EP0097021B1

EP0097021B1 - Improvements relating to carding engines

Info

Publication number: EP0097021B1
Application number: EP19830303306
Authority: EP
Inventors: John Maximilian Jules Varga
Original assignee: Carding Specialists Canada Ltd
Current assignee: Carding Specialists Canada Ltd
Priority date: 1982-06-12
Filing date: 1983-06-08
Publication date: 1986-08-27
Also published as: DE3365630D1; JPH0377289B2; EP0097021A1; JPS5966520A

Description

This invention relates to carding engines, and particularly to a frame structure for a carding engine.
In conventional carding engines the main carding cylinder is mounted together with its cooperating rollers, the takerin and the doffer, on a single frame structure, usually assembled from cast iron. All the cylinders are mounted in suitable bearings supported by the frame. Due to the massive nature of the parts, assembly and maintenance of such carding engines presents difficulties, and it is also not a simple matter to attain the correct settings between the various cylinders as adjustment requires adjustment of the respective bearing assemblies relative to the frame.
One example of this type of frame is disclosed in GB-A-1496105, which discloses a frame for a duo-card, i.e. a carding engine having two main cylinders each with its associated takerin and doffer. That frame is in two parts, not connected to each other, and each part carries one main cylinder, one takerin and one doffer. Thus, for each half of the carding engine the aforementioned difficulties are present.
It has been proposed, in US-A-4258453, that the main cylinder, takerin and doffer of a carding engine can each be mounted on individual frame modules, the modules being positioned together to build up the carding engine. In this way manufacture, shipping, assembly and maintenance of a carding engine may be simplified, as may the flexibility of the carding engine. For example, replacement in the field of the takerin or doffer with a replacement element, perhaps designed for a specific function, becomes simply a matter of replacing the frame module carrying that cylinder. Conversion of a single cylinder card to a duo-card can be facilitated as it is only necessary to add further modules with the second carding cylinder and any appropriate centre section rollers.
A potential disadvantage of modular frame structure is the difficulty of securing the modules together in such a way as to achieve transverse rigidity of the frame structure throughout the length of the frame. Transverse rigidity is important if successful commercial running of a carding engine is to be achieved, and US-A-4258453 does not address this problem. The present invention seeks to solve this problem and provide a modular frame with the required rigidity.
According to the present invention we provide a carding engine having a frame structure that at each side of the carding engine comprises a first frame section on which is mounted a main carding cylinder, and a second frame section on which is mounted a second cylinder cooperating with the main cylinder, characterised by the two frame sections each being of substantially rectangular cross-section, by the adjacent ends of the two frame sections being an overlapping fit one over the sides of the other, by support means provided on the first frame section for supporting the second frame section, by adjusting means between the two frame sections and by means for locking the two frame sections together to form a transversely rigid structure.
The invention thus provides the required modular structure, the first frame section or module generally carrying the main carding cylinder. The first frame section could also be designed for mounting either a takerin or a doffer in addition to the main carding cylinder, the other one of these two cylinders being mounted on the second frame section and thus being part of a separate module. Desirably, however, the frame incorporates a third frame section designed to be locked to the first frame section in a manner similar to the second frame section, but at the opposite end of the first frame section. In such an arrangement the first frame section will carry the main carding cylinder, the second section the doffer and the third section the takerin, these three principal cylinders thus being carried by separate frame modules.
The modular structure of the invention gains the required rigidity from the overlapping fit of the sides of the first and second frame sections and of the first and third sections if a third section is provided. Desirably the sides of the first frame section are innermost in the or each region of overlap. Frame sections of substantial weight are not necessary. The locking means desirably operates perpendicular to the planes of the sides and by incorporating suitable bearing elements between the two overlapping sections free space between the sections is taken up. All the frame sections may conveniently be fabricated to form a hollow section which can lead to an assembly that is significantly lighter than previously used cast frames.
The first frame section is supported from the floor, as could be the second and third sections. However, no floor support is necessary for either the second or the third sections which may effectively be suspended off the opposite ends of the first section. The first section is preferably supported by a floor-mounted sub-frame and the mounting may be such as to give the first section a suitable degree of freedom relative to the sub-frame.
The support means on the first frame section which supports the second and/or third frame section may take any one of a number of different forms, but it is preferably a pivot member secured to the first frame section. The second and/or third section then has a part engaging with the pivot member, which part may be a pivot bearing pad in the form of an enclosed pivot housing or an inverted V-shaped pad for engaging the pivot member. This arrangement substantially facilitates the assembly together of the frame sections. The pivot bearing pad may conveniently be adjustable relative to its respective frame section to ensure that its location relative to the axis of rotation of the cylinder carried by that frame section is correct. In order to facilitate adjustment of the cylinders carried by the frame sections it is desirable that the pivot centre on the second and/or third frame section is located so that a line joining that centre and the centre of the cylinder mounted on that frame section includes an angle of no more than 20° with the common tangent of the cylinders on the two frame sections. The line between the centres is preferably substantially parallel to that common tangent.
In order to achieve this relationship the pivot is most conveniently located at a lower part of the first frame section, the adjusting means then being located at the upper part of the frame section, and suitably being in the form of a filbow.
The means for locking the frame sections together is conveniently in the form of bolts extending transversely through the frame sections, suitable spacers and locking elements being provided for the bolts when, as is preferred, both frame sections are of hollow construction.
In order that the invention may be better understood a specific embodiment of a frame structure in accordance therewith will now be described in more detail, by way of example only, with reference to the accompanying drawings in which:-

Figure 1 is a side elevation of a frame structure; and
Figure 2 is a cross-section taken on the line 11-11 of Figure 1.

The drawings show the frame structure at only one side of a carding engine, it being understood that the structure at the other side of the carding engine is similar and of opposite hand.
The carding engine includes a floor-engaging sub-frame comprising two U-shaped structures each including a floor beam 1 and two uprights 2, the two structures being joined by further floor beams 1a. Each upright terminates in an upper post 3 supporting a pivot bearing 4 on which is supported by bearing pads 5 a first frame section 6. The frame section 6 supports a bearing schematically indicated as 7 for a main carding cylinder, part of which is shown in outline at 8, the cylinder extending between the first frame sections at the two sides of the carding engine and tying those frame sections together. It will be seen that the first frame section 6 is allowed a degree of universal swivelling movement relative to the sub-frame, so freeing the frame sections from stress transmission.
At one end of the first frame section 6 there is provided a second frame section 9 and at the other end of the first frame section there is provided a third frame section 10. The second frame section is provided with bearing means 11 for a takerin shown in general outline as 12, the takerin extending between the second frame sections at the two sides of the card. The third frame section carries a bearing 13 for a doffer (not shown) which extends between the third frame sections at the two sides of the card. As shown, the second and third frame sections are similar in construction and of opposite hand, and only the section 10 will be described in detail.
The first frame section is of substantially rectangular cross-section and of hollow construction. Referring to Figure 2 the first frame section comprises two side plates 14 and 15 between which extends a transverse plate 16 carrying the bearing pads 5. Other transverse stiffening elements 17 are provided between the plates 14 and 15 and the top of the frame is closed along the majority of the length by a transverse plate on which is mounted the bearing assembly 7, this top plate being cut away at the ends of the frame. At its lower part each side plate 14,15 is provided with a nose section 18 between which there extends a pivot rod 19 held on the side plates and projecting beyond the outer surfaces thereof.
The frame section 10 is also of substantially rectangular cross-section and is of hollow construction comprising side plates 20 and 21, the section being designed to fit around the sides of the first frame section as is apparent from Figure 2.
On the outer surface of each side plate 20, 21 the frame section 10 is provided with a pivot bearing pad 22, 23 respectively, each pivot bearing pad having a round opening for receiving the pivot rod 19. The side plates 20 and 21 are cut away behind the pivot bearing pads to provide an opening to the bottom of the side plate so that the plate may be dropped into position over the pivot rod 19. The pivot bearing pads are then fitted over the rod 19 and secured to the side plates in the required positions. Each bearing pad is adjustable on its respective side plate by the provision of suitably located adjusting bolts and clearance holes 24, and after adjustment is pinned in position.
The frame section 9 differs from the frame section 10 in that the corresponding pivot rod is received in bearing pads that have an inverted V-shaped opening 25 rather than a full round opening.
Adjustment of the pivot bearing means provides coarse adjustment between the two frame sections. Fine adjusting means are provided between the frame sections 6 and 10 in the form of a filbow 26 at the upper parts of the frame sections and extending between an anchorage 27 on the frame section 6 and an anchorage 28 of the frame section 10. The frame sections are locked together after adjustment by bolts 29 and 30, the heads of which engage by way of washers 29a and 30a spacers _'31 and 32 in the side plate 21 of the section 10. The bolts pass freely through enlarged holes in the side plates 14 and 15 of the frame section 6 and threaded ends of the bolts engage respectively internally threaded bores 33 and 34 formed in the side plate 20.
Prior to assembly of the frame section 10 onto the frame section 6 neither the bolts 29, 30 nor the filbow 26 are present. The module that comprises the two frame sections 10 together with the doffer therebetween is lifted into position so that the ends of the frame sections 10 are moved over the ends of the frame sections 6 and the inverted V-shaped bearing pads 24 are engaged over the ends of the pivot rod 19. Prior thereto the pivot bearing pads 23 have been adjusted relative to the axis of the doffer and those members have been pinned in the required positions. The filbow is then connected between the two frame sections and is adjusted to achieve the required setting between the tips of the teeth on the main carding cylinder and on the doffer. The two spacers 31 and 32 are screwed into their threaded bores in the plate 21 until their inner surfaces come into contact with the outer surface of the plate 15 of the frame section 6. With such contact established the plates 14 and 20 are in contact with each other, while plates 15 and 21 are spaced apart by a desired small distance. The two frames are square one with respect to the other. The spacers are then secured to the plate 21 against further rotation, preferably by pinning, to lock them in position. Bolts 29 and 30, together with their respective washers, are then positioned and are screwed into the bores 33 and 34 so locking the two frame sections together into a transversely rigid structure.
To effect adjustment after assembly the bolts 29 and 30 are loosened from the bores 33 and 34, the filbow is re-set to the new adjustment and the bolts are again tightened.
The pivot bearing pads 23 are desirably set in relation to the axis of the doffer 13 such that a line joining the pivot axis and the doffer axis makes an angle of not more than 20°, and is preferably parallel, to the common tangent to the main cylinder and doffer cylinder. A similar relationship applies at the takerin side and this relationship is there illustrated on Figure 1, the line A-B joining the two centres being substantially parallel to line C-D which is the common tangent between the main cylinder and the takerin.
Use of this modular fabricated frame structure leads to a relatively cheap and easily assembled frame. The second and third frames can be provided with face mounted bearing housings for their respective rollers and the whole frame assembly has effective dust exclusion properties.
It will be understood that the drawings only illustrate one form of the invention and that many details of the frame construction may differ from those shown. It is not essential that there be a pivotal connection between each pair of frame sections, and either end section could equally well be supported on simple bearing pads carried by the main section. In this arrangement the bearing pads would desirably be adjustable upwardly and downwardly on the main section, while adjustment means longitudinally of the main section would be provided between the main section and the end section both at the upper and lower parts thereof. Filbows are particularly suitable as adjusting means, although other adjusting systems could equally well be used.
The ends of the first frame section are shown lying within the overalapping ends of the second and third frame sections, but alternatively the end of the latter sections could be within overlapping ends of the first frame section.
The method of bolting together the two frame sections in order to give the overall structure the necessary transverse rigidity can be effected in ways other than that shown in Figure 2. In one such system, plane-faced bearing pads may be welded or otherwise secured to the side plates of the frames so that an outwardly directed plane face on each side of the inner frame engages an inwardly directed plane face on each side of the outer frame, this engagement ensuring that the two frames are square one to the other. Bolts may be passed through the bearing pads to lock the frame sections together.
The particular system chosen for securing end frames to opposite ends of a centre main frame section need not be the same for each end frame, but may be chosen to suit the particular requirements of the cylinder carried by that end frame. It will be appreciated that additional frame sections may be connected to the free ends of the second and/or third frame sections, the additional frame section carrying other elements of a carding engine, for example a pre-takerin, feed means, or web take-off equipment. The connections between such additional frame sections and their adjacent section or sections may be similar to the connections herein described. Other areas of modification will be apparent to those skilled in the art.

Claims

1. A carding engine having a frame structure that at each side of the carding engine comprises a first frame section (6) on which is mounted a main carding cylinder (8), and a second frame section (10) on which is mounted a second cylinder cooperating with the main cylinder, characterised by the two frame sections (6, 10) each being of substantially rectangular cross-section, by the adjacent ends of the two frame sections being an overlapping fit one over the sides of the other, by support means (9) provided on the first frame section (6) for supporting the second frame section (10), by adjusting means (26) between the two frame sections and by means (29, 30) for locking the two frame sections together to form a transversely rigid structure.

2. A carding engine according to claim 1 characterised by a third frame section (9) on which is mounted a third cylinder (12) cooperating with the main cylinder (8), the third frame section (9) lying at the opposite end of the first frame section (6) from the second frame section (10), the third frame section being of substantially rectangular cross-section and the adjacent ends of the first and third frame sections being an overlapping fit one over the sides of the other, support means on the first frame section for supporting the third frame section, adjusting means between the first and third frame sections and means for locking the first and third frame sections together to form a transversely rigid structure.

3. A carding engine according to claim 1 or claim 2 characterised in that the or each locking means (29, 30) operates perpendicular to the planes of the sides of the frame sections (6, 10) and bearing elements (31, 32) act between the two overlapping sections to take up free space between the frame sections.

4. A carding engine according to any one of the preceding claims characterised in that the end of the first frame section (6) lies within the overlapping end of the or each other frame section (10 or 9).

5. A carding engine according to any one of the preceding claims characterised in that the first frame section (6) is supported from the floor and the or each other frame section (10, 9) is suspended by suspension means (19) from an end of the first frame section.

6. A carding engine according to claim 5 characterised in that the or each suspension means comprises a pivot member (19) secured to one of the adjacent frame sections, and a pivot bearing pad (22, 23) secured to the other of the adjacent frame sections (10) and engaging the pivot so as to mount the said other frame section pivotally on the said one frame section.

7. A carding engine according to claim 6 characterised in that at least one of the pivot member (19) and the pivot bearing pad (32, 23) is adjustable relative to the frame section on which it is secured.

8. A carding engine according to claim 6 or claim 7 characterised in that the or each pivot connection (19, 22, 23) between adjacent frame sections is located at a lower part of the sections, and the or each adjusting means (26) is located at an upper part of the frame sections.

9. A carding engine according to any one of claims 6 to 8 characterised in that the pivot centre on the or each frame section (9) is located so that a line (A-B) joining the pivot centre to the centre of the cylinder (12) mounted on the respective frame section includes an angle of no more than 20° with the common tangent (C-D) of said cylinder (12) and the main cylinder (8).

10. A carding engine according to claim 5 insofar as dependent from claim 2 characterised in that the second cylinder is a doffer cylinder, the second frame section (10) is pivoted on the first frame section (6) so that a line joining the pivot axis and the doffer axis is substantially parallel to the common tangent between the main cylinder and the doffer, the third cylinder is a takerin cylinder (12), and the third frame section (9) is pivoted on the first frame section (6) so that a line (A-B) joining the pivot axis and the takerin axis is substantially parallel to the common tangent (C-D) between the main cylinder and the takerin.