US2501624A - Loom shuttle - Google Patents

Description

March 21, 1950 E. B. TlFFT 2,501,624

1.00M SHUTTLE 2 Sheets-Sheet 1 Filed Dec. 30, 1946 March 21, 1950 E. B. TIFFT 2,501,624

LOOM SHUTTLE Filed Dec. 30, 1946 2 Sheets-Sheet 2 INIEN TOR. EMERSON B. T IFF T Patented Mar. 21, 1950 Emerson B. Tii'it, Hopedale, Mass moi to Draper Corporation, Hopedale, .Mll8., a corporation of Maine Application Dece mber 30, 1946, Serial No. 110,101

- 13 Claims. (01. 139-196) This invention relates to loom shuttles and more particularly to an improved form of shuttle tip and means and method of securing the tip to the shuttle body.

Loom shuttles are commonly constructed principally of wood or other-relatively soft material.

which is unable to withstand without reinforcement the repeated and heavy impact of the picker on the shuttle. It accordingly has been the practice to provide at each end of the shuttle a metallic tip, usually of steel or other wear resistant material. The tip is ordinarily comprised of two integral portions, a shank or tang for insertion in an axial hole or bore in the shuttle body, and a generally conoidal spur having a fiat inner face for abutment against a fiat end face of the shuttle body. The shank serves to secure the wear resisting pointed spur to the shuttle.

Shuttles for modern looms must be made with relatively large bobbin compartments and must be provided with bobbin holding means and thread tensioning and eye means, yet are restricted as to allowable over-all length. The shuttle eye means and the bobbin spring are located at respective ends of the bobbin compartment of a shuttle, in recesses provided therefor, and leave but a small length of shuttle body stock to which the shuttle tips may be secured. The shank of the metallic tip has been made as long as the available space permits, to provide as much grip thereof by the shuttle body as is practicable. tle tips become loosened in service, which necessitates repair or replacement of shuttles. Loosening of the tips, while undesirable in any circumstance, increases to a prohibitive extent when looms are operated at high speed. It is thought that this is the result of the greatly increased impact of the picker on the shuttle and the increased frequency of picking, both of which cause theshuttle tips to become hot. The alternate expansion and contraction of the metal incident to heating during loom operation and cooling during loom stoppage may contribute to loosening of the shuttle tips.

With the foregoing in view it is an object of the invention to provide a loom shuttle having tips which do not readily become loosened in service. It is another object of the invention to provide a shuttle body with a tip having means for firmly anchoring the tip to the body. It is a further object of the invention to provide a shuttle tip having a recess in which a portion of the shuttle body may be securely confined to attain a more It is found, however, that shut-' body. Another object of the invention is to pro vide a shuttle having a body and a tip provided with a recess in which a portion of the shuttle body is secured under compression whereby the tip is firmly anchored to the shuttle body. Another object of the invention is to provide a shuttle having a non-metallic body and a-metallic tip with provisions for internally cooling the tip. The above objects and others that will become apparent hereinafter are attained by the invention, a preferred embodiment and several modifled forms of which are fully disclosed and illustrated in the following description and accompanying drawings. In the drawings:

Fig. 1 is a top view of one end of a shuttle according to the invention, with portions cut away for clarity of illustration;

Fig. 2 is an isometric'view of one end of'a shuttle blank formed according to the invention;

Fig. 3 is a sectional view of a portion of the end of a shuttle taken on a plane indicated by line 3-4 in Fig. l; j

Fig. 4 is an enlarged view in cross-section of a part of a shuttle end, taken in a plane bisecting permanent attachment of the tip to the shuttle an air duct;

Fig. 5 is an "exploded" view of a shuttle tip and appurtenant split sleeve according to the invention;

Fig. 6 is an exploded" view of one end of a shuttle according to the invention, showing a modification of one feature of the novel structure; I r

Fig. 7 is an end view of a shuttle tip according to the invention; and Y Figs. 8 through 13 illustrate sectional views of modified forms of shuttle end structures according to the invention.

The body of the shuttle illustrated in the draw ings and embodying the present invention may be composed of any suitable material. Among suitable materials may be mentioned wood and resinous thermosetting plastics. As illustrated, the shuttle has a body portion 2 tapered at the end and equipped with a metal tip of such external configuration as to merge smoothly with the shuttle body and form a metallic point of generally conoidal configuration at the end of the shuttle. While only one end of the shuttle is illustrated, itis. to be understood that the other end (not shown) may be shaped and equipped with a metal tip similarly to the shuttle end 11- lustrated. The shuttle body is provided with a conventional centrally-located bobbin compartment 4 in which a bobbin 6 may be supported as by a spring bobbin-holder I. The holder may be secured in a recess in the shuttle body by a bolt II as indicated in Fig. 1. A bobbin guide I2 may be provided and secured in the shuttle by a bolt l4. These enumerated shuttle fittings are conventional and may be of any desired type; and are not per-se a part of the present invention.

To achieve the objects of the invention there is provided a. novel structure at each end, of'the shuttle. As before mentioned, these structures may be the same and accordingly the descripployed as usual as a principal means of securin the spur to the shuttle body, but has additional novel functions as will hereinafter be set forth.

The spur of the tip is, as usual, provided to protect the end of the relatively soft shuttle body.

from disintegration under the repeated heavy impacts of the picker. The spur according to the presentinvention, however, has additional and novel functions as will hereinafter be explained in detail.

In applying prior art shuttle tips to the shuttle body, the practice has been to form the shuttle blank as a square-ended block. of proper length and of approximately final cross-sectional dimensions, then to bore an axially extending hole at each end, followed by insertion of the tip shanks each into a respective hole, usually with an application of a fluid cement. The tip shank and the hole were so dimensioned that a very tight fit was secured, whereby the shank was firmly held by the material of the shuttle body. As previously indicated, shuttle tips so affixed to a shuttle body often become loosened in service.

According to the present invention, loosening of the shuttle tips is effectively obviated by providing a more secure attachment of each tip to the shuttle body and preferably also by providing means whereby heat generated in or transferred to a tip is effectively dissipated during operation of the shuttle.

To more securely attach a tip to the shuttle body, a novel tip structure and mode of attachment are employed. The spur 20 is formed with i a recess 22 therein (Fig. which recess is preferably formed with a serrated or roughened circumferential outer wall 24. It will be noted that the formation of this recess makes the tip shank it longer than it would be if there were no recess, thus exposing a greater length of tip shank for gripping by the body material of the shuttle. The recess. is bounded at its bottom by a fiat surface 26 and at its inner limits by the surface of the tip shank l8, which optionally may be serrated or roughened as shown in Fig. 5. The generally conoidal outer surface of the spur which extends back from the point 28 of the tip is terminated along a nearly circular line 30 formed by the intersection of the conoidal surface and a plane perpendicular to the shank. Between the line 2| and recess 22 there is formed a flat face 32 lying in the aforementioned plane. The shank II, which preferably is of round cross-section, may be provided with a plurality of circumferentill gro ves or deformations 34 as may be cus- The novel structure comprises a new 4 tomary. The shank may be drilled or otherwise provided with an axial bore 38 which extends into the body of spur 20. Spur 20 may be provided with a plurality of bores 38 extending from the conoidal surface inwardly into communication with bore 38 and arranged to act as air ducts or passages. The shank may be provided'with bores so formed, as shown inFig." 4, at an inclination with respect to bore 36 and opening into the latter so as to act as air passages or ducts.

The shuttle body blank 42 (Fig. 2) is bored to provide a bore 44 extending axially inwardly from the end face 45 of the blank, to receive the shank l8 of the shuttle tip. To provide body material to grip the extra length of shank provided by recess 22, a shallow annular recess 48, of the same depth as recess 22, is formed in the end of the blank as by routing, the bottom of the recess being formed by a flat surface 50 against which face 32 of the tip spur is forced when the tip is applied to the blank. An additional element of the tip functioning to aid in securing the tip to the shuttle body in the novel manner of the invention comprises a longitudinally split sleeve 52, split'and spread as indicated in Fig. 5 and having a roughened outer surface 54 and a roughened inner surface 56. The sleeve is made of such dimensions as to be somewhat longer than the depth of recess 22 and of an outside diameter slightly greater than that of recess 22. Due to the fact the sleeve is split and spread it may be forced into recess 22, the sleeve being contracted and its diameter somewhat decreased by that action for a purpose to be explained hereinafter. The roughened outer surface 54 is preferably so formed that the grooves, serrations or other roughening conformations are, complementary with those produced on wall 24 of recess 22 in spur '20. The shuttle blank is provided with a second annular recess 58 of such dimensions as to leave a short cylindrical stub 60 of shuttle body material extending from the principal mass of the shuttle body. The cylindrical stub 60 and recess 58 are formed having such dimensions as to admit sleeve 52 into the recess over and around the stub but in snug engagement therewith; and such that stub 50 and sleeve 52 are of the same length. After the split sleeve is seated in recess 58, shuttle tip I6 is forced onto the blank, shank l8 entering bore 44 and the surface 32 of the spur entering recess 48 and becoming seated on the flat surface 50 at the bottom of that recess. It may be found to be expedient to apply both tips to the shuttle blank simultaneously, as is usual practice. As the shuttle tip is forced onto the end of the blank, one end of sleeve 52 isforced to enter recess 22 in spur 20. This action forces the sleeve to contract or reduce its outside diameter to that of recess 22, such being possible because of the split construction of the sleeve. Since the sleeve and stub 60 are in close engagement prior to this action, the result is that the material of stub GII is somewhat compressed between shank i8 and the sleeve, causing the compressed material to grip the shank with extreme force. As indicated in Fig. '3, some of the body material may be forced into the split of the sleeve by the great compressive forces applied to the stub 60, and in similar fashion the roughening formations inside the sleeve are pressed into the body material of stub 60. Thus the shank is much more firmly gripped by the material of the shuttle body than has previously been found to be practicable. At the same time stub 60 is pinched between shank l8 and sleeve 52 and the outer peripheral surface of stub 80 is likewise firmly gripped by and secured to sleeve 82 which in turn is tightly gripped in the recess 22 of spur 20. Thus spur is indirectly attached to the shuttle body through the sleeve and actually lends material aid in firmly securing the shuttle tip to the shuttle blank.

Bores 52 for air passage may be formed in the shuttle body, preferably but not necessarily at the locations shown, which bores are arfor providing air passages from bore 88 of shank l8, through the shuttle body and opening to the exterior thereof. After the tips have been applied to the shuttle blank (one at each end) in the manner indicated, the blank is turned off as indicated by dotted lines 84 in Fig. 2 to form a tapering end surface 66 (Fig. 1) which merges smoothly with the conoidal surface of the tip. This operation is performed at each end of the shuttle. Thereafter the bores 82 may be blown or otherwise cleaned and cleared, and other conventional finishing steps performed on the shuttle. It will thus be seen that a plurality of air passages are provided through the tip and shuttle body, through which air may pass'during flight of the shuttle between shuttle boxes. This air stream acts as an effective coolant for the tip, carrying away heat generated in and transferred to the tip as rapidly as is necessary to prevent any great increase in shuttle tip temperature.

In Fig. 6 there is illustrated a slightly modified form of roughened surfaces on the spur recess wall and on the inner and outer surfaces of the split sleeve. This roughening is of the nature of knurling indicated at 68 on the spur recess wall and at 10 on the exterior and interior faces of the sleeve. In other respects the shank, spur and sleeve may be the same as those illustrated in Fig. 5. As in the case of the roughening illustrated in Fig. 5, the irregularities formed on the exterior surface of the sleeve and on the interior wall of the spur recess are preferably so formed as to be at least approximately complementary so good gripping or frictional interengagement of thetwo elements will be attained.

In Figs. 8 through 13 there are illustrated fragmentary sections of several modifications of the principal embodiment of a shuttle end according to the invention. the sections being along the shuttle blank axes. As in the case of the principal embodiment illustrated in Figs. 1-5, the dominant novel feature of the shuttle ends illustrated in Figs. 8-13 is a protruding stub of the relatively soft shuttle body material which is compressed by, and held within a recess in, the relatively hard shuttle tip. As in the principal embodiment, there may be provided air passages or ducts for the passage of coolant air through the interior of the shuttle tip. Provision of the ducts is optional, especially in the shankless types illustrated by Figs. 12 and 13, which are best adapted for use on relatively large slow-moving shuttles which are not troubled by tip heating.

In Fig. 8 the end of the shuttle blank 10 is provided with a flat face II from which there is left protruding a cylindrical stub 12 having a flat end 13. A conical bore II is provided, extending axially inwardly of the blank and at the center of stub 12. A tip 18 isformed having an internally threaded tapering recess 18 from the center of which protrudes a threaded tang or shank ll. Bore 14 is made of depth approximately equal to the length of shank 11, and of largest diameter (at the outer end of stub 12) somewhat less than the diameter of base 18 of shank ll. Stub I2 is formed with diameter approximately equal to the maximum diameter of recess II, and of length slightly less than the depth of recess 18. The threads on shank l1 and on the internal wall of recess 18 are preferably of the same pitch, and should be of the same hand. Tip I8 is preferably applied by being turned onto stub 12 and into the bore in the shuttle blank while simultaneously being forced axially toward the center of the shuttle blank, until face of the tip is forced tightly against face 1| of the blank. Obviously the two tips at opposite ends of a blank may be, and preferably are, applied simultaneously to the shuttle blank. As the stub 12 is turned into recess 18, the material adjacent face 18 is greatly compressed, while that near the base I! of the stub is compressed to a lesser degree. The entire stub becomes threaded internally and externally by action of the threads on shank l1 and in recess 18, and the shank 11 is tightly gripped by the shuttle blank along the entire length of the shank. Additionally, stub I2 is tightly gripped by the threaded wall of recess It. Thus the tip is firmly secured to the blank, which may thereafter be turned off, as in a lathe, and to the extent indicated by the dotted lines, to provide a tapered end smoothly merging with the outer surface of tip 18.

In Fig. 9 the shuttle blank is formed with an axially aligned, tapered, right, frusto-conical stub 8| having a conical bore 82 therein as shown. The bore 82 communicates at 88 with lateral bores or ducts 84 extending to the exterior of the blank. The stub 8| extends from and outwardly of a face 85 formed on the end of the blank. A shuttle tip of form similar to that shown in Fig. 8 is provided, the shank in this instance being much shorter but the recess being of similar shape. The recess 88 and shank 81 are threaded as indicated, preferably with threads of the same hand and pitch. The shank 81 is diametrically somewhat larger than bore 82 but of shorter length, while stub 8| is somewhat larger in diameter than recess 88 but of length somewhat less than the depth of the recess. The tip, 88, is provided with a series of intercommunieating bores 89 which are arranged as shown to provide air ducts communicating with bores 84 formed in the shuttle blank. The latter bores are similar to and for the purposes explained with respect to, bores 82 shown in Fig. 2. The

construction of stub 8i and tip 88 is such that the latter may under endwise thrust be turned onto the stub and into abutment against face 85, thereby threading and compressing the material constituting the stub and firmly attaching the tip to the shuttle blank.

In Fig. 10 the shuttle blank 80 is formed with an axially disposed protruding cylindrical stub 9i rising from a flat face 92 produced on the blank, and with a centrally located cylindrical bore 98 having air ducts 84, 95 communicating therewith to exhaust cooling air in a manner similar to that mentioned inconnection with the principal form of the invention. A tip 86 having a threaded inwardly tapering recess 91 of a depth slightly greater than the length of stub SI, and having an axially extending cylindrical 75 shank 98, is arranged to be turned or otherwise 1 forced onto stub Recess 9! is made with its maximum diameter equal to that of stub 8| and shank 88 is made of a size to fit tightly in bore 88. When the tip is turned or forced onto stub lI so its base 99 abuts against face 02, the material of the stub will be compressed and caused to engage in the threads in recess 81 and to engage with extreme compressive force that part of shank 88 within the recess. Intercommunlcating air ducts I00, IOI, I02, I03, I04 may be provided in the tip, the latter two being so formed and positioned as to properly register with ducts 84, 80, respectively, formed in the shuttle blank. If desired, ducts I03, I04 may be formed by drilling operations after the tip has been applied to the blank, to insure communication with ducts 80, 95.

In Fig. 11, the shuttle blank I05 is formed with a cylindrical axially disposed stub I06 at the end thereof, and provided with a bore I01 in the stub and of the shape and disposition indicated. A tip I08 having a pointed shank I00 and a threaded inwardly tapered recess IIO of depth slightly in excess of stub I06, is provided for fitting to blank I05. Shank I00 is made of diametrical dimensions slightly larger than the complementary dimensions of bore I01 but of the same length as the bore, and recess H0 is made of outside diameterequai to that of stub I00. Hence when the tip I08 is applied to the blank I05, preferably by turning under axial thrust, the material of the stub will be compressed and caused to fill the grooves of the threads in recess H0 and the tip will be securely attached to the blank. Transversely disposed intersecting cooling air ducts I Ii I, I I2 may optionally be provided in the tip I08, as illustrated.

In Fig. 12 the shuttle blank II! is provided with an axially disposed cylindrical stub H4. A conoidal tip IIS having an internally threaded inwardly tapered recess H8 is provided for attachment to the blank by being turned or otherwise forced onto stub H4. Recess H6 is made of depth slightly greater than the length of stub Ill and with its greatest diameter equal to the diameter of stub H4. It is evident that upon tip II5 being turned or forced onto stub II4, the material of the latter will be compressed due to the taper of recess H5, and there will thus be attained a firm attachment of the tip to the blank.

In Fig. 13 the shuttle blank I I1 is formed with an axially disposed cylindrical stub II8. A tip I I0 is provided having an axially disposed recess I20 formed therein for receiving stub H8. The recess is threaded or roughened and is formed with a bottom section I2I of substantially the same diameter throughout and with a second section I22 of inwardly decreasing diameter. The recess is made of depth slightly greater than the length of stub H8 and of diameter varying from that oi stub II8 down to a substantially lesser diameter at section I2I. Air ducts I23, I 20 may be provided as shown for passage of cooling air through the interior of the tip. Tip I I9 is prefer ably applied to blank II! by being turned onto stub II8, during which operation the material of the stub is compressed between opposite portions of the tip, resulting in firm attachment of the latter to the blank.

The air ducts illustrated in section in several of Figs. 8 through 13 obviously present only a few of the many possible forms and arrangements such ducts may be made to assume. Likewise he internal arrangements within the shuttle tip recess may be extended to a great number. The tips illustrated in Figs. 9, ll, 12 and 13 are especially adapted for use in making shuttles wherein employment of a long tip shank is impractical due to space limitations. While only a section of a fragment of a shuttle blank is illustrated in each of Figs. 8 through 13, it is to be understood that the blank is to be the conventional two-ended blank one end of one of which is illustrated in Fig. 2. The blanks are, as hereinaboveindicated, generally but not necessarily of wood, and the tips are of a harder more wear resistant material such as steel. The tips and blanks are so formed and assembled that the axis of the tips will lie at least approximately along the axis of the finished shuttle. Tips will generally be applied one to each end 'of the blank in the manner or manners indicated, and the blank thereafter turned to produce a tapered shuttle body surface smoothly merging with the generally conoidal outer surface of the tip, as indicated by the dotted lines in the several figures. The relative diameters of the stubs and of the recesses into which they are forced, and the relative diameters of the shanks and of the recesses into which they are pressed, will vary according to the nature and compressibility of the wood or other material of which the blanks are composed. In general, the lighter and softer materials can be compressed to a greater degree than heavier and harder materials. Thus the dimensions of the several stubs and recesses are governed by the material of which the blank is formed, but are such that the material of the stub is compressed into extremely tight engagement with the threaded and shank surfaces within the spur recess, and such that the maximum amount of body material consistent with safety and good design is gripped within the spur recess.

From the above it is seen that through effective cooling of the shuttle tip and a more secure means and mode of attaching the tip to the shuttle body, the invention provides a shuttle having a tip which does not readily or easily become loosened in use, and which otherwise attains the objects of the invention.

Having fully disclosed a preferred embodiment and several modified forms of the invention it will be seen that other modifications thereof will become evident to those skilled in the art to which it pertains, and what I claim and desire to secure by Letters Patent of the United States of America is: a

1. A loom shuttle comprising a body portion having a stub at an end thereof, a tip and a contractile sleeve, said tip comprising a shank and a pointed internally recessed spur terminating said shank; said spur compressively embracing said sleeve, said sleeve compressively embracing said stub, and said stub compressively embracing said shank.

2. A loom shuttle comprising an integral body portion including an axially bored stub at one end thereof, and a metallic tip and a contractile sleeve, said tip comprising a shank and an internally recessed spur terminating said shank; said body portion receiving said shank in said bore, said sleeve embracing said stub and said recessed spur receiving a portion of said stub and sleeve and contracting the latter to force said stub into compressive embracement of said shank to securely attach the ti to said body portion.

3. A loom shuttle comprising an integral shuttle body, and a metallic shuttle tip and a contractile sleeve; said shuttle tip comprising a shank and a recessed conoidal spur'terminating said shank; said body having a cylindricalstub at one end thereof and an axial bore extending through said stub; said shank being seated in said bore and said sleeve tightly embracing said stub and in turn being tightly embracedby said spur to secure said shank, stub, sleeve and spur firmly together.

4. In a loom shuttle the combination of a body having a cylindrical stub projecting from the end thereof, a concentricbore within said stub and an annular recess extending into the body and surrounding the stub; a tip having a spur and a shank and a concentric recess in the spur, and a split sleeve of length substantially equal to the combined depth of said recesses and having inner and outer diameters such that when the parts are assembled, the said sleeve is contracted thereby to grip the stub and to compress the material thercof against the shank of the tip.

the shank, and a split sleeve of outer diameter greater than the outer diameter of said recess and an inner diameter substantially equal to the outer diameter of the stub so that upon assembly, the tip serves to contract the split sleeve and to compress the material of the stub inwardly against the tip shank.

6. In a loom shuttle the combination of a body having projecting from the end thereof a cylindrically formed stub, a concentric bore within said stub extending into the said body, a tip formed of hardened metal having a spur, a shank for entry into said bore and a concentric recess surrounding said shank and extending into the spur for a substantial distance toward the point thereof, and a split sleeve of a length substantially equal to the total length of said stub and an outer diameter greater than the outer diameter of the said recess in the spur so that upon assembly of the said shank into the shuttle body the split sleeve is compressed by the recess in the spur thereby to contract it upon the stub and to force the material of the stub more tightly into contact with the shank of the tip.

'7. In a loom shuttle the combination of a body having projecting from the end thereof a cylindrical stub, a concentric bore within said stub extending into the said body, a tip of hardened metal having a shank for entry into said bore, a spur and a concentric recess in the spur and surrounding the shank, and a split sleeve of a length substantially equal to the length of said stub and an outer diameter greater than the outer diameter of said recess and an inner diameter substantially equal to the outer diameter of the stub, the said sleeve having the inner surface and that part of the outer surface in engagement with the recess in the spur roughened to increase the frictional holding engagement between the two, so that upon assembly, the tip serves to contract the split sleeve and to compress the material of the stub inwardly against the tip shank.

8. In a loom shuttle the combination of a body having a cylindrical stub projecting from the end thereof, a concentric bore within said stub and projecting into said body and an annular recess extending into the body and surrounding the stub, a tip having a shank for projection into the said bore, a spur and a concentric recess, the said recess extending into the spur toward the point thereof for a substantial distance, and a split sleeve of length sub'stantiallyequal to thecombined depth of said recesses and inner and outer diameters such that when the parts are assembled, the saidsieeve is contracted about the stub thereby to grip the stub and to compress the material thereof inwardly against the shank for increasing the'frictional engagement between the contacting surfaces of the sleeve and the stub and of the stub and the shank.

9. In a loom shuttle the combination of a body having a cy indrical stub projecting from the end thereof, a concentric bore within said stub and an annular recess extending into the body and surrounding the stub, a tip having a shank, a spur and a concentrically formed recess in the spur, and means interposed upon assembly between the said tip and the stub for compressing the material of the stub thereby to grip the shank of the tip more tightly comprising a contractile sleeve formed of a relatively hard and incompressible material and being of a size to fit tightly over the stub and to project into the recesses in the body and the tip, but having an outer diameter such that upon being forced into the recess in the tip, the said sleeve is forced inwardly toward the stub thereby to compress the material of the stub as and for the purpose described.

10. In a loom shutt e the combination of a body having a cylindrical stub projecting from the end thereof, a concentric bore within said stub extending into the said body, a tip having a shank for entry into said bore, a spur and a concentric recess in the spur and surrounding the shank, and a contractile sleeve of substantially the same length as the stub and having an outer diameter greater than the outer diameter of the said recess and an inner diameter substantially equal to the outer diameter of the stub so that upon assembly, the tip serves to contr-ct t e sleeve and thereby to compress the material of the stub inwardly into tighter engagerrent with the tip shank.

11. For a loom shuttle, a tip comprising a substantial y conoidal spur, a shank a d a contractile sleeve, said spur havin a recess formed therein concentric with the shank and extending into the material of the sour toward the point thereof for a substantial distance, the said contractile sleeve having an outer diameter greater than the diameter of the said recess and an inner diameter substantially equal to a part of the shuttle in which said tip and sleeve are assembled so that when inserted, the said sleeve will be contracted about the said part of the shuttle by the recess in the tip.

12. For a loom shuttle, a tip comprising a substantially conoidal spur, a shank and a split sleeve, said spur having a recess formed therein concentric with the shank and extending into the material of the s ur toward the point thereof for a substantial distance, the said split sleeve having an outer diameter greater than the diameter of the said recess and an inner diameter subs antiall equal to a part of theshuttle in 11 extending intothebody,atiphavinasnm,a shank for entry into said bore and a concentric recess in the spur and surrounding the shank,

and a split sleeve of ienzth substantially equal to the length oi said stub and having inner and outer diameters such that when the parts are assembled, the said sleeve is flexed to grip the stub and to compress the material thereof between the shank and the sleeve.

n B. m.

summons orrnn The following references are oi record in the file of this patent:

Number Number 12 UNITED STATES PATENTS Name Date Willis Nov. 30, 1858 Gross Feb. 4, 1868 Smith Oct. 27, 1888 Cote Dec. 15, 1903 Mitchell May 11, 1920 Tinkham Apr. 8, 1924 Brooks Aug. '1, 1928 Nuver, Sr. Nov. 24, 1931 FOREIGN PATENTS Country Date Great Britain of 1881 Great Britain Dec. 8, 1921

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