US1296755A

US1296755A - Crane.

Info

Publication number: US1296755A
Application number: US14918017A
Authority: US
Inventors: Sydney Buckley
Original assignee: Niles Bement Pond Co
Current assignee: Niles Bement Pond Co
Priority date: 1917-02-17
Filing date: 1917-02-17
Publication date: 1919-03-11
Anticipated expiration: 1936-03-11

Description

S. BUCKLEY.

CRANE.

APPLICATION FILED FEB. I7,I9II.

.Patented Mar. 11,1919.

3 SHEETS-SHEET l.

S. BUCKLEY.

CRANE. APPLCATlON FILED FEB.17, |917.

` Patented Mar. 11,1919.

3 SHEETS-SHEET 2.

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S. BUCKLEY..

CRANE.

APPLICATION FILED FEB. 17, 1911.

Patented Mr. v11', 1919.

3 SHEETS-SHEET 3.

SYDNEY BUCKLEY, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR T0 NILES-BEIVIENT- POND COMPANY, OF JERSEY CITY, NEW' JERSEY, A CORPORATION OF NEW JERSEY.

CRANE.

weaves.

To all whom it may concern.'

Be it known that I, SYDNEY BUCKLEY, a citizen of the United States, and a resident of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Cranes, of which the following is a specification, reference being had therein to the accompanying drawings.

The invention relates `more particularly to traveling cranes of the class in which each comprises a movable bridge having two parallel separated elements respectively carrying rails. A hoisting mechanism is provided which consists of a trolley movable along the rails on the bridge and depending load engaging elements which usually extend between the two elements of the bridge.

In earlier practice it has been customary to provide a single supporting girder for each of the rails upon which the hoisting mechanism traveled, and in order that these girders might be suiiiciently stilT and rigid laterally, particularly for cranes with long spans, auxiliary girders have been provided, these being tied to the main girders by suitable transverse and diagonal lattice connections. These auxiliary girders had to be quite heavy in order to carry their own weights, and the metal used in them was entirely inactive for the purpose of carrying the vertical load and only a part of the metal, that in the upper longitudinal member, was active even for the purpose of providing lateral stiffness. Such compound bridge elements, as heretofore constructed, therefore required a large amount of metal in proportion to the vertical load that they could carry. f

One of the objects of the invention is to provide a crane having a bridge structure of novel and improved design whereby the inactive metal is reduced t0 a minimum. Such a bridge structure is adapted to be built with a long span and to carry heavy loads, at the same time being much lighter and in other ways superior to bridge structures heretofore in use. Other objects of the invention will be apparent from the following specification and from the claims.

In accordance with my invention, the

Specification of Letters Patent.

Patented Mar. 11, 1919.

Application filed February 1*?, 1917. Serial No. 149,180.

two girders of each bridge element are made of substantially equal strength and there is provided a supplemental intermediate rail-carrying girder which is supported midway between the two main girders, thus distributing Ithe load between them. In this way I am enabled to make use of the full vertical carrying power of both of the main girders,'and all of the metal of each of them is active to carry the load. The required lateral stiifness is se-4 cured by suitable cross connections, these including the members which support the inter-mediate girder. In this way I am enabled to greatly vreduce the amount of metal required for carrying a given load; or'for the same amount of metal I am enabled to greatly increase the load.

In the accompanying drawings I have illustrated two embodiments of the invention, but it will be understoodV that the constructions shown are intended to be merely illustrative and are not intended to define or limit the scope of the invention. Particularly, it will be understood that the forms of the girders, the means for connecting them and the various Ystructural details can be varied widely in accordance with the requirements of any Aparticular case or im accordance with the preferences of the designer.

Of the drawings:

Figure l is a side elevation of a crane embodying the invention, some of the parts to which the invention does not directly re` late being omitted.

Fig. 2 is a transverse sectional view.

Fig. 3 is a fragmentary plan View of one element of the bridge.

Fig. 4 is a fragmentary longitudinal vertical sectional view taken along the line 4-4 of Fig. 3.

Fig. V5 is a fragmentary bottom plan view of one element ofthe bridge.

Fig. 6 is a transverse sectional view of a bridge element constituting another embodiment of the invention.

Fig. 7 is a fragmentary side elevation of the bridge element shown in Fig. 6.

Referring to the drawings, particularly to Figs. 1 and 2, it will be observed that I have shown a crane comprising a traveling bridge which is carried at its ends on trucks which travel along

rails

1, 1, supported'on suitable elevated structures 2, 2. The bridge is made up of two longitudinal elements arranged with a space between them. The two elements are connected at the ends by suitable transverse members 3 as shown in Fig. .2. Preferably there is provided a separate twowheeled truck element 4 for each end of each bridge element. Y

For the purpose of moving the bridge as a whole along the

rails

1, 1, truck wheels at opposite ends of the bridge are connected with gear wheels 5 which mesh with pinions 6 on a shaft 7 which extends longitudinally from one end of the bric ge to the other. A motor 8 isprovided for rotating the shaft 7, thus serving to move the bridge in one direction or the other as required.

Supported on each of the said longitudinal bridge elements is a rail 9. A suitable trolley or hoisting mechanism is providedV which is supported on the rails 9, 9, and is adapted to travel along them. The hoisting mechanism as a whole is represented in theV drawings by 10, but as this hoisting mechanism of itself constitutes no part of the present invention, detailed description thereof can be omitted. It is sufficient to point out that th@ hoisting mechanism is provided with a suitable load-engaging device such as the hook 11 which is suspended by a cable or cables 12, passing through the space. between Y the two longitudinal elements of the bridge. 35V

By means of a motor 13 the rope can be wound upon or unwound from a drum 14, thus causing the hook with its load to be raised or lowered. Y

There is a suitable cage 15 which is provided with space for an operator and with suitable controlling devices whereby the movements of the bridge and of the hoisting mechanism can be started, stopped and controlled as required.

The present invention relates primarily to the construction of the two main side elements of the bridge, and as these elements are simi-larl to each other it will be sutiicient to describe but one of them in detail. In the drawings many of the structural details are omitted or are incompletely shown, as these constitute n0 part of the invention and can be varied as desired. i Y

Each of the side elements of the bridge comprises two separated

girders

17 and 18, each girder being individually complete structurally and adapted to carry a vertical load independently of the other girder. The rail 9 is not carried directly upon either oi' the girders17 or 18, but upon a supplemental intermediate girder 19 which is supported from the

girders

17 and 18 by means of suitable transverse connecting members. So far as certain of the more basic features of my invention are concerned the eXact form of the girders 17 and -18 is immaterial, but I prefer under most circumstances to provide av lattice or truss girderV havingbuilt-up upper and lower longitudinal members and sui-table diagonal or `upright `connecting members. Y

As illustrated the upper longitudinal member of each girder comprises a horizontal top, plate 20, a vertical web plate 21 and connecting' angle bars 22, 22. The lower longitudinal member comprises a horizontal bottom plate 23, a vertical web plate 24 and Vconnecting angle bars 25, 25. Truss or bracing

members

26 and 27 are provided for connecting the upper and lower longitudinal members, these truss members being Varranged diagonally and forming panels as shown in Figs. 1 and 4. I do not limit myself tov any particular arrangement of these truss members, but I fmd the arrangement shown to be advantageous, this arrangement being particularly desirable as it eiiects a considerable economy of material. VW'hen necessary, additional upright members can be provided but for reasons which will be more clearly set forth below,`m y improved construction does not require the same amount of bracing that is required for prior constructions.

The two

girders

17 and 18 are connected at the top by suitable

diagonal members

28 and 29, as shown in Fig. 3,'and at the bottom by'suitable

diagonal members

30 and 31, as shown in Fig. 5. There are also provided transverse vdiagonal members 32 and 33,- as shownV in Fig. y2.V Y

At intervals throughoutV the length of the bridge there are provided connectingmembers which extend perpendicularly from one of the longitudinalV members of one girder to the corresponding Vlongitudinzrtl member of the other girder.v Preferably these connecting members extend between the upper members of the girders and are located at the panel points where each two

diagonal members

26 and 27 join the said longitudinal members. VAs illustrated in- Fig. 4, each connecting member comprises. two

channel bars

34, 34 placed back` to back.

Supported on the'several pairs of channel bars 34, 34, and preferably positioned'I midway between the two

girders

17 and 18 is the 'aforesaid supplemental longitudinal girder 19, this being shown asv consisting of a rolled steel I-beam. As illustrated, a single I-beam may extend from end to end of the bridge,V or at least over a plural-ity of panel points. At each panel point the I-beam is notched at the bottom to. receive the transverse channel bars 34, 34. andV at the notch the I-beam is reinforced by means of the angle bars 35, 35, and the bottom plate 36. The aforesaid rail 9 is secured sdirectly to the I-beam 19.

It will be observed that with my improved construction practically all of the metal of the main girders of each of the elements of the bridge is active for the purpose of carrying the vertical stresses resulting from the load and from the weight of the bridge itself. There is no auxiliary girder suchas has heretofore been necessary Jfor the purpose of stili'ening the structure but which was inactive for carrying vertical stresses. By providing two main girders in each element and by dividing the vertical load between them I am enabled to secure the required lateral stiffness without the use of extra metal for that purpose.Y

Furthermore, by mounting the rails 9 on the supplemental intermediate girders I am enabled to relieve the upper members of the main girders from all bending stresses due to the direct concentrated pressure of the load. Each supplemental girder is designed as a beam to carry the load and transmit it to the transverse connecting

members

34, 34. Inasmuch as the load is transmitted by the

members

34, 34 to the main girders at the panel points thereof, no bending stresses occur in the upper members of the girders and these members can be designed to carry compression stresses only. For this reason it is possible to make the top members of the girders considerably lighter than was necessary in earlier constructions in which the part of the top member between each two panel points had to be designed as a beam to carry the concentrated pressure of the load and transmit it to the panel points.

Not only am I able to make the top members.

of the girders lighter but I am also able to omit some of the upright bracing members which were heretofore necessary.

A further advantage incident to my improved construction is that I am enabled easily and simply to evenly distribute the load on the several wheels of the trucks. As clearly shown in Fig. 2 each rail 9 is positioned midway between the wheels oit' the corresponding trucks, thus evenly distributing the weight. With earlier constructions having the rail carried directly by one of the girders the load on the wheels was unevenly distributed inasmuch as the rail was much nearer to one wheel of each truck than to the other.

In Figs. 6 and 'i' I have shown another embodiment of the invention, this differing principally in the construction oit' the upper and lower members of the girders and in the diagonal truss members. As shown, the upper member of each girder comprises a top plate f2()a and two channel beams 21a, 21a, arranged back to back and separated from each other. Similarly the lower element of each girder comprises a bottom plate 23a and

longitudinal channel beams

24a, 24, arranged back to back and separated from each other. The diagonal truss members are in the form of channel-beams 26aand 27 arranged similarlyto the

members

26 and 27 shownin Figs. 1 and Lland extending at their ends between the channel beams 21, 21, and 24, 24a, to which they are connected.

What I claim is:

1. A traveling crane bridge element comprising a main girder, a rail-carrying girder supplemental to and separated from the main girder, and load transmitting members connecting the rail-carrying girder and the main girder at intervals.

2. A traveling crane bridge element comprising two individually complete main girders, a rail-carrying girder supplemental to and separated from the main girders, and load transmitting members connecting the rail-carrying girder and the main girders at intervals.

3. A traveling crane bridge element comprising two individually complete main girders, an individually complete rail-carrying girder between the main girders, and connecting members positioned atintervals between the main girders and serving to support the rail-carrying girder.

1l. The combination in a traveling crane bridge of four individually complete main girders arranged in pairs, two individually complete rail-carrying girders respectively positioned between the main girders of the` said pairs, and connecting members positioned at intervals between the main girders of each pair and serving to support the corresponding rail-carrying girder.

5. The combination in a traveling crane of four individually complete main girders arranged in pairs, two individually complete rail-carrying girders respectively positioned between the main girders of the said pairs, connecting members positioned at intervals between the main girders of each pair and serving to support the corresponding railcarrying girder, and four end trucks each having two lwheels, the trucks being positioned respectively at the ends of the pairs of main girders with the two wheels of each located symmetrically with respect to the corresponding pair of girders.

6. A traveling crane bridge element comprising two individually complete main girders each comprising an upper longitudinal compression member and a lower longitudinal tension member, an individually complete rail-carrying girder between the main girders, and connecting members extending between the rail-carrying girder and one set of longitudinal members of the main girders. y

7. A traveling crane bridge element comprising two individually complete main girders each comprising an upper longitudinal compression member, a lower longitudinal tension member and diagonal truss members, an individually complete rail-carrying girder between the main gir-ders, Aand connecting members extending between the rail-carrying girder and one set of longitu-l dinal members of the main girders, the said connecting members engaging the longitudinal members at the points where they are engaged by the diagonal members.

8. A traveling crane bridge element oomprising two individually complete main girders each comprising an upper longitudinal compression member, a lower longitudinal tension member and diagonal truss mem,- bers, an individually complete rail-carrying girder betweenthe main girders7 and connecting members extending horizontally betweenthe longitudinal members of one set and serving to support the rail-carrying girder.

9. A traveling crane bridge element comprising Vtwo individually complete main girders each comprising an upper longitudinal compression member, a. lower longitudinal tension member and diagonal truss members, an individually complete rail-carrying girder between the main girders, and connecting members extending horizont-ally between the upper longitudinal members and serving to support the rail-carrying girder.

10. -A traveling crane bridgeelement ,comprising two individually ycomplete main girders each comprising an upper longitudinal compression member, a lower longitudinal tension member and diagonal truss members forming panels, an individually oomplete rail-carryinggirder between the main girders, and connecting members extending horizontally between the longitudinal memL bers of one setat the panel joints and :serving to support the rail-carrying girder.

l1. A traveling cranebridge element con prising two individuall complete main girders7 connecting mem ersy positioned at intervals between the main girders,.and a rolled steel beam constituting an individually complete rail-carrying girder positioned between the main girders, lthe said beam being notched to receive the connecting members upon which it is supported.

In testimony nvhereof I hereto aixmy signature.

SYDNEY BUCKLEY.

Copies of this patent may be obtained for ive cents each, by addressing the Commissioner of Patents.

Washington, D. C. Y Y e