allowance of the first elastic element 14, so that the first tube seat 11 and the second tube seat 12 maintain a constant distance, avoiding disassembly and assembly difficulties caused by excessive pre-tightening force of the first elastic element 14; in the unlocked state, the locking element 300 is completely disengaged from the axial movable gap 101, allowing the first tube seat 11 to overcome the resistance of the first elastic element 14 and move away from the second tube seat 12, thereby widening the distance between the two tube seats to facilitate the replacement of the weft tube 200. This design replaces the traditional continuous spring clamping method with a switchable mechanical locking mechanism. It retains the stable clamping effect of the first elastic element 14 on the weft tube 200 while reducing the stiffness requirement of the first elastic element 14. It only needs to be able to push the first tube seat 11 to form an axial movement gap 101. Female workers can overcome the elastic force of the first elastic element 14 with very little force, making weft spindle replacement much easier and faster. Furthermore, the physical limiting method reduces the external force required for operation and eliminates the need for a complex sliding block linkage mechanism, facilitating low-cost modification of existing shuttles. The processing and assembly of the first tube seat 11, second tube seat 12, mandrel 13, and first elastic element 14 can refer to existing technologies and will not be elaborated here. The first elastic element 14 can be a common cylindrical spring.

[0031] In one embodiment, to address the problems of high processing costs and poor adaptability caused by the complexity of existing shuttle latch structures, the latching component 300 includes a connecting part 31 and a locking part 32. The connecting part 31 is rotatably connected to the shuttle body 100, and the locking part 32 extends outward relative to the rotation center of the connecting part 31. By decomposing the latching component 300 into a combined structure of the connecting part 31 and the locking part 32, a modular design of the latching function is achieved. The connecting part 31 forms a rotatable connection with the shuttle body 100, giving the latching component 300 a degree of rotational freedom, providing a basic motion path for switching between locked and unlocked states. The locking part 32, extending outward relative to the rotation center, forms an effective lever arm in the locked state, allowing the operator to switch states with only a small torque. Compared to the existing slide block structure, the rotatable connection between the connecting part 31 and the shuttle body 100 reduces the processing requirements of the precision mating surfaces and lowers the difficulty of parts processing. The extension direction design of the locking part 32 not only ensures the stroke requirement of the axial movement clearance 101, but also provides a structural basis for subsequent optimization of the shape of the locking part 32. The adapter part 31 can be ring-shaped, with high structural strength. It is installed on the shuttle body 100 by screws 301, and disassembly and assembly are very convenient. It can be installed and used simply by tapping a threaded hole on the original shuttle body. The modification cost is very low, which is very conducive to the promotion and use by users.

[0032] To address the difficulties in unlocking the latching component 300 and its insufficient structural strength, the locking portion 32 is curved and extends from one side of the spindle 13 to the other when the latching component 300 is locked, protruding into the steering clearance to form the unlocking operation end 321. By designing the locking portion 32 as a curved extension, it spans both sides of the spindle 13 in the locked state to form spatial support, enhancing the deformation resistance of the latching component 300 and creating the exposed unlocking operation end 321 through the protruding structure into the steering clearance. The curved locking portion 32 can utilize its arc structure to disperse external forces, avoiding the risk of breakage due to stress concentration, while the layout spanning both sides of the spindle 13 improves the stability of the locked state. The protruding design of the unlocking operation end 321 allows the operator to access it without having to delve into the shuttle body 100, significantly reducing the difficulty of operation. This curved extension path also limits the movement trajectory of the latching component 300, ensuring precise positioning of the locking and unlocking actions. In a relatively small space, increasing the contact area between the first tube seat 11 and the fastener 300 helps to disperse the force on the fastener 300 and improve the service life of the fastener 300.

[0033] To address the issues of operational inconvenience and concentrated force during unlocking caused by the complex structure of the latching component 300, thereby improving its operational flexibility and structural reliability, the width W of the locking portion 32 can be designed to gradually decrease from one end of the connecting adapter 31 to the unlocking operation end 321. By designing the width of the locking portion 32 to gradually decrease from the connecting end of the adapter 31 to the unlocking operation end 321, the locking portion 32 can distribute the force more evenly in the locked state, while reducing material redundancy. The gradually decreasing width structure gives the unlocking operation end 321 higher deformation adaptability under force, avoiding breakage or wear of the latching component 300 due to localized stress concentration. In addition, the decreasing design reduces the risk of interference between the locking portion 32 and the first elastic element 14 and the spindle 13 during unlocking, ensuring that the latching component 300 can smoothly switch between locked and unlocked states. This structure also optimizes the weight distribution of the locking portion 32, making it easier to apply force to the unlocking operation end 321 during unlocking, improving the convenience of manual operation.

[0034] To address the issue of the fastener 300 accidentally disengaging due to external force or vibration in the locked state, causing the weft tube 200 to fail to position, a reinforcing rib 322 is provided on the side of the locking part 32 facing the shuttle body 100. The shuttle body 100 has a positioning groove 102. After the fastener 300 enters the locked state, the reinforcing rib 322 cooperates with the positioning groove 102 to prevent the fastener 300 from accidentally disengaging from the locked state. By providing a reinforcing rib 322 on the side of the locking part 32 and forming a cooperating structure with the positioning groove 102 on the shuttle body 100, the mechanical locking of the fastener 300 in the locked state is achieved. The reinforcing rib 322 not only improves the structural strength of the locking part 32 itself, preventing deformation of the locking part 32 under force, but the engagement of the positioning groove 102 and the reinforcing rib 322 also forms a double limit. When the fastener 300 enters the locked state, the reinforcing rib 322 embeds into the groove to form a physical barrier, effectively resisting accidental axial and radial displacement. This locking mechanism eliminates the need for additional locking components; the anti-detachment function is achieved through structural improvements to the buckle 300 itself, simplifying the assembly process while ensuring the stability of the locked state. The buckle 300 can be made of elastic and wear-resistant plastic materials such as polyurethane or nylon, which can extend the service life of the reinforcing rib 322. To further increase the structural strength of the buckle 300, an embedded skeleton can be added during injection molding. The height of the reinforcing rib 322 protruding from the side of the locking part 32 should be appropriate, generally controlled between 2 and 5 mm, ensuring both anti-detachment effectiveness and without hindering worker unlocking operations. The reinforcing rib 322 and the positioning groove 102 can be designed with an arc-shaped structure, achieving positional retention through frictional resistance while allowing workers to overcome resistance and move the reinforcing rib 322 out of the positioning groove 102. The buckle's rotation angle can be greater than 90 degrees, ensuring a complete switch between the two states and avoiding interference that could affect the worker's normal work when changing weft spindles. The buckle 300 can also be made of stainless steel or other metal materials.

[0035] To address the problems of complex operation directions in existing shuttle locking structures, which lead to difficulties in applying force and poor structural adaptability, one embodiment involves the locking component 300 switching between locked and unlocked states on a plane perpendicular to the axis of the mandrel 13. By limiting the direction of movement of the locking component 300, the locking and unlocking actions are constrained within a plane perpendicular to the axis of the mandrel 13. This choice of plane direction allows the operator to switch states simply by moving the locking component 300 in a transverse plane without applying pushing force along the axis of the mandrel 13, which is both ergonomic and reduces the required operating force. Specifically, the planar movement design perpendicular to the axis avoids the axial pushing and pulling operation method required in the prior art, making the movement trajectory of the locking component 300 consistent with the natural swing direction of the operator's hand, which is particularly beneficial for operators with less strength to complete the unlocking action with one hand. At the same time, this planar constraint eliminates the need for a complex axial sliding mechanism in the locking component 300, allowing it to achieve its function with simple rotation or translation, simplifying the overall structure and improving the feasibility of retrofitting older shuttles.

[0036] In one embodiment, to address the issue of the latching member 300 easily disengaging due to vibration or accidental contact while locked, a second elastic element can be provided on the latching member 300 to keep it in the locked state. To address the difficulty in controlling the rotation angle during unlocking operations, a limiting rib 103 can be provided on the shuttle body 100 to restrict the rotation angle of the latching member 300 from the locked to the unlocked state. By using these two complementary or independent technical means—the second elastic element and the limiting rib 103—the reliability of the latching member 300's state switching is improved. The second elastic element forces the latching member 300 to always tend towards the locked state through elastic force, thereby avoiding accidental unlocking due to equipment vibration or external interference. The limiting rib 103, on the other hand, physically limits the rotational stroke of the latching member 300, ensuring accurate reaching of the target position during unlocking operations while preventing the latching member 300 from leaving its effective working range due to excessive rotation. The two techniques can be implemented individually or in combination. The second elastic element focuses on maintaining dynamic balance, while the limiting rib 103 focuses on precise control of the movement trajectory. Together, they provide comprehensive protection for the working state of the buckle 300. The second elastic element can be a common tension spring or torsion spring.

[0037] To address the challenges of complex structure in the shuttle body 100, which leads to difficulties in processing, installation, maintenance, and compatibility with upgrades of older shuttles, the shuttle body 100 can be designed to include a shuttle base plate 104 and a front support 105 located at the front end of the shuttle base plate 104. The front support 105 is integrally formed with the shuttle base plate 104 or detachably connected and fixed. The mandrel 13 is located on the front support 105, and the fastener 300 is rotatably connected to the front support 105. Modular design is achieved by optimizing the structure of the shuttle body 100. The integral forming of the front support 105 and the shuttle base plate 104 enhances the overall structural integrity and reduces assembly errors. Simultaneously, the detachable connection design provides a compatible solution for upgrading older shuttles; functional upgrades can be achieved simply by replacing the front support 105. Integrating the mandrel 13 into the front support 105 forms a functional module, allowing for a centralized layout of core transmission components and reducing the processing requirements of the shuttle base plate 104. The design of the buckle 300 being directly rotatably connected to the front bracket 105 ensures both the independence of the locking mechanism's operating space and the overall structural stability through the connection between the front bracket 105 and the shuttle base plate 104. This split-structure design balances the economy of manufacturing with the flexibility of maintenance and modification, effectively solving the problems of complex processing and high modification costs associated with traditional integral shuttle bodies 100. The front bracket 105 can be equipped with a countersunk hole 107 to accommodate the first elastic element, reducing the installation space required for the first elastic element 14, while the hole wall of the countersunk hole 107 can provide deformation guidance.

[0038] To address the challenges of complex rear support structure in the shuttle body 100, which hinders processing and installation and makes it unsuitable for upgrading older shuttles, the shuttle body 100 can be designed to include a rear support 106. The rear support 106 can be integrally formed with the shuttle base plate 104 or detachably connected. The second tube seat 12 is rotatably connected to the rear support 106. This dual connection method between the rear support 106 and the shuttle base plate 104 optimizes the structure. The rear support 106, as an independent component added to the shuttle body 100, can either form an integral structure with the shuttle base plate 104 through integral molding, improving structural strength and simplifying the production process, or it can be detachably connected for modular assembly, facilitating future maintenance and replacement. The second tube seat 12 is directly rotatably connected to the rear support 106, forming a stable rotational support structure and ensuring the reliability of the weft tube 200's positioning. This coexistence of two connection methods retains the high-efficiency production characteristics of the traditional integrated structure while providing flexibility for equipment upgrades. This allows older shuttles to be upgraded by adding the detachable rear support 106, effectively reducing the user's technical modification costs.

[0039] Example 2: A circular loom includes a main unit with a gate assembly and a shuttle. The gate assembly forms a circular track, and the shuttle moves in a circular motion along the track. The shuttle is any of the shuttles described in the above embodiments. This invention solves the problems of laborious operation, complex structure leading to low production efficiency, and poor adaptability when changing the weft spindle in a circular loom. By applying a shuttle with a locking element 300 structure to the circular loom, rapid replacement of the weft spindle is achieved. In the locked state, the locking element 300 engages with the axial movement gap 101 to keep the first tube seat 11 fixed, avoiding disassembly difficulties due to excessive elasticity. In the unlocked state, the first tube seat 11 can move freely away from the second tube seat 12 by moving out of the axial movement gap 101, thereby easily releasing the weft spindle. The rotational sliding cooperation between the mandrel 13 and the first tube seat 11 ensures stable unwinding of the weft spindle during weaving, while the first elastic element 14 maintains a clamping tendency. The circular track formed by the gate assembly is adapted to the movement path of the shuttle, allowing the improved shuttle to directly replace the old structure without complex modifications. The switching operation of the 300 fastener simplifies the steps for workers to change weft spindles, reduces the strength requirements of the operator, and the overall structural design takes into account both stability and ease of use, improving the production efficiency of the circular loom.

[0040] In addition to the preferred embodiments described above, there are other embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection claimed by this utility model.

Claims

1. A shuttle, comprising a shuttle body and a first tube seat and a second tube seat connected to the shuttle body, the first tube seat and the second tube seat being rotatably connected to the front and rear ends of the shuttle body respectively, the first tube seat and the second tube seat being opposite each other to define a space for positioning the weft tube, a mandrel being provided on the shuttle body, the first tube seat being mounted on the mandrel and rotating and sliding relative to the mandrel, a first elastic element being provided on the mandrel to keep the first tube seat tending to move closer to the second tube seat, an axial movement gap being formed between the first tube seat and the shuttle body, characterized in that... The shuttle body is provided with a latching component, which includes a locking state in which the first tube seat is axially positioned relative to the second tube seat by engaging into the axial movement gap, and an unlocking state in which the first tube seat is moved away from the second tube seat by disengaging from the movement gap.

2. The shuttle according to claim 1, characterized in that, The fastener includes an adapter and a locking part. The adapter is rotatably connected to the shuttle body, and the locking part extends outward relative to the rotation center of the adapter.

3. The shuttle according to claim 2, characterized in that, The locking part bends and extends from one side of the spindle to the other when the latch is in the locked state, and protrudes out of the turning movement gap to form the unlocking operation end.

4. The shuttle according to claim 3, characterized in that, The width of the locking part gradually decreases from one end of the connecting adapter to the unlocking operation end.

5. The shuttle according to claim 2, characterized in that, The locking part is provided with a reinforcing rib on the side facing the shuttle body, and the shuttle body is provided with a positioning groove. After the buckle is locked, the reinforcing rib cooperates with the positioning groove to prevent the buckle from accidentally disengaging from the locked state.

6. The shuttle according to claim 1, characterized in that, The latching component switches between locked and unlocked states on a plane perpendicular to the axis of the spindle.

7. The shuttle according to claim 1 or 6, characterized in that, The fastener is provided with a second elastic element that keeps the fastener in a locked state; and / or, the shuttle body is provided with a limiting rib that restricts the rotation angle of the fastener from the locked state to the unlocked state.

8. The shuttle according to claim 1, characterized in that, The shuttle body includes a shuttle base plate and a front bracket located at the front end of the shuttle base plate. The front bracket is integrally formed with the shuttle base plate or can be detachably connected and fixed. The spindle is located on the front bracket, and the fastener is rotatably connected to the front bracket.

9. The shuttle according to claim 1, characterized in that, The shuttle body also includes a rear support, which is integrally formed with the shuttle base plate or can be detachably connected and fixed, and the second tube seat is rotatably connected to the rear support.

10. A circular loom, comprising a main machine, the main machine having a gate assembly and a shuttle, the gate assembly forming a circular track, the shuttle moving in a circular motion along the circular track, characterized in that, The shuttle is the shuttle according to any one of claims 1 to 9.

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