JPS587589B2 - Tamaagesouchi - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a doffing device used to transfer a package wound up by a winder to a conveyance means such as a truck.

The purpose of the present invention is to provide a doffing device that allows people to easily handle particularly heavy packages.

In general, in the process of melt spinning synthetic fibers, as spinning technology advances, there is a trend toward faster winding machines and larger packages.

The purpose of large packaging is to lengthen the switching interval to reduce labor costs and waste yarn loss.

However, increasing the weight of the package makes it difficult for an operator to easily hold and handle the package.

Conventionally, there are heavy-duty transport devices such as hoists and cranes, but one that can be installed between a winder and a truck has not been developed.

Another possibility is to use an industrial robot to automatically transfer the package from the winder to the trolley, but that mechanism would be complicated and expensive, and the distance between the winders in the existing melt-spinning process would be narrow and large. It requires extensive modification and has problems with automation.

In view of this problem, the present inventor has previously proposed a doffing device that compensates for the weight of the package when the device is stopped.

The present invention was arrived at as a result of intensive study to apply the previously proposed doffing device to heavier packages and solve problems such as deterioration of positioning accuracy caused by the inertia of the package when moving up and down. It is something.

Hereinafter, the present invention will be explained with reference to the drawings.

FIG. 1 is an explanatory side view showing one embodiment of the present invention, and FIG. 2 is an explanatory diagram showing one embodiment of a compressed air control circuit used in the present invention.

Reference numeral 1 denotes a number of spinning winding machines installed in parallel, each of which has a bobbin holder 2 attached in a direction perpendicular to the row direction.

Further, 3 is a rail installed above the front surface of the spinning winder 1 and parallel to the row direction, and 4 is a rail movable in the row direction on the rail 3 via wheels 5. be.

A pedestal 7 is installed on the rail 4, which is movable via wheels 6 in a direction perpendicular to the row direction, and a stopper 8 is also installed to define the movement range of the pedestal 7.

Here, the mounting position of the stopper 8 is determined by the positions of the bobbin holder 2 and the bobbin carriage 9.

The bobbin truck 9 is prepared in advance prior to the doffing operation of the packages P in the spinning winder 1, and is used to load the packages P and transport them to the next process (for example, a stretching process, etc.).

The bobbin cart 9 includes wheels 91, a pedestal 92, a frame 93, and a plurality of pegs 94 (in this embodiment, two on the top and two on the top, four in total).
and a guide 1 installed on the floor 10.
1, it is always positioned and placed at a fixed position.

In addition, since the fluid lifting device 12 is fixed to the base 7, it can move freely in the row direction of the spindle winders 1 and in the direction perpendicular to the row direction.

Here, the fluid lifting device 12 is of a cylinder type as shown in the figure, and includes an air cylinder 13, a piston rod 14, and is attached to the tip of the piston rod 14 via a rotating member 15 so as to be rotatable around the piston rod 14. The package delivery peg 16, the operation panel 17 and package detection sensor 18 installed on the package delivery peg 16, the brake 19 installed between the air cylinder 13 and the piston rod 14, and the operation of the piston rod 14. The detection rod 20 moves in conjunction with the air cylinder 13, and a plurality of limit switches 21, 21', and 21'' are mounted on the air cylinder 13 (three in this embodiment).

Here, the package delivery peg 16 is provided horizontally, and its shape is such that the center of gravity when the package is loaded is located on the operating center line of the fluid lifting device 12.

Furthermore, the mounting positions of the limit switches 21, 21', 21'' are determined in accordance with the mounting heights of the upper peg 94 of the bobbin carriage 9, the bobbin holder 2, and the lower peg 94 of the bobbin carriage 9, respectively. Ru.

The operation panel 17 is configured such that the stop positions of the package delivery pegs 16 can be set at the upper, middle, and lower positions corresponding to the respective mounting heights.

Next, the air cylinder 13, which is a major feature of the present invention,
A fluid control circuit that controls compressed air supplied to the engine will be explained.

Here, the state shown in FIG. 2 is a state immediately after the detection rod 20 activates the limit switch 21' in the intermediate portion to stop the piston rod 14, and the package transfer peg 16 is still not connected to the spool. P is not loaded.

The brake 19 is connected to a main pneumatic pipe 30 or a solenoid valve 3.
1, compressed air at a specified pressure is supplied.

Here, the solenoid valve 31 is in a state in which the brake 19 is activated in response to a stop signal A that is transmitted when one of the limit switches 21, 21', 21'' corresponding to the position set on the operation panel 17 is activated. The brake 19 is in the state shown in FIG. 2, in which it is excited (hereinafter referred to as the ON state), but is normally in a state in which no compressed air is supplied to the brake 19 (hereinafter referred to as the OFF state).

Furthermore, compressed air at a specified pressure is always supplied to the lower part of the air cylinder 13 below the piston 14' from the main compressed air pipe 30 via the throttle valve 32.

Furthermore, the upper part of the air cylinder 13 above the piston 14' is connected to the
Compressed air at a specified pressure is supplied from the main compressed air pipe 30 to a pressure reducing valve 36.
It is configured such that any of the following conditions can be selected: compressed air whose pressure is reduced by the pressure reducing valve 37, air which is reduced in pressure by the pressure reducing valve 37, or open to the atmosphere.

Here, the pressure reducing valve 36 compensates for the propulsive force of the piston 14' due to the weight of the piston rod 14, the package delivery peg 16, etc., and the difference between the upper and lower cross-sectional areas of the piston 14' (i.e., the cross-sectional area of the piston rod 14). As such, the compressed air at the specified pressure from the main compressed air piping 30 is reduced.

Further, the pressure reducing valve 37 reduces the compressed air at a specified pressure from the main compressed air pipe 30 so as to compensate for the weight of the package P placed on the package delivery peg 16 in addition to the above-mentioned propulsive force.

Furthermore, the solenoid valve 33 is in a state where compressed air is always supplied to the upper part of the air cylinder 13 (this is the state shown in FIG. 2, hereinafter referred to as O).
When a rising signal B, which will be described later, is transmitted, the air cylinder 13 is excited to a state (hereinafter referred to as an ON state) in which compressed air is discharged from the upper part of the air cylinder 13 (hereinafter referred to as an ON state).

The solenoid valve 34 is in a state where the solenoid valve 33 is always supplied with compressed air from the solenoid valve 35 (this is the state shown in FIG. 2, and hereinafter referred to as OFF).
state), and when a descending signal C, which will be described later, is transmitted, compressed air at a specified pressure is supplied from the main compressed air piping 30 to the solenoid valve 3.
3 (hereinafter referred to as ON state).

The solenoid valve 35 is always in a state in which compressed air whose pressure has been reduced by the pressure reducing valve 36 is supplied to the solenoid valve 34 (the state shown in FIG. 2, hereinafter referred to as the OFF state), and the detection signal from the package detection sensor 18 is When D is transmitted, the electromagnetic valve 34 is excited to a state (hereinafter referred to as an ON state) in which compressed air reduced in pressure by the pressure reducing valve 37 is supplied to the electromagnetic valve 34.

Next, the operation of doffing the package P' from the spinning winder 1 to the bobbin cart 9 using the doffing device as described above and the operation of the doffing device accompanying such operation will be explained.

First, the intermediate position (that is, the position of the bobbin holder 2 in the spinning winder 1) is set using the operation panel 17.

Here, if the upper limit switch 21 is operating, the detection rod 20 transmits a lowering signal C, and if the lower limit switch 21'' is operating, a rising signal B is transmitted.

When the descending signal C is transmitted, the electromagnetic valve 34 is excited to the ON state, and compressed air at a specified pressure is supplied to the upper part of the air cylinder 13 from the main compressed air pipe 30.

Therefore, compressed air of the same pressure is supplied to the upper and lower parts of the air cylinder 13, but the effective area between the upper and lower parts of the piston 14' differs by the cross-sectional area of the piston rod 14, so it is propelled downward. A force is generated and the piston 14' and piston rod 14 descend.

Further, when the rise signal B is transmitted, the solenoid valve 33
is excited to the ON state, and the compressed air in the upper part of the air cylinder 13 is discharged to the outside.

Therefore, a pressure difference is created between the upper and lower parts of the air cylinder 13.
Piston 14' and piston rod 14 rise.

When the detection rod 20 moves up or down together with the piston rod 14 and the intermediate limit switch 21' is brought to its operating center, a stop signal A is generated.

The stop signal A excites the electromagnetic valve 31 to the ON state and operates the brake 19, and at the same time resets the rising signal B or the falling signal C to demagnetize the electromagnetic valve 33 or 34, respectively, to the OFF state. .

Therefore, the package delivery peg 16 is stopped and held at an intermediate position set on the operation panel 17, that is, at the height of the bobbin holder 2 in the spinning winder 1.

This state is as shown in FIG. 2, and there is a pressure difference in the compressed air supplied to the upper and lower parts of the air cylinder 13 that is reduced by the pressure reducing valve 36 (i.e., there is a pressure difference between the piston rod 14 and the package delivery peg). 16) and a pressure difference that compensates for the downward thrust due to the difference in effective cross-sectional area between the top and bottom of the piston 14/).

Therefore, since the piston rod 14 is almost completely fixed, no load is applied to the brake 19.

Next, the package P is transferred from the bobbin holder 2 to the package delivery peg 16.
Since the package delivery peg 16 and the package delivery peg 16 are at almost the same height and close to each other, they can be easily transferred manually.

Here, when the transfer of the package P is completed, a detection signal D is transmitted by the package detection sensor 18.

The solenoid valve 35 is excited to the ON state by the detection signal D, and the pressure difference between the pressure reduced by the pressure reducing valve 37 (that is, the pressure difference between the piston rod 14 and the package delivery The pressure difference is adjusted so that a pressure difference exists to compensate for the downward thrust due to the weight of the peg 16, the package P, etc., and the difference in effective cross-sectional area between the upper and lower portions of the piston 14'.

Therefore, the piston rod 14 is connected to the package delivery peg 1.
Since the package P is almost completely fixed even when the package P is loaded on the brake 6, no load is applied to the brake 19.

In this state, the lifting device 12 is manually moved on the rails 3 and 4 to a position corresponding to the bobbin cart 9.

Here, since the package P is in a balanced state by the air cylinder 13, it can be moved very easily and easily by hand.

Thereafter, the lower position (that is, the position of the lower peg 94 on the bobbin cart 9) is set using the board 17.

With this setting, the descending signal C is transmitted, and the solenoid valve 34 is excited to the ON state as described above, so that the piston rod 14 begins to descend, and at the same time, the stop signal A is transmitted.
is reset, the solenoid valve 31 is demagnetized to the OFF state, and the brake 19 is released.

Here, the lowering of the piston rod 14
The downward thrust is generated by the weight of the package transfer peg 16 and the package P, etc., and by the difference in effective cross-sectional area between the upper and lower parts of the piston 14', so the lowering is not sudden and can be performed very perfectly. Moreover, it is possible to perform positioning with high precision.

When the detection rod 20 descends together with the piston rod 14 and activates the lower limit switch 21'', a stop signal A is generated.
will be sent again.

Due to this stop signal A, the solenoid valve 31 is turned OFF in the same manner as described above.
The brake 19 is activated by being excited to the N state, and the lowering signal C is reset to demagnetize the solenoid valve 34 to the OFF state, thereby fixing the piston rod 14.

That is, the package delivery peg 16 is stopped and held at the lower position set on the operation panel 17, that is, at the height of the lower peg 94 of the bobbin cart 9.

Of course, the downward propulsive force caused by the weight of the piston rod 14, package transfer peg 16, and package P, and the difference in effective cross-sectional area between the upper and lower portions of the piston 14' is almost completely compensated for.

After that, the package P is attached to the package delivery peg 16.
The packages are transferred from the package to the lower peg 94 of the bobbin truck 9, but since the package delivery peg and the lower peg 94 are at almost the same height and close to each other, the package can be easily transferred manually.

Here, when the transfer of the package P is completed, the detection signal D transmitted from the package detection sensor 18 is reset.

As a result, the solenoid valve 35 is demagnetized to the OFF state, and as described above, the downward propulsive force due to the weight of the piston rod 14 and the package transfer peg 16 and the difference in effective cross-sectional area between the upper and lower parts of the piston 14' is compensated for. Can be switched.

By repeating the above operations, the packages P are doffed from the bobbin holder 2 of the spinning winder 1 to the pegs 94 of the bobbin cart 9 one after another.

Of course, it goes without saying that the upper peg 94 of the bobbin cart 9 and the upper limit switch 21 correspond to each other.

Then, by setting the upper position, which is the position of the upper peg 94 of the bobbin carriage 9, on the operation panel 17, the package delivery peg 16 is stopped and held at the position of the upper peg 94 of the bobbin carriage 9, in the same manner as in the above case. Needless to say, it will be done.

The function of the brake 19 is to temporarily lock the piston rod 14 in order to accurately position it against transient changes that occur when the package P is transferred or when the piston rod 14 is stopped. Even when the package P is loaded), no braking load occurs.

According to the present invention, it becomes possible to doff a very heavy package P with a simple mechanism, and the time required for the doffing operation is also greatly shortened, streamlining the process, improving work safety, and improving equipment operation rate. There were significant effects such as an increase in

In particular, in the present invention, since the positioning accuracy is improved and no braking load is applied to the brake mechanism during steady state, the life of the doffing device can be greatly extended, and the operability, safety, practicality, and maintainability of the doffing device are improved. There was also a huge effect.

[Brief explanation of the drawing]

FIG. 1 is a side explanatory view showing one embodiment of the present invention,
FIG. 2 is an explanatory diagram showing one embodiment of the compressed air control circuit used in the present invention. P is the package, 1 is the spinning winder, 3 and 4 are the rails,
5 and 6 are wheels, 9 is a bobbin truck, 12 is a fluid lifting device, 15 is a rotating member, and 16 is a peg for package delivery.

Claims (1)

[Claims] 1. A cylindrical fluid lifting device that is movably attached to a running rail provided in the row direction of the winding device, and a cylinder that rotates around the piston rond via a rotating member at the tip of the piston rond of the fluid lifting device. In a doffing device comprising a movably attached package transfer peg, the package transfer peg is provided with a package detection sensor, and the piston of the fluid lifting device moves up and down in conjunction with the detection signal of the package detection sensor. A doffing device characterized in that the doffing device is provided with a fluid control circuit that applies a pressure difference that compensates for the weight of the package.