JP2018534144A - Conversion system drive assembly - Google Patents

Abstract

[Solution]
A conversion system is provided in which the crankshaft moves the tooling assembly in multiple lanes. The crankshaft is configured to move a tooling assembly associated with less than a total number of lanes. Thus, for example, a four lane conversion press includes two crankshafts each operating a two lane tooling assembly. In the exemplary embodiment, each lane has a single associated crankshaft. The conversion system includes several press drive assemblies having a clutch / brake assembly and a flywheel assembly. The clutch / brake assembly is configured to stop operation of the press unit while the flywheel assembly stores energy in the flywheel. When the operation of the press unit resumes, the energy from the flywheel assists the motor in bringing the press unit to operating speed.
[Selection] Figure 18

Description

[Cross-reference of related applications]
This PCT application claims the priority of US continuation application No. 14 / 881,234, filed Oct. 13, 2015, entitled “DRIVE ASEMBLY FOR CONVERSION SYSTEM”. The US partial continuation application includes US patent application No. 14 / 211,378 entitled “CONVERSION SYSTEM” filed on March 14, 2014, and “CONVERSION PRESS” filed on March 14, 2014. And US Provisional Patent Application No. 61 / 790,363, filed March 15, 2013, and US Provisional Patent Application No. 61 / 790,363, filed March 15, 2013.

  The disclosed and claimed concepts relate to conversion systems, and more particularly to multi-output conversion systems. The multi-output conversion system uses a crankshaft associated with each end lane or tab. The lane is an isolated part of the total load, thereby reducing and aligning the load applied per crankshaft.

  For example, metal containers (eg, cans) that hold products such as food and beverages are typically provided with an easy-open can end on which a pull tab is a tear strip or Attached to a severable panel (eg, but not limited to riveting). The separable panel is defined by a score line on the outer surface of the can end (eg, the public side). The pull tab is configured to cut the score line to bend and / or remove the separable panel when lifted and / or pulled, thereby creating an opening for removing the contents of the can.

  The can end is composed of a shell and a tab. Shells and tabs are made in individual presses. A shell is produced by cutting out and forming a shell from a rolled sheet metal product (for example, but not limited to sheet aluminum or seed steel). In a separate press, the can end tab is made by feeding a series of coils through a tab die. The shell and tab are conveyed to the conversion press. In a conversion press, a blank shell is fed to a belt that indexes through an elongated progressive die known as a lane die. The Lane Die includes several tooling stations that form panels, scores and integral rivets in the shell. The lane die is part of the upper and lower tooling assemblies. The tab moves longitudinally through the die (s). The longitudinal axis of the tab die (s) is disposed substantially perpendicular to the longitudinal axis of the lane die. At the last tool station, the tab is coupled to the shell, thereby forming a can end.

  In general, each tool station of a conversion press includes an upper tool member that is configured to be advanced toward the lower tool member upon actuation of a press ram. The shell is received between the upper tool member and the lower tool member. In other words, the shell is received between the upper tool assembly and the lower tool assembly. The upper tool assembly is configured to reciprocate between an upper position spaced from the lower tool assembly and a lower position adjacent to the lower tool assembly. Thus, when the upper tool assembly is in the second position, the upper tool member engages the shell and the upper and / or lower tool assemblies respectively face the front side and / or the product side of the shell (eg, the can body). Acting on the inside) to perform some of the above-described conversion operations. When the cycle is complete, the press ram retracts the upper tool assembly and the partially converted shell is moved to the next following tool station, or the tool is changed in the same station and the next conversion action is performed. To be implemented.

  As mentioned above, conversion presses are typically configured to process multiple can ends at once. That is, the conversion press includes a plurality of lane dies that individually define “lanes”. Each lane contains a plurality of consecutive tool stations. It is common to include an even number of lanes, for example four lanes. The consecutive tool stations in each lane may be the same or different. In general, the first tool station in each lane performs a forming operation, such as bubble formation, or an initial forming to make an integral rivet. This action requires a strong force, but the point where the force is applied is furthest away from the ram, resulting in the highest tipping moment.

  Conversion presses typically include a single elongated ram that acts on all die sets. The ram applies approximately 80 tons of superimposed force (s). The ram capable of providing such force is large and requires a large drive assembly. This force is applied along the longitudinal axis of the ram. The ram is typically coupled to a central location on the die shoe that supports the upper tool member. Thus, if there are four lanes, the ram is mounted between the two central lanes and offset from all tool stations. In this configuration, the ram, die shoe, and the connection between them receive multiple loads and moment arms that are unbalanced. That is, since the ram is not aligned with any single lane, the conversion press has a single lane, and if the press ram is aligned with the lane, various falls that would not exist or would be lower A moment (ie, torque) is applied to the ram, die shoe, and the connection between them.

  Since the bubble motion at the first tool station generates a greater overturning moment than the subsequent tool stations, the forces on the ram, die shoe and the connection between them are further unbalanced. That is, the bubble motion may not require the greatest force, but since the bubble motion is performed at the first tool station, the distance from the center of the tool lane is greater than the distance of the other tool stations. Therefore, multiplying the distance by a large force will cause the greatest tipping moment. However, the forces experienced by the tab lane die are smaller, so there are fewer problems with the load and tipping moments associated with the tab lane die assembly. However, the tab lane produces a tipping moment on the ram when the ram activates the tab lane die. That is, by being coupled and moving away from the ram, the ram and other elements can move into the tab lane die assembly even if the tab lane die assembly is not relatively affected by their same forces. Subjected to wear and tear due to it. These elements are distorted by the large force required to operate the conversion press, as well as the unbalanced load, thereby causing wear on the ram, the end lane die assembly including the die shoe, and the connections between them. And tears are caused.

  In addition, the ram is usually placed on the die shoe and the touring station. In general, building a ram assembly on top of a tooling element is easier than providing space for the ram under the tooling element. Thus, the ram is typically placed over the can end that is being formed. In this configuration, lubricant and cooling fluid used in / on the ram may drip into the can end.

  A specific example is disclosed in Appendix A, and as shown in FIG. A, the conversion press includes three lanes, namely lanes A, B, and C. Each end lane typically includes 8 tooling stations, and each tab lane typically includes 17 tooling stations. As shown in the data table on the first page, the load on the first three stations is greater than on the other stations. Using the stake station in lane A as the origin, the tipping moment of each lane and station can be determined. These calculations are shown in Appendix Tables 2-6. For example, since lane B is located along the X axis, there is no X moment arm for the lane A tool station. In addition, the ram center is located where indicated. By knowing the various loads and moment arms for the origin, the loads and moment arms for the ram center can be determined as shown on page 7 of Appendix A. Because these loads are not balanced, the ram press includes “kiss blocks” (three shown) that are located at a distance from the center of the ram. When the kiss blocks are distorted, they generate a repulsive force that balances the ram force. That is, opposing kiss blocks are disposed on the upper and lower tool assemblies. Generally, when the upper tool assembly is moved to the second position, the kiss blocks touch each other to flatten the tooling station.

  That is, the kiss block is disposed between each die shoe and each upper and lower tool member. The kiss block is made from hardened steel. The kiss block is placed in the tool station, where the final product specification must be kept within 0.0001 inches. As the upper tooling element is lowered, the kiss block engages and is distorted by 0.025 inches. That is, the upper tooling assembly and the lower tool assembly have a minimum spacing at the second position. Just before the upper and lower tooling assemblies reach the minimum spacing, the kiss blocks engage each other. The distance that the upper and lower tooling assemblies move between their engagement points and their second position is referred to herein as “distortion” or “interference” of the kiss block. During the interfering time, the kiss block deforms in much the same way that marshmallows deform with pressure.

  The amount of distortion is set before the forming operation. Typically, the tool assembly is moved to the second position, and the relative positions of the upper and lower tool assemblies are adjusted so that the kiss block is distorted. This adjustment is identified as “pre-load”. The preload distortion of the kiss block at various locations is not always the same. For example, if the non-load side (downstream, finished product side) kiss block is pre-loaded with a 0.025 inch strain, the load side (upstream, non-finished side) kiss block will be about 0.009 inch to 0.00 mm. At a strain of 011 inches, or about 0.010 inches. Kiss block distortion removes virtually all ram distortion and also addresses any joint / bearing gaps in the press. In this configuration, the kiss block ensures that the upper tooling is almost flat and parallel to the lower tooling. This also ensures that any end material residue between the upper and lower tooling, such as the score, is maintained with an accuracy of ± 0.00045 inch (ie, 0.0009 inch range). As the die assemblies separate, the kiss blocks vibrate while returning to their original shape. This vibration is known as “snap through” and causes wear and tear in the conversion press. The jumping vibration increases as the strain increases.

  Unbalanced forces, associated wear and tear, the size of the ram and associated drive, and the potential for fluid to drip onto the can end are known press problems. The degree of distortion of the kiss block, that is, the amount of distortion of the kiss block is also a drawback.

  At least one embodiment in the disclosed and claimed concepts provides a multi-output conversion press. The crankshaft causes movement of the tooling assembly in several lanes. In the exemplary embodiment, there are three end lanes and one tab lane. The crankshaft is configured to move a tooling assembly associated with fewer than the total number of lanes of the multi-output conversion press. That is, for example, a four lane conversion press may include two clan shafts each operating a two lane tooling assembly. In the exemplary embodiment, each end lane and each tab lane has an associated crankshaft. That is, there are three crankshafts associated with the end lane and one crankshaft associated with the tab lane. In this configuration, the force required to drive the associated drive and conversion press is significantly less than the force required to drive a ram coupled to all lanes of the press. By reducing the forces and moments acting on the coupling assembly and tooling assembly, wear and tear are reduced. In addition, since a smaller percentage of the total load is aligned and reduced for each lane / crankshaft, the degree to which the kiss block is distorted is lessened, thereby reducing the jumping vibration described above. To do.

  Each crankshaft is elongated and the longitudinal axis of the crankshaft extends substantially parallel to the longitudinal axis of the associated end lane. In the exemplary embodiment, the crankshaft of each end lane is located approximately below the single associated end lane. In this configuration, the biasing force experienced by the coupling assembly, i.e., the force that generates a tipping moment on the conversion system component, is less. Further, this configuration reduces wear and tear of the coupling assembly and tooling assembly. In addition, because the crankshaft is located below the tooling assembly, lubricants and other fluids associated with the crankshaft and drive do not drip onto the can end.

  The crankshaft associated with the tab lane is disposed substantially perpendicular to the longitudinal axis of the tab lane. The crankshaft associated with the tab lane is also located substantially below the tab lane, thereby reducing contamination from lubricants and other fluids associated with the crankshaft. The tablain kiss block is not subject to interference during the forming operation. That is, there is a gap between the kiss block of the tablane tooling assembly and the other elements. Furthermore, because the tab lane is separate from the end lane, the forces in the tab lane do not affect the end lane die assembly. That is, separating the tab lane die assembly from the end lane die assembly reduces wear and tear.

  Accordingly, the disclosed and claimed concepts provide a can end conversion system that includes a plurality of elongated lane sets, each lane set including a crankshaft, a coupling assembly, a first tooling assembly, and a second tooling. Assembly. The can end conversion system further includes a multi-press drive assembly operably coupled to each crankshaft. Each crankshaft includes an elongated body. The longitudinal axis of each crankshaft body is substantially parallel to the lane set longitudinal axis. Each crankshaft assembly is rotatably coupled to the crankshaft. Each coupling assembly is coupled to a first tooling assembly. Each second tooling assembly is disposed at a substantially constant position with respect to the crankshaft. Thus, rotation of each crankshaft is between a first position in which the first tooling assembly is spaced from the second tooling assembly and a second position in which the first tooling assembly is adjacent to the second tooling assembly. To move the first tooling assembly. As the shell and tab pass through the conversion press, the forming operation takes place while the first tooling assembly is moving to the second position.

  The multi-press drive assembly includes a motor, a clutch / brake assembly, and a drive coupling assembly. The motor includes an output shaft. The clutch / brake assembly includes an output shaft. The drive connection assembly includes a number of gearboxes, a number of connection shafts, and a number of press shafts. The clutch / brake assembly is operably coupled to the output shaft of the motor. The output shaft of the clutch / brake assembly is operably coupled to the drive coupling assembly. Each press shaft is configured to be operably coupled to a crankshaft. In this configuration, the clutch / brake assembly is configured to disengage the motor from the drive coupling assembly, i.e., de-operatively. Thereby, operation | movement of a press unit can be stopped.

  In addition, the clutch / brake assembly includes a flywheel assembly. The motor is operably coupled to the flywheel assembly to provide rotational motion to the flywheel. When the press unit is resumed, energy from the flywheel is provided to the clutch / brake assembly and the motor The burden is reduced.

  A full understanding of the invention can be gained from the following description of the preferred embodiments when read in conjunction with the accompanying drawings.

FIG. 1 is an isometric view of a can end conversion system. FIG. 2 is another isometric view of the can end conversion system. FIG. 3 is an end view of the can end conversion system. FIG. 4 is a top view of the can end conversion system with one press unit removed for clarity. FIG. 5 is a cross-sectional view of the can end conversion system. FIG. 6 is a side sectional view of the can end conversion system. FIG. 7 is a partial isometric view of the end press unit with selected tooling components removed for clarity. FIG. 8 is a first side sectional view of the end press unit. FIG. 9 is a second side cross-sectional view of the end press unit with selected tooling components removed for clarity. FIG. 10 is a partial end view of the end press unit with selected tooling components removed for clarity. FIG. 11 is a partial isometric view of a tab press unit with selected tooling components removed for clarity. FIG. 12 is a first side sectional view of the tab press unit. FIG. 13 is a second side cross-sectional view of the tab press unit with selected tooling components removed for clarity. FIG. 14 is a partial end view of the tab press unit with selected tooling components removed for clarity. FIG. 15A is a top view showing the conversion system compared to a prior art ram press. FIG. 15B is a front view showing the conversion system in comparison with a conventional ram press. FIG. 15C is a side view showing the conversion system compared to a prior art ram press. FIG. 16 is a diagram comparing the conversion system with a conventional ram press. FIG. 17 is a top view of an alternative embodiment of a conversion press. FIG. 18 is a detailed isometric view of the direct drive coupling assembly. FIG. 18A is a detailed isometric view of the selectable coupling. FIG. 19A is a detailed side cross-sectional view of the clutch / brake assembly. FIG. 19B is a detailed cross-sectional side view of a clutch / brake assembly having different reference numbers. FIG. 19C is a detailed side cross-sectional view of a clutch / brake assembly having different reference numbers. FIG. 20 is a detailed top sectional view of the conversion link mechanism. FIG. 21 is a side view of the direct drive coupling assembly. FIG. 22 is a detailed side cross-sectional view of the rear brake assembly. FIG. 23 is a detailed top cross-sectional view of the feeder drive assembly. FIG. 24 is a detailed cross-sectional side view of the momentum assembly.

  For illustrative purposes, embodiments of the disclosed concept will be described as applied to the beverage / beer can end, which may be, for example, but not limited to cans for liquids other than beer and beverages. It will be apparent that other containers such as food cans can also be utilized.

  Certain elements shown in the drawings herein and described in the following specification are merely exemplary embodiments of the disclosed concepts provided as non-limiting examples for illustrative purposes only. It will be understood. Therefore, specific dimensions, orientations, and other physical features related to the embodiments disclosed herein are not to be construed as limitations on the scope of the disclosed concepts.

  For example, phrases that indicate direction as used herein, such as clockwise, counterclockwise, left, right, top, bottom, top, bottom, and derivatives thereof, refer to the orientation of the elements shown in the drawings. Unless specifically stated otherwise, this is not a limitation on the scope of the claims.

  As used herein, the terms “can” and “container” are configured to include items (eg, but not limited to, liquid, food, any other suitable item) Used in a substantially interchangeable manner to refer to food cans and any known or suitable containers that explicitly include beverage cans, such as beer and carbonated beverage cans.

  As used herein, the term “can end” refers to a lid or closure configured to be coupled to a can to seal the can.

  As used herein, a “multi-out” conversion press is a conversion press in which two or more lanes of a shell are coupled to a tab during a cycle.

  As used herein, the singular forms “a” and “an” include plural references unless the context clearly dictates otherwise.

  As used herein, a statement that two or more parts or components are “coupled” means that the parts are directly or indirectly, as long as the connections are made, ie It shall mean joined or operated together through one or more intermediate parts or components. As used herein, “directly coupled” means that two elements are in direct contact with each other. As used herein, “fixedly coupled” or “fixed” means that two components are united while maintaining a fixed orientation relative to each other. It means that it is combined to move. Thus, when two elements are joined, all parts of those elements are joined. However, the particular part of the first element coupled to the second element, for example the first end of the axle coupled to the first wheel, is described as the particular part of the first element being the first Means that the second element is arranged closer to the second element than the other parts.

  As used herein, “translate” means to move relative to another element while maintaining the same orientation with respect to a distant point.

  As used herein, a statement that two or more parts or components are “engaged” with each other means that the elements are directly or one or more intermediate elements or components. Means that forces or biases are applied to each other. Further, as used herein with respect to moving parts, the moving part “engages” with another element while moving from one position to another and / or otherwise at the described position. Can "engage" with other elements. Thus, “When element A moves to the first position of element A, element A engages element B”, “When element A is in the first position of element A, element A engages with element B. "Match" means that element A engages element B while moving to the first position of element A or engages element B while in the first position of element A It means to do.

  As used herein, “operably engaged” means “engaged and moved”. That is, “operably engaged” when used in conjunction with a first component configured to move a movable or rotatable second component is the first component Means applying sufficient force to move the second component. For example, a screwdriver can be placed in contact with the screw. If no force is applied to the screwdriver, the screwdriver simply “couples” to the screw. When an axial force is applied to the screwdriver, the screwdriver is pressed against the screw and “engages” the screw; however, when a rotational force is applied to the screwdriver, the screwdriver “operates the screw. Engage "and rotate the screw.

  As used herein, the word “unitary” means that the component is made as a single piece or unit. That is, a component that includes pieces that are made separately and then joined together as a unit is not an “integral” component or body.

  As used herein, the term “several” is intended to mean an integer (ie, a plurality) greater than or equal to one.

  As used herein, a “coupling assembly” includes two or more couplings or coupling components. The components of a coupling or coupling assembly are generally not part of the same or other components. Therefore, the components of the “coupling assembly” may not be described at the same time in the following description.

  As used herein, a “coupling” is an element of a coupling assembly. That is, the coupling assembly includes at least two components or coupling components that are configured to be coupled together. It is understood that the elements of the coupling assembly are compatible with each other. For example, in a coupling assembly, if one coupling element is a snap socket, the other coupling element is a snap plug.

  As used herein, “corresponding” indicates that two structural components are similar in size and shape to each other and / or can be coupled with a minimum amount of friction. . Thus, an opening “corresponding” to a member is sized slightly larger than the member so that the member can pass through the opening with a minimum amount of friction. This definition is changed when the two components are said to “snugly” fit together or “just correspond”. In that situation, the difference between the sizes of those components is even smaller, thereby increasing the amount of friction. This definition is further modified when two components are said to be “substantially corresponding”. “Substantially corresponding” means that the size of the opening is very close to the size of the element inserted therein. That is, it is not close enough to cause a significant amount of friction as a matched fit, but it has more contact and friction than “fits correspondingly”, ie, “slightly larger” fit.

  “Constructed to (verb)” means that a particular element or assembly is shaped, sized, arranged, combined and / or combined to implement a particular verb. It means having a set structure. For example, a member “configured to move” includes an element that is movably coupled to another element and that allows the member to move. Otherwise, the member is configured to move in response to other elements or assemblies.

  A can end conversion system 10, more specifically a beverage and food can end conversion system 10 ′, is shown in FIGS. Typically, the conversion system 10 forms the can end 1 from the can end shell 1 ′ and the tab 2. In particular, in the container industry, a pre-converted can end 1 is commonly referred to as a can end shell 1 'or simply a shell 1'. One such shell 1 'is shown on the feeder 21 (both are shown schematically). As defined herein, the terms “can end”, “can end shell” and “shell” may be used interchangeably. In addition, tabs 2 are formed and coupled to each shell 1 'as described in detail below.

  A conversion system 10 utilized to perform a conversion operation is partially shown in FIGS. The conversion system 10 does not include a ram press. As used herein, a “ram press” is a ram that is induced by either a slide or a hydraulic piston. In one embodiment, such a “ram press” produces a compressive load of about 250,000 pounds, but as is known, the load or load required to form a metal can end is determined by the mass of the ram and It is a function of slide / piston speed. Further, the conversion system 10 is manufactured by Minster, Ohio or Bruderer, Switzerland, and is conventionally known in the art, such as, but not limited to, a press as shown in FIGS. 15A-15C. Is not included. That is, as used herein, a “ram press” consists of a base to which two pillars are attached. Above the two posts is a cross member housing known as a crown. The crown is an assembly of a ram and the necessary connection, typically a crank, that drives the ram up and down.

  The conversion system 10 includes a plurality of press units 12. As shown, there are four press units 12A, 12B, 12C, 12D. As will be described in detail below, the four press units 12A, 12B, 12C, and 12D include three end lanes 20A, 20B, and 20C (described later) identified as end presses 12A, 12B, and 12C, and a tab press 12D. One specified tab lane 20D (described later) is defined. The press unit 12 is modular. As used herein, “modular” means approximately the same general size and shape so that one “modular” device can be replaced with another “modular” device. Means a device having The press unit 12 includes a coupling assembly 14 configured to secure the press units 12 together. In the exemplary embodiment, coupling assembly 14 includes a connecting pin 15 that is configured to couple one or two press units 12 to housing assembly 30. In the exemplary embodiment, the feeder 21 is also modular. That is, each unit 12 includes a feeding device 21 or, as will be described later, a tab supply assembly 23 for the tab press 12D.

  Since the end press units 12A, 12B, and 12C are substantially the same, only one press unit will be described below. It will be appreciated that each press unit 12 includes substantially similar elements. Further, except for the direction of the tab lane 20D and the coupling assembly, the tab press 12D is similar to the end press units 12A, 12B, 12C, and includes similar elements unless otherwise noted. If for reference purposes it is necessary to describe the elements of the two press units 12, the elements of the separate press units are identified by letters. Further, the elements of each press unit 12 are “associated”. That is, as used herein, “associated” means that the elements are part of the same press unit 12, operate together, or in some way / to each other. It means to operate. Elements outside the press unit 12 may be associated with multiple press units 12. For example, as will be described below, a multi-press drive assembly 160 is associated with a plurality of press units 12. Thus, for example, the later described crankshaft 52A and coupling assembly 90A of the first press unit 12A operate "in association" with each other, but are separate from those elements of the second press unit 12B. Each press unit 12 includes a number of elongated lane sets 20 (or lane sets 20 or lanes 20), a crankshaft 52 (FIGS. 6-13), a coupling assembly 90 (FIGS. 6-13), A first tooling assembly 130 and a second tooling assembly 140 (FIGS. 8 and 12, schematically shown) are included. Lane set 20 may be further identified as end lane 20A, 20B or 20C or as tab lane 20D. In an exemplary embodiment not shown, the end press unit 12 further includes a separate housing assembly (not shown). In the exemplary embodiment, the press units 12 A, 12 B, 12 C, 12 D are disposed within a common housing assembly 30. In the exemplary embodiment, a multi-press drive assembly 160 is associated with a plurality of press units 12 as described in detail below.

  As used herein, a “lane” is a path over which the shell 1 ′ or tab 2 passes and is disposed by the first tooling assembly 130, more specifically on the “lane”. Is generally defined by the first lane die 131, and by the second tooling assembly 140, and more particularly by the second lane die 141 located below the “lane”. That is, each lane set 20 includes a first tooling assembly 130, a second tooling assembly 140, and other partial components and elements, the other partial components and elements being in a forming operation. In the meantime, the path over which the shell 1 'or tab 2 moves is defined. These elements will be described in detail later. “Set of lanes” means that there are several lanes 20 defined by the same first tooling assembly 130 and second tooling assembly 140. That is, in an exemplary embodiment (not shown), a single pair of first tooling assembly 130 and second tooling assembly 140 includes a plurality of lane dies 131, 141 and includes a plurality of lanes 20. Stipulate. In another exemplary embodiment and the embodiments described below, each press unit 12 includes a single lane 20. Since lane 20 is elongated, each lane 20A, 20B, 20C, 20D (as shown) has a longitudinal axis 22A, 22B, 22C, 22D. As will be described below, the end lane longitudinal axes 22A, 22B, 22C are generally parallel to one another. The tab lane longitudinal axis 22D extends substantially perpendicular to the end lane longitudinal axis 22A, 22B, 22C.

  There is a feeder 21 (FIG. 2) associated with each end lane 20A, 20B, 20C. Each feeder 21 is configured to progressively advance or “index” several workpieces, ie can end shells 1 ′. That is, as used herein, “gradually advance” or “index” means that, during each cycle of the press system 10, the feeder 21 causes the workpiece to move as described below. It means moving forward by a predetermined distance. As will be described further below, the press system 10 includes several tool stations 150. In the exemplary embodiment, feeder 21 advances each workpiece by one tool station 150 minutes during each cycle.

  In addition, the tab lane 20D includes a tab supply assembly 23 in the exemplary embodiment. The tab supply assembly 23 includes a push tab feeder 24 and a pull tab feeder 26. The push tab feeder 24 is placed “upstream” of the tab lane 20D, ie, before the feed stock enters the tab lane 20D. The pull tab feeder 26 is located “downstream” of the tab lane 20D, ie, where the tab feed material has left the tab lane 20D. Both push tab feeder 24 and pull tab feeder 26 are configured to advance the tab feed through tab lane 20D. Further, each of the push tab feeder 24 and the pull tab feeder 26 includes a servo motor (not shown) that drives a cam indexing gear box (not shown). The servo motor is configured to advance the tab supply material and the formed tab in synchronization using a cam indexing gear box. That is, the tab feed is indexed forward along the tab lane 20D at approximately the same speed that the shell 1 'is advanced through the end lanes 20A, 20B, 20C. Further, in the exemplary embodiment, scrap chopper assembly 28 is disposed or coupled adjacent to pull tab feeder 26. The scrap chopper assembly 28 is configured to cut or otherwise cut off the remaining tab feed material exiting the tab lane 20D. It will be appreciated that the feeder 21 and the tab feed assembly 23 generally operate during the time that the first tooling assembly 130 is moving from the second position to the first position, as described below.

  In the exemplary embodiment, housing assembly 30 includes a number of side walls 32, a number of floor mounts 34, and a number of fixed mounting plates 36. In the exemplary embodiment, housing assembly 30 has a generally rectangular cross-section with four side walls 32. Side wall 32 may include a number of openings 38 (behind the illustrated cover plate) that provide access to the sealed space defined by housing assembly 30. Floor mounts 34 are disposed at each corner of the housing assembly 30 below the side walls 32, and the side walls are coupled, directly coupled, or fixed to the floor mounts. Each fixed mounting plate 36 is a flat member disposed in a substantially horizontal plane in the exemplary embodiment. Each fixed mounting plate 36 is coupled to the upper end of the housing assembly sidewall 32, or is directly coupled or fixed. Note that each mounting plate 36 can also be considered part of an individual press unit 12A, 12B, 12C, 12D. That is, the mounting plate 36 remains in the press unit 12 when the press unit 12 is removed or replaced. Further, each second tooling assembly 140 is coupled, directly coupled, or fixed to the associated mounting plate 36 in the exemplary embodiment. In another exemplary embodiment not shown, the housing assembly 30 includes a number of frame members that include various operatively coupled elements and a second tooling assembly 140. Forming a frame assembly for supporting the frame.

  The drive assembly includes a motor having an output shaft. The motor imparts rotational motion to the output shaft, and in one embodiment not shown, the output shaft is directly coupled to a crankshaft 52 described below. In another exemplary embodiment, also not shown, the drive assembly further includes a tension member 168 such as, but not limited to, a belt 169, a timing belt or a chain (not shown). . In an exemplary embodiment not shown, the drive assembly further includes a drive wheel that is selectively secured to the output shaft. That is, the drive wheel is fixed to the output shaft by the shear pin. The shear pin is configured to shear with a predetermined level of force or rotational torque. As will be described later, during such a situation, a counter-rotating force is applied to the crankshaft 52, assuming that the force exceeds a predetermined level of force or rotational torque of the shear pin, the shear pin shears and The operable connection with the crankshaft 52 is broken. The tension member extends between the output shaft, and more particularly between the drive wheel and the crankshaft, to transmit rotational motion from the output shaft to the crankshaft 52. That is, the drive assembly is “operably coupled” to the crankshaft 52. As used herein, “operably coupled” means that motion in one element is transmitted to another element. The position of the motor relative to the housing assembly 30 can be selected, for example, if a plurality of press units are arranged adjacent to each other, each having its own motor (not shown), Note that it may be located along lane 20.

  In the illustrated exemplary embodiment, the multi-press drive assembly 160 shown in FIGS. 1-2 is associated with a plurality of press units 12A, 12B, 12C, 12D. That is, the multi-press drive assembly 160 includes a motor 162 having an output shaft 164, a clutch / brake assembly 300 having an output shaft 302, and a direct drive coupling assembly 166. Direct drive coupling assembly 166 is operatively coupled to motor 162 via a clutch / brake assembly 300 described below. That is, the rotational motion of the motor output shaft 164 is transmitted to the direct drive coupling assembly 166, and more specifically to the coupling shaft 170.

  The direct drive connection assembly 166 includes a number of connection shafts 170 and a gear box 172. There is one right angle miter gearbox 172 for each press unit 12A, 12B, 12C, 12D. Each gear box 172 includes two connecting shafts 170 extending from opposite sides. Each coupling shaft 170 and clutch assembly output shaft 302 includes a selectable coupling 174. Each selectable coupling 174 is configured to be selectably (ie, removably) fixedly coupled to another selectable coupling 174. As shown, the selectable couplings 174 are coupled together so that the coupling shaft 170 is coupled to the coupling shaft 170 of the adjacent gear box 172 or to the clutch assembly output shaft 302. In this configuration, the connecting shafts 170 are fixedly coupled to each other and to the output shaft 164. That is, the connection shaft 170 and the clutch assembly output shaft 302 rotate together.

  As shown in FIG. 4, each gear box 172 further includes a press shaft 176 and a pinion gear 178. Each press shaft 176 extends substantially horizontally at an angle of about 90 degrees with respect to the rotational axis of the connecting shaft 170. Within each gear box 172 is a conversion connection (not shown) that converts the rotational motion of the connection shaft 170 into rotational motion on each press shaft 176. That is, in the exemplary embodiment, there are several miter gears 610 in each gear box 172, as will be described below, and the rotational motion of the connecting shaft 170 about one rotational axis is illustrated. In a typical embodiment, it is configured to translate into rotation of the press shaft 176 about another axis or rotation that is vertical. Each gear box pinion gear 178 is coupled, directly coupled, or fixed to an associated press shaft 176. As shown in FIG. 6, each gear box pinion gear 178 is operatively engaged with the crankshaft pinion gear 63, as will be described later. In this configuration, each press unit 12 is easily separated from the direct drive coupling assembly 166. That is, by removing the press unit 12 from the housing assembly, the gear box pinion gear 178 and the crankshaft pinion gear 63 are also separated.

  As described above, the press units 12A, 12B, 12C, and 12D are substantially the same. The end press unit 12A is shown in FIGS. 6 to 9, and the tab press unit 12D is shown in FIGS. Similar reference numbers identify similar elements. Each crankshaft assembly 50 includes a crankshaft 52, a crankshaft mounting assembly 54, and a counterweight assembly 56. Each crankshaft 52 has an elongated generally cylindrical body 60 having a rotational axis 62 (also identified herein as a crankshaft longitudinal axis 62), a pinion gear 63 at one end, and several The offset bearing 64 is included. The crankshaft pinion gear 63 corresponds to the gear box pinion gear 178, that is, is configured to be operably coupled, and is operably coupled to the gear box pinion gear. Accordingly, the rotational movement of the motor 162 is transmitted to each crankshaft 52. The offset bearing 64 includes a generally cylindrical surface 66. Accordingly, each offset bearing 64 has a central axis. The center axis of the offset bearing 64 is offset from the rotation shaft 62 of the crankshaft body. Further, the offset bearing 64 is offset in substantially the same radial direction. That is, in the exemplary embodiment, the center axis of the offset bearing 64 is substantially aligned (ie, disposed on the same line). The crankshaft mounting assembly 54 includes two spaced mounting blocks 70, 72. Each crankshaft mounting block 70, 72 defines a substantially circular opening 74. In the exemplary embodiment, bearings 76 are disposed in the openings 74 of each crankshaft mounting block. Further, in the exemplary embodiment, the crankshaft mounting blocks 70, 72 are coupled, directly coupled, or secured to the underside of the stationary mounting plate 36.

  Crankshaft 52 is rotatably coupled to crankshaft mounting assembly 54. That is, in the exemplary embodiment, the end of the crankshaft body 60 is disposed within the crankshaft mounting blocks 70, 72 and is rotatably coupled. In the end press units 12A, 12B, 12C, the crankshaft 52 is oriented so that the longitudinal axis 62 of the crankshaft is substantially parallel to the longitudinal axis 22 of the associated end lane. As described above, each crankshaft 52 and, in the exemplary embodiment, each crankshaft pinion gear 63 is operably coupled to a gear box pinion gear 178. Furthermore, each press shaft 176 is substantially aligned with the crankshaft main body rotation shaft 62, that is, is parallel. Accordingly, the rotational movement of the motor 162 is transmitted to each crankshaft 52.

  As described above, the tab press unit 12D includes the same elements as the end press units 12A, 12B, and 12C. Further, the crankshaft 52D of the tab press unit has a longitudinal axis 62D that is substantially parallel to the crankshaft rotation axes 62A, 62B, 62C of the press unit. However, the tab press unit crankshaft longitudinal axis 62D extends substantially perpendicular to the tab press lane tab lane longitudinal axis 22D. Further, kiss blocks 138D and 148D of the tab press unit described later are not subjected to a load during the forming operation.

  The crankshaft counterweight assembly 56 includes a weight 80 and a support member 82. The crankshaft counterweight assembly support member 82 has an upper end 84 and a lower end 86. The support member upper end 84 defines a rotational coupling that, in the exemplary embodiment, is a generally circular opening. A bearing 88 may be disposed in the opening of the support member upper end 84. An intermediate portion of the crankshaft body 60, not the offset bearing 64, is rotatably disposed on the support member upper end 84. The support member lower end 86 is coupled to, directly coupled to, or fixed to the weight 80. The weight 80 is disposed above the lower wall 32 of the housing assembly 30. That is, the weight 80 is suspended by the crankshaft 52, so that the weight 80 biases the crankshaft 52 downward. In this configuration, the crankshaft 52 is configured to rotate around the rotation shaft 62 of the crankshaft body when the offset bearing 64 moves along a circular path centered on the rotation shaft 62 of the crankshaft body. Yes.

  The connection assembly 90 provides a mechanical connection between the crankshaft 52 and the first tooling assembly 130. The coupling assembly 90 is rotatably coupled to the crankshaft 52, and more specifically to the offset bearing 64, and converts the rotational motion of the offset bearing 64 into the vertical reciprocating motion of the first tooling assembly 130. The coupling assembly 90 includes a number of drive rods 92, a mounting platform 94, and a number of guide pins 96. In the exemplary embodiment, there is one drive rod 92 per offset bearing 64 (two in the illustration). Each drive rod 92 has a first end 100 and a second end 102. Each drive rod end 100, 102 defines a substantially circular opening. The bearing 64 may be disposed in the opening of the drive rod end 100, 102. Each first end 100 of the drive rod is rotatably coupled to an offset bearing 64. The second end 102 of the drive rod will be described later.

  The mounting assembly 94 of the coupling assembly includes a flat member 110 and a number of mounting blocks 112. In the exemplary embodiment, the mounting platform flat member 110 of the coupling assembly is a rectangular flat member 110. As shown, there is one coupling assembly mounting block 112 per drive rod 92. The mounting block 112 of each coupling assembly is coupled, directly coupled, or fixed to one flat side (the lower side in the illustration) of the planar member 110 of the coupling assembly mounting platform. Each coupling assembly mounting block 112 includes a shaft 114. Each coupling assembly shaft 114 is rotatably coupled to the second end 102 of the drive rod. That is, each shaft 114 extends through the second end 102 of the drive rod. The coupling assembly mounting platform 94 may include additional members to add weight. That is, the attachment platform 94 of the linkage assembly also acts as a counterweight.

  In the configuration described so far, the rotation of the crankshaft 52 around the crankshaft body rotation shaft 62 causes the offset bearing 64 to move along a circular path around the crankshaft body rotation shaft 62. This movement imparts a substantially vertical movement to the drive rod 92. Each first end of the drive rod follows a circular path about the crankshaft body rotation axis 62 of the offset bearing 64 to which it is attached, but the overall movement of the drive rod 92 is generally vertical reciprocating. It is understood that Accordingly, the attachment platform 94 of the linkage assembly reciprocates between an upper position and a lower position.

  The guide pins 96 each have an elongated body 120 having a first end 122 and a second end 124. In the exemplary embodiment, there are four guide pins 96. Each guide pin 96, and more particularly each first end 122 of the guide pin, is coupled, directly coupled, or fixed to the upper side of the flat member 110 to the mounting platform of the coupling assembly. In the exemplary embodiment, guide pins 96 are arranged in a rectangular pattern. The guide pin 96 extends substantially vertically. As shown, the guide pin 96 passes through the fixed mounting plate 36. Thus, the fixed mounting plate 36 includes a guide pin passage 37 for each guide pin 96 in the exemplary embodiment. Further, each guide pin passage 37 may include a guide sleeve 35 and a guide sleeve bearing 33. In this configuration, the guide pin 96 reciprocates with the mounting platform 94.

  The first tooling assembly 130 and the second tooling assembly 140 operate together to form the can end 1 and couple the tab 2 thereto. The first tooling assembly 130 includes a substantially flat support member 129, an elongated first lane die 131, and a first die shoe 132. The support member 129 of the first tooling assembly is oriented substantially parallel to the associated mounting plate 36, which is substantially horizontal. The first lane die 131 includes a number of first tooling components 134. The second tooling assembly 140 includes an elongated second lane die 141 and a second die shoe 142. The second lane die 141 includes several second tooling components 144. The first lane die 131 and the second lane die 141 are arranged to face each other and face each other. That is, the die shoe 132 of the first lane is coupled, directly coupled, or fixed to the inner (lower) surface of the support member 129 of the first tooling assembly. The first lane die 131 is coupled, directly coupled, or fixed to the die shoe 132 of the first lane. Similarly, the die shoe 142 of the second lane is coupled, directly coupled, or fixed to the inner (lower) surface of the mounting plate 36. The second lane die 141 is coupled, directly coupled, or fixed to the die shoe 142 of the second lane. As used herein, the “inner” surfaces of the support member 129 and the mounting plate 36 of the tooling assembly are the sides facing each other.

  As described above, the first lane die 131 and the second lane die 141 define the lane 20. The first tooling assembly and the second tooling assembly further include a die holder (not shown) and a die bed (not shown) in another exemplary embodiment. The die bed is a flat member in the exemplary embodiment, and the die holder is a mounting portion for the lane dies 131 and 141. The die shoes 132 and 142 are disposed between the die bed and the lane dies 131 and 141. In another exemplary embodiment, the first tooling assembly and the second tooling assembly do not include die shoes 132, 142. This is possible because the die shoes 132, 142 are configured to spread the impact from the forming operation across the die bed, thereby reducing wear. As described above, the conversion system 10 operates with reduced load, thereby improving the need for the die shoes 132,142.

  Note further that, due in part to the reduced load associated with the press unit 12, the first tooling assembly 130 does not include the elements typically required for the tooling assembly of the ram press 200. For example, the tooling assembly of the ram press 200 utilizes a die set (or die shoe) having ram press guide pins. Such ram press guide pins typically have a diameter of about 10 inches and add considerable weight to the first tooling assembly 130. The weight of the ram press guide pin adds increased load and tipping moment to the ram press. In addition, the drive for the ram press must provide additional power to move the ram press guide pin. Such a ram press guide pin is not part of the first tooling assembly 130 of the present invention. Therefore, the first tooling assembly 130 of the present invention is lighter than the first tooling assembly of the ram press. This further allows other elements of the conversion system 10 to be less robust and therefore also lighter.

  As will be described later, the end press units 12A, 12B, and 12C receive a load and a tipping moment that are substantially symmetrical about the rotation axis 62 of the associated crankshaft body. End lane support members 129A, 129B, 129C each include support structures 190A, 190B, 190C that include a number of flat members 192. The flat member is coupled, directly coupled, or fixed to the outer surface of the tooling assembly support member 129. The surface of the flat member 192 extends substantially perpendicular to the surfaces of the end lane support members 129A, 129B, and 129C. Since the loads and tipping moments of the end press units 12A, 12B, 12C are arranged in a substantially symmetrical pattern around the rotation axis 62 of the associated crankshaft body, the end press unit support structures 190A, 190B, 190C are also , Symmetrical about the rotation axis 62 of the associated crankshaft body. That is, as shown in the figure, the support structures 190A, 190B, and 190C include three flat members 192 that are arranged so that the surfaces thereof are substantially parallel to the rotation shaft 62 of the related crankshaft body, and the surfaces that are the related crankshaft body. And two flat members 192 disposed substantially perpendicular to the rotation shaft 62.

  As will be described later, the tab lane 20D is disposed substantially perpendicular to the rotation axis 62 of the associated crankshaft body. Therefore, the tab press unit support structure 190D is asymmetric. That is, the tab press unit support structure 190D also includes several flat members 192 having surfaces that extend substantially perpendicular to the surface of the tab lane support member 129D. However, the tab press unit support structure 190D is arranged in an asymmetric pattern.

  Tooling components 134, 144 cooperate. Cooperating tooling components 134, 144, as used herein, means that the two tooling components 134, 144 operate together to form a workpiece. For example, the punch and die are two cooperating tooling components. Thus, for each first tooling component 134 there is a second tooling component 144 that cooperates. Thus, the tooling components 134, 144 may be collectively identified as “cooperating tooling component pairs” or “tool stations 150”. Conversion system 10 may be configured to perform any of various desired operations such as, for example, without limitation, rivet formation, panel formation, scoring, embossing, and / or final staking. It will be appreciated that there may be a known or appropriate number and / or configuration of tool stations 150. Additional non-limiting examples of available tool stations are described, for example, in US Pat. No. 7,270,246.

  The first tooling component 134 is coupled, directly coupled, or fixed to the first die shoe 132. The first tooling components 134 are arranged in series, that is, along a substantially straight path. The second tooling component 144 is coupled, directly coupled, or fixed to the second die shoe 142. The second tooling components 144 are arranged in series, i.e. along a substantially straight path. The first die shoe 132 is disposed on the second die shoe 142 and is configured to move vertically. It is understood that the cooperating pair of tooling components 134, 144 are arranged opposite each other. Accordingly, the first tooling assembly 130 includes a first position in which the first tooling assembly 130 is spaced from the second tooling assembly 140 and a second position in which the first tooling assembly 130 is adjacent to the second tooling assembly 140. Move between positions. In the second position, the first tooling assembly 130 is sufficiently close to the second tooling assembly 140 during a top-to-bottom movement (ie, movement from the first position to the second position). Cooperating pairs of tooling components 134, 144 engage the can end shell 1 'or tab 2 and perform a forming action thereon. Although the forming operation may be considered to occur when the first tooling assembly 130 is in the second position, in practice, the forming operation is just as the first tooling assembly 130 is directed to the second position. It is understood that this is done when moving. Further, as described above, the path along which the pair of cooperating tooling components 134, 144 are located defines the lane 20. Accordingly, cooperating tooling components 134, 144 are arranged in lane 20 in series. Further, in the exemplary embodiment, the first tooling assembly 130, and more particularly the first die shoe 132, has a generally rectangular cross section in a horizontal plane.

  Guide pins 96 extend between the flat member 110 of the mounting platform of the coupling assembly and the first die shoe 132. Accordingly, each guide pin 96 is coupled, directly coupled, or fixed to the mounting platform 94 and the first tooling assembly 130. The second die shoe 142 is coupled, directly coupled, or fixed to the upper side of the fixed mounting plate 36. In this configuration, the second tooling assembly 140 is substantially stationary relative to the crankshaft 52, and the first tooling assembly 130 moves substantially perpendicular to the crankshaft 52. That is, as described above, the movement of the drive rod 92 imparts a vertical reciprocating motion to the mounting platform 94. Movement of the mounting platform 94 imparts vertical motion to the first tooling assembly 130 via the guide pins 96. In other words, in this configuration, the first tooling assembly 130 is movably coupled to the housing assembly 30 and the second tooling assembly 140 is coupled to the housing assembly 30. Each time the first tooling assembly 130 reciprocates, the press unit 12 completes one cycle.

  Further, in this configuration, the multi-press drive assembly 160 and the direct drive coupling assembly 166 are operably coupled to each other. Further, the drive coupling assembly 166 is operably coupled to the crankshaft 52 of each press unit. In each press unit 12A, 12B, 12C, 12D, the following elements are all operably coupled to one another: the crankshaft 52, the coupling assembly 90, and the first tooling assembly 130. Accordingly, the movement of the multi-press drive assembly 160 is transmitted to each first tooling assembly 130.

  As described above, the first tooling assembly 130 has a generally rectangular cross section, and the guide pins 96 are arranged in a rectangular pattern in the exemplary embodiment. As described above, the crankshaft 52 is oriented so that the longitudinal axis 62 of the crankshaft is substantially parallel to the longitudinal axis 22 of the associated lane. In this configuration, the load acting on the first tooling assembly 130 has less overturning moment than a press that uses a single ram for multiple lanes. This configuration further reduces distortion of the elements of the coupling assembly 90.

  As described above, the four press units 12A, 12B, 12C, and 12D are substantially the same, with the notable exception that there is no load on the direction of the tab lane 20D and the tab press kiss blocks 138D and 148D (described later). It is. That is, the three end lanes 20A, 20B, 20C are substantially aligned with the rotation axis 62 of the crankshaft body, and in the exemplary embodiment, the end lane longitudinal axes 22A, 22B, 22C are associated with the associated crankshaft. It is disposed on the rotation axis 62 of the shaft body and is substantially aligned with the rotation axis 62 of the associated crankshaft body. The tab lane longitudinal axis 22D extends substantially perpendicular to the end lane longitudinal axis 22A, 22B, 22C. This means that the longitudinal axis 22D of the tab lane extends substantially perpendicular to the rotation axis 62 of the associated crankshaft body. Furthermore, this is because the tab press first tooling assembly 130 and second tooling assembly 140 and the first die lane die 131 and the second die lane die 141 extend substantially perpendicular to the body rotation axis 62 of the associated crankshaft. This means that the tab lane 20 is defined. To accommodate additional forces and tipping moments that occur in different orientations, the tab lane support member 129D is asymmetric as described above.

  As described above, each lane die 131, 141 is a progressive die that includes eight tool stations 150 in the exemplary embodiment. At each press cycle, the shell 1 ′ is moved by the feeder 21 to one tool station 150 and then to the next tool station 150. The work performed at each station is different and therefore the load on each station is different. In the exemplary embodiment, the first three tool stations 150 form rivets, resulting in approximately half of the load on the lane dies 131, 141. The load on each tool station can be as large as about 10,000 pounds and as small as about 100 pounds.

  In the exemplary embodiment, the first tooling assembly 130A, 130B, 130C of the end press unit and the second tooling assembly 140A, 140B, 140C are first subjected to a preload in addition to the load during the forming operation. It further includes several kiss blocks shown as kiss blocks 138A, 138B, 138C and second kiss blocks 148A, 148B, 148C. In the exemplary embodiment, one kiss block 130A disposed between each die shoe 132A, 132B, 132C, 142A, 142B, 142C and each tooling component 134A, 134B, 134C, 144A, 144B, 144C, There are 130B, 130C, 140A, 140B, and 140C. In the disclosed configuration, that is, the configuration having the crankshaft 52 that drives the tooling components 134A, 134B, 134C, 144A, 144B, 144C associated with the end lanes 20A, 20B, 20C, the kiss blocks 138A, 138B, 138C. 148A, 148B, 148C are distorted by about 0.002 inches. Accordingly, the reaction force produced by the kiss blocks 138A, 138B, 138C, 148A, 148B, 148C is significantly less than the reaction force required by a system utilizing a press ram. For the conversion system 10, in contrast to the conversion press, the first kiss blocks 138A, 138B, 138C and the second kiss blocks 148A, 148B, 148C reciprocate the first tooling assemblies 130A, 130B, 130C. Between about 0.001 and 0.004 inches, or in an exemplary embodiment, about 0.002 inches. Again, note that the tablain kiss blocks 138D, 148D are not as loaded as the end lane kiss blocks 138A, 138B, 138C, 148A, 148B, 148C.

  Further, the relative positions of the crankshafts 52A, 52B, 52C, 52D that are operatively coupled to the multi-press drive assembly 160 are different in the exemplary embodiment. That is, the orientations of the crankshafts 52A, 52B, 52C, 52D are deviated from each other so that only one press unit is engaged at a particular time during the forming operation. Conversion system 10 having such an offset crankshaft 52 is configured to sequentially load first tooling assembly 130 and second tooling assembly 140 independently as used herein. ing. That is, the first tooling assembly 130 of only one press unit 12 at a time is in the second position. In this configuration, the multi-press drive assembly motor 162 is a smaller motor than that in the press ram 200 described below. In addition, the multi-press drive assembly motor 162 of the multi-output conversion system 10 including the three-output conversion system 10 may be configured to provide a maximum load of about 5 to 25 tons, or about 15 tons. That is, as the first tooling assembly 130 moves toward the second position, the load applied by each crankshaft 52 is about 5 to 25 tons, or about 15 tons per module. Thus, in this embodiment using the three-output conversion system 10, the multi-press drive assembly motor 162 provides a load of approximately 60 tons. In another embodiment, the crankshafts 52A, 52B, 52C, 52D are in approximately the same orientation, and all the first tooling assemblies 130A, 130B, 130C, 130D move substantially synchronously with each other.

  In the exemplary embodiment, the relative positions of the crankshafts 52A, 52B, 52C, 52D are sequentially offset. For example, when the offset bearing 64 is at the top, that is, at 12:00 (12:00), the crankshaft 52 is in the first position. Note that the position description using the “hour” position broadly represents the relative offset between the crankshafts and is not a limitation. When the offset bearing 64 (described later) is at the lowest position, that is, at 6:00 (6:00), the crankshafts 52A, 52B, 52C, and 52D rotate from the first position to the second position. Note that these offsets are not shown in FIG.

  In the exemplary embodiment, when the crankshaft 52A of the first press unit is in the first position (12:00 o'clock position), the crankshaft 52B of the second press unit is immediately adjacent to the first position. Positioned behind, for example, 11:00. “Back” is related to the direction in which the crankshaft 52 is moving. In other words, the direction of the crankshaft 52B of the second press unit is deviated from the direction of the crankshaft 52A of the first press unit. It is understood that the “orientation” of the crankshaft 52 relates to the orientation with respect to the crankshaft rotation axis 62 and not the orientation of the crankshaft 52 with respect to any other point, line or plane. In an exemplary embodiment, the crankshaft 52B of the second press unit is about 1-44 degrees, or about 2-30 degrees, or about 5-20 degrees, or about 10 degrees, the first press unit. Is shifted to the “rear” of the crankshaft 52A. That is, the crankshaft 52B of the second press unit is displaced in the direction behind the position of the crankshaft of the first press unit. Similarly, the crankshaft 52C of the third press unit is offset from the crankshaft 52B of the second press unit, for example, at 10:00, and the crankshaft 52D of the fourth press unit is Similarly, it is shifted from the crankshaft 52C of the third press unit, for example, at the position of 9:00. In this configuration, when the crankshaft 52A of the first press unit moves out of the first position and moves toward the second position, the crankshaft 52B of the second press unit moves toward the first position. Thereafter, when the crankshaft 52B of the second press unit moves away from the first position and moves toward the second position, the crankshaft 52C of the third press unit moves toward the first position, and so on. It is.

  Further, in the exemplary embodiment, when the crankshaft 52D of the fourth press unit moves past the second (6:00 o'clock) position, any of the crankshafts 52A, 52B, 52C, 52D Not in position or not moving towards the second position. Accordingly, the feeding device 21 can advance the can shell 1 ′ without receiving interference from the tooling assemblies 130 and 140 described later. In another exemplary embodiment, when the crankshaft 52D of the fourth press unit moves just past the second (6:00 o'clock) position, the crankshaft 52A of the first press unit moves to the second position. Is moving toward.

  As the crankshafts 52A, 52B, 52C, 52D rotate, the associated first tooling assemblies 130A, 130B, 130C, 130D move from a first position where the first tooling assembly 130 is spaced from the second tooling assembly 140. The first tooling assembly 130 reciprocates vertically between a second position adjacent to the second tooling assembly 140. Accordingly, if the orientation of the crankshafts 52A, 52B, 52C, 52D is deviated from each other, the movement of the first tooling assembly 130 of each press unit is slightly deviated in time from the other press units 12. . For example, in this configuration, only one press unit 12 is in the second position at a time, in other words, the first tooling assembly 130 of any two press units is not in the second position at the same time.

  As the first tooling assembly 130 moves toward the second position, a forming operation occurs. Therefore, when the first tooling assembly 130 moves toward the second position, a reaction force acts on the press unit 12. Thus, as the press units 12 move their first tooling assemblies 130 sequentially and independently toward the second position, the conversion system 10 is exposed to sequential individual loads and reaction forces. Thus, the reaction force generated by multiple lanes 20 at a time must be overcome, and unlike a conversion press that uses a single ram, the conversion system 10 divides the reaction force over time. Thus, the multi-press drive assembly 160 is not required to produce the same force as the ram press 200 described below.

  Thus, in the exemplary configuration, the load, tipping moment, kiss block distortion, and stress experienced by the multi-press drive assembly 160 and each press unit 12A, 12B, 12C, 12D and their elements are reduced. This further allows the various elements to be smaller and lighter than a press unit in which the ram simultaneously activates multiple dies. That is, most of the “operating characteristics” of the multi-press drive assembly 160 and each press unit 12A, 12B, 12C, 12D are reduced compared to known conversion systems. As used herein, “operational characteristics” refers to the weight and physical characteristics of an element (eg, length, height, width, cross-sectional area, volume, etc.), as well as the load, strain, and tipping applied to it. Includes moments and stresses. Furthermore, “reduced operating characteristics” means that most of the operating characteristics are smaller, lighter, or “lower” than that of a conventional ram press 200 or experienced by a conventional ram press 200. Because various elements have reduced operating characteristics, the conversion system 10 itself has reduced operating characteristics.

  Note that in one embodiment, the reduced operating characteristics of the conversion system 10 and various elements are a major feature of the disclosed concept, which solves the selected problem described above. . However, it should be noted that aspects of the disclosed concept may be used in other embodiments, so that an operation characteristic is not a critical feature of the disclosed concept, unless the claims describe an operation characteristic. That.

  For example, in the exemplary embodiment, the multi-press drive assembly 160 provides a force of about 70 tons (140,000 pounds) to 80 tons (160,000 pounds), or about 75 tons (150,000 pounds). give. In another exemplary embodiment, the multi-press drive assembly 160 provides a force of about 50 tons (100,000 pounds) to 69 tons (138,000 pounds) or about 60 tons (120,000 pounds). . Thus, this operating characteristic of the multi-press drive assembly 160, i.e., the applied load, is reduced as compared to the ram press 200 which provides a typical load of about 250,000 pounds as described above.

  Further, in this configuration, the elements of the coupling assembly 90 are less loaded and can be made from smaller components. For example, the guide pin 96 may be 1.0 to 5.0 inches, or 2.0 to 3.0 inches, or about 2.times. It has a diameter of 5 inches.

When the can end conversion system 10 is configured as described above, the drive assembly 160 and crankshaft assembly 50 are positioned under the first tooling assembly 130 and the second tooling assembly 140. In this configuration, the drive assembly 160 and crankshaft assembly 50 will not drip lubricant or other liquid into the lane 20 and contaminate the formed can end shell 1 '. Moreover, in the disclosed configuration, the conversion system 10 is significantly smaller than the ram press. As shown in FIGS. 15A-15C, an exemplary three-output conversion system 10 is compared to a three-output ram press 200 (relevant dimensions of an exemplary embodiment are shown in FIGS. 15A-15C). As shown, the conversion system 10 has a volume that is approximately 50% of the volume of the ram press 200 and a height that is approximately 50% of the height of the ram press 200. More specifically, as shown in FIGS. 15A-15C, the conversion system 10 or 10 ′ (all elements included in the description “housing assembly 30 and several press units 12A, 12B, 12C, 12D”) About 60 inches to 100 inches, or about 81.0 inches high, about 120 inches to 160 inches, or about 144.0 inches long, about 60 inches to about 90 inches, or about 74.1 inches. Width. Accordingly, the volume of the conversion system 10, i.e., the housing assembly 30 and some of the press units 12A, 12B, 12C, 12D is about 200 ft ^{3 to} 800 ft ³ , or about 500 ft ³ . These operating characteristics of the conversion system 10 are typically having a length of about 120.0 inches, a height of about 154.6 inches, a width of about 108.1 inches, and a volume of about 1,160.5 ft ^3. Compared to a typical ram press 200.

  Note further that the dimensions of the mounting plate 36 that are substantially perpendicular to the associated lane 20 determine how close the various end lanes 20A, 20B, 20C are to each other. In another exemplary embodiment, the size of each press unit 12 is further reduced by providing a mounting plate 36 'having a zigzag end. That is, as shown in FIG. 16 showing the four-output conversion press 10, the end of the mounting plate 36 'is not substantially linear. Rather, the mounting plate 36 'includes an offset 39, which is configured to allow the mounting plate 36' to be nested closer to each other with the end lanes 20A, 20B, 20C nested. .

  Further, the lane die weight of the conversion system 10 is approximately 50% lighter than the 1,100 pound lane die (not shown) of the ram press 200. That is, the first lane die 131 of the conversion system 10 has a total weight of about 450 to 550 pounds, or about 480 pounds. In other words, due to the reduced load, the conversion system 10 uses a first lane die 131 that weighs about 50% lighter than the first lane die of the ram press 200. For example, the ram press 200 is configured to move a die having a maximum weight of about 1,150 pounds, and the upper die generally has a weight close to the maximum allowable weight. The weight of the single first lane die 131 of the conversion system 10 is about 80 pounds to 160 pounds, about 100 pounds to 140 pounds, or about 120 pounds. Thus, a three-output conversion system 10 having a tab lane 20D collectively weighs about 320 pounds to 640 pounds, or about 400 pounds to 560 pounds, or about 480 pounds (4 × weight of the first lane die). A first lane die 131 is included. In other words, the total weight of the first lane die 131 is about 320 pounds to 640 pounds, about 400 pounds to 560 pounds, or about 480 pounds. It will be appreciated that the total die weight will depend on the number of lanes 20 and that the 4-output conversion press will have a heavier weight (approximately 5 × the weight of the first lane die). This is the mass that is moved by the multi-press drive assembly 160 and causes a large tipping moment. Furthermore, the second lane die 141 has substantially the same weight.

  In the conversion system 10 using the modular press unit 12, the tooling load is about 15 tons per module. This is approximately 60 tons (120,000 pounds) for an exemplary three output conversion system 10 that uses a modular press unit 12, a tooling load, and a load configured to be provided by the motor. Furthermore, because of the reduced load, the interference of the end lane kiss blocks 138A, 138B, 138C, 148A, 148B, 148C is about 80% less than the interference experienced by the ram press 200 kiss blocks. That is, the kiss block of the ram press 200 has a kiss block distortion of about 0.009 to 0.011, or about 0.010 inches, while the conversion system 10 is about 0 in each press unit 12. Has a kiss block distortion of 0.001 to 0.004, or about 0.002 inches. As described above, the “jump” decreases as the distortion in the end lane kiss blocks 138A, 138B, 138C, 148A, 148B, 148C decreases. That is, by reducing strain, vibration is reduced and hence wear and tear are reduced. Accordingly, these operating characteristics of the end lane kiss blocks 138A, 138B, 138C, 148A, 148B, 148C are reduced compared to the ram press 200.

  As shown in FIG. 8, in the exemplary embodiment, a kiss block preload is applied by the wedge assembly 210. As shown, the wedge assembly 210 includes two wedge members 212, 214. The wedge members 212, 214 include a body having a cross-sectional area that is approximately equal to the cross-sectional area of the flat support member 129 of the associated first tooling assembly in the exemplary embodiment. Further, in the exemplary embodiment, each wedge member 212, 214 has a body 216, 218 having a taper that is substantially similar to the other wedge member 212, 214. At least one wedge member 212, 214 is movably coupled to the flat support member 129 of the first tooling assembly and is disposed between the flat support member 129 of the first tooling assembly and the first die shoe 132. ing. At least one wedge member 212, 214 includes a selectably adjustable coupling 222 disposed at the thicker end of the wedge member body 216, 218. Each wedge member 212, 214 is movably coupled to a flat support member 129 of the first tooling assembly by an adjustable coupling 222.

  As shown, the wedge members 212, 214 are arranged with the thin end of one wedge member 212, 214 positioned adjacent to the thick end of the other wedge 212, 214. In this configuration, the adjustable coupling 222 is used to advance or retract the wedge members 212, 504 relative to each other. As the wedge members 212, 214 advance toward each other, the overall thickness of the wedge assembly 210 increases such that when the first tooling assembly 130 is in the second position, the associated end lane kiss block 138A. Increase the distortion of 138B, 138C, 148A, 148B, 148C.

  Furthermore, the modular conversion system 10 allows the fall load to be reduced by approximately 50%. That is, the overturn load in the unit 12 is about 50% smaller than the overturn load disclosed in Appendix A for the ram press 200. As described in Appendix A, the tipping load can be determined based on the tooling station and the load at the location relative to the selected origin.

  In an alternative embodiment not shown, the drive assembly 40 is coupled to a camshaft (not shown) rather than the crankshaft 52. In this embodiment, the drive rod extends vertically on the camshaft and is coupled to the second tooling assembly 140. The second tooling assembly 140 is movably coupled to a substantially vertical fixed guide pin (not shown). As the drive rod moves across the cam surface, the second tooling assembly 140 is lifted toward the first tooling assembly 130. In a further alternative embodiment, the second tooling component 144 is movably disposed within the second tooling assembly 140 and is configured to independently move substantially vertically. For example, each second tooling component 144 may be disposed on a substantially vertical guide pin (not shown). In this embodiment, there is a drive rod (not shown) for each second tooling component 144, and the cams (not shown) acting on each drive rod are offset from the other cams. In this configuration, each tool station 150 operates at a slightly different point in time (operation periods may overlap). Thus, the total force required to rotate the camshaft is reduced when compared to a crankshaft or camshaft where all tool stations 150 must be activated at one time.

  As described above, the multi-press drive assembly 160 includes a motor 162 having an output shaft 164, a clutch / brake assembly 300 having an output shaft 302, and a direct drive coupling assembly 166. Direct drive coupling assembly 166 is operatively coupled to motor 162 via clutch / brake assembly 300. The elements of the press drive assembly 160 are shown in FIG. More specifically, multi-press drive assembly 160 further includes a tension member 168, as shown as belt 169. In the exemplary embodiment, belt 169 operably couples motor 162 to clutch / brake assembly 300. That is, the belt 169 is coupled to the motor output shaft 164 and transmits rotational motion from the motor 162 to the clutch / brake assembly 300. As used herein, “clutch / brake assembly” includes both clutch assemblies and brake assemblies. These may be separate assemblies, including but not limited to a clutch assembly as described below and a brake assembly such as a brake on the output shaft 302 of the clutch / brake assembly. In the exemplary embodiment, the clutch / brake assembly includes a brake assembly, and the elements of the clutch assembly are also elements of the brake assembly. Such a clutch / brake assembly, as used herein, is a “integrated clutch / brake assembly”.

  In the exemplary embodiment, clutch / brake assembly 300 includes an output shaft 302, a flywheel assembly 304, a front hub assembly 306, a front brake assembly 308, and a pneumatic actuator assembly 310. The exemplary embodiment further includes a rear brake assembly 312 and a rear hub assembly 314. The clutch / brake assembly output shaft 302 includes an elongated generally cylindrical body 320. As shown in FIG. 19, the output shaft body 320 of the clutch / brake assembly includes a first end 322, an intermediate portion 324, and a second end 326. The clutch / brake assembly output shaft body first end 322 includes an axial bore 330 that extends to the clutch / brake assembly output shaft body middle 324. In the output shaft body middle portion 324 of the clutch / brake assembly, the axial bore 330 of the output shaft body of the clutch / brake assembly and several generally radial passages 332 are continuous. The clutch / brake assembly output shaft body intermediate 324 further includes a front key assembly 340, a bearing assembly attachment 342, and a feeder drive assembly drive coupling 343.

  A front key assembly 340 in the middle of the output shaft body of the clutch / brake assembly (hereinafter “front key assembly” 340) secures the front hub assembly 306 of the clutch / brake assembly to the output shaft body 320 of the clutch / brake assembly. Configured to maintain relationship. In the exemplary embodiment, front key assembly 340 includes an axial slot 344 that extends to an axial surface 323 of the output shaft body first end of the clutch / brake assembly. In the exemplary embodiment, the axial slot 344 of the front key assembly has a semi-circular cross section. As described below, the wheel body 460 of the front hub assembly includes a similar axial slot 468. When the wheel body 460 of the front hub assembly is positioned on the output shaft body 320 of the clutch / brake assembly, the axial slot 344 of the front key assembly and the axial slot 468 of the wheel body of the hub assembly are aligned so that the key A passage 346 is formed. The front key assembly 340 further includes a key member 348. In the exemplary embodiment, the key member 348 of the front key assembly is a body 350 that corresponds to the key passage 346 of the front key assembly.

  A bearing assembly mounting portion 342 in the center of the output shaft body of the clutch / brake assembly (hereinafter referred to as output shaft body bearing assembly mounting portion 342) is a part of the output shaft body 320 of the clutch / brake assembly, The brake assembly is configured to couple to a bearing assembly 404 of a flywheel assembly. The output shaft body bearing assembly mounting portion 342 has a substantially circular cross section.

  In the exemplary embodiment, a feeder drive assembly drive coupling 343 (hereinafter, output shaft body drive coupling 343) in the middle of the output shaft body of the clutch / brake assembly includes a sprocket 360, and the sprocket 360 Is coupled, directly coupled, or fixed to the output shaft body middle portion 324 of the clutch / brake assembly and is configured to rotate therewith. The output shaft body drive coupling sprocket 360 is further configured to operably couple to the belt drive 922 of the drive drive assembly drive as described below. That is, the coupling sprocket 360 of the output shaft body drive transmits the rotational motion of the output shaft body 320 of the clutch / brake assembly to the belt 920 of the feeder drive assembly driver, and the belt 920 of the feeder drive assembly driver. Move.

  The output shaft body second end 326 of the clutch / brake assembly includes a selectable coupling 174. As described above, each selectable coupling 174 is configured to selectively couple (i.e., removably) in a fixed relationship to another selectable coupling 174. In the exemplary embodiment, each selectable coupling 174 is a symmetrical interlocking selectable coupling 175. Symmetric interlocking selectable coupling 175 includes a collar member 370 and several axial extensions 378 (FIG. 18). Each collar member 370 includes a generally circular body 372 having a first axial surface 374 and a second axial table 376. The first axial surface 374 of the collar member body includes a number of axial extensions 378. The axial extension 378 further defines a number of axial pockets 380 adjacent to the axial extension 378 between the axial extensions 378. That is, the axial extension 378 and the axial pocket 380 (FIG. 18A) are arranged in a substantially symmetrical pattern. When two symmetric interlocking selectable couplings 175 are placed facing each other, the axial extension 378 of one symmetric interlocking selectable coupling 175 is coupled to the other symmetric interlocking selection. It is aligned with and fits within the axial pocket 380 of the possible coupling. When arranged in this manner, the two symmetrical interlocking selectable couplings 175 are operably coupled in a fixed relationship until they are axially separated.

  The selectable coupling 174 may be any type of shaft coupling including, but not limited to, a flex disk coupling including a keyed slot (not shown) or a jaw-type coupling. In the exemplary embodiment shown in FIG. 18A, the jaw-type selectable coupling 174 includes an elastic collar (not shown) that includes several radial extensions 371. The radial extensions 371 of the second end of the output shaft body of the clutch / brake assembly are equally spaced and connect several sockets 373, i.e., the second end of the output shaft body of the clutch / brake assembly. A space between the radial extension portions 371 is formed. In this embodiment, the axial extension 378 of the opposing symmetrical interlocking selectable coupling 175 is disposed in the socket 373 at the output shaft body second end of the clutch / brake assembly.

  In the exemplary embodiment, each of the axial extensions 378 and the axial pockets 380 generally have a shape similar to the shape of a piece of pie, such as a circular sector, and are arranged in a repeating pattern. . That is, for example, each axial extension 378 extends over an arc of about 60 degrees. On each side of each axial extension 378 is also an axial pocket 380 that extends over an arc of about 60 degrees. In this pattern, there are three axial extensions 378 and three axial pockets 380 on the first axial surface 374 of the collar member body. Further, in this pattern, the axial extension 378 of one symmetric interlocking selectable coupling 175 is configured to fit the axial pocket 380 of an adjacent symmetric interlocking selectable coupling 175. ing. When the axial extension 378 of one symmetrical interlocking selectable coupling 175 is placed in the axial pocket 380 of the adjacent symmetrical interlocking selectable coupling 175, the symmetrical interlocking selectable Coupling 175 is operably coupled in a fixed relationship, and rotation of one symmetric interlocking selectable coupling 175 causes the other symmetric interlocking selectable coupling 175 to rotate.

  As shown in FIG. 19, the flywheel assembly 304 of the clutch / brake assembly includes a flywheel body 400, a clutch disk 402, and a bearing assembly 404. The flywheel body 400 of the flywheel assembly of the clutch / brake assembly is generally annular, i.e. formed like a torus, and includes a central passage 410. It will be appreciated that the central passage 410 of the torus has a generally or substantially circular cross-sectional shape. The radial surface 412 of the flywheel body of the flywheel assembly of the clutch / brake assembly is configured to engage the belt 169 of the multi-press drive assembly with minimal slip. Further, the flywheel body 400 of the flywheel assembly of the clutch / brake assembly includes a collar 414 on one axial face. In the exemplary embodiment, as used herein, a “collar” is a raised ridge that is annular, such as the central passage 410 of the flywheel body of the flywheel assembly of the clutch / brake assembly. It extends around the central passage and is spaced from it. As shown, the flywheel body collar 414 of the flywheel assembly of the clutch / brake assembly includes a number of screw holes 416 spaced substantially evenly thereabout. The screw hole 416 extends substantially in the axial direction.

  The clutch disk 402 of the flywheel assembly of the clutch / brake assembly includes a generally annular body 420 having a first axial flat surface 422 and an outer radial surface 424. The first flat surface 422 of the flywheel assembly of the clutch / brake assembly is, in the exemplary embodiment, substantially smooth and configured to engage the clutch pad. The outer radial surface 424 of the clutch disk of the flywheel assembly of the clutch / brake assembly includes a number of radially extending tabs 426, each defining a passage (not labeled). There are a corresponding number of tabs 426 and screw holes 416, which are further arranged in a corresponding pattern.

  The bearing assembly 404 of the flywheel assembly of the clutch / brake assembly may be any type of known bearing. In the exemplary embodiment, as shown, the flywheel assembly bearing assembly 404 of the clutch / brake assembly includes a pair of spaced ball bearing assemblies 430. That is, each bearing assembly 404 of the flywheel assembly of the clutch / brake assembly includes an inner first torus-like race 432, an outer second torus-like race 434, and several ball bearings disposed therebetween. 436. The second torus-like race 434 is dimensioned to fit snugly within the central passage 410 of the flywheel body of the flywheel assembly of the clutch / brake assembly.

  The flywheel assembly 304 of the clutch / brake assembly is assembled as follows to couple with the output shaft 302 of the clutch / brake assembly. The clutch disc 402 of the flywheel assembly of the clutch / brake assembly is coupled, directly coupled, or fixed in the exemplary embodiment to the flywheel body 400 of the flywheel assembly of the clutch / brake assembly. That is, several fasteners (unsigned) pass through the tab passages on the outer radial surface of the clutch disk of the flywheel assembly of the clutch / brake assembly and the collar of the flywheel body 400 of the flywheel assembly of the clutch / brake assembly. It is screwed into the screw hole 416. Further, the flywheel assembly bearing assembly 404 of the clutch / brake assembly is disposed within the central passage 410 of the flywheel body of the flywheel assembly of the clutch / brake assembly. The clutch / brake assembly flywheel assembly 304 is rotatably coupled to the clutch / brake assembly output shaft 302 and the clutch / brake assembly flywheel assembly bearing assembly 404 is coupled to the output shaft body bearing assembly mount 342. Directly coupled or fixed. In the exemplary embodiment, the first torus race 432 of the bearing assembly of the flywheel assembly of the clutch / brake assembly is secured to the output shaft body bearing assembly attachment 342.

  As shown in FIG. 19A, the front hub assembly 306 (hereinafter referred to as “front hub assembly”) 306 of the clutch / brake assembly includes a wheel assembly 450 and a clutch assembly 452. The wheel assembly 450 of the front hub assembly is secured to the output shaft body 320 of the clutch / brake assembly or to the output shaft body middle 324 of the clutch / brake assembly in the exemplary embodiment. In the exemplary embodiment, the wheel assembly 450 of the front hub assembly is secured in one direction to the output shaft body 320 of the clutch / brake assembly using a front key assembly 340, as described below.

  The wheel assembly 450 of the front hub assembly includes a body 460 (hereinafter “front hub assembly wheel body” 460). The wheel body 460 of the front hub assembly is generally annular and defines a central passage 462 and a clutch assembly cavity 464. In the exemplary embodiment, the wheel assembly clutch assembly cavity 464 of the front hub assembly is an annular cavity having a rectangular cross-sectional shape. Additionally, the front hub assembly wheel body clutch assembly cavity 464 includes a number of spaced apart generally axial pockets 466. In the exemplary embodiment, the wheel body axial pockets 466 of the front hub assembly are arranged in a pattern within the clutch assembly cavity 464 of the wheel body of the front hub assembly.

  In the exemplary embodiment, wheel body 460 of the front hub assembly further includes an axial slot 468. As described above, the wheel body axial slot 468 of the front hub assembly is sized to correspond to the axial slot 344 of the front key assembly so that the wheel body 460 of the front hub assembly is the output of the clutch / brake assembly. When disposed on the shaft body 320, the axial slot 344 of the front key assembly and the axial slot 468 of the wheel body of the hub assembly are aligned to form a key passage 346.

  Further, in the exemplary embodiment, the wheel body 460 of the front hub assembly has a number of radial directions extending between the wheel body central passage 462 of the front hub assembly and the wheel assembly clutch assembly cavity 464 of the front hub assembly. A passage 469 is included. In the exemplary embodiment, the wheel hub radial passage 469 of the front hub assembly extends to one axial face of the clutch assembly cavity 464 of the wheel body of the front hub assembly. The wheel body radial passage 469 of the front hub assembly is sized and positioned to correspond to the radial passage 332 in the middle of the output shaft body of the clutch / brake assembly. That is, when the wheel body 460 of the front hub assembly is disposed in the output shaft body intermediate portion 324 of the clutch / brake assembly, the radial passage 469 of the wheel body of the front hub assembly and the output shaft body intermediate portion of the clutch / brake assembly The radial passages 332 form several continuous passages. In other words, when the front hub assembly wheel body 460 is positioned in the clutch / brake assembly output shaft body intermediate 324, the front hub assembly wheel body radial passage 469 and the clutch / brake assembly output shaft body intermediate The part radial passage 332 is in fluid communication.

  The clutch assembly 452 of the front hub assembly (hereinafter referred to as “front clutch assembly” 452) includes a movable piston 470, a clutch pad 480, and a mounting portion 490. The front clutch assembly piston 470 includes an annular body 472. The piston body 472 of the front clutch assembly includes a clutch pad support portion 474 and an attachment portion 476. The clutch pad support 474 of the front clutch assembly is configured to support and / or couple the clutch pad 480 of the front clutch assembly to the piston 470 of the front clutch assembly. In the exemplary embodiment, the piston 470 of the front clutch assembly and the clutch pad 480 of the front clutch assembly are integral, and the clutch pad body support 474 of the front clutch assembly transitions between two regions in the integral body. Part. The clutch pad body mounting portion 476 of the front clutch assembly is a generally flat portion and includes a number of axial mounting pockets 478. The mounting pocket 478 of the front clutch assembly piston body is sized and shaped to correspond to the axial pocket 466 of the clutch assembly cavity of the wheel body of the front hub assembly.

  The clutch pad 480 of the front clutch assembly includes an annular body 482. In the exemplary embodiment, the clutch pad 480 of the front clutch assembly is made of a soft material, and as described below, the first flat surface 422 of the clutch / brake assembly flywheel assembly and the front brake member The size and shape of the main body 510 are the same. The clutch pad body 482 of the front clutch assembly has a generally rectangular cross section that includes a first axial surface 484 and a second axial surface 486 in the exemplary embodiment.

In the exemplary embodiment, front clutch assembly attachment 490 includes a number of resilient members 492. As shown, in the exemplary embodiment, the front clutch assembly mounting member 492 is a compression spring 494. The members 492 are sized to correspond to the piston body mounting pocket 478 of the front clutch assembly and the axial pocket 466 of the wheel assembly clutch assembly cavity of the front hub assembly.

  The front hub assembly 306 is assembled as follows. The clutch pad 480 of the front clutch assembly is coupled, directly coupled, or fixed to the piston body 472 of the front clutch assembly. In the exemplary embodiment, the clutch pad 480 of the front clutch assembly extends around or surrounds the piston body 472 of the front clutch assembly. The piston body 472 of the front clutch assembly and the clutch pad 480 of the front clutch assembly are movably disposed in the clutch assembly cavity 464 of the wheel body of the front hub assembly. In the exemplary embodiment, the piston body 472 of the front clutch assembly and the clutch pad 480 of the front clutch assembly are translatably disposed in the clutch assembly cavity 464 of the wheel body of the front hub assembly. In the exemplary embodiment, the piston body 472 of the front clutch assembly and the clutch pad 480 of the front clutch assembly move generally axially as described below.

  The front clutch assembly mounting portion 490, and in the exemplary embodiment, the front clutch assembly mounting member 492, the front clutch assembly piston body 472, the front clutch assembly clutch pad 480, and the front hub assembly wheel. The body 460 is movably or translatably coupled. For example, the ends of the elastic member 492 are disposed in one of the piston body mounting pocket 478 of the front clutch assembly or the axial pocket 466 of the wheel assembly clutch assembly cavity of the front hub assembly. In this configuration, the piston body 472 of the front clutch assembly and the clutch pad 480 of the front clutch assembly are configured to move axially relative to the wheel body 460 of the front hub assembly, but rotate relative thereto. Can not.

  As shown in FIG. 19C, the front brake assembly 308 of the clutch / brake assembly includes a front support assembly 500 and a front brake member 502. The front support assembly 500 is shown in part as opposing brackets 506,508. It will be appreciated that the front support assembly 500 includes several other members or elements that support the brackets 506, 508 of the front support assembly. For example, the front support assembly 500 may be, but is not limited to, a housing assembly or a frame assembly (both not shown). The brackets 506, 508 of the front support assembly include passages (not labeled) through which the fasteners can extend. The front support assembly 500 is configured to provide a fixed coupling point for the front brake member 502 (hereinafter “front brake member” 502) of the front brake assembly of the clutch / brake assembly.

  The front brake member 502 includes a generally annular body 510 having a first axial plane 512 and an outer radial surface 514. The first plane 512 of the front brake member body is substantially smooth in the exemplary embodiment and engages the clutch pad. The outer radial surface 514 of the front brake member body includes a plurality of radially extending tabs 516, each tab 516 defining a passage (not labeled). In the exemplary embodiment, front brake member body 510 has a generally rectangular cross section. The front brake member body 510 is coupled, directly coupled, or secured to the front support assembly 500 by fasteners that extend through the brackets 506, 508 of the front support assembly and the tabs 516 of the front brake member body.

  The pneumatic actuator assembly 310 (hereinafter “pneumatic actuator assembly” 310) of the clutch / brake assembly is further coupled to other elements of the multi-press drive assembly 160, and thus, as described below, a feed device drive assembly Are identified as being part of those assemblies. The pneumatic actuator assembly 310 further includes an axial bore 330 on the output shaft body of the clutch / brake assembly, a radial passage 332 in the middle of the output shaft body of the clutch / brake assembly, and a radial passage 469 on the wheel body of the front hub assembly. And a rotatable pressure coupling 520. The pneumatic actuator assembly 310 further includes a number of seals, a pressure hose, and a pressure generating assembly (not shown). A rotatable pressure coupling 520 of the pneumatic actuator assembly is rotatably disposed in an axial bore 330 of the output shaft body of the clutch / brake assembly. The radial passage 332 in the middle of the output shaft body of the clutch / brake assembly and the radial passage 469 in the wheel body of the front hub assembly are secured when the front hub assembly 306 is secured to the output shaft 302 of the clutch / brake assembly. Aligned. Seals are arranged at or around various interfaces of these elements and are configured to substantially prevent fluid leakage from the various passages. In addition, a seal is disposed between the clutch assembly cavity 464 of the wheel body of the front hub assembly and the surface of the piston 470 of the front clutch assembly so that the pressure of the front hub assembly on one side of the piston 470 of the front clutch assembly. A holding chamber 522 is formed. In this configuration, the pneumatic actuator assembly 310 of the clutch / brake assembly pressurizes the pressure holding chamber 522 of the front hub assembly to place the piston body 472 of the front clutch assembly between the first position and the second position. It is configured to move with.

  In addition to the above configuration, the clutch / brake assembly 300 is assembled as follows. The flywheel assembly 304 of the clutch / brake assembly is rotatably coupled to the output shaft 302 of the clutch / brake assembly at the output shaft body middle 324 of the clutch / brake assembly. That is, the flywheel assembly bearing assembly 404 of the clutch / brake assembly is coupled, directly coupled, or fixed to the output shaft body bearing assembly mounting 342. The flywheel body 400 of the flywheel assembly of the clutch / brake assembly is coupled, directly coupled, or fixed to the bearing assembly 404 of the flywheel assembly of the clutch / brake assembly. Further, the clutch disc 402 of the flywheel assembly of the clutch / brake assembly is disposed within the clutch assembly cavity 464 of the wheel body of the front hub assembly. As described above, the clutch disk 402 of the flywheel assembly of the clutch / brake assembly has a size and shape corresponding to the clutch pad 480 of the front clutch assembly. Thus, in this configuration, the clutch disc 402 of the flywheel assembly of the clutch / brake assembly and the clutch pad 480 of the front clutch assembly are positioned adjacent to each other within the clutch assembly cavity 464 of the wheel body of the front hub assembly. Further, the clutch disc 402 of the flywheel assembly of the clutch / brake assembly and the clutch pad 480 of the front clutch assembly are substantially parallel to each other.

  The front hub assembly 306 is secured to the output shaft body middle portion 324 of the clutch / brake assembly in the exemplary embodiment. The clutch / brake assembly output shaft body middle section 324 is disposed in the wheel hub central passage 462 of the front hub assembly, and the front key assembly axial slot 344 and the hub assembly wheel body axial slot 468 are located on the front side. Aligned to form a key passage 346. A key member 348 is disposed in the key passage 346 and substantially secures the wheel body 460 of the front hub assembly to the output shaft body 320 of the clutch / brake assembly. That is, manufacturing tolerances allow for minimal movement between the wheel body 460 of the front hub assembly and the output shaft body 320 of the clutch / brake assembly, but the wheel body 460 of the front hub assembly does not have a clutch / brake assembly. Cannot rotate around the output shaft main body 320.

  Further, the front brake member 502 is disposed within the clutch assembly cavity 464 of the wheel body of the front hub assembly. That is, the front brake member 502 is disposed in the clutch assembly cavity 464 of the wheel body of the front hub assembly, opposite the clutch pad 480 of the front clutch assembly from the clutch disc 402 of the flywheel assembly of the clutch / brake assembly. The As described above, the front brake member 502 is also sized and shaped to correspond to the clutch pad 480 of the front clutch assembly. Thus, in this configuration, the clutch disc 402 of the flywheel assembly of the clutch / brake assembly, the clutch pad 480 of the front clutch assembly, and the front brake member 502 are in series within the clutch assembly cavity 464 of the wheel body of the front hub assembly. Placed in. The front hub assembly wheel body clutch assembly cavity 464 has a sufficient axial height, and the front clutch assembly clutch pad 480 includes the clutch disc 402 and front brake member of the flywheel assembly of the clutch / brake assembly. Can be separated from both at the same time.

  In this configuration, the piston body 472 of the front clutch assembly, and thus the clutch pad 480 of the front clutch assembly, is in a first position where the clutch pad 480 of the front clutch assembly is not secured to the flywheel assembly of the clutch / brake assembly. A second position where the clutch pad 480 of the front clutch assembly is secured to the flywheel assembly 304 of the clutch / brake assembly (more specifically, with the clutch disc 402 of the flywheel assembly of the clutch / brake assembly). Move between. In the exemplary embodiment, mounting portion 490 of the front clutch assembly is configured to bias the piston body 472 of the front clutch assembly, and thus the clutch pad 480 of the front clutch assembly, toward the first position. .

  In the exemplary embodiment, clutch / brake assembly 300 is a one-piece clutch / brake assembly, and front clutch assembly mounting 490 is further against front brake member 502 and piston body 472 of the front clutch assembly. In turn, the clutch pad 480 of the front clutch assembly is biased. That is, when the piston body 472 of the front clutch assembly is in the first position, the clutch pad 480 of the front clutch assembly is fixed to the front brake member 502.

  Since the clutch pad 480 of the front clutch assembly is configured to be biased against elements in different states, there is a transition period in which the clutch pad 480 transitions from one state to another. Understood. That is, when the clutch pad 480 of the front clutch assembly is generally stationary, it is configured to be moved against the rotating element, eg, the clutch disc 402 of the flywheel assembly of the clutch / brake assembly. Conversely, when the clutch pad 480 of the front clutch assembly is moving, it is configured to be biased against a locking element, such as the front brake member 502. As understood by the clutch pad, when the clutch pad 480 of the front clutch assembly engages other elements, the clutch pad 480 of the front clutch assembly transitions to the state of the element that it is biased against. . Thus, when the clutch pad 480 of the substantially stationary front clutch assembly is biased against the rotating clutch disc 402 of the flywheel assembly of the clutch / brake assembly, the clutch pad 480 of the front clutch assembly is It begins to rotate with the clutch disc 402 of the flywheel assembly of the clutch / brake assembly. At the end of the transition period, the clutch pad 480 of the front clutch assembly matches the speed and is secured to the clutch disc 402 of the flywheel assembly of the clutch / brake assembly. Conversely, when the rotating clutch pad 480 of the front clutch assembly is biased against the fixed front brake member 502, the clutch pad 480 of the front clutch assembly transitions to a stationary state, and thus the front side It is fixed to the brake member 502.

  As described above, the direct drive connection assembly 166 includes a number of connection shafts 170 and a gear box 172. In the exemplary embodiment, gearbox 172 is a right angle miter gearbox 172 '. Associated with each press unit 12A, 12B, 12C, 12D is one right angle miter gearbox 172'A, 172'B, 172'C, 172'D. Connection shaft 170 and right angle miter gear 172 'are substantially similar and only one will be described. As before, the letters “A”, “B”, “C” and “D” represent the various right angle miter gearboxes 172′A, 172′B, 172 associated with the press units 12A, 12B, 12C, 12D. Used to specify 'C, 172'D.

  As shown in FIGS. 20 and 21, each connecting shaft 170 includes an elongate body 600 having a substantially circular cross section in the exemplary embodiment. Each connecting shaft body 600 includes a first end 602, an intermediate portion 604, and a second end 606. The selectable coupling 174 and, in the exemplary embodiment, a symmetrical interlocking selectable coupling 175 as described above includes a first end 602 of each connecting shaft body and a first end of each connecting shaft body. 2 at the end 606. Further, the miter gear 610 is coupled to the connecting shaft main body intermediate portion 604, directly coupled, or fixed. Thereafter, the selectable coupling 174 of the various connecting shafts is selected from the selectable coupling 174 'of the connecting shaft body first end of the right angle miter gear box or the connecting shaft body second end of the right angle miter gear box. Identified as possible couplings 174 ". These codes are also used in connection with particular right angle miter gearboxes 172'A, 172'B, 172'C, 172'D, as used below. It is modified with the letters “A”, “B”, “C” and “D”.

  Each right angle miter gearbox 172 'includes a housing assembly 620 and a press shaft 176, as described above. Each miter gearbox housing assembly 620 includes a number of sidewalls 622 that define a substantially closed space 624. Two opposing sidewalls 622 ′ and 622 ″ and one sidewall 622 ″ ″ that is substantially perpendicular to the opposing sidewalls 622 ′ and 622 ″ define a generally circular passage 626. In an exemplary embodiment, the passage 626 of the miter gearbox housing assembly includes a bearing (not shown). The passage 626 of the miter gearbox housing assembly corresponds to the connecting shaft 170 and the press shaft 176. Each press shaft 176 includes a body 628 having a first end 630, an intermediate portion 632, and a second end 634. The miter gear 636 is coupled, directly coupled, or fixed to the first end 630 of the press shaft body. The pinion gear 178 is coupled, directly coupled, or fixed to the second end 634 of the press shaft body.

  Each right angle miter gearbox 172 'is assembled as follows. The connecting shaft 170 is partially disposed within the closed space 624 of the housing assembly of the miter gearbox. In other words, the first end portion 602 of the connecting shaft body and the second end portion 606 of the connecting shaft body are disposed on both sides of the housing assembly 620 of the miter gear box, and the connecting shaft body middle portion 604 is opposed to each other. Through the passage 626 of the housing assembly of the miter gearbox, disposed on the side wall 622 ′ and side wall 622 ″. Further, the connecting shaft miter gear 610 is disposed within the closed space 624 of the housing assembly of the miter gear box. The first end 630 of the press shaft body and the miter gear 636 of the press shaft are also disposed within the closed space 624 of the housing assembly of the miter gear box. The press shaft body middle 632 extends through the passage 626 of the miter gearbox housing assembly disposed on the opposing sidewall 622 ′ having a passage 626 and the sidewall 622 ′ ″ perpendicular to the sidewall 622 ″. Yes. The miter gear 610 of the connecting shaft and the miter gear 636 of the press shaft are operatively coupled, and the gear teeth mesh with each other. In this configuration, each right-angle miter gearbox 172 ′ translates the rotational movement of the connecting shaft 170 about one axis of rotation into a different, typically vertical, rotation of the press shaft 176 about an axis or rotation. It is configured as follows.

  In this configuration, the connecting shaft miter gear 610 and the press shaft miter gear 636 define a conversion link mechanism 640 configured to convert the rotational motion of the connecting shaft 170 into the rotational motion of the press shaft 176. That is, the conversion link mechanism 640 includes a first miter gear 642 (as shown as a connecting shaft miter gear 610) and a second miter gear 644 (as shown as a press shaft miter gear 636). The first miter gear 642 and the second miter gear 644 are operatively coupled to each other.

  In the exemplary embodiment, multi-press drive assembly 160 is assembled as follows. A tension member 168 of a multi-press drive assembly, such as a belt 169, is coupled or directly coupled to the motor output shaft 164 and the flywheel assembly 304 of the clutch / brake assembly, more specifically the flywheel body radial surface 412. doing. That is, the belt 169 loops around both the motor output shaft 164 and the flywheel main body radial surface 412. In this configuration, the rotational motion of the motor output shaft 164 is transmitted to the flywheel body 400 of the flywheel assembly of the clutch / brake assembly. A selectable coupling 174 at the second end of the output shaft body of the clutch / brake assembly is coupled to the connecting shaft 170A of the first right angle miter gearbox 172'A. That is, the selectable coupling 174 '' at the second end of the output shaft body of the clutch / brake assembly is selectable at the first end of the connecting shaft body of the first right angle miter gearbox 172'A. It is selectively coupled to ring 174′A.

  The remaining right angle miter gearboxes 172'B, 172'C, 172'D are operatively coupled to one another. That is, the selectable couplings 174'B, 174'C, 174'D of the connecting shaft body of each right angle miter gear box are selectable cups of the second end of the adjacent connecting shaft body. Rings 174 "A, 174" B, 174 "C are selectively coupled to each other. In this configuration, coupling shafts 170A, 170B, 170C, 170D are operably coupled to one another in a fixed orientation. That is, the connecting shafts 170A, 170B, 170C, 170D are arranged in series to form a drive shaft 650 that includes a front first end 652 and a rear second end 654.

  During operation, the piston body 472 of the front clutch assembly is initially in the first position and the clutch pad 480 of the front clutch assembly is secured to the front brake member 502. That is, the clutch pad 480 of the front clutch assembly is stationary. The piston body 472 of the front clutch assembly and the clutch pad 480 of the front clutch assembly are translatably disposed within the clutch assembly cavity 464 of the wheel body of the front hub assembly, that is, coupled in a fixed orientation. However, because it is axially movable, the wheel body 460 of the front hub assembly is also stationary. Since the wheel body 460 of the front hub assembly is secured to the output shaft body middle 324 of the clutch / brake assembly, the output shaft body 320 of the clutch / brake assembly is also stationary. Since the clutch / brake assembly output shaft body 320 is selectively and operatively coupled to the various coupling shafts 170A, 170B, 170C, 170D, the various coupling shafts 170A, 170B, 170C, 170D are also stationary. . Since the various connecting shafts 170A, 170B, 170C are stationary, the various press shafts 176A, 176B, 176C, 176D and the crankshafts 52A, 52B, 52C, 52D are also stationary.

  When the motor 162 is activated, the motor output shaft 164 rotates. This rotational motion is transmitted to the flywheel body 400 of the flywheel assembly of the clutch / brake assembly via the tension member 168 of the multi-press drive assembly. After the flywheel body 400 of the flywheel assembly of the clutch / brake assembly has been raised to the selected rotational speed, the piston body 472 of the front clutch assembly is moved to the second position. As the piston body 472 of the front clutch assembly moves to the second position, the clutch pad 480 of the front clutch assembly is biased against the clutch disc 402 of the flywheel assembly of the rotary clutch / brake assembly. Although initially slipping somewhat, the clutch pad 480 of the front clutch assembly is secured to and rotates with the clutch disc 402 of the flywheel assembly of the clutch / brake assembly. As a result, the various coupling shafts 170A, 170B, 170C, 170D are similarly rotated by the various couplings and elements arranged in the fixed relationship described in the above paragraph. Further, as described above, the rotational movement of the various connecting shafts 170A, 170B, 170C, 170D is caused by the right angle miter gearbox 172'A, 172'B, 172'C, 172'D and the various press shafts 176A, 176B. , 176C, 176D to the various crankshafts 52A, 52B, 52C, 52D.

  The movement of the crankshafts 52A, 52B, 52C, 52D can be stopped by moving the piston body 472 of the front clutch assembly to the first position. That is, when the piston body 472 of the front clutch assembly moves to the first position, the clutch pad 480 of the front clutch assembly is biased against the stationary front brake member 502. As described above, after a transition period in which the clutch pad 480 of the front clutch assembly slips against the front brake member 502, the clutch pad 480 of the front clutch assembly is secured to the front brake member 502 and rests. As described above, when the clutch pad 480 of the front clutch assembly is stationary, the elements of the direct drive coupling assembly 166 and the crankshafts 52A, 52B, 52C, 52D are stationary. However, note that the flywheel body 400 of the clutch / brake assembly flywheel assembly is free to rotate about the stationary output shaft body 320 of the clutch / brake assembly. Thus, the rotational energy is conserved and utilized when the piston body 472 of the front clutch assembly moves again to the second position.

  In the exemplary embodiment, the stress on the various connecting shafts 170A, 170B, 170C, 170D is reduced by the rear brake assembly 312 and the rear hub assembly 314. That is, as shown in FIG. 22, the rear brake assembly 312 is similar to the front brake assembly 308, and includes a rear support assembly 700 and a rear brake member 702. The rear support assembly 700 is shown partially as opposing brackets 706 and brackets 708 (FIG. 18). It will be appreciated that the rear support assembly 700 includes several other members or elements that support the brackets 706, 708 of the rear support assembly. For example, the rear support assembly 700 may be, but is not limited to, a housing assembly or a frame assembly (both not shown). The brackets 706, 708 of the rear support assembly include passages (not labeled) through which the fasteners can extend. The rear support assembly 700 is configured to provide a fixed coupling point to the rear brake member 702 (hereinafter “rear brake member”) 702 of the rear brake assembly of the clutch / brake assembly.

  The rear brake member 702 includes a generally annular body 710 having an axial first flat surface 712 and an outer radial surface 714. The first flat surface 712 of the rear brake member body is substantially smooth and is configured to engage the clutch pad in the exemplary embodiment. The outer radial surface 714 of the rear brake member body includes a number of radially extending tabs 716, each defining a passage (not labeled). In the exemplary embodiment, the rear brake member body 710 has a generally rectangular cross section. The rear brake member body 710 is coupled, directly coupled, or fixed to the rear support assembly 700 by fasteners that extend through brackets 706, 708 of the rear support assembly and tabs 716 of the rear brake member body. Has been.

  The rear hub assembly 314, in the exemplary embodiment, engages the rear brake member body 710 using a clutch assembly. That is, the rear hub assembly 314 (hereinafter referred to as “rear hub assembly” 314) includes a wheel assembly 750, a clutch assembly 752, and a shaft 753. The wheel assembly 750 of the rear hub assembly is secured to the shaft 753 of the rear hub assembly in the exemplary embodiment, as described below. In the exemplary embodiment, the wheel assembly 750 of the rear hub assembly is secured in a single orientation to the shaft 753 of the rear hub assembly by a rear key assembly 840, as described below.

  The wheel assembly 750 of the rear hub assembly includes a body 760 (hereinafter “rear hub assembly wheel body” 760). The rear hub assembly wheel body 760 is generally annular and defines a central passage 762 and a clutch assembly cavity 764. In the exemplary embodiment, the clutch assembly cavity 764 of the rear hub assembly wheel body is an annular cavity having a rectangular cross-sectional shape. Further, the clutch assembly cavity 764 of the rear hub assembly wheel body includes a number of spaced apart, generally axial pockets 766. In the exemplary embodiment, the rear hub assembly wheel body clutch assembly cavity axial pockets 766 are arranged in a pattern within the rear hub assembly wheel body clutch assembly cavity 764.

  In the exemplary embodiment, the rear hub assembly wheel body 760 further includes an axial slot 768. As will be described below, the rear hub assembly wheel body axial slot 768 is sized to correspond to the rear key assembly axial slot 844 so that the rear hub assembly wheel body 760 is rear rear. When disposed on the hub assembly shaft 753, the rear key assembly axial slot 844 and the rear hub assembly wheel body axial slot 768 are aligned to form a rear key passage 746.

  Further, in the exemplary embodiment, the rear hub assembly wheel body 760 has a number of radial directions extending between the rear hub assembly wheel body central passage 762 and the rear hub assembly wheel body clutch assembly cavity 764. A passage 769 is included. In the exemplary embodiment, the rear hub assembly wheel body radial passage 769 extends to one axial face of the clutch assembly cavity 764 of the rear hub assembly wheel body. The radial passage 769 of the rear hub assembly wheel body is sized and arranged to correspond to the radial passage 832 in the middle portion of the shaft body of the rear hub assembly, as will be described below.

  The clutch assembly 752 of the rear hub assembly (hereinafter “rear clutch assembly” 752) includes a movable piston 770, a clutch pad 780, and a mounting portion 790. The rear clutch assembly piston 770 includes an annular body 772. The piston body 772 of the rear clutch assembly includes a clutch pad support 774 and a mounting portion 776. The clutch pad body support 774 of the rear clutch assembly is configured to support and / or couple the clutch pad 780 of the rear clutch assembly to the piston 770 of the rear clutch assembly. In an exemplary embodiment, the piston 770 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly are integral, and the support 774 of the clutch pad body of the rear clutch assembly is two in the integral body. It is a transition between areas. The clutch pad body mounting portion 776 of the rear clutch assembly is a generally flat portion that includes several axial mounting pockets 778. The rear clutch assembly piston body mounting pocket 778 is sized and shaped to correspond to the axial pockets 766 of the rear hub assembly wheel body clutch assembly and their patterns.

  The clutch pad 780 of the rear clutch assembly includes an annular body 782. In the exemplary embodiment, the clutch pad 780 of the rear clutch assembly is made of a soft material and is sized and corresponding to the first flat surface 712 and the rear brake member body 710 of the rear brake member body. It has a shape. The clutch pad body 782 of the rear clutch assembly has a generally rectangular cross-section including a first axial surface 784 in the exemplary embodiment.

  In the exemplary embodiment, the rear clutch assembly attachment 790 includes a number of resilient members 792. As shown, in the exemplary embodiment, the mounting member 792 of the rear clutch assembly is a compression spring 794. The members 792 are sized to correspond to the rear pocket assembly piston body mounting pocket 778 and the rear hub assembly wheel body clutch assembly cavity axial pocket 766.

  The rear hub assembly 314 is assembled as follows. The clutch pad 780 of the rear clutch assembly is coupled, directly coupled, or fixed to the piston body 772 of the rear clutch assembly. In the exemplary embodiment, the clutch pad 780 of the rear clutch assembly extends around or surrounds the piston body 772 of the rear clutch assembly. The piston body 772 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly are operably disposed within the clutch assembly cavity 764 of the rear hub assembly wheel body. In the exemplary embodiment, the piston body 772 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly are translatably disposed within the clutch assembly cavity 764 of the rear hub assembly wheel body. In the exemplary embodiment, the piston body 772 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly move generally axially as described below.

  The rear clutch assembly mounting portion 790, in the exemplary embodiment, the rear clutch assembly mounting member 792, connects the piston body 772 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly to the rear hub assembly. The wheel body 760 is movably or translatably coupled. For example, both ends of the elastic member 792 are disposed in one of the mounting pocket 778 of the rear clutch assembly piston body or the axial pocket 766 of the clutch assembly cavity of the rear hub assembly wheel body. In this configuration, the piston body 772 of the rear clutch assembly and the clutch pad 780 of the rear clutch assembly are configured to move axially relative to the rear hub assembly wheel body 760, whereas Cannot rotate.

  The rear hub assembly shaft 753 includes an elongated generally cylindrical body 820. The shaft body 820 of the rear hub assembly includes a first end 822, an intermediate portion 824, and a second end 826. The first end 822 of the shaft body of the rear hub assembly includes an axial bore 830 that extends to the middle shaft portion 824 of the rear hub assembly. The rear hub assembly shaft body intermediate portion 824 includes a continuous portion of the rear hub assembly shaft body bore 830 and a number of generally radial passages 832. The shaft body middle portion 824 of the rear hub assembly further includes a rear key assembly 840.

  A key assembly 840 in the middle of the shaft body of the rear hub assembly (hereinafter rear key assembly 840) is configured to maintain the rear hub assembly 314 in a fixed relationship with the shaft body 820 of the rear hub assembly. . In the exemplary embodiment, rear key assembly 840 includes an axial slot 844 that extends to an axial surface 823 of the first end of the shaft body of the rear hub assembly. In the exemplary embodiment, the axial slot 844 of the rear key assembly has a semi-circular cross section. As described above, the rear hub assembly wheel body 760 includes a similar axial slot 768. When the rear hub assembly wheel body 760 is disposed on the shaft body 820 of the rear hub assembly, the rear key assembly axial slot 844 and the rear hub assembly wheel body axial slot 768 are in the key path 746. Are aligned to form. The rear key assembly 840 further includes a key member 848. In the exemplary embodiment, key member 848 of key assembly is body 850 corresponding to key passage 846 of the rear key assembly.

  The second end 826 of the shaft body of the rear hub assembly includes a selectable coupling 174R. As described above, each selectable coupling 174 is selectably (ie, removably) coupled to another selectable coupling 174 in a fixed relationship. In the exemplary embodiment, each selectable coupling 174 is a symmetric interlocking selectable coupling 175, as described above.

  The rear hub assembly 314 is secured to the shaft body middle portion 824 of the rear hub assembly in the exemplary embodiment. The rear hub assembly shaft body middle portion 824 is disposed in the central hub passage 862 of the rear hub assembly wheel body such that the rear key assembly axial slot 844 and the hub assembly wheel body axial slot 768 are: Aligned to form a key passage 846. The key member 848 is disposed in the key passage 846 and substantially secures the wheel body 760 of the rear hub assembly to the shaft body 820 of the rear hub assembly. That is, manufacturing tolerances may minimize movement between the rear hub assembly wheel body 760 and the shaft body 820 of the rear hub assembly, but the rear hub assembly wheel body 760 may be a shaft body of the rear hub assembly. Unable to rotate around 820.

  When the rear hub assembly wheel body 760 is disposed in the shaft body intermediate portion 824 of the rear hub assembly, the radial passage 769 of the rear hub assembly wheel body and the radial passage of the shaft body intermediate portion of the rear hub assembly 832 forms several continuous passages. In other words, when the rear hub assembly wheel body 760 is disposed in the shaft body intermediate portion 824 of the rear hub assembly, the radial passage 769 of the rear hub assembly wheel body and the shaft body intermediate portion of the rear hub assembly The radial passage 832 is in fluid communication.

  Further, the rear brake member 702 is disposed within the clutch assembly cavity 764 of the rear hub assembly wheel. As described above, the rear brake member 702 is also sized and shaped to accommodate the clutch pad 780 of the rear clutch assembly. The clutch assembly cavity 864 of the rear hub assembly wheel body has a sufficient axial height so that the clutch pad 780 of the rear clutch assembly can be spaced from the rear brake member 702.

  In this configuration, the piston body 772 of the rear clutch assembly, and hence the clutch pad 780 of the rear clutch assembly, has a first position where the clutch pad 780 of the rear clutch assembly is fixed to the rear brake member 702, and the rear position. The clutch pad 780 of the side clutch assembly moves between two positions, a second position that is not secured to the rear brake member 702. In the exemplary embodiment, the rear clutch assembly mounting portion 790 is configured to bias the piston body 772 of the rear clutch assembly, and thus the clutch pad 780 of the rear clutch assembly, toward the first position. Has been.

  In this embodiment, the pneumatic actuator assembly 310 is further configured to actuate the rear brake assembly 312. That is, the pneumatic actuator assembly 310 includes an axial bore 830 in the shaft body of the rear hub assembly, a radial passage 832 in the middle portion of the shaft body of the rear hub assembly, and a radial passage 769 in the rear hub assembly wheel body. And a rear rotatable pressure coupling 892. The pneumatic actuator assembly 310 further includes a number of seals, a pressure hose, and a pressure generating assembly (not shown). A rear rotatable pressure coupling 892 of the pneumatic actuator assembly is rotatably disposed within the axial bore 830 of the shaft body of the rear hub assembly. The radial passage 832 in the middle of the shaft body of the rear hub assembly and the radial passage 769 of the rear hub assembly wheel body are aligned when the rear hub assembly 314 is secured to the shaft 753 of the rear hub assembly. . Seals are arranged at or around various interfaces of these elements and are configured to substantially prevent fluid leakage from the various passages. Further, the seal is disposed between the surface of the clutch assembly cavity 864 of the rear hub assembly wheel body and the surface of the piston 770 of the rear clutch assembly so that it is on one side of the front clutch assembly piston 470. A rear hub assembly pressure holding chamber 896 is formed. In this configuration, the pneumatic actuator assembly 310 pressurizes the pressure holding chamber 896 of the rear hub assembly to move the piston body 772 of the rear clutch assembly between a first position and a second position. It is configured. That is, when pressure is applied to the pressure holding chamber 896 of the rear hub assembly, the piston body 772 of the rear clutch assembly moves to the second position.

  The rear hub assembly 314 is selectively coupled to the fourth connecting shaft 170D. That is, the selectable coupling 174''D at the second end of the fourth connecting shaft body is selectively and actuable to the selectable coupling 174R at the second end of the shaft body of the rear hub assembly. And are therefore arranged in a fixed relationship. Further, as described above, the wheel assembly 750 of the rear hub assembly is secured in a single orientation to the shaft 753 of the rear hub assembly by the rear key assembly 840. Further, the wheel body 760 of the rear hub assembly and the clutch pad 780 of the rear clutch assembly are arranged in a fixed orientation with respect to each other.

  The rear brake assembly 312 operates as follows. The piston body 772 of the rear clutch assembly is initially in the first position, and the clutch pad 780 of the rear clutch assembly is fixed to the rear brake member 702. That is, the clutch pad 780 of the rear clutch assembly is stationary. Since the rear hub assembly wheel body 760 and the clutch pad 780 of the rear clutch assembly are disposed in a fixed orientation relative to each other, the rear hub assembly wheel body 760 is stationary. Further, because the rear hub assembly wheel assembly 750 is unidirectionally secured to the rear hub assembly shaft 753, the rear hub assembly shaft 753 is stationary.

  When the pneumatic actuator assembly 310 is activated, the pressure holding chamber 522 of the front hub assembly is pressurized and the piston body 472 of the front clutch assembly moves from the first position to the second position as described above. Further, as described above, the rotation of the various connecting shafts 170A, 170B, 170C, 170D, the press shafts 176A, 176B, 176C, 176D, and the crankshafts 52A, 52B, 52C, 52D starts. At substantially the same time, the pressure holding chamber 896 of the rear hub assembly is pressurized, moving the piston body 772 of the rear clutch assembly and thus the clutch pad 780 of the rear clutch assembly to the second position. When the clutch pad 780 of the rear clutch assembly is in the second position, the clutch pad 780 of the rear clutch assembly is not fixed to the rear brake member 702 and the rear hub assembly wheel body 760 and the rear hub assembly are not fixed. The shaft 753 rotates freely. Thus, the shaft 753 of the rear hub assembly rotates with the fourth connecting shaft 170D to which it is coupled in a fixed orientation.

  When the pneumatic actuator assembly 310 stops, the pressure is released from the pressure holding chamber 522 of the front hub assembly and the pressure holding chamber 896 of the rear hub assembly, and the elastic member 492 of the front clutch assembly mounting portion and the rear clutch assembly are released. The attachment elastic member 792 moves the piston body 472 of the front clutch assembly and the piston body 772 of the rear clutch assembly to the first position. In this position, the clutch pad 480 of the front clutch assembly and the clutch pad 780 of the rear clutch assembly are engaged, and are fixed to the front brake member body 510 and the rear brake member body 710 after the transition period, respectively. Is done. Thereby, as above-mentioned, rotation with various connection shaft 170A, 170B, 170C, 170D, press shaft 176A, 176B, 176C, 176D, and crankshaft 52A, 52B, 52C, 52D stops. Further, the rear brake assembly 312 acts on the end of the direct drive connection assembly 166 on the opposite side of the clutch / brake assembly 300 so that the brake load is distributed and the various connection shafts 170A, 170B, 170C, 170D. The stress on is reduced.

  In the exemplary embodiment, feeder 21 is mechanically driven by multi-press drive assembly 160. As shown in FIGS. 1 and 18, the feeding device 21 includes an indexer assembly 900. The indexing assembly 900 is configured to convert a generally constant rotational motion into an intermittent, ie stop-and-go motion. As noted above, the feeder 21 is configured to progressively or “index” several workpieces, or can end shells 1 ′, through the conversion system 10. More specifically, the feeder 21 includes a number of feed belts 902, each including a number of cavities sized to correspond to the can end shell 1 '. There is one feed belt 902A, 902B, 902C for each end press unit 12A, 12B, 12C. Each feed belt 902A, 902B, 902C is configured in a loop shape extending through the end lanes 20A, 20B, 20C. Further, each feed belt 902A, 902B, 902C is disposed on at least two rollers 904 ′ and 904 ″ (FIGS. 1 and 2) at either end of the feed belts 902A, 902B, 902C. . One of the rollers 904 ′ A, 904 ′ B, 904 ′ C is driven by the indexing assembly 900, which is also driven by the multi-press drive assembly 160.

  In the exemplary embodiment, index assembly 900 is operatively coupled to feeder drive assembly 910, as shown in FIG. The feeder drive assembly 910 includes a drive 912, a drive shaft 914, a power assembly 916, and an output shaft 919 (FIG. 3). The power assembly 916 of the feeder drive assembly is a clutch assembly, a clutch / brake assembly, or an integral clutch / brake assembly, but as a “power assembly” 916 to avoid confusion with the clutch / brake assembly 300 described above. Have been identified. The power assembly 916 includes a hub assembly 905 and a brake assembly 906.

  In the exemplary embodiment, the drive 912 of the feeder drive assembly includes a sprocket 917 and a belt 918. The drive belt 918 of the feeder drive assembly is a toothed belt in the exemplary embodiment. The feeder drive assembly drive belt 918 is looped around the output shaft body drive coupling drive sprocket 360 and the feed drive assembly drive sprocket 917, thereby providing these two elements. Are operably coupled. As shown, several positioning rollers control the path of the belt 918 of the drive device of the feed device drive assembly.

  The drive shaft 914 of the feeder drive assembly that is also the input shaft of the indexing assembly 900 includes an elongated body 920. The drive shaft body 920 of the feeder drive assembly includes a first end 922, an intermediate portion 924, and a second end 926. The drive shaft body 920 of the feeder drive assembly extends through the indexing assembly 900 in the exemplary embodiment. The drive shaft body middle portion 924 of the feeder drive assembly is operably coupled to the output shaft 919 of the feeder drive assembly in the indexing assembly 900.

  The sprocket 917 of the feeder drive assembly drive is coupled to the first end 922 of the drive shaft body of the feeder drive assembly, is directly coupled, or is fixed in an exemplary embodiment. In this configuration, the rotational movement of the sprocket 917 of the feeder drive assembly drive is transmitted to the drive shaft body 920 of the feeder drive. The second end 926 of the drive shaft body of the feeder drive assembly includes an axial bore 930 that extends to the drive shaft body middle 924 of the feeder drive assembly. In addition to the axial bore 930 of the drive shaft body of the feeder drive assembly, the drive shaft body intermediate portion 924 of the feeder drive assembly includes several generally radial passages 932. The drive shaft body intermediate portion 924 of the feeder drive assembly further includes a key assembly 940 and a bearing assembly mounting portion 942.

  A key assembly 940 in the middle of the drive shaft body of the feeder drive assembly (hereinafter “feeder drive shaft key assembly” 940) maintains the power assembly hub assembly 906 in a fixed relationship with the shaft body 920 of the feeder drive assembly. It is configured. In the exemplary embodiment, feeder drive shaft key assembly 940 includes an axial slot 944 that extends to an axial surface 923 of the first end of the drive shaft body of the feeder drive assembly. In the exemplary embodiment, the axial slot 944 of the feeder drive shaft key assembly has a semi-circular cross-section. As described below, the power assembly hub assembly wheel body 1060 includes a similar axial slot 1068. When the wheel body 1060 of the power assembly hub assembly is positioned in the drive shaft body 920 of the feeder drive assembly, the axial slot 944 of the key assembly of the feeder drive shaft and the axial slot 1068 of the wheel body of the power assembly hub assembly. Are aligned to form a keyway 946 for the feeder drive shaft. The feeder drive shaft key assembly 940 further includes a feeder drive shaft key member 948. In the exemplary embodiment, key member 948 of the feeder drive shaft key assembly is a body 950 corresponding to key passage 946 of the feeder drive shaft key assembly.

  As shown in FIG. 24, the bearing assembly mounting portion 942 (hereinafter referred to as the driving shaft body bearing assembly mounting portion 942) in the middle portion of the driving shaft body of the feeding device driving assembly is configured to drive the feeding device driving assembly as described below. Part of the shaft body 920 and configured to couple with the bearing assembly 1004 of the flywheel assembly of the power assembly. The drive shaft body bearing assembly mounting portion 942 has a substantially circular cross section.

  The flywheel assembly 903 of the power assembly includes a flywheel body 1000, a clutch disk 1002, and a bearing assembly 1004. The flywheel body 1000 of the power assembly flywheel assembly is generally annular, that is, formed as a torus and includes a central passage 1010. Further, the flywheel body 1000 of the flywheel assembly of the power assembly includes a collar 1014 that lies on one axial plane. In the exemplary embodiment, a “collar” as used herein is a raised ridge that extends around an annular central passage, such as the central passage 1010 of the flywheel body of the flywheel assembly of the power assembly. ing. As shown, the flywheel body collar 1014 of the flywheel assembly of the power assembly includes a number of screw holes 1016 that are substantially equally spaced. The screw hole 1016 extends substantially in the axial direction.

  The clutch disk 1002 of the flywheel assembly of the power assembly includes a generally annular body 1020 having a first axial plane 1022 and an outer radial surface 1024. The first plane 1022 of the flywheel assembly of the power assembly is, in the exemplary embodiment, substantially smooth and configured to engage the clutch pad. The outer radial surface 1024 of the clutch disk of the flywheel assembly of the power assembly includes a plurality of radially extending tabs 1026, each tab defining a passage (not labeled). There are a corresponding number of tabs 1026 and threaded bores 1016 that are further arranged in a corresponding pattern.

  The bearing assembly 1004 of the flywheel assembly of the power assembly may be any known type of bearing. In the illustrated exemplary embodiment, the power assembly flywheel assembly bearing assembly 1004 includes a pair of spaced ball bearing assemblies 1030. That is, each bearing assembly 1004 of the flywheel assembly of the power assembly includes a first inner torus-like race 1032, a second outer torus-like race 1034, and several ball bearings 1036 disposed therebetween. Contains. The second torus-like race 1034 is sized to fit snugly within the central passage 1010 of the flywheel body of the flywheel assembly of the power assembly.

  The flywheel assembly 903 of the power assembly is assembled as follows to couple with the drive shaft 914 of the feeder drive assembly. The power assembly flywheel assembly clutch disk 1002 is, in the exemplary embodiment, coupled to the flywheel body 1000 of the power assembly flywheel assembly, directly coupled, or fixed in the exemplary embodiment. That is, some fasteners (unsigned) pass through the tab passages on the outer radial surface of the clutch disc of the flywheel assembly of the power assembly and into the screw holes 1016 in the collar of the flywheel body of the flywheel assembly of the power assembly. Screwed. Further, the flywheel assembly bearing assembly 1004 of the power assembly is disposed within the central passage 1010 of the flywheel body of the flywheel assembly of the power assembly. The power assembly flywheel assembly 903 is rotatably coupled to the drive shaft 914 of the feeder drive assembly, and the bearing assembly 1004 of the power assembly flywheel assembly is coupled to the drive shaft body bearing assembly assembly 942. Directly coupled or fixed. In the exemplary embodiment, the first torus-like race 1032 of the bearing assembly of the flywheel assembly of the power assembly is secured to the drive shaft body bearing assembly mount 942.

  The power assembly hub assembly 906 includes a wheel assembly 1050 and a clutch assembly 1052. The wheel assembly 1050 of the power assembly hub assembly is secured to the drive shaft body 920 of the feeder drive assembly or the drive shaft body intermediate 924 of the feeder drive assembly in the exemplary embodiment. In the exemplary embodiment, the wheel assembly 1050 of the power assembly hub assembly is secured in a single orientation to the drive shaft body 920 of the feeder drive assembly by a feeder drive shaft key assembly 940, as described below. The

  The wheel assembly 1050 of the power assembly hub assembly includes a body 1060 (hereinafter “power assembly hub assembly wheel body” 1060). The power assembly hub assembly wheel body 1060 is generally annular and defines a central passage 1062 and a clutch assembly cavity 1064. In the exemplary embodiment, the clutch assembly cavity 1064 of the power assembly hub assembly wheel body is an annular cavity having a rectangular cross-sectional shape. Further, the clutch assembly cavity 1064 of the power assembly hub assembly wheel body includes a number of generally axially spaced pockets 1066 spaced apart. In the exemplary embodiment, power assembly hub assembly wheel body clutch assembly cavity axial pockets 1066 are arranged in a pattern within power assembly hub assembly wheel body clutch assembly cavity 1064.

  In the exemplary embodiment, power assembly hub assembly wheel body 1060 further includes an axial slot 1068. As described above, the axial slot 1068 of the power assembly hub assembly wheel body is sized to correspond to the axial slot 944 of the key assembly so that the power assembly hub assembly wheel body 1060 can drive the feeder drive assembly. When disposed in the shaft body 920, the axial slot 944 of the key assembly and the axial slot 1068 of the wheel body of the hub assembly are aligned to form a key passage 946.

  Further, in the exemplary embodiment, the power assembly hub assembly wheel body 1060 has a number of radial directions extending between the central passage 1062 of the power assembly hub assembly wheel body and the clutch assembly cavity 1064 of the power assembly hub assembly wheel body. A passage 1069 is included. In the exemplary embodiment, the radial passage 1069 of the power assembly hub assembly wheel body extends to one axial face of the clutch assembly cavity 1064 of the power assembly hub assembly wheel body. The radial passage 1069 of the power assembly hub assembly wheel body is sized and arranged to correspond to the radial passage 932 in the middle of the drive shaft body of the feeder drive assembly. That is, when the power assembly hub assembly wheel body 1060 is disposed in the drive shaft body middle portion 924 of the feeder drive assembly, the radial passage 1069 of the power assembly hub assembly wheel body and the body middle portion of the drive shaft of the feeder drive assembly. The radial passage 932 forms several continuous passages. In other words, when the power assembly hub assembly wheel body 1060 is positioned in the drive shaft body middle portion 924 of the feeder drive assembly, the radial passage 1069 of the power assembly hub assembly wheel body and the drive shaft body middle of the feeder drive assembly. Fluid communication with the radial passage 932 of the portion.

  The clutch assembly 1052 of the power assembly hub assembly (hereinafter “power assembly clutch assembly” 1052) includes a movable piston 1070, a clutch pad 1080, and a mounting portion 1090. The power assembly clutch assembly piston 1070 includes an annular body 1072. The piston body 1072 of the power assembly clutch assembly includes a clutch pad support portion 1074 and a mounting portion 1076. The clutch pad body support 1074 of the power assembly clutch assembly is configured to support and / or couple the clutch pad 1080 of the power assembly clutch assembly to the piston 1070 of the power assembly clutch assembly. In the exemplary embodiment, the piston 1070 of the power assembly clutch assembly and the clutch pad 1080 of the power assembly clutch assembly are integrated, and the support 1074 of the clutch pad body of the power assembly clutch assembly is integrated. A transition between two areas of the body. The clutch pad body mounting portion 1076 of the power assembly clutch assembly is a generally flat portion including a number of axial mounting pockets 1078. The power assembly clutch assembly piston body mounting pocket 1078 is sized and shaped to correspond to the axial pocket 1066 of the clutch assembly cavity of the wheel body of the power assembly hub assembly and their patterns. .

  The clutch pad 1080 of the power assembly clutch assembly includes an annular body 1082. In the exemplary embodiment, clutch pad 1080 of the power assembly clutch assembly is made of a soft material and is sized and shaped to correspond to first plane 1022 of the clutch disk of the flywheel assembly of the power assembly. Yes. The clutch pad body 1082 of the power assembly clutch assembly has a generally rectangular cross-section including a first axial surface 1084 in the exemplary embodiment.

  In the exemplary embodiment, power assembly clutch assembly attachment 1090 includes a number of resilient members 1092. As shown, in the exemplary embodiment, the mounting member 1092 of the power assembly clutch assembly is a compression spring 1094. The members 1092 are sized to accommodate the mounting pocket 1078 of the piston body of the power assembly clutch assembly and the axial pocket 1066 of the clutch assembly cavity of the wheel body of the power assembly hub assembly.

  The power assembly hub assembly 906 is assembled as follows. The clutch pad 1080 of the power assembly clutch assembly is coupled, directly coupled, or fixed to the piston body 1072 of the power assembly clutch assembly. In the exemplary embodiment, the clutch pad 1080 of the power assembly clutch assembly extends around or surrounds the piston body 1072 of the power assembly clutch assembly. The piston body 1072 of the power assembly clutch assembly and the clutch pad 1080 of the power assembly clutch assembly are movably disposed within the clutch assembly cavity 1064 of the wheel body of the power assembly hub assembly. In the exemplary embodiment, the piston body 1072 of the power assembly clutch assembly and the clutch pad 1080 of the power assembly clutch assembly are translatably disposed in the clutch assembly cavity 1064 of the wheel body of the power assembly hub assembly. In the exemplary embodiment, the piston body 1072 of the power assembly clutch assembly and the clutch pad 1080 of the power assembly clutch assembly move generally axially as described below.

  The power assembly clutch assembly mounting portion 1090, in the exemplary embodiment, the power assembly clutch assembly mounting member 1092 includes a power assembly clutch assembly piston body 1072 and a power assembly clutch assembly clutch pad 1080, and a power assembly hub assembly. The wheel body 1060 is movably or translatably coupled. For example, the opposing end of the elastic member 1092 is disposed in one of the piston assembly mounting pocket 1078 of the power assembly clutch assembly or the axial pocket 1066 of the clutch assembly cavity of the wheel assembly of the power assembly hub assembly. In this configuration, the piston body 1072 of the power assembly clutch assembly and the clutch pad 1080 of the power assembly clutch assembly are configured to move axially relative to the wheel body 1060 of the power assembly hub assembly, whereas Cannot rotate.

  In this embodiment, the pneumatic actuator assembly 310 includes an axial bore 930 in the drive shaft body of the feeder drive assembly, a radial passage 932 in the middle of the drive shaft body of the feeder drive assembly, and a wheel body in the power assembly hub assembly. A radial passage 1069 and a rotatable pressure coupling 1120. The pneumatic actuator assembly 310 further includes a number of seals, a pressure hose, and a pressure generating assembly (not shown). The rotatable pressure coupling 1120 of the pneumatic actuator assembly is rotatably disposed within the axial bore 930 of the drive shaft body of the feeder drive assembly. When the power assembly hub assembly 906 is secured to the drive shaft 914 of the feeder drive assembly, a radial passage 932 in the middle of the drive shaft body of the feeder drive assembly and a radial passage 1069 in the wheel body of the power assembly hub assembly. Aligned. Seals are disposed at or around the various interfaces of these elements and are configured to substantially prevent fluid leakage from the various passages. Further, a seal is disposed between the clutch assembly cavity 1064 of the wheel body of the power assembly hub assembly and the surface of the piston 1070 of the power assembly clutch assembly so that one side of the piston 1070 of the power assembly clutch assembly. The pressure holding chamber 1122 of the power assembly hub assembly is formed. In this configuration, the pneumatic actuator assembly 310 pressurizes the pressure hold chamber 1122 of the power assembly hub assembly to move the piston body 1072 of the power assembly clutch assembly between a first position and a second position. It is configured.

  In addition to the above configuration, the power assembly 916 is assembled as follows. The flywheel assembly 903 of the power assembly is rotatably coupled to the drive shaft 914 of the feeder drive assembly at the drive shaft body intermediate 924 of the feeder drive assembly. That is, the bearing assembly 1004 of the flywheel assembly of the power assembly is coupled, directly coupled, or fixed to the bearing assembly mounting portion 942 of the drive shaft body. The flywheel body 1000 of the power assembly flywheel assembly is coupled, directly coupled, or fixed to the bearing assembly 1004 of the flywheel assembly of the power assembly. Further, the clutch disc 1002 of the flywheel assembly of the power assembly is disposed within the clutch assembly cavity 1064 of the wheel body of the power assembly hub assembly. As described above, the clutch disc 1002 of the flywheel assembly of the power assembly is sized and shaped to correspond to the clutch pad 1080 of the power assembly clutch assembly. Thus, in this configuration, the power assembly flywheel assembly clutch disk 1002 and the power assembly clutch assembly clutch pad 1080 are disposed adjacent to each other within the clutch assembly cavity 1064 of the wheel body of the power assembly hub assembly. . Further, the clutch disc 1002 of the flywheel assembly of the power assembly and the clutch pad 1080 of the power assembly clutch assembly are substantially parallel to each other.

  The power assembly hub assembly 906 is secured to the drive shaft body middle portion 924 of the feeder drive assembly in the exemplary embodiment. The drive shaft body intermediate portion 924 of the feeder drive assembly is disposed in the central passage 1062 of the wheel body of the power assembly hub assembly so that the axial slot 944 of the key assembly and the axial slot 1068 of the wheel body of the hub assembly are , To form a key passage 946. The key member 948 is disposed within the key passage 946 and substantially secures the wheel body 1060 of the power assembly hub assembly to the drive shaft body 920 of the feeder drive assembly. That is, while manufacturing tolerances allow for minimal movement between the wheel body 1060 of the power assembly hub assembly and the drive shaft body 920 of the feeder drive assembly, the wheel body 1060 of the power assembly hub assembly is The drive wheel body 1060 of the drive assembly cannot rotate about the drive shaft body 920 of the feeder drive assembly.

  In this configuration, the piston body 1072 of the power assembly clutch assembly, and thus the clutch pad 1080 of the power assembly clutch assembly, is fixed between two positions, ie, the clutch pad 1080 of the power assembly clutch assembly is fixed to the flywheel assembly 903 of the power assembly. A first position that is not secured and a clutch pad 1080 of the power assembly clutch assembly is secured to a flywheel assembly 903 of the power assembly (more specifically, a clutch disc 1002 of the flywheel assembly of the power assembly). Move between positions. In the exemplary embodiment, the power assembly clutch assembly mounting portion 1090 is configured to bias the power assembly clutch assembly piston body 1072 and thus the power assembly clutch assembly clutch pad 1080 toward the first position. ing.

  The output shaft 919 of the feeder drive assembly is also the output shaft of the indexing assembly 900 and is coupled to the rollers 904'A, 904'B, 904'C. As with other modular devices, the roller shaft 901 extending between the rollers 904 ′ A, 904 ′ B, 904 ′ C is separable in the exemplary embodiment and is a connecting portion between the segments of the roller shaft 901. Includes a separable coupling. In this configuration, the output shaft 919 of the feeder drive assembly drives each roller 904'A, 904'B, 904'C. As described above, the indexing assembly 900 converts the substantially constant rotation of the drive shaft 914 of the feeder drive assembly into intermittent motion on the output shaft 919 of the feeder drive assembly.

  In operation, the piston body 1072 of the power assembly clutch assembly leaves the first position. That is, initially, the clutch pad 1080 of the power assembly clutch assembly is not secured to the flywheel assembly 903 of the power assembly. When the pneumatic actuator assembly 310 is actuated, the piston body 1072 of the power assembly clutch assembly moves to the second position. That is, the clutch pad 1080 of the power assembly clutch assembly is fixed to the flywheel assembly 903 of the power assembly (more specifically, the clutch disk 1002 of the flywheel assembly of the power assembly). In this configuration, the wheel assembly 1050 of the power assembly hub assembly secured to the drive shaft body 920 of the feeder drive assembly provides rotational motion to the flywheel body 1000 of the flywheel assembly of the power assembly. As before, it is understood that there is a transition period in which the clutch pad 1080 of the power assembly clutch assembly slides relative to the clutch disk 1002 of the flywheel assembly of the power assembly. After the transition period, the clutch pad 1080 of the power assembly clutch assembly is secured to the clutch disc 1002 of the flywheel assembly of the power assembly. In this configuration, the flywheel assembly 903 of the power assembly rotates at the same speed, i.e., RPM, as the drive shaft body 920 of the feeder drive assembly. As described above, the motion of the drive shaft body 920 of the feeder drive assembly is converted by the indexing assembly 900 into intermittent motion of the output shaft 919 of the feeder drive assembly.

  When the pneumatic actuator assembly 310 stops, the pressure is released from the pressure holding chamber 1122 of the power assembly hub assembly. The power assembly clutch assembly mounting member 1092 moves the power assembly clutch assembly piston body 1072 to the first position. In this position, the clutch pad 1080 of the power assembly clutch assembly is not secured to the flywheel assembly 903 of the power assembly, and the flywheel assembly 903 of the power assembly is free to rotate about the drive shaft 914 of the feeder drive assembly. . Further, as described above, when the pneumatic actuator assembly 310 is stopped, the output shaft body 320 of the clutch / brake assembly is also stationary. As described above, the drive sprocket 360 of the output shaft body drive coupling device is operably coupled to the drive shaft 914 of the feeder drive assembly. Thus, when the output shaft body 320 of the clutch / brake assembly is stationary, the drive shaft 914 of the feeder drive assembly is also stationary. When the drive shaft 914 of the feeder drive assembly is stationary, the power assembly hub assembly 906 is also stationary.

  When pneumatic actuator assembly 310 is actuated again (and assuming flywheel body 1000 of the flywheel assembly of the power assembly has not lost rotational motion due to friction), power assembly hub assembly 906 may Engage with flywheel body 1000. That is, the piston body 1072 of the power assembly clutch assembly moves to the second position described above, but the clutch disk 1002 of the flywheel assembly of the power assembly is moving. In this way, the energy of the power assembly flywheel assembly 903 is conserved to help restart the feeder 21.

  While particular embodiments of the present invention have been described in detail, those skilled in the art will appreciate that various modifications and alternatives to those details may be developed in light of the overall teachings of the present disclosure. . Accordingly, the specific configuration disclosed is intended to be exemplary only and should not be construed as a limitation on the scope of the invention, which should be accorded the full scope of the appended claims and any equivalents thereof. Absent.

Claims (19)

A multi-press drive assembly for a conversion system including several crankshafts,
A motor having an output shaft;
A clutch / brake assembly including an output shaft;
A drive coupling assembly including several gearboxes, several coupling shafts, and several press shafts;
With
The clutch / brake assembly is operably coupled to an output shaft of the motor, and the output shaft of the clutch / brake assembly is operably coupled to the drive coupling assembly;
A multi-press drive assembly, wherein each press shaft is configured to operably couple to a crankshaft. At least one connecting shaft is rotatably coupled to each gearbox;
A press shaft is rotatably connected to each gear box,
Each gear box includes a conversion link mechanism configured to convert the rotational motion of the connecting shaft into the rotational motion of the press shaft;
The multi-press drive assembly of claim 1, wherein at least one connecting shaft is operably coupled to each press shaft. Each conversion link mechanism includes a first miter gear and a second miter gear, and the first miter gear and the second miter gear are operatively coupled to each other,
Each first miter gear is fixed to a connecting shaft,
The multi-press drive assembly of claim 1, wherein each second miter gear is fixed to a connecting press shaft. The several connecting shafts are arranged in series;
The output shaft of the clutch / brake assembly includes a body having a first end and a second end;
A second end of the output shaft of the clutch / brake assembly includes a selectable coupling;
Each connecting shaft includes a body having a first end and a second end;
The first end of each link shaft includes a selectable coupling;
The second end of each connecting shaft includes a selectable coupling;
The multi-press drive assembly of claim 1, wherein each link shaft is selectively coupled to at least one of an output shaft or an adjacent connecting shaft of the clutch / brake assembly.   Selectable coupling at the first end of each connecting shaft, selectable coupling at the second end of each connecting shaft, and selectable cup at the second end of the output shaft of the clutch / brake assembly. The multi-press drive assembly of claim 4, wherein the ring is a symmetrical interlocking selectable coupling. The clutch / brake assembly includes a flywheel assembly and a front hub assembly;
The front hub assembly includes a wheel assembly and a clutch assembly;
A wheel assembly of the front hub assembly is secured to an output shaft of the clutch / brake assembly;
The front clutch assembly includes a mounting portion and a movable clutch pad,
A mounting portion of the front clutch assembly is coupled to a wheel assembly of the front hub assembly;
A clutch pad of the front clutch assembly is movably coupled to a mounting portion of the front clutch assembly;
The clutch pad of the front clutch assembly is between a first position not secured to the flywheel assembly of the clutch / brake assembly and a second position secured to the flywheel assembly of the clutch / brake assembly. The multi-press drive assembly of claim 1, wherein the multi-press drive assembly moves. The flywheel assembly of the clutch / brake assembly includes a flywheel body;
The flywheel body of the clutch / brake assembly is generally a torus including a central passage;
The multi-press drive assembly of claim 6, wherein the flywheel body of the clutch / brake assembly is rotatably disposed about an output shaft of the clutch / brake assembly. The flywheel assembly of the clutch / brake assembly includes a clutch disc, and the clutch disc of the flywheel assembly of the clutch / brake assembly is fixed to the flywheel body of the clutch / brake assembly;
The clutch pad of the front clutch assembly has a first position not fixed to the clutch disk of the flywheel assembly of the clutch / brake assembly and a second position fixed to the clutch disk of the flywheel assembly of the clutch / brake assembly. The multi-press drive assembly according to claim 7, wherein the multi-press drive assembly moves between the positions. The front clutch assembly includes a piston;
The piston of the front clutch assembly includes a body;
The piston body of the front clutch assembly is generally annular and includes a number of axial mounting pockets;
The wheel assembly of the front hub assembly includes a wheel body;
The wheel body of the front hub assembly is generally annular and defines a clutch assembly cavity;
A clutch pad of the front clutch assembly includes a generally annular body, and a body of the clutch pad of the front clutch assembly is fixed to a body of a piston of the front clutch assembly;
A piston body of the front clutch assembly and a clutch pad body of the front clutch assembly are movably disposed in a clutch assembly cavity of a wheel body of the front hub assembly;
The piston body of the front clutch assembly has a first position where the clutch pad of the front clutch assembly is not fixed to the clutch disc of the flywheel assembly of the clutch / brake assembly, and the clutch pad of the front clutch assembly is 9. The multi-press drive assembly of claim 8, wherein the multi-press drive assembly moves between a second position secured to a clutch disc of a flywheel assembly of the clutch / brake assembly. The clutch / brake assembly includes a pneumatic actuator assembly;
The multi-actuator of claim 9, wherein the pneumatic actuator assembly of the clutch / brake assembly is configured to move a body of a piston of the front clutch assembly between the first position and the second position. Press drive assembly. The clutch / brake assembly includes a front brake assembly;
The front brake assembly includes a front brake member;
The multi-press according to claim 6, wherein a clutch pad of the front clutch assembly moves between a first position fixed to the front brake member and a second position fixed to the flywheel assembly. Drive assembly. The clutch / brake assembly includes a rear brake assembly;
The rear brake assembly includes a rear brake member;
The several connecting shafts are coupled in series to form a drive shaft, the drive shaft including a first end and a second end;
The clutch / brake assembly includes a rear hub assembly;
The rear hub assembly includes a hub assembly wheel assembly and a clutch assembly;
A wheel assembly of the rear hub assembly is secured to a second end of the drive shaft;
The rear clutch assembly includes a mounting portion and a movable clutch pad,
A mounting portion of the rear clutch assembly is coupled to a wheel assembly of the rear hub assembly;
The rear clutch pad is movably coupled to a mounting portion of the rear clutch assembly;
The rear clutch pad moves between a first position fixed to the rear brake member and a second position not fixed to the rear brake member. Multi-press drive assembly. The rear clutch assembly includes a piston;
The piston of the rear clutch assembly includes a body;
The body of the piston of the rear clutch assembly is generally annular and includes several axial mounting pockets;
The wheel assembly of the rear hub assembly includes a hub assembly wheel body, the wheel body of the rear hub assembly is generally annular and defines a clutch assembly cavity;
The rear clutch pad includes a generally annular body;
A body of the rear clutch pad is fixed to a piston body of the rear clutch assembly;
The body of the piston of the rear clutch assembly and the body of the rear clutch pad are movably disposed in the clutch assembly cavity of the wheel body of the rear hub assembly,
The piston body of the rear clutch assembly has a first position where the rear clutch pad is fixed to the rear brake member, and a first position where the rear clutch pad is not fixed to the rear brake member. The multi-press drive assembly of claim 12, which moves between two positions. The conversion system includes a feeder, and the feeder includes an index assembly;
The multi-press drive assembly includes a feeder drive assembly that includes a drive, a drive shaft, a power assembly, and an output shaft;
The drive of the feeder drive assembly is operably coupled to a drive shaft of the feeder drive assembly;
A drive shaft of the feeder drive assembly is operably coupled to the indexing assembly;
An output shaft of the feeder drive assembly is operably coupled to the indexing assembly;
The multi-press drive assembly of claim 1, wherein a power assembly of the feeder drive assembly is coupled to a drive shaft of the feeder drive assembly. The power assembly of the feeder drive assembly includes a flywheel assembly and a hub assembly;
The hub assembly of the power assembly includes a hub assembly wheel assembly and a clutch assembly;
A wheel assembly of the hub assembly of the power assembly is secured to a drive shaft of the feeder drive assembly;
The clutch assembly of the power assembly includes a mounting portion and a movable clutch pad,
A mounting portion of the clutch assembly of the power assembly is coupled to a wheel assembly of the front hub assembly;
A clutch pad of the power assembly is movably coupled to a mounting portion of the clutch assembly of the power assembly;
The clutch pad of the power assembly includes a first position where the clutch pad of the front clutch assembly is not fixed to the flywheel assembly of the power assembly, and the clutch pad of the power assembly includes the flywheel assembly of the power assembly. The multi-press drive assembly of claim 14, wherein the multi-press drive assembly moves between a second position secured to the head. The flywheel assembly of the power assembly includes a flywheel body;
The flywheel body of the power assembly is generally a torus including a central passage;
The multi-press drive assembly of claim 15, wherein the flywheel body of the power assembly is rotatably disposed about a drive shaft of the feeder drive assembly. The flywheel assembly of the power assembly includes a clutch disc;
The clutch disc of the flywheel assembly of the power assembly is fixed to the flywheel body of the power assembly,
The clutch pad of the power assembly is between a first position not fixed to the clutch disk of the flywheel assembly of the power assembly and a second position fixed to the clutch disk of the flywheel assembly of the power assembly. The multi-press drive assembly of claim 16, wherein the multi-press drive assembly moves. The clutch assembly of the power assembly includes a piston;
The piston of the clutch assembly of the power assembly includes a body;
The body of the piston of the clutch assembly of the power assembly is generally annular and includes a number of axial mounting pockets;
The wheel assembly wheel assembly of the power assembly includes a hub assembly wheel body;
The wheel body of the hub assembly of the power assembly is generally annular and defines a clutch assembly cavity;
A clutch pad of the power assembly includes a generally annular body, and a body of the clutch pad of the power assembly is secured to a piston body of the clutch assembly of the power assembly;
The body of the piston of the clutch assembly of the power assembly and the body of the clutch pad of the power assembly are movably disposed in the clutch assembly cavity of the wheel body of the hub assembly of the power assembly;
The body of the piston of the clutch assembly of the power assembly has a first position where the clutch pad of the power assembly is not fixed to the clutch disc of the flywheel assembly of the power assembly, and the clutch pad of the power assembly includes the power pad. The multi-press drive assembly of claim 17, wherein the multi-press drive assembly moves between a second position secured to a clutch disk of a flywheel assembly of the assembly. The power assembly includes a pneumatic actuator assembly;
21. The multi-actuator of claim 18, wherein the pneumatic actuator assembly of the power assembly is configured to move a body of a piston of the power assembly clutch assembly between the first position and the second position. Press drive assembly.

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