US1828181A - Concrete transporting apparatus - Google Patents

Description

Oct. 20, 1931. J. P. GILLESPIE 1,828,181

CONCRETE TRANSPORTING APPARATUS Filed Nov. 17, 1928 2 Sheets-Sheet l 0st, 2Q, 1931. J. P. GILLESPIE 1,828,181

CONCRETE TRANSPORTING APPARATUS Filed Nov. 17; 1%28 2 Sheets-Sheet 2 [N VA 7012. James F fl/esp/e wwjg i atented (lot. 20, 1931 UNITED STATES JAMES P. GILLESPIE, OF NEW YORK, N. Y.

CONCRETE TRANSPORTING APPARATUS Application filed November 17, 1928.

This invention is an apparatus for transporting concrete and relates more particularly to wheeled vehicles wherein concrete may be transported from a central mixing station to distant construction operations.

The transportation of the concrete in mixed condition has been generally heretofore accomplished in cylindrical vessels by trucks on which are mounted cylindrical vessels adapted to contain the concrete, means being provided to rotate such vessels during transportation of the concrete in order to preclude Stratification of the concrete constituents or solidifying of the concrete during this 5 period. In all prior constructions of which I am aware, cylindrical vessels have been employed for the purpose stated, and in order to provide for the ready discharge of the concrete at the point of destination, it

has been the practice to mount the cylinder for tilting movement upon the vehicle whereby when the cylinder is tilted, the concrete may be discharged through an opening provided at the rear of the cylinder.

My experience with concrete transporting trucks of the character referred to has shown me that they possess numerous disadvantages, both from a structural standpoint and from the standpoint of efficiency in the handling 39 of the concrete. For example, when a truck is transporting a large body of concrete in the manner stated, the cylinder is never completely filled and I have found that if the truck is suddenly started or stopped, the concrete in a plastic state is thrown forcibly against the end walls of the cylinder not infrequently causing breakage thereto due to the action of the concrete as a hydraulic piston. The inertia or momentum of a large body of concrete under the conditions stated is very pronounced and as a result bearings are not infrequently broken or the cylinder and its supports strained or damaged.

Furthermore, in order to conveniently dis charge such a cylinder, it is necessary to tilt the cylinder. This requires some sort of cradle or other pivotal mounting, as well as lifting mechanism tobring about the pivotal movement and when such parts are employed, they must necessarily be heavy to Serial No. 320,048.

carry out their functions and to withstand the strains to which they are subjected. As a result, trucks made as heretofore are generally heavy and unyieldy and numerous operating parts add considerable weight to the chassis.

The question of supporting a cylinder to rotate upon a truck chassis is in the nature of a serious problem. The loaded cylinder is heavy and as the truck traverses uneven roads, there is considerable lateral sway which results in lateral thrusts which should be provided for. Under prior practice, it has been general to mountthe cylinder rigidly in so far as this lateral sway. of the truck is concerned so as to rigidly hold the cylinder in position in contradistinction to a yielding connection which would cushion the lateral thrusts and compensate for them.

lVith the foregoing considerations in mind, the object of this invention is to provide a simple, eficient and economical apparatus for the transportation of concrete and which will be free from the disadvantages to which I have adverted.

Speaking generally, the apparatus of the present invention embodies a suitable wheeled vehicle, and on this vehicle is mounted a conical or frusto conical vessel supported for rotation with its axis substantially horizontal. The apex or small end of the vessel is mounted in a stationary bearing, while the large end of the vessel is supported on pivotal brackets provided with suitable anti-friction means bearing against the periphery of the vessel. By supporting the vessel at its large end on the pivotal brackets as stated, slight lateral play is provided for and this slight lateral play of the large end of the vessel is permitted without damage to the mounting at the small end thereof by making the bearing at the small end in the nature of a pivotal connection. Thus, when the vessel is'charged with concrete and a vehicle traveling over rough roads, the lateral strains will be cushioned by the pivotal movement of the brackets.

It is of importance to note that the vessel employed is of conical section, for my experience has shown that when such a section is used, a great many of the disadvantages which have been universally prevalent in rior constructions are entirely eliminated.

or example, if a conical vessel is employed and is provided at its large end with a dischar e gate, it is found in practice that when the ischarge gate is opened and the vessel rotated, the material will be efficiently discharged without necessitating the tilting of the vessel.

Furthermore, the tapered sides of the vessel act upon the material in such manner that when the vehicle is abruptly started or stopped, the lon itudinal wash does not have the h draulic piston effect that it has in a cylin rical vessel. Moreover, a conical vessel is stronger than a cylindrical vessel in so faras its ability to take u longitudinal and radial stresses is concerne It thus appears that through the employment of a vessel as described that all tiltable mounting cradles and hoisting apparatus heretofore considered essential are rendered unnecessary.

Thevessel is mounted for rotation as stated and power may be imparted to the vessel in any suitable manner and from any suitable specified, will be apparent from the hereinafter detailed description and claims, when read in conjunction with the accompanying drawings.

The accom anying drawings illustrate one practical em odlment of the invention, but

the construction therein shown is to be understood as illustrative, only, and not as defining the limits of the invention.

,Figure 1 is a side elevation of a motor truck embodying the present invention.

Figure 2 is a rear view of the structure shown in Fig. 1 with a portion of such structure in section in the plane of the line 2-2 of Fig. 1.

Figure 3 is a section on the line 3-3 of Fi re 2.

igure 4 is a vertical longitudinal central section through the bearing for the forward end of the receptacle.

Referring to the drawings, 1 designates the chassis of a motor truck or other appropriate vehicle. This chassis is shown as substan' tially conventional. Extending across the rear of the chassis, however, is a reinforcing channel section 2 curved midway of its length as illustrated at 3 in Figure 2, so as to substantially conform with the peripheral contour of the vessel adapted to be mounted on the chassis. This channel section is, in practice, made fairly heavy so as to constitute a rigid sup ort well adapted to carry the major portion 0 the load.

Fitted between the flanges of the channel sectionfor pivotal movement are a pair of brackets 4. These brackets are mounted on bolts 5 which serve as pivots and each bracket carries rollers 6 which are spaced apart as shown and are positioned on opposite sides of the pivot.- I find it convenient in practice to form the rollers 6 as shown in Figure 3. Here they are illustrated as mounted for turning movement on pins 7 which are provided with antifriction bearings 8, so that the rollers may turn easily and without appreciable friction. Each roller is, moreover, preferably provided with a rubber sleeve 9. The vessel 10 which is adapted to contain the concrete is of conical section. It may, in practice, he conical throughout, but in order to facilitate the mounting at its rear end on the brackets as shown, the extreme rear portion of the vessel is preferably made cylindrical, so that that portion of the vessel which bears upon the rollers 6 will be cylindrical. The greater portion of the vessel is, however, conical so I in engagement with these brackets by a yoke 11 which extends upwardly and over the top of the vessel so as to substantially embrace the latter. The yoke is bolted down or otherwise secured to the channel section 2 and this yoke is hollowed out to minimize weight and to provide in the upper portion thereof for the reception of a plurality of antifriction rolls 12. These rolls are substantially the same in structure as the rolls 6 and their axles or spindles are mounted in the yoke in such manner as to cause the rollers 12 to bear upon the vessel and hold it in engagement with the rollers (5 of the brackets 4.

The forward end of the vessel 10 is provided with an axial trunnion 14 firmly and ruggedly supported on the relatively small front head 15 of the vessel. This trunnion extends into and is supported by a standard 16. The standard is rigidly bolted to the frame of the chassis and carries in its upper portion antifriction thrust bearings as shown in section in Figure 4. It will be noted from this latter figure that the trunnion 14 is reduced near its end to receive a roll race 17 which is firmly secured thereon by a threaded collar or castellated nut 18 secured against loosening by a pin 19. Antifriction rolls 20 cooperate with the roll race 17 and also cooperate with a roll race 21 mounted in the standard 16. The surface 22 of this latter roll race embodies a portion of a spherical surface and the antifriction rolls 20 are set with their axes in angular intersecting relation, so that the bearing thus provided serves the dual purpose of an antifriction bearing and a thrust bearing while permitting slight swinging movement of the trunnion without cramping the bearing rolls.

The bearing rolls operate within a chamber 23 sealed by a suitable packing 24, so that grease may be introduced through an opening 25 to fill the casing whereby the bearings are adapted to operate in grease. A hearing of the character shown in Fig. 4 is particularly desirable in a structure such as I have shown. Because such a bearing allows of slight lateral play of the rear end of the vessel without damage to the bearing and this slight lateral play is desirable because of the pivotal mountings of the brackets 4. These pivotal mountings allow of slight side play of the rear end of the vessel so that said side play is cushioned against suddenly applied lateral stresses. At the same time, the bearing shown in Figure 4 is fully adequate to take up all end thrusts so that there is in the construction of the present device a flexibility without strain unknown in prior arrangements of the character under consideration.

The vessel 10 may be rotated in any suitable manner, but for the purpose of illustration the trunnion 14 is shown as provided with a gear 26 driven from the pinion 27 mounted on a shaft 28. This shaft is provided with a clutch 29 operated from the seat of the truck through a handle 30 and a chain 31 serves as a driving medium from any suitable prime mover, such, for example, as the truck motor or from an independent drive unit.

The vessel is provided in its rear wall or head with a suitable discharge gate 32 cletails of which I have not thought necessary to illustrate and the yoke 11 is preferably formed with a rearwardly extending lip 33, so that when material is discharged through the gate 32, it will be directed by the lip in a rearward direction and discharged without coming into contact with any of the operating parts of the apparatus.

I wish to lay particular stress on the fact that through the use of a conical vessel, this vessel may be mounted on a fixed horizontal axis and no provision is required for tilting the vessel. The sloping sides of the vessel will cause the material to gravitate at all times toward the rear thereof, and when the end gate is opened, the concrete will be discharged therethrough by gravity. I generally find it desirable, however, to rotate the vessel while discharging its contents, but by forming the lip 33 as shown, this may be accomplished without distributing the concrete and without splashing it upon the operating parts of the apparatus. Of course, it will be understood that the vessel is charged through the discharge gate and that suitable structure not shown, is utilized to open and close the end gate and to maintain it in closed position, while thevessel is rotated during transportation of the material.

Experience has shown me, moreover, that the interior of the vessel may be made smooth and unobstructed. Battles, agitators, scrapers and other devices generally used in prior constructions are wholly unnecessary with 1 the apparatus shown in the accompanying drawings. The concrete is maintained during transportation in a thoroughly mixed. mass by rotation of the vessel during transportation even for prolonged periods and is discharged in a simple and eficient manner to leave the interior of the vessel substantially free from residualmaterial.

Another pronounced advantage inherent in the use of the conical vessel as described is its inherent strength and rigidity and the fact that its forward end may be supported in a strong, rugged manner well adapted to take up end thrusts without damage to either the end wall of the vessel or the bearings with which the trunnion is associated.

The accompanying drawings show the invention in its preferred practical form and the invention is to be understood as fully commensurate with the appended claims.

, The vessel shown in the accompanying drawings is provided with longitudinally straight sides, so as to embody a true conical section, but, if desired, these sides may be bulged inwardly or outwardly so as to de viate from a true conical section without departing from this invention and the claims are to be so understood.

Having thus fully described the invention, what I claim as new and desire to secure by Letters Patent is:

1. In an apparatus of the character described, a suitable vehicle, a bearing rigidly 5 supported on the vehicle, a substantially conical horizontally disposed vessel provided at its small end with a trunnion supported by said bearing, pivotally mounted brackets provided with antifriction means peripherally;- engaging and supporting the large end of the vessel below the axis thereof, a yoke extending upwardly and over the larger end of the vessel to embrace the same, antifriction means carried by the yoke and peripherally engaging the vessel above its axis to preclude lifting of the vessel from the antifriction means of the brackets, and means for rotating the vessel, said vessel being provided at its larger end with a normally closed discharge opening.

2. In an apparatus of the character described, a suitable vehicle, a bearing rigidly supported on the vehicle, a substantially conical horizontally disposed vessel provided at its small end with a trunnion supported by said bearing, pivotally mounted brackets provided with antifriction means peripheral- 1y engaging and supportin the large end of the vessel, below the axis t ereof, a yoke extending upwardly and over the larger end of the vessel to embrace the same, antifriction means carried by the yoke and peripherally engaging the vessel above its axis to preclude 5 lifting of the vessel from the antifriction means of the brackets, and means for rotating the vessel, said vessel being provided at its larger end with a normally closed discharge opening, said yoke being provided i [o with a rearwardly extending lip forming a chute into which concrete is adapted to be discharged from said discharge opening in the vessel.

3. In an apparatus of the character described, a suitable vehicle, a conical vessel having a smooth unencumbered interior and positioned on the vehicle on a horizontal axis extending longitudinally of the vehicle with the larger end of the vessel to the rear of the vehicle, an axial trunnion extending forwardly from the smaller end of the vessel, a combination antifriction and thrust bearing fixedly mounted on the vehicle and engaging with the trunnion to support the forward end of the vessel while permitting slight lateral movement of the rear end of the vessel, a reinforcing member extending transversely of the vehicle at the rear thereof and beneath the large end of the vessel, brackets pivotally i I) mounted on the reinforcing member and provided with rollers bearing against the periphcry of the vessel and below the axis thereof to support the larger end of the vessel, a yoke carried by the vehicle and embracing the upper portion of the vessel to maintain the vessel in engagement with said rollers, antifriction means carried by the yoke and also engaging the periphery of the vessel, a discharge gate in the rear end of said vessel, and "49 means for rotating the vessel.

In testimony whereof I have signed the foregoing specification.

JAMES P. GILLESPIE.

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