A track assembly for shuttle running and door ring mechanism and circular weaving machine

Abstract

The utility model discloses a track assembly for shuttle operation belongs to textile machinery field, has solved the problem that the connecting support realizes finish machining difficulty leads to the problem of larger processing cost, and the technical scheme of solving this problem mainly includes track support and installs on the upper limit wheel of track support, lower limit wheel, and the upper limit wheel and lower limit wheel are symmetrically installed, and the track support includes the mirror image symmetry's first frame body and second frame body, and the first frame body and second frame body form the track support after splicing fastening, and the top of track support is fixedly connected with upper door ring, and the bottom of track support is fixedly connected with lower door ring. The utility model is mainly used for reducing processing cost, and it is convenient for realizing industrial production. The utility model also provides a door ring mechanism, is provided with aforementioned track assembly, and a circular weaving machine, is provided with aforementioned door ring mechanism.

Description

Technical Field

[0001] This utility model relates to textile machinery, and in particular to a track assembly and door ring mechanism for shuttle operation, and a circular loom. Background Technology

[0002] Prior art CN223422869U discloses a shuttleless suspension circular loom, including a shuttle and a ring-shaped frame. The frame includes an upper gate ring, a lower gate ring, and a ring track disposed between the upper and lower gate rings. The shuttle is disposed within the ring track, with gaps between its upper and lower end faces and the upper and lower gate rings, respectively. The ring track includes multiple connecting brackets arranged in a ring and a roller assembly disposed on the connecting brackets. The connecting brackets include an upper connecting column, a lower connecting column, and a transition connecting the upper and lower connecting columns. The connecting section has an angled arrangement between the upper and lower connecting columns. The roller assembly includes an upper roller sleeved on and coaxially arranged with the upper connecting column, and a lower roller sleeved on and coaxially arranged with the lower connecting column. The shuttle has a shuttle back on the side corresponding to the transition connecting section. A sliding protrusion is provided in the middle of the shuttle back, and the sliding protrusion is detachably connected to the shuttle. The sliding protrusion is located between the upper and lower rollers, and the upper and lower rollers respectively roll and abut against the shuttle back. A shock-absorbing layer is provided between the roller assembly and the shuttle back. Because the roller assembly needs to withstand the large centrifugal force generated during shuttle operation in practical applications, especially the high positioning accuracy requirements of the upper and lower rollers, and because the upper connecting column 311 and lower connecting column 312 adopt a cantilever structure during assembly, the processing requirements for the connecting bracket are high. The connecting bracket adopts an integral molding structure, which greatly increases the difficulty of precision machining of each structure on the connecting bracket, resulting in high processing costs and hindering industrial production. Utility Model Content

[0003] One of the objectives of this invention is to provide a track assembly for shuttle operation, which solves the problem of high processing costs due to the difficulty in precision machining of the connecting bracket. By improving the structure, the processing cost is reduced, making it easier to achieve industrial production.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a track assembly for shuttle operation, comprising a track support and an upper limit wheel and a lower limit wheel installed on the track support, wherein the upper limit wheel and the lower limit wheel are symmetrically installed vertically, the track support comprises a first frame and a second frame that are mirror-symmetrical, the first frame and the second frame are spliced ​​and fastened together to form the track support, the top end of the track support is fixedly connected to the upper door ring, and the bottom end of the track support is fixedly connected to the lower door ring.

[0005] After adopting the above technical solution, this utility model has the following advantages: By designing the track support as a split structure, the processing difficulty and cost are effectively reduced, and the assembly accuracy is improved, thereby solving the problem that the one-piece molded structure in the prior art cannot meet the requirements of industrial production. Specifically, the track assembly for shuttle operation serves as the supporting foundation for shuttle movement, providing a basic operating environment; it includes a track support and upper and lower limit wheels installed on the track support, constituting the core components for guiding shuttle movement and ensuring stable shuttle operation within the track; the upper and lower limit wheels are symmetrically installed, making the shuttle subjected to balanced forces, reducing vibration and deviation during operation, and improving movement stability. At the same time, the upper and lower limit wheels can be interchanged without affecting actual use, reducing assembly requirements and improving assembly efficiency; the track support includes a mirror-symmetrical first frame and a second frame, and the mirror-symmetrical design allows for two The frame is machined independently, simplifying the manufacturing process of individual components, reducing the difficulty of precision machining, and allowing for a uniform machining process without distinguishing between the two frames, ensuring consistent machining accuracy. The first and second frames are spliced ​​and fastened to form a track support, achieving high-precision assembly through splicing, avoiding the accumulation of errors caused by integral machining in one-piece molding, facilitating adjustment and ensuring positioning accuracy. The top of the track support is fixedly connected to the upper door ring, providing stable upper support and ensuring a reliable connection with the upper door ring; the bottom of the track support is fixedly connected to the lower door ring, providing stable lower support, and together with the top connection, maintaining the overall rigidity of the track assembly. These technical features work synergistically: the split design (the first and second frames are mirror-symmetrical and spliced) allows each component to be machined independently with high precision, and then spliced ​​and fastened to form a complete track support. While ensuring the positioning accuracy of the upper and lower limit wheels, it significantly reduces machining complexity and cost, facilitating mass industrial production.

[0006] Furthermore, the first frame is provided with a first upper shaft seat, a first intermediate shaft seat, and a first lower shaft seat, and the second frame is provided with a second upper shaft seat, a second intermediate shaft seat, and a second lower shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first upper shaft seat and the second upper shaft seat combine to form an upper shaft seat, the first intermediate shaft seat and the second intermediate shaft seat combine to form an intermediate shaft seat, and the first lower shaft seat and the second lower shaft seat combine to form a lower shaft seat, so that an upper mounting position for the upper limit wheel is formed between the upper shaft seat and the intermediate shaft seat, and a lower mounting position for the lower limit wheel is formed between the lower shaft seat and the intermediate shaft seat.

[0007] By adopting the aforementioned technical solution, the axle seat structure of the track support is decomposed into corresponding parts on the first frame and the second frame, which realizes the precise formation of the upper axle seat, the middle axle seat and the lower axle seat after splicing. This ensures the high-precision positioning of the upper limit wheel and the lower limit wheel installation position, effectively solving the problems of high processing difficulty and insufficient positioning accuracy caused by the one-piece molding structure in the existing technology. Specifically, the first frame is equipped with a first upper axle seat, a first intermediate axle seat, and a first lower axle seat. This simplifies the complex axle seat structure into independently precision-machined units. Each unit can more easily achieve high precision requirements during manufacturing, avoiding the deformation risk caused by the cantilever structure during overall machining. The second frame is equipped with a second upper axle seat, a second intermediate axle seat, and a second lower axle seat. It adopts a mirror-symmetric design with the first frame, ensuring that the two parts can be naturally aligned during splicing, reducing the accumulation of assembly errors. After the first and second frames are spliced ​​and fastened, the first upper axle seat and the second upper axle seat combine to form the upper axle seat. This combination method replaces the single-sided cantilever structure with double-sided support, significantly improving the rigidity and stability of the upper axle seat and preventing the upper wheel axle from shifting under high centrifugal force. The first and second intermediate axle seats combine to form an intermediate axle seat, which serves as the core support point. This combination design enhances the overall structure's resistance to deformation and provides a reliable reference for the upper and lower limit wheels. The first and second lower axle seats combine to form a lower axle seat, which also improves the reliability of the lower support through bilateral cooperation. The upper axle seat and the intermediate axle seat form the upper mounting position for the upper limit wheel. This mounting position design, defined by the two combined axle seats, ensures the accuracy and consistency of the upper limit wheel's installation position and effectively constrains the axial displacement of the wheel during operation. The lower axle seat and the intermediate axle seat form the lower mounting position for the lower limit wheel, similarly ensuring the stable installation of the lower limit wheel and enabling the entire track assembly to maintain precise limiting function when the shuttle is running at high speed.

[0008] Furthermore, the first upper shaft seat is provided with a first upper groove, the second upper shaft seat is provided with a second upper groove, the first intermediate shaft seat is provided with a third upper groove with an opening facing the first upper shaft seat, and the second intermediate shaft seat is provided with a fourth upper groove with an opening facing the second upper shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first upper groove and the second upper groove are spliced ​​to form a first upper shaft hole through which the upper wheel shaft of the upper limit wheel passes, and the third upper groove and the fourth upper groove are spliced ​​to form a second upper shaft hole for the upper wheel shaft to be inserted.

[0009] By adopting the aforementioned technical solution, the high-precision forming of the wheel axle mounting holes is achieved through the groove design on the split frame, effectively solving the problem of hole alignment in the splicing structure. Specifically, the first upper axle seat is equipped with a first upper groove, allowing the groove to be independently precision-machined during the manufacturing stage of the first frame, ensuring the accuracy of its size and shape and avoiding the complexity of overall structure processing; the second upper axle seat is equipped with a second upper groove, forming a mirror match with the first upper groove, providing a basis for hole alignment during splicing, and reducing assembly errors by utilizing the interlocking characteristics of the split components. The first intermediate axle seat is equipped with a third upper groove with its opening facing the first upper axle seat. Its orientation design ensures that the groove naturally aligns with the first upper groove during splicing, preventing misalignment, and at the same time, it works in conjunction with the fourth upper groove of the second intermediate axle seat to enhance the stability of hole formation; the second intermediate axle seat is equipped with a fourth upper groove with its opening facing the second upper axle seat, maintaining the symmetry of the structure and making the groove connection more reliable after splicing. When the first and second frames are spliced ​​and secured, the first and second upper grooves join to form the first upper shaft hole, which is specifically for the upper wheel axle to pass through. The complementary design of the grooves automatically corrects splicing deviations, ensuring the roundness and axial consistency of the hole. The third and fourth upper grooves join to form the second upper shaft hole, used for the insertion and positioning of the upper wheel axle. The dual-hole structure jointly constrains the position of the wheel axle, avoiding wobbling caused by single-point support, and improving the rigidity and centrifugal force resistance of the wheel axle installation. Overall, the opening orientation of the grooves and the splicing mechanism fully utilize the flexibility of modular manufacturing, distributing high-precision machining to individual frames. During splicing, the grooves automatically align to form a complete hole, which reduces the machining difficulty and ensures the positioning accuracy of the wheel axle, thereby enhancing the reliability and manufacturability of the track assembly during high-speed shuttle operation.

[0010] Furthermore, the wall of the first upper shaft hole is provided with a first axial positioning member, and the upper fastener is connected to the upper wheel shaft to clamp the first axial positioning member and fasten the upper wheel shaft to the upper shaft seat.

[0011] By adopting the aforementioned technical solution, the problem of unstable axial fixation of the upper wheel axle is effectively solved by setting a first axial positioning component on the wall of the first upper shaft hole and combining it with the clamping mechanism of the upper fastener, ensuring the precise positioning of the upper wheel during dynamic operation. Specifically, the feature of the first axial positioning component on the wall of the first upper shaft hole provides a reliable axial stop reference, allowing the upper wheel axle to be limited in axial position and avoiding axial play caused by splicing gaps; the feature of the upper fastener connecting and clamping the first axial positioning component to the upper wheel axle secures the upper wheel axle to the upper shaft seat. Through the upper fastener acting directly on the connection interface between the upper wheel axle and the positioning component, the clamping force is accurately transmitted using the structure of the upper wheel axle itself. This connection method can dynamically compensate for splicing tolerances in the assembly of split brackets, firmly locking the upper wheel axle in the upper shaft seat, thereby preventing axial displacement when the shuttle generates centrifugal force during operation, and ensuring the long-term stability and positioning accuracy of the track assembly.

[0012] Furthermore, the first lower shaft seat is provided with a first lower groove, the second lower shaft seat is provided with a second lower groove, the first intermediate shaft seat is provided with a third lower groove with an opening facing the first lower shaft seat, and the second intermediate shaft seat is provided with a fourth lower groove with an opening facing the second lower shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first lower groove and the second lower groove are spliced ​​to form a first lower shaft hole through which the lower wheel axle of the lower limit wheel passes, and the third lower groove and the fourth lower groove are spliced ​​to form a second lower shaft hole for the lower wheel axle to be inserted.

[0013] By adopting the aforementioned technical solution, high-precision installation of the lower axle is achieved through a split groove design, effectively solving the problem of inaccurate axle hole positioning in the spliced ​​structure. Specifically, the first lower axle seat has a first lower groove located at the bottom of the first frame. Its shape and position are designed according to the requirements of split processing, ensuring precise matching with the second lower groove during splicing. This avoids the accumulation of processing errors from individual components, thereby forming a complete first lower axle hole and ensuring the radial positioning accuracy of the axle. The second lower axle seat has a second lower groove, which is a mirror symmetrical part of the first lower groove. Its design is based on the splicing and fastening principle. The complementary cooperation of the two grooves eliminates assembly gaps, improves the roundness and coaxiality of the axle hole, and prevents the axle from radially shifting under centrifugal force. The first intermediate axle seat has a third lower groove with its opening facing the first lower axle seat. This opening is intentionally oriented towards the lower axle seat. According to the mechanical alignment requirements during splicing, this ensures that the third lower groove and the fourth lower groove seamlessly connect after fastening, forming the second lower axle hole. This provides an axial insertion point for the axle and strengthens the axial constraint capability. The second intermediate axle seat has a fourth lower groove with its opening facing the second lower axle seat. Its opening direction coordinates with the third lower groove. Based on the principle of symmetrical splicing, the position is automatically calibrated during tightening, avoiding hole deviations caused by frame misalignment and further stabilizing the axial positioning of the axle. After splicing and tightening, the first and second lower grooves form the first lower axle hole, through which the axle passes. The precise splicing of the grooves achieves radial fixation of the axle, resisting shaking caused by centrifugal force. The third and fourth lower grooves form the second lower axle hole, through which the axle is inserted. The interlocking design of the double grooves provides additional axial support points, preventing axial displacement of the axle during high-speed operation. The combined effect of both firmly locks the axle in the predetermined position, significantly improving the installation accuracy and operational stability of the lower limit wheel.

[0014] Furthermore, the wall of the first lower shaft hole is provided with a second axial positioning member, and the lower fastener is connected to the lower wheel shaft to clamp the second axial positioning member and fasten the lower wheel shaft to the lower shaft seat.

[0015] By employing the aforementioned technical solution, the axial displacement problem of the lower wheel axle is effectively solved by setting a second axial positioning component on the wall of the first lower shaft hole and clamping the positioning component with a lower fastener, thus ensuring the stability of the lower limit wheel during operation. Specifically, the wall of the first lower shaft hole is provided with a second axial positioning component: since the first lower shaft hole is a structure formed by splicing the first frame and the second frame, setting a second axial positioning component on the hole wall can accurately limit the axial position of the lower wheel axle, avoiding wheel axle offset caused by the inherent small gaps in the splicing structure during high-speed shuttle operation, thereby maintaining the precise fit between the lower limit wheel and the track. The lower fastener is connected to the lower wheel axle to clamp the second axial positioning component: by connecting the lower fastener to the lower wheel axle and clamping the second axial positioning component, this design avoids applying excessive clamping force directly to the wheel axle, preventing damage to the wheel axle surface, while ensuring that the clamping force is evenly applied to the positioning component, ensuring reliable fixing without interfering with the rotation function of the wheel axle. Secure the lower wheel axle to the lower axle seat: This ultimately achieves a firm fixation of the lower wheel axle in the lower axle seat, ensuring the lower limit wheel maintains axial stability when subjected to centrifugal force and vibration, thus guaranteeing the smoothness and durability of the overall track assembly operation.

[0016] Furthermore, the upper limit wheel includes an upper wheel body, an upper bearing, and an upper dust cover. The upper wheel body is assembled with the upper wheel axle via the upper bearing. The upper dust cover is located on both sides of the upper bearing and abuts against the upper axle seat and the intermediate axle seat respectively to axially limit the upper wheel body. The lower limit wheel includes a lower wheel body, a lower bearing, and a lower dust cover. The lower wheel body is assembled with the lower wheel axle via the lower bearing. The lower dust cover is located on both sides of the lower bearing and abuts against the lower axle seat and the intermediate axle seat respectively to axially limit the lower wheel body.

[0017] By employing the aforementioned technical solution and refining the internal structure of the upper and lower limit wheels, the axial stability problem of the wheel body is effectively solved, ensuring the reliability and precision of the track assembly during high-speed shuttle operation. Specifically, the upper limit wheel comprises an upper wheel body, an upper bearing, and an upper dust cover. The introduction of the upper bearing enables the upper wheel body to rotate with low friction relative to the upper wheel axle, which not only reduces running resistance but also provides basic support for axial limiting. The upper wheel body is assembled with the upper wheel axle via the upper bearing, utilizing the rolling characteristics of the bearing to optimize the force transmission path and avoid stress concentration caused by direct rigid connection, thereby improving overall durability. Crucially, the upper dust cover is located on both sides of the upper bearing and abuts against the upper shaft seat and intermediate shaft seat respectively. The dust cover is precisely positioned according to the assembly position of the upper bearing, ensuring that it simultaneously contacts both the upper shaft seat and the intermediate shaft seat, forming a double constraint that firmly limits the axial movement of the upper wheel body, effectively preventing the wheel body from moving back and forth under centrifugal force. This design cleverly utilizes the existing structure of the track support, eliminating the need for additional fixing components and achieving compact and efficient axial locking. Similarly, the lower limiting wheel comprises a lower wheel body, a lower bearing, and a lower dust cover. The lower wheel body is assembled with the lower wheel axle via the lower bearing to ensure smooth rotation. The lower dust cover, located on both sides of the lower bearing and abutting against the lower axle seat and intermediate axle seat respectively, precisely applies axial constraint based on the positioning of the lower bearing, keeping the lower wheel body stable under dynamic loads and preventing track deviation caused by axial loosening. Overall, the dual function of the dust cover—both dust protection and axial limiting—significantly enhances the reliability of the wheel body under complex working conditions, while simplifying the assembly process and aligning with the manufacturing advantages of the track support splicing structure.

[0018] Furthermore, both the first frame and the second frame are provided with threaded holes that are staggered in the height direction and through holes aligned with the threaded holes. The threaded holes and through holes extend laterally, and at least two splicing fasteners pass through the through holes from both sides of the track support and engage with the threaded holes to splice and fasten the first frame and the second frame.

[0019] By employing the aforementioned technical solution and optimizing the fastening structure of the first and second frames, a stable connection is ensured when subjected to the centrifugal force of the shuttle, thereby maintaining the precise positioning of the track assembly. The staggered design of threaded holes and through holes along the height direction avoids structural weakening caused by concentrated openings at a single height, resulting in a more uniform distribution of fastening force and enhanced overall rigidity. This is because stress tends to concentrate locally under centrifugal force; the staggered arrangement disperses the load and prevents deformation of the connection interface due to stress superposition. The laterally extending threaded holes and through holes facilitate the horizontal insertion of splicing fasteners, adapting to assembly requirements from both sides of the track support, improving assembly efficiency and reliability. This is because the laterally extending channels are coordinated with the direction of centrifugal force, allowing the fastening force to directly resist lateral loads and avoiding assembly deviations or uneven stress caused by mismatched hole orientations. At least two splicing fasteners pass through the through holes and threaded holes from both sides to form a symmetrical fastening, which effectively prevents the first frame and the second frame from relative displacement when under force, ensuring that the splicing interface fits tightly and is not easy to loosen during long-term use. This is because applying symmetrical constraints from both sides can counteract the torsional tendency caused by centrifugal force, which maintains the geometric accuracy of the frame more reliably than single-sided fastening, and ensures the stable operation of the upper limit wheel and the lower limit wheel.

[0020] This utility model also provides a door ring mechanism, including an upper door ring, a lower door ring, and multiple track assemblies connected between the upper and lower door rings. The track assemblies are distributed circumferentially along the upper and lower door rings to form a rolling track for the shuttle to move in a circular motion. The track assemblies are the track assemblies described in any of the above technical solutions.

[0021] By adopting the aforementioned technical solution and using any of the aforementioned track components, the processing difficulties caused by the integrated molding of track components are effectively solved, achieving structural simplification, processing convenience, and cost reduction, thereby improving the feasibility of industrial production. Specifically, the upper and lower door rings serve as basic support structures, providing a stable installation benchmark and ensuring the positioning accuracy of the track components; multiple track components are connected between the upper and lower door rings, forming a modular layout, which facilitates separate manufacturing and on-site assembly, reducing the complexity of overall processing; the track components are distributed circumferentially along the upper and lower door rings, constructing a continuous circular path to ensure the smoothness of the shuttle's circular motion; forming a rolling track for the shuttle's circular motion, meeting the core functional requirements of shuttle operation; the track component is any of the aforementioned track components, which is a key innovation point. It allows the track component to adopt a split splicing design, avoiding the difficulties of overall precision machining, and allowing each component to be processed independently and then fastened together, thereby significantly reducing processing difficulty and cost. These features work together: the upper and lower door rings provide a fixed frame, the circumferential distribution of multiple track components ensures track continuity, and the track components are designed to ensure that each component is easy to manufacture, thus solving the problems of high processing precision requirements, high cost, and difficulty in industrial production.

[0022] This utility model also provides a circular loom, including a frame and a gate mechanism disposed on the frame, wherein the gate mechanism is the gate mechanism described in the above technical solution.

[0023] By adopting the aforementioned technical solution and through the specific design selection of the gate ring mechanism, the high difficulty and high cost challenges in the manufacturing of the track components are effectively addressed, enabling industrial production. Specifically, the circular loom, as the overall equipment frame, provides the basic operating environment; the frame is used to stably support each component, ensuring structural reliability; the gate ring mechanism, installed on the frame, forms the track system for shuttle movement, and its function depends on the rational layout of the track components; crucially, the gate ring mechanism is specified as the type described in the aforementioned technical solution. This feature ensures that the track components adopt a structural solution that is easy to manufacture and assemble, avoiding the high precision requirements of one-piece molding, allowing each component to be processed separately and then combined, significantly reducing processing complexity and cost. Simultaneously, it works synergistically with other features to jointly solve the obstacles to industrial production in existing technologies. Among all the features, the specification of the gate ring mechanism is the core; it directly addresses the processing difficulties, simplifying the manufacturing process and making the entire circular loom practical and scalable. Attached Figure Description

[0024] The present invention will be further described below with reference to the accompanying drawings: Figure 1 This is a schematic diagram of a track assembly for shuttle operation according to the present invention; Figure 2 This is a schematic diagram of the track support in a track assembly for shuttle operation according to this utility model; Figure 3 This is an exploded view of the track support in a track assembly for shuttle operation according to this utility model; Figure 4 This is a cross-sectional view of a track assembly for shuttle operation according to the present invention; Figure 5 for Figure 1 Sectional view along the middle AA direction; Figure 6 This is a schematic diagram (back side) of a track assembly for shuttle operation according to the present invention. Figure 7 This is a schematic diagram of a door ring mechanism according to the present invention. Detailed Implementation

[0025] 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.

[0026] 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.

[0027] 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.

[0028] Example 1: like Figures 1 to 6 As shown, this utility model provides a track assembly for shuttle operation, including a track support 100 and an upper limit wheel 200 and a lower limit wheel 300 installed on the track support 100. The upper limit wheel 200 and the lower limit wheel 300 are installed symmetrically from top to bottom. The track support 100 includes a first frame 11 and a second frame 12 that are mirror-symmetrical. The first frame 11 and the second frame 12 are spliced ​​and fastened to form the track support 100. The top end of the track support 100 is fixedly connected to the upper door ring, and the bottom end of the track support 100 is fixedly connected to the lower door ring.

[0029] In practical applications, the track bracket 100 can be understood as the basic structure used to support and position the upper limit wheel 200 and the lower limit wheel 300, which is achieved through a split design. Specifically, the first frame 11 and the second frame 12 can be manufactured independently, for example, by casting, machining, or injection molding. Furthermore, the splicing and fastening of the first frame 11 and the second frame 12 can be achieved in various ways, such as using common methods like bolting or riveting to combine the two frames into a complete track bracket 100. Thus, the split design not only reduces the processing difficulty of individual components but also facilitates adjusting the positioning accuracy during assembly. The symmetrical installation of the upper limit wheel 200 and the lower limit wheel 300 can be achieved in various ways, such as setting corresponding mounting positions on the first frame 11 and the second frame 12, and ensuring their symmetry through shaft hole fitting or positioning pins. In addition, the fixed connection between the track bracket 100 and the upper and lower door rings can also be achieved in various ways, such as by bolting or snap-fitting.

[0030] The innovation of this application lies in designing the track support 100 as a split structure, effectively solving the problems of high processing precision requirements, high processing difficulty, and high cost caused by the one-piece molding structure in the prior art. Specifically, the independent processing of the first frame 11 and the second frame 12 allows for individual precision machining of each component, thereby reducing the overall processing complexity. Furthermore, the track support 100 is formed by splicing and fastening, avoiding the accumulation of errors caused by overall processing, and facilitating the adjustment of positioning accuracy during assembly. Thus, this design not only meets the high-precision positioning requirements of the upper limit wheel 200 and the lower limit wheel 300, but also significantly reduces processing costs, providing feasibility for industrial production.

[0031] This embodiment effectively reduces processing difficulty and cost, and improves assembly accuracy by designing the track support 100 as a split structure, thereby solving the problem that the existing one-piece molded structure cannot meet the requirements of industrial production. Specifically, the track assembly for shuttle operation serves as the supporting foundation for shuttle movement, providing the basic operating environment; it includes the track support 100 and the upper limit wheel 200 and lower limit wheel 300 installed on the track support 100, constituting the core components for guiding shuttle movement and ensuring stable shuttle operation within the track; the upper limit wheel 200 and lower limit wheel 300 are symmetrically installed vertically, so that the shuttle is subjected to balanced force, reducing vibration and deviation during operation, and improving motion stability. At the same time, the upper limit wheel 200 and lower limit wheel 300 can be interchanged without affecting actual use, reducing assembly requirements and improving assembly efficiency; the track support 100 includes a mirror-symmetrical first frame 11 and a second frame 12, mirror... The symmetrical design allows for independent machining of the two frames, simplifying the manufacturing process of individual components, reducing the difficulty of precision machining, and allowing for the use of a unified machining process without distinguishing between the two frames, ensuring consistent machining accuracy. The first frame 11 and the second frame 12 are spliced ​​and fastened to form the track support 100. This splicing method achieves high-precision assembly, avoiding the accumulation of errors caused by integral machining in one-piece molding, facilitating adjustment and ensuring positioning accuracy. The top of the track support 100 is fixedly connected to the upper door ring, providing stable upper support and ensuring a reliable connection with the upper door ring. The bottom of the track support 100 is fixedly connected to the lower door ring, providing stable lower support, and together with the top connection, maintaining the overall rigidity of the track assembly. These technical features work synergistically: the split design (the first frame 11 and the second frame 12 are mirror-symmetrical and spliced) allows each component to be independently machined with high precision, and then spliced ​​and fastened to form the complete track support 100. While ensuring the positioning accuracy of the upper limit wheel 200 and the lower limit wheel 300, it significantly reduces machining complexity and cost, facilitating mass industrial production.

[0032] To ensure the reliable positioning of the upper limit wheel 200, in one embodiment, a first frame 11 is provided with a first upper shaft seat 111, a first intermediate shaft seat 112, and a first lower shaft seat 113, and a second frame 12 is provided with a second upper shaft seat 121, a second intermediate shaft seat 122, and a second lower shaft seat 123. After the first frame 11 and the second frame 12 are spliced ​​and fastened, the first upper shaft seat 111 and the second upper shaft seat 121 are combined to form an upper shaft seat 1-1, the first intermediate shaft seat 112 and the second intermediate shaft seat 122 are combined to form an intermediate shaft seat 1-2, and the first lower shaft seat 113 and the second lower shaft seat 123 are combined to form a lower shaft seat 1-3. This creates an upper mounting position for the upper limit wheel 200 between the upper shaft seat 1-1 and the intermediate shaft seat 1-2, and a lower mounting position for the lower limit wheel 300 between the lower shaft seat 1-3 and the intermediate shaft seat 1-2. Specifically, the first upper bearing seat 111 refers to a structural component disposed on the first frame 11 for cooperating with the second upper bearing seat 121 to form an upper bearing seat. It can be made of a metal block with a specific shape and realized by casting or machining. The first intermediate bearing seat 112 refers to a structural component located in the middle region of the first frame 11 for cooperating with the second intermediate bearing seat 122 to form an intermediate bearing seat. It can be realized by setting a boss structure on the first frame 11 and performing precision machining. The first lower bearing seat 113 refers to a structural component disposed at the lower part of the first frame 11 for cooperating with the second lower bearing seat 123 to form a lower bearing seat. It can be realized by a machining method similar to that of the first upper bearing seat 111. The purpose of the above bearing seat structure design is to decompose the complex integral bearing seat into independently machinable units, thereby reducing the machining difficulty and improving the positioning accuracy. In detail, the first frame 11 and the second frame 12 are designed with mirror symmetry, which allows them to be naturally aligned during splicing and fastening. This design effectively reduces the accumulation of assembly errors. The upper axle seat, formed by the combination of the first upper axle seat 111 and the second upper axle seat 121, replaces the traditional single-sided cantilever structure with double-sided support, significantly improving the rigidity and stability of the upper axle seat, thereby ensuring the stability of the upper wheel axle under high centrifugal force. The intermediate axle seat, formed by the combination of the first intermediate axle seat 112 and the second intermediate axle seat 122, serves as the core support point, enhancing the overall structure's resistance to deformation and providing a reliable reference for the upper limit wheel 200 and the lower limit wheel 300. The lower axle seat, formed by the combination of the first lower axle seat 113 and the second lower axle seat 123, also improves the reliability of the lower support through double-sided cooperation. The upper mounting position of the upper limit wheel 200 formed between the upper axle seat and the intermediate axle seat, and the lower mounting position of the lower limit wheel 300 formed between the lower axle seat and the intermediate axle seat, are defined by the two combined axle seats, ensuring the accuracy and consistency of the limit wheel installation positions. Based on this, the combination of the split design of the track support 100 and the axle seat structure effectively solves the problems of high processing difficulty and insufficient positioning accuracy caused by the one-piece molding structure in the existing technology.By breaking down the complex bearing structure into independently machineable units, each unit can more easily achieve high precision during manufacturing, while avoiding the deformation risks associated with the cantilever structure during overall machining. This design not only reduces manufacturing costs but also improves the operational stability of the track assembly under high centrifugal force environments, providing a reliable guarantee for the precise positioning of the shuttle.

[0033] To achieve the assembly and positioning of the upper limit wheel 200, in one embodiment, a first upper shaft seat 111 is provided with a first upper groove 1111, a second upper shaft seat 121 is provided with a second upper groove 1211, a first intermediate shaft seat 112 is provided with a third upper groove 1121 with an opening facing the first upper shaft seat 111, and a second intermediate shaft seat 122 is provided with a fourth upper groove 1221 with an opening facing the second upper shaft seat 121. After the first frame 11 and the second frame 12 are spliced ​​and fastened, the first upper groove 1111 and the second upper groove 1211 are spliced ​​to form a first upper shaft hole 1-4 through which the upper wheel shaft 21 of the upper limit wheel 200 passes, and the third upper groove 1121 and the fourth upper groove 1221 are spliced ​​to form a second upper shaft hole for the upper wheel shaft 21 to be inserted. Specifically, the first upper groove 1111 refers to a groove structure with a certain depth and shape opened on the first upper shaft seat 111. It can be realized by machining methods such as milling and wire cutting, and its purpose is to provide a foundation for forming precise wheel and axle mounting holes when combined with other grooves during subsequent splicing. The second upper groove 1211 can be understood as a groove structure set symmetrically to the first upper groove 1111. It can also be realized by machining, aiming to ensure the alignment accuracy of the holes after splicing. The third upper groove 1121 refers to a groove structure with a specific orientation opened on the first intermediate shaft seat 112. It can be realized by CNC machining or mold forming, and its purpose is to improve the natural alignment ability during the splicing process through the opening orientation design. The fourth upper groove 1221 is a groove structure that matches the third upper groove 1121. Its directional design helps to enhance the stability of the hole formation after splicing. In detail, the above-mentioned track assembly achieves the formation of high-precision wheel and axle mounting holes through a split design. The first upper groove 1111 and the second upper groove 1211 form a first upper shaft hole during the splicing process. This hole is specifically for the upper wheel shaft 21 to pass through. The complementary design of the grooves automatically corrects splicing deviations, thus ensuring the roundness and axial consistency of the hole. Simultaneously, the third upper groove 1121 and the fourth upper groove 1221, after splicing, form a second upper shaft hole for the insertion and positioning of the upper wheel shaft 21. The dual-hole structure jointly constrains the wheel shaft position, avoiding the wobbling problem caused by single-point support. This design fully utilizes the flexibility of modular manufacturing, distributing high-precision machining across individual frames, reducing overall machining difficulty while ensuring wheel shaft positioning accuracy. Furthermore, the splicing and fastening mechanism of the first frame 11 and the second frame 12, combined with the groove opening orientation design, effectively reduces assembly errors and improves the reliability and manufacturability of the track assembly during high-speed shuttle operation. In summary, through the above technical solutions, the track assembly not only solves the hole alignment problem in modular structures but also significantly improves the rigidity and centrifugal force resistance of the wheel shaft installation, meeting the precision requirements of industrial production.

[0034] In one embodiment, to improve the axial positioning reliability of the upper wheel axle 21, a first axial positioning element 22 can be provided on the wall of the first upper shaft hole. The upper fastener 23 connects to the upper wheel axle 21 and clamps the first axial positioning element 22 to secure the upper wheel axle 21 to the upper shaft seat. The first axial positioning element 22 can be a washer, which can be installed when the first frame 11 and the second frame 12 are spliced. Alternatively, the first axial positioning element 22 can be a retaining ring, which can be installed after the first frame 11 and the second frame 12 are spliced, the upper wheel axle 21 is installed, and then the retaining ring is inserted. Alternatively, the first axial positioning element 22 can also be a rib structure integrally formed with the first frame 11 and the second frame 12. The purpose of introducing the first axial positioning element 22 is to provide a reliable axial stop reference for the upper wheel axle 21 and avoid axial backlash caused by splicing gaps. The upper fastener 23 can be a nut, a locking bolt, or other fastening element with clamping function. Its function is to apply clamping force through the connection interface with the upper wheel shaft 21, thereby effectively fixing the first axial positioning member 22. For example, in one embodiment, the upper fastener 23 is a locking bolt, with a threaded hole at one end of the upper wheel shaft 21 to connect with the locking bolt, making installation and disassembly convenient. In another embodiment, the upper fastener 23 can also be a nut, with a stud at one end of the upper wheel shaft 21 that passes through the first axial positioning member 22 and connects with the nut. When the upper fastener 23 is connected to the upper wheel shaft 21, the clamping force it generates acts directly on the first axial positioning member 22, so that the upper wheel shaft 21 can be firmly locked in the upper shaft seat. This design is particularly suitable for the split bracket structure formed by splicing the first frame 11 and the second frame 12, and can effectively compensate for small gaps or machining errors caused by splicing tolerances. Through the coordination of the above structures, when the shuttle operates at high speed and generates centrifugal force, axial displacement of the upper wheel axle 21 can be prevented, ensuring the precise positioning of the upper limit wheel 200, thereby improving the overall stability and operational reliability of the track assembly. In summary, this technical solution not only solves the problem of axial fixation of the upper wheel axle 21 during dynamic operation, but also achieves dynamic compensation for splicing tolerances through reasonable structural design, significantly improving the assembly accuracy and service life of the track assembly.

[0035] Similarly, in one embodiment, the first lower shaft seat 113 is provided with a first lower groove 1131, the second lower shaft seat 123 is provided with a second lower groove 1231, the first intermediate shaft seat 112 is provided with a third lower groove 1122 opening towards the first lower shaft seat 113, and the second intermediate shaft seat 122 is provided with a fourth lower groove 1222 opening towards the second lower shaft seat 123. After the first frame 11 and the second frame 12 are spliced ​​and fastened, the first lower groove 1131 and the second lower groove 1231 are spliced ​​to form a first lower shaft hole 1-5 through which the lower wheel axle 31 of the lower limiting wheel 300 passes, and the third lower groove 1122 and the fourth lower groove 1222 are spliced ​​to form a second lower shaft hole 1-6 for the lower wheel axle 31 to be inserted. Specifically, the first lower groove 1131 refers to a groove structure of a specific shape provided on the first lower shaft seat 113, which can be rectangular, semi-circular, or other adaptable shapes. The purpose of this design is to ensure a high-precision match between the first lower groove 1131 and the second lower groove 1231 through precise machining, thereby avoiding the problem of inaccurate shaft hole due to the accumulation of machining errors in a single component. The second lower groove 1231, as a mirror image of the first lower groove 1131, is designed based on the principle of splicing and fastening. The complementary fit between the two grooves eliminates assembly gaps and improves the roundness and coaxiality of the shaft hole. The third lower groove 1122 is a groove structure located on the first intermediate shaft seat 112 with its opening direction specifically facing the first lower shaft seat 113. It can adopt an arc-shaped or stepped design to meet mechanical alignment requirements and ensure seamless connection during splicing. The fourth lower groove 1222 is designed based on the principle of symmetrical splicing. Its opening direction coordinates with the third lower groove 1122, automatically calibrating its position during fastening and avoiding hole deviation caused by misalignment of the frame. In detail, the above solution achieves high-precision installation of the lower wheel shaft 31 through a split groove design. After the first lower groove 1131 and the second lower groove 1231 are spliced ​​and tightened, they form the first lower shaft hole. This hole provides radial positioning for the lower wheel shaft 31, effectively resisting the shaking caused by centrifugal force. After the third lower groove 1122 and the fourth lower groove 1222 are spliced, they form the second lower shaft hole. This hole provides the lower wheel shaft 31 with an axial insertion point, strengthening the axial constraint capability. The two work together to firmly lock the lower wheel shaft 31 in the predetermined position, significantly improving the installation accuracy and operational stability of the lower limit wheel 300. In addition, this split design reduces the processing difficulty of individual components, optimizing the overall processing cost of the track bracket 100, while ensuring high-precision positioning after splicing. Through the above technical solution, not only is the problem of inaccurate shaft holes caused by processing errors or assembly gaps solved, but the stability and service life of the track assembly are also improved, providing a reliable guarantee for the high-speed operation of the shuttle.

[0036] Based on the above structure, in one embodiment, a second axial positioning member 32 is provided on the wall of the first lower shaft hole. The lower fastener 33 is connected to the lower wheel shaft 31 and clamps the second axial positioning member 32 to secure the lower wheel shaft 31 to the lower shaft seat. Specifically, the second axial positioning member 32 can refer to the first axial positioning member 22. In practical applications, the second axial positioning member 32, by being embedded or fixed to the wall of the first lower shaft hole, can effectively counteract the influence of vibration and centrifugal force generated during shuttle operation on the lower wheel shaft 31, thereby ensuring the axial stability of the lower limit wheel 300. The lower fastener 33 can be a bolt, nut, or other form of locking device. Its purpose is to securely fix the lower wheel shaft 31 to the lower shaft seat by clamping the second axial positioning member 32, while avoiding excessive clamping force applied directly to the lower wheel shaft 31, which could lead to surface damage. In detail, after the second axial positioning element 32 is installed on the wall of the first lower shaft hole, it can compensate for the small gaps that may exist due to the splicing of the first frame 11 and the second frame 12 in the splicing structure, thereby accurately defining the axial position of the lower wheel shaft 31. When the lower fastener 33 is connected to the lower wheel shaft 31 and clamps the second axial positioning element 32, the clamping force is evenly applied to the positioning element, rather than directly to the surface of the lower wheel shaft 31. This design not only protects the rotation function of the lower wheel shaft 31, but also improves the reliability of the fixation. In addition, through the cooperation of the above structures, the lower wheel shaft 31 can be firmly fixed to the lower shaft seat, so that the lower limit wheel 300 can maintain a high positioning accuracy when subjected to centrifugal force and vibration, thereby ensuring the smoothness and durability of the overall track assembly. In summary, through the above technical solution, the problem of axial displacement of the lower wheel shaft 31 due to vibration and centrifugal force generated during shuttle operation is solved, ensuring the stability of the lower limit wheel 300 during operation, and significantly improving the overall performance and service life of the track assembly.

[0037] In a more specific structure, the upper limit wheel 200 includes an upper wheel body 201, an upper bearing 202, and an upper dust cover 203. The upper wheel body 201 is assembled with the upper wheel axle 21 via the upper bearing 202. The upper dust cover 203 is located on both sides of the upper bearing 202 and abuts against the upper axle seat and the intermediate axle seat respectively to axially limit the upper wheel body 201. The lower limit wheel 300 includes a lower wheel body 301, a lower bearing 302, and a lower dust cover 303. The lower wheel body 301 is assembled with the lower wheel axle 31 via the lower bearing 302. The lower dust cover 303 is located on both sides of the lower bearing 302 and abuts against the lower axle seat and the intermediate axle seat respectively to axially limit the lower wheel body 301. Specifically, the upper wheel body 201 is a key component that directly contacts the shuttle and provides rolling support. It can be made of high-strength wear-resistant materials, such as steel or engineering plastics, or a combination of steel and wear-resistant rubber, for example, with wear-resistant rubber molded on the outer surface of the steel. The purpose is to ensure sufficient load-bearing capacity and durability during high-speed operation. The upper bearing 202 can be a deep groove ball bearing or a ball bearing. Its purpose is to optimize the force transmission path through low friction characteristics and avoid stress concentration problems caused by rigid connections. The number of upper bearings 202 can be determined according to the size of the upper wheel body 201; for example, two are installed in this embodiment. The upper dust cover 203 is a structural component that combines sealing and limiting functions. It can be made of elastic materials, such as rubber or silicone, to prevent dust from entering and accumulating on the upper bearing 202 while providing axial restraint to the upper wheel body 201. Similarly, the definition and implementation of the lower wheel body 301, lower bearing 302, and lower dust cover 303 correspond to the above structures, and their purpose is to provide the same performance guarantee for the lower limiting wheel 300. Specifically, the aforementioned track assembly effectively solves the axial stability problem of the wheel body by refining the internal structure of the upper limit wheel 200 and the lower limit wheel 300. The upper wheel 201 achieves low-friction rotation through the assembly of the upper bearing 202 and the upper wheel axle 21, significantly reducing running resistance and providing basic support for axial limiting. The upper dust cover 203, located on both sides of the upper bearing 202 and abutting against the upper axle seat and the intermediate axle seat respectively, cleverly utilizes the existing structure of the track support 100, forming a double constraint without additional fixing components, thereby firmly limiting the axial movement of the upper wheel 201 and preventing forward and backward movement under centrifugal force. Similarly, the lower dust cover 303, located on both sides of the lower bearing 302 and abutting against the lower axle seat and the intermediate axle seat respectively, precisely applies axial constraint based on the positioning of the lower bearing 302, ensuring the stability of the lower wheel 301 under dynamic loads. Overall, since the working environment of the circular loom generates a lot of dust, dust covers are designed in both the upper limit wheel 200 and the lower limit wheel 300. The dual function of the dust covers—both dust protection and axial positioning—significantly enhances the reliability of the wheel body under complex working conditions, while simplifying the assembly process and matching the manufacturing advantages of the splicing structure of the track support 100.Furthermore, the above design complements the splicing structure of the track support 100, which not only improves processing efficiency but also reduces manufacturing costs, demonstrating the overall superiority of the technical solution.

[0038] To ensure the reliable stability of the splicing of the first frame 11 and the second frame 12, in one embodiment, both the first frame 11 and the second frame 12 may be provided with threaded holes 101 staggered in the height direction and through holes 102 aligned with the threaded holes 101. The threaded holes 101 and through holes 102 extend laterally, and at least two splicing fasteners 103 pass through the through holes 102 from both sides of the track bracket 100 and engage with the threaded holes 101 to splice and fasten the first frame 11 and the second frame 12. The threaded holes 101 staggered in the height direction refer to threaded holes 101 distributed at different positions in the vertical direction, which can be implemented using a stepped or staggered arrangement to avoid stress concentration and enhance overall rigidity. The through holes 102 are through holes penetrating the first frame 11 or the second frame 12, providing an assembly channel for the splicing fasteners 103 and ensuring uniform transmission of fastening force. The laterally extending threaded holes 101 and through holes 102 allow for horizontal insertion of the splicing fasteners 103, facilitating operation from both sides of the track support 100 and adapting to the direction of centrifugal force to optimize stress distribution. The arrangement of at least two splicing fasteners 103 aims to form a symmetrical fastening through multi-point constraints, preventing relative displacement between the first frame 11 and the second frame 12 under load. Specifically, this technical solution, through the design of threaded holes 101 and through holes 102 staggered in the height direction, disperses the local stress concentration problem caused by the centrifugal force generated by the shuttle's movement, thereby effectively avoiding micro-deformation of the connection interface due to load superposition. The lateral extension of the threaded holes 101 and through holes 102 allows the splicing fasteners 103 to apply constraint force in the horizontal direction. This arrangement is coordinated with the direction of centrifugal force, ensuring that the fastening force directly resists lateral loads, improving assembly accuracy and reliability. Furthermore, at least two splicing fasteners 103 symmetrically apply constraints from both sides of the track support 100, which not only counteracts the torsional tendency caused by centrifugal force but also ensures a tight fit between the first frame 11 and the second frame 12, preventing loosening during long-term use. This structural design, combined with the overall layout of the track support 100, further improves the positioning accuracy of the upper limit wheel 200 and the lower limit wheel 300, ensuring the stability of the shuttle's operation. Through this technical solution, the splicing and fastening method of the split track support 100 is optimized, simplifying the processing while significantly enhancing the rigidity of the connection points. This solves the problem of loosening or deformation caused by improper fastening structure design, providing reliable support for the stable operation of the shuttle.

[0039] To prevent dust from accumulating between the track support 100 and the upper limit wheel 200 and lower limit wheel 300, a through hole 104 can be provided on the track support 100. The high-speed airflow generated by the high-speed rotation of the upper limit wheel 200 and lower limit wheel 300 will carry away the dust entering the upper and lower mounting positions, thus preventing accumulation.

[0040] Example 2: This utility model also discloses a door ring mechanism, such as Figure 7 As shown, it includes an upper door ring 400, a lower door ring 500, and multiple track assemblies connected between the upper and lower door rings 500. The track assemblies are distributed circumferentially along the upper door ring 400 and the lower door ring 500 to form a rolling track for the shuttle to move in a circular motion. The track assemblies are the track assemblies in any of the above embodiments.

[0041] The core innovation of this embodiment lies in designing the track support 100 as a split structure, formed by the mirror-symmetrical first frame 11 and second frame 12 spliced ​​and fastened together. This effectively solves the problems of high processing precision requirements, high processing difficulty, and high cost caused by the one-piece molding structure in the prior art. Specifically, the independent processing of the first frame 11 and the second frame 12 allows for individual precision machining of each component, reducing the overall processing complexity. At the same time, the splicing and fastening method to form the track support 100 avoids the accumulation of errors caused by overall processing and facilitates the adjustment of positioning accuracy during assembly. In addition, the symmetrical installation of the upper limit wheel 200 and the lower limit wheel 300 ensures balanced force during shuttle operation, reduces vibration and offset, and further improves motion stability. Through the above improvements, not only are the high-precision positioning requirements of the upper limit wheel 200 and the lower limit wheel 300 met, but processing costs are also significantly reduced, providing feasibility for industrial production. In practical applications, the track bracket 100 serves as the basic structure supporting and positioning the upper limit wheel 200 and the lower limit wheel 300. Its modular design can be achieved in various ways. For example, the first frame 11 and the second frame 12 can be manufactured independently, using processes such as casting or machining to form individual frames. Furthermore, the first frame 11 and the second frame 12 can be joined and secured using bolts or riveting to form the complete track bracket 100. The symmetrical installation of the upper limit wheel 200 and the lower limit wheel 300 can be achieved by setting corresponding mounting positions on the first frame 11 and the second frame 12, and ensuring their symmetry through shaft hole fitting or positioning pins. Additionally, the track bracket 100 can be fixed to the upper door ring 400 and the lower door ring 500 using threaded connections or snap-fit ​​connections. Through these technical solutions, the modular design of the track assembly not only achieves high-precision assembly but also significantly reduces processing complexity and cost, effectively solving the problem that existing one-piece molded structures cannot meet the requirements of industrial production. As a preferred implementation, this technical solution can better adapt to the actual needs of industrial production, while ensuring that the positioning accuracy of the upper limit wheel 200 and the lower limit wheel 300 meets the requirements of shuttle operation.

[0042] Example 3: This utility model also discloses a circular loom, including a frame and a door ring mechanism disposed on the frame, wherein the door ring mechanism is the door ring mechanism in the above embodiment two.

[0043] The core innovation of this embodiment lies in designing the track support 100 as a split structure, formed by splicing and fastening a mirror-symmetrical first frame 11 and a second frame 12. This effectively solves the problems of high processing precision requirements, high processing difficulty, and high cost caused by the one-piece molding structure in the prior art. Specifically, the independent processing of the first frame 11 and the second frame 12 allows for individual precision machining of each component, thereby reducing the overall processing complexity. Furthermore, forming the track support 100 by splicing and fastening avoids the accumulation of errors caused by overall processing and facilitates adjustment of positioning accuracy during assembly. Thus, this design not only meets the high-precision positioning requirements of the upper limit wheel 200 and the lower limit wheel 300 but also significantly reduces processing costs, providing feasibility for industrial production. In practical applications, the track support 100 can be understood as the basic structure used to support and position the upper limit wheel 200 and the lower limit wheel 300, which is achieved through a split design. Specifically, the first frame 11 and the second frame 12 can be manufactured independently, for example, by casting or machining. Furthermore, the first frame 11 and the second frame 12 can be joined and secured in various ways, such as by bolting or riveting to combine the two frames into a complete track support 100. This modular design not only reduces the processing difficulty of individual components but also facilitates adjusting positioning accuracy during assembly. The symmetrical installation of the upper limit wheel 200 and the lower limit wheel 300 can be achieved in various ways, such as by setting corresponding mounting positions on the first frame 11 and the second frame 12, and ensuring symmetry through shaft hole fitting or positioning pins. In addition, the fixed connection between the track support 100 and the upper door ring 400 and the lower door ring 500 can also be achieved in various ways, such as by threaded connections or snap-fit ​​connections.

[0044] The principle of this embodiment is as follows: The track support 100 is formed by splicing and fastening a mirror-symmetrical first frame 11 and a second frame 12. The independent processing of the first frame 11 and the second frame 12 reduces the manufacturing difficulty of individual components. The upper limit wheel 200 and the lower limit wheel 300 are respectively installed on the track support 100 and arranged symmetrically, thereby ensuring balanced force on the shuttle during operation, reducing vibration and offset, and improving motion stability. The first frame 11 and the second frame 12 are spliced ​​and fastened to form a complete track support 100, avoiding the accumulation of errors caused by integral processing in a one-piece structure, and further improving assembly accuracy. The top end of the track support 100 is fixedly connected to the upper door ring 400, and the bottom end is fixedly connected to the lower door ring 500, thus providing stable support for the track assembly at both ends and ensuring overall rigidity. Through the above design, the split structure not only achieves high-precision assembly but also significantly reduces processing complexity and cost, effectively solving the problem that existing one-piece structures cannot meet the requirements of industrial production. As a preferred implementation, this technical solution can better adapt to the actual needs of industrial production, while ensuring that the positioning accuracy of the upper limit wheel 200 and the lower limit wheel 300 meets the requirements of shuttle operation.

[0045] 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 track assembly for shuttle operation, comprising a track support and upper limit wheel and lower limit wheel mounted on the track support, characterized in that, The upper limit wheel and the lower limit wheel are installed symmetrically. The track support includes a first frame and a second frame that are mirror-symmetrical. The first frame and the second frame are spliced ​​and fastened together to form the track support. The top of the track support is fixedly connected to the upper door ring, and the bottom of the track support is fixedly connected to the lower door ring.

2. The track assembly according to claim 1, characterized in that, The first frame is provided with a first upper shaft seat, a first intermediate shaft seat and a first lower shaft seat, and the second frame is provided with a second upper shaft seat, a second intermediate shaft seat and a second lower shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first upper shaft seat and the second upper shaft seat are combined to form an upper shaft seat, the first intermediate shaft seat and the second intermediate shaft seat are combined to form an intermediate shaft seat, and the first lower shaft seat and the second lower shaft seat are combined to form a lower shaft seat, so that an upper mounting position for the upper limit wheel is formed between the upper shaft seat and the intermediate shaft seat, and a lower mounting position for the lower limit wheel is formed between the lower shaft seat and the intermediate shaft seat.

3. The track assembly according to claim 2, characterized in that, The first upper shaft seat is provided with a first upper groove, the second upper shaft seat is provided with a second upper groove, the first intermediate shaft seat is provided with a third upper groove with an opening facing the first upper shaft seat, and the second intermediate shaft seat is provided with a fourth upper groove with an opening facing the second upper shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first upper groove and the second upper groove are spliced ​​to form a first upper shaft hole for the upper wheel axle of the upper limit wheel to pass through, and the third upper groove and the fourth upper groove are spliced ​​to form a second upper shaft hole for the upper wheel axle to be inserted.

4. The track assembly according to claim 3, characterized in that, The first upper shaft hole has a first axial positioning component on its hole wall. The upper fastener is connected to the upper wheel shaft and clamps the first axial positioning component to fasten the upper wheel shaft to the upper shaft seat.

5. The track assembly according to claim 2, characterized in that, The first lower shaft seat is provided with a first lower groove, the second lower shaft seat is provided with a second lower groove, the first intermediate shaft seat is provided with a third lower groove with an opening facing the first lower shaft seat, and the second intermediate shaft seat is provided with a fourth lower groove with an opening facing the second lower shaft seat. After the first frame and the second frame are spliced ​​and fastened, the first lower groove and the second lower groove are spliced ​​to form a first lower shaft hole through which the lower wheel axle of the lower limit wheel passes, and the third lower groove and the fourth lower groove are spliced ​​to form a second lower shaft hole for the lower wheel axle to be inserted.

6. The track assembly according to claim 5, characterized in that, The first lower shaft hole has a second axial positioning component on its hole wall. The lower fastener is connected to the lower wheel shaft and clamps the second axial positioning component to fasten the lower wheel shaft to the lower shaft seat.

7. The track assembly according to claim 2, characterized in that, The upper limit wheel includes an upper wheel body, an upper bearing, and an upper dust cover. The upper wheel body is assembled with the upper wheel axle via the upper bearing. The upper dust cover is located on both sides of the upper bearing and abuts against the upper axle seat and the intermediate axle seat respectively to axially limit the upper wheel body. The lower limit wheel includes a lower wheel body, a lower bearing, and a lower dust cover. The lower wheel body is assembled with the lower wheel axle via the lower bearing. The lower dust cover is located on both sides of the lower bearing and abuts against the lower axle seat and the intermediate axle seat respectively to axially limit the lower wheel body.

8. The track assembly according to claim 1, characterized in that, Both the first frame and the second frame are provided with threaded holes that are staggered in the height direction and through holes that are aligned with the threaded holes. The threaded holes and through holes extend laterally. At least two splicing fasteners pass through the through holes from both sides of the track support and engage with the threaded holes to splice and fasten the first frame and the second frame.

9. A door ring mechanism, comprising an upper door ring, a lower door ring, and a plurality of track assemblies connected between the upper and lower door rings, the track assemblies being distributed circumferentially along the upper and lower door rings to form a rolling track for the circular motion of a shuttle, characterized in that, The track assembly is the track assembly described in any one of claims 1 to 8.

10. A circular loom, comprising a frame and a gate mechanism disposed on the frame, characterized in that, The door ring mechanism is the door ring mechanism as described in claim 9.

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