US2009127A - Apparatus for transporting ingots - Google Patents

Description

Juy 23, 1935. J. l.. ADAMS. JR

APPARATUS FOR TRANSPORTING INGOTS 2 Sheets-Sheet l INVENTOR J. .Ulu/k 1 MM will Wllll E lfl il lwnl m l d .mlwnwwit 3 I lf n FL Il j m H M im a m 5 5 F F i z -l E. 1| 2 r Il@ s -a #7 ULI Jm /Q ..,i E Tl, www il@ lll 1l Il z. l/ l l|\ |11 [I 3 w @M v K1 y. 1M

July 23, 1935. J. L. ADAMS. .1R

APPARATUS FOR TRANSPORTING INGOTS F'iled Jan, 17, 1935 2 Sheets-Sheet 2 those of the customary Patented July 23, 1935 UNITED STATES PATENT oFFicr.g

Application January 17,

21 Claims.

The present invention relates broadly to the art of handling materials preparatory to rolling, and more particularly to the transport of either circular or straight metal ingots from the ingot soaking-pit, or equivalent temperature-equalizing furnace, to a rolling mill, such, for example,v as thatshown and described in my co-pending application, Serial #674,661, led June 7th, 1933, although it might conceivably be utilized with other types of mill also, if desired.

One of the objects of the present invention is to assist in cutting the cost of longplates, by lowering the time and expense of handling the metal ingots or slabs used in the rolling, and incidentally increasing the possible output tonnage from a single mill. y

Another object is to make the handling of the metal between the heat equalizing device and the mill, or other recipient of the material, as nearly automatic as possible, and so conserve operative man power at the control pulpits. v

kAn important object is to make the ingot-feed to the mill as thoroughly interlocked as possible, to avoid chance of errors of judgment arising, as in the case ofl a full manual control, where the operator has a number of machines on his mind, all functioning together or in substantial rotation, so that chances of confusion are accentuated by the many controls involved; or more operators must be brought in to reduce the number of controls each has to handle, but thereby increasing mill costs once more.

A further object is to -provide an ingot buggy or carriage which can be used with my rolling mill, either when it is operating with ring ingots, or straight type, -or both in close succession. l

Other objects of importance willbe evidentvto anyone skilled in the art to which my invention appertains.

With all the above and other objects in mind, I have provided a means for quickly transporting heated ring or straight ingots from furnace to mill and delivering such ingots at the latter, ready for rolling, in the briefest possible time, and with the chances of error in the handling reduced to the ultimate minimum.

In the drawings, Figure 1 shows a side elevation of a preferred form of my invention, while Figure 2 shows the same in rear elevation, and Figure 3 isa plan view of the apparatus concerned. Figure 4 illustrates a typical mill oor plan, showing one possible layout for the furnace and rolling mill equipment, with the inter-connecting 1933, Serial No. 652,142

ingot-buggy railway vupon which my present invention operates.

Figure 5 shows a typical form of wiring dia-Y gram for my automatic ingot-buggy, although of course the latter maybe operated by hand if so preferred, without devia-ting from thevspirit or letter of my invention. Figures 6 to 9 show track details. Vj

In all the figures, identical partsare designated by the same part numbers. l

These drawings are shown for the purpose of illustration only, and not as determining the liniits of my invention, or of its possible applications, and illustrate a type of apparatus which may conveniently be utilized in connection with an ingot soaking-pit, or with anl ingot heat-equalizing furnace, such, for example, as that shown and described in my {zo-pending application, v'Serial No. 655,185, filed February 4th, 1933, which refers specifically to ring-ingots, but which mightv conceivably be so modified as to take the, customary straight ingots, as well, and thus avoid the duplication of expensive mill equipment.

In accordance with the presentinvention, and

referring now more particularly to Figure l, there may be provided an apparatus including a moving carriage I, mounted on the hanged-wheels 2, and running on track 3, said wheels 2 being driven through thel usual reduction gearing 4, by the motor 5, preferably equipped with a suitable electro-magnetic automatic brake 6, Ythe motor current supply being thru the third rail 'I, and spring or weight operated sliding shoe 8, flexibly mo-unted upon projecting arm 9, carried by suitable insulation Sia. Abrake-pad is shown at IIS.

. Carriage I is provided at I I with convenient means for'rotatably supporting a ring-ingot I2' in transit, the rotational drive being indicated at I3, properly meshed with a gear I4 .on the forward main driving axle of the ingot-buggy.k An arm for nally lifting the ring-ingot into'position in line with the lower roll'of the mill is indicated at I5, arranged for operation throughy the connecting rod I6, by the one-half revolution crank-arm Il, mounted upon gear-shaft or offset crank-shaft It, in' turn driven by the wormwheel I9, or equivalent device, functionedby motor E!! through appropriatevr worm or pinion 2|. Arm I5 is carried upon the heavy pin'22.

The part-revolution control of crank-arm Il will be given in connection with a later figure. Suitable means for retaining the ring-ingot in position axially during its transport is indicated vat 23, carrying the small roller 24.

The top face of my ingot-buggy is made up ofY the live-roll table 25, consisting oi a multiplicity of rolls, intergeared by the intermediates 26.

Due to space limitations on the figure, the motor drive, reduction gearing, and part of the inter-mediates of this live-roll system are not shown, but consist or" well known elements anyway, except possibly as to the connections used, which will be indicated in a subsequent figure, which will also show the means used to slow down the ingot-buggy as it approaches either of the two ends of its travel.

A ring-ingot ia in proper raised position is shown aligned with mill-roll 2l, and a straight ingot, or a siab heated ready for rolling, is indicated at 28, while at 29 I have shown the vertical position of the spur-track which runs to the outer or entering-end oi the overhung mill-live-roll table 3Q, for delivery of fiat-slabs or ingots thereon, ready for rolling in the mill 3i, which has the customary non-overhung type of live-roll table 32 on its out-going side, 3D, 3l and 32 being normally oiC the reversing form if the mill happens to be of the two-high type, as shown.

A positive limit-stop is indicated at 33, for safety, although my ingot-buggy will ordinarily have been brought to a stop just ahead of this point by the extra wheels 2a, the track 3a, brakepad IQ, and the automatic means all to be referred to later. It will of course be understood. that a ring and a straight ingot will not normally be both present at the same trip of carriage.

In addition to the apparatus shown in Figure l, my ingot-buggy will. also contain various switching and contacter elements appropriate to its automatic operation, and/or, hand-operation if desired, but these will be better shown in connection with the wiring-diagram to follow in a later figure. One mill-shoe is shown at 34.

Referring now to Figure 2, which is a View looking toward the mill from the right side of Figure l, no new parts are brought into prominence, and no further points introduced which require explanation here, except the lifting-ears 29, the extra wheels 2a, and track 3a.

In Figure 3, likewise, no new parts appear, to require explanation. l

In Figure 4, the rolling mill 3l, with its overhung type of entering live-rolls 30, plain exit liveroll table 32, pinion-box 35, gear reduction unit 36, and variable-speed reversing motor drive 37, together with the appropriate ingot- buggy tracks 3 and 29 for the transport of circular, and of iiat ingots, respectively, are shown.

The selection of the appropriate track will be by well known switching means, normally operated by hand, so it need not be referred to further here.

One form or furnace for heating circular ingots, or equalizing the heat therein, is indicated at 3S, with selective pushers at 39, and storage space at 4u, while at 4| I have shown a preferred form of my centrifugal casting unit, adapted to the rapid production of dense centrifugally-cast ring-ingots of jarred metal, having great uni-- formity of chemical and physical structure throughout, as covered more in detail in my copending application thereon, Serial No. 680,570, iled July 15, 1933, and my ingot application Serial #649,181, led on December 28, 1932.

It is believed that the various successive stations around this centrifugal casting unit need not be gone into in detail here, or its general type of construction elaborated upon, in view of the ready reference which can be made to the appropriate application covering this subject.

In the upper right hand section of Figure 4, I have indicated an appropriate layout for casting iiat or straight ingots, or slabs, in the customary vertical moulds 42, carried on the ingot-train 43, here shown over the jarring station 44, along which moves step-by-step the hot-metal bottompouring ladle 45, and which train, after a suiiicient pause to permit ingot sub-surface solidiication and substantial elimination of gases and non-metallics, is moved on by appropriate wellknown means to the stripper station 46, and then to the soaking pit position 4l, where the ingots are transferred to the pits by the customary pitcranes, (not shown, as being of usual construction). After proper equalization of the heat, and bringing to correct final temperature for rolling, the successive straight ingots are deposited by these same pit-cranes on the top roll-table 25 of my ingot-buggy I, at a point near the soakingpit end of railway 29, which is here equipped with appropriate speed-reducing means and limitstops for my ingaat-buggy, the functions of which will be brought out more clearly in connection with the next figures.

The hot-metal tracks are carried well beyond the soaking-pits to provide the necessary storage trackage 48 for mould servicing and re-habilitation, as well as for temporary ingot storage; The layout had to be considerably fore-shortened in 'the two locations 49 and 5D, as indicated by the break lines here, in order to get Within the limit lines of the sheet. This layout is subject to modi; iication, however.

Referring now to Figure 5, we note, in addition to parts already covered in previous igures, the driving motor 5I, and its reduction gearing 52, and series magnetic brake coil 53,'for functioning the top live-roll table 25 of my ingotbuggy, and all connected in parallel with the driving motor I5, of the mill entering-end live roll table 30, thru the small side trolley-wheel with retaining spring 55, and arm 56, all mounted on the insulating base 51 at rear end of ingotbuggy, and contacting with the very short section of trolley wire 58, appropriately mounted near the approach to said live-roll table 30 only, at proper height and to one side of the track 29, so that when ingot-buggy is located here close up to this table, its top live rolls will be functioned as soon as operator in pulpit starts up the rolls Sil, thus delivering a new ingot or flat-slab from table 25 to the latter mill feed rolls.

The connection from trolley wire to mill roll motor is shown at 59, the opposite sides of motors being shown as grounded, for the sake of simu plicity in the diagram, although such return lines will, of course, normally be insulated.

The two short sections of similar trolley wire 60 and 6l are, however, located so as to make contact with the similar trolley-wheels F52 and only when my ingot-buggy is run in on track 3 under the live-roll table 30 and in position for delivery of a circular ingot l2 over the lower roll 2l of mill', while the short trolley-wire @d close when they main mill-roll 2l is in its outermost or removed position, and its innermost or running position, respectively, and that wire l!!V likewise connects directly with the furnaceend trolley-wire 64, through the starting pushbutton 68, locatedin soaking-pit-control operators pulpit or near the furnaceSB, as desired.

Trolley-arm 65 has an integral-extension contact 69, which is rnormally closed to ground as shown,v except when the ingot-buggy is at furnace-end of line, with arm 65 depressed by the short wire 64 to the dotted position-indicated.l

All these trolley-arms are equipped with appropriate spring returns 55, and suitable stops, (snot shown) to limit the travel to about that shown in each case.

Trolley-arm and wheel 62 connects through one shunt coil 11a of single-pole contactor -llll and lead |08 to brush 1| which bears on the substantially 180 degree contact timing-segment 12, located upon the part-revolution gear 13, but insulated therefrom. Trolley 63 connects through a second shunt coil 11b on contactor 1U, to brush 14, located at such a radius from gear-shaft I8, as to contact properly with segment 16, normally just a little under a half-circle inextent, and positioned about as shown.

A third shunt-coil 11c on above contactor 19, is connected in theline |85 from the lower righthand contact of double-pole, double-throw switch 18, to brush 19, in turn positioned to contact only with the short segment 89 on gear 13, positioned about as shown. Brush 8| bears on the ring 82, which feeds all the timing-segments just above mentioned, and is in turn connected through line 83, to wire 84, leading from contactor 18 to one pole of hand operated safety-switch 85, placed under pad-lock 86, inside cover of box 81. The live side of this switch 85 leads to insulated thirdrail collector orshoe 8. Double-throw switch 'i8 is so arranged as to be thrown by the arm 88op-I erated either by the roller 89, or bya handle on saine axis therewith, as desired, and built to stop in any one of the three notch positions shown, marked Fal for forward, Rv for reverse, and off respectively. This constitutes the travel limit-switch of the ingot-buggy, and at mill-end of tracks 8 or 29 will be functioned by a properly located side cam 99 which throws roll 89 to its upper level, while at furnace-end of track an inverted similar cam 9| will cause the downward throw of switch.`

It will be noted that these cams will permit a slight or even considerable over-running of the ingot-buggy Without injury to the parts operated', although co-ordinated means' will be used to assureithat such over-running will not occur.

` Thus in series with the heavy main shunt eld coil 92, of the main travel motor 5, of the 4:1 variable speed D. C. type, I have placed the speed rcontrol rheostat 93, whose operating arm 94 is normally held in the F or fast position by the heavy spiral spring but which may be temporarily depressed to the lower or S slow position by a properly positioned sidecam 95, a reversed duplicate of which is positioned near the other end of track, also, so as to contact with and push down roll 9B, and thus slow down the carriage as the terminal limits of travel are approached, and well before switch 18 has to function. f

To make doubly sure that the normal fairly y high speed of travel of the ingot-car or buggy will the much smaller diameter wheels 2a, and therefore again slowing down the Speed.- In case this l readily function with a stationary spring-pressed kbrake-shoe of cast-iron properly positioned between the tracks as required; and arranged preferably so as to make pressure contact only as the carriage is approaching'the end of its travel, 'but not as the latter is accelerating in the opposite direction. This will be shown in a succeeding figure, along with adjusting means therefor. Y

The remaining terminal of contactor 19 connects directly to one brush lead of ingot-lift motor 20, the remaining brush connecting thru series field coil 91 to ground, or other return lead. Points 98, 99, and |08 indicate approximately the three normal stop positions of offset crank-shaft I8, as it moves through one revolution total in direction of the arrow. Shunt coils and |92 function the double-pole, double-throw contactor |08 in such wise as to reverse the armature lconnections |84 and |95 of main travel motor 5, in Well known manner, the contactor travel being down for forward and up for reverse motion of carriage, as indicated by the Fd and Ro markings. Coil lill connects through lead |06 to timing brush 19, and at opposite end to upper right-hand terminal of switch 18,the right-hand middle terminal of which connects to ground, or common return line. p The left middle terminal of this switch connects'direct to trolley-arm 65 at its swivel-point, while lower left-hand terminal of 18 runs via wire |81 through the forward shunt coil l2, of contactor |88 to connect with line |88 leading to timing brush 1|.

AV tap from line |81 connects to lower re-k taining-contact |89 on contactor |93, and thence to ground, or return line. Lower-right and upper-right terminals of |03 go also to ground, while both left handk contacts go through the Ilight series-coil (if any), of motor 5, through magnetic-brake coil 6 to top'terminal of safety switch 85, with branch ltaken 01T to one end of main variable shunt-coil 92 of this same motor, thence to the speed-Varying rheostat 93, and through it to ground. Y

This completes my preferred form of connections, although substitute wiring might easily be devised to accomplish the same ends.

It is believed that the general mode oi operation Will .bel self evident, but in order to comply rwith requirements of the rules, I will carry the ingot-car through one complete cycle of operation, assuming the timing-brushes on crank-shaft I8 to be' positioned as shown, switch 85 closed, but carriage moved out to right-hand or furnace-end of track 3, and contacting only with trolley-wire 54, while cam 9| will have thrown switch 18 down by operating its arm 88 through roll 89.

Now, an ingot of circular typehaving been placed on the support l, just over the ingotlifting arm I5, and it being assumed that mill roll 21 has been already withdrawn fully so as to close the limit-contact 68, then as soon as auxiliary contact 5S, leaving circuit to be completed through push-button 68, line H2, through mill-roll limit switch 66 to ground, or return line.

Coil Idil now energizing, contactor |03 is thrown down to forward running position, closing the retaining contacts |59 from line |01 direct to ground, and permitting current flow from switch 55 through series coil 8 of brake and III) of motor 5to lower throw of main reversing-contactor contacts |03 into and out of armature through |64 and E95 and to ground, it being noted that the main shut coil 92 of this motor has been alive from the time switch 85 was closed. This motor therefore starts up in the forward direction, whereupon the trolley-arm 65 leaves trolley-wire 64, closing auxiliary contact 69 to ground, as an added precaution to prevent any chattering at contacts |99 from stop ping the forward travel. Now shunt-field rheostat arm Sli and roll 96 leave the furnace-end cam 95, and spring III pulls arm 94 up to the F or fast position, while the small wheels 2a of Figure 2 leav-e their stub-track sections 3a, as wheels 2 contact with the regular track 3, again accelerating the ingot-buggy, and it now proceeds on tothe mill-end of track.

As it nears the mill, side-cam 95 depresses rheostat-arm iid to the slow or S position, the wheels 2 leave the track 3, smaller wheels 2a engage with track 3a, and if desired the castiron brake shoe may be set to wipe the brakepad lil under pressure, all together acting to bring the carriage down to a very slow speed as it enters in under the mill 3| and the over-hung entering live-roll table 3B.

As carriage now reaches the travel-limit cam SG located at one side of the track and toward rear end of carriage I, said cam throws switch 18 to its upper throw position, thereby opening the circuit of lower or forward coil of contactor |03, and allowing liat spring I I3 on latter to return its moving element to neutral position, de-energizing motor 5, and its series brake-coil 6, throwing on this brake 6 and suddenly bringing the carriage I to a halt, in precision position immediately under the mill.

As the timing-brush 19 is not now connected to a segment on crank-shaft I8 or gear 13, the upper shunt-coil IGI of contactor |03 can not yet become energized, but mill-roll 21 being in withdrawn position, its limit-contact 66 will be still closed, so that a circuit can be traced from the live upper terminal of switch 85, through wires 84 and 83, to brush 8|, ring 82, segment 12, brush 1|, line |08, through upper shunt-coil 11a of ingot-lift motor contactor 1|), trolley-arm 62, trolley-wire Bil, line H2, mill-roll limit contact 66, to ground, or return line.

This leads to the energization of contactor 10, closing circuit from switch 85, through line 84, the vcontacter' terminals, ingot-lift motor 2li, series-coil 91 to ground, or return line, so that this motor now starts up, lifting the ring-ingot into precision alignment with the lower millroll position, at which point timing-brush 1| passes from segment 12, opening up contactor 1li, and stopping motor 2|).

Nothing further now happens, until mill-roll 21 has been retracted fully to its normal running position within the mill, when the limit-contact 61 is forced to close, whereupon a circuit can be traced from top of switch 85, through wires 84 vand 83, to brush 8|, ring 82, segment 16, brush 14, through middle shunt-coil 11b of contactor 10, to trolley-arm 63, trolley-wire 6|,

through line ||4 to and through limit-contact v61, to ground, again starting up the ingot-lift motor 20, which now runs until brush 14 leaves its segment 18, and once more stops this motor, leaving the arm I5 almost in its down position, and bringing brush 19 into` contact with the very short segment 80.

Switch 18 having been thrown up at the time carriage was brought to a halt, no circuit can be now traced through any coil of contacter 1li, but one can be laid out from the now live brush 19, through lead |06 to the upper or reverse shunt-coil IBI, of contactor |83, and on through the upper-right terminal of switch 18, down to its centre point and ground.

Contactor |03 therefore closes upward, or in reverse throw, and motor 5 again starts up slowly, but with its armature leads reversed, so that carriage backs out away from the mill, the other speeding up factors taking place as explained before, and in proper sequence, so that the ingot-car speedily runs out to the furnace end of track, often a very considerable distance away from the mill proper, and as before is brought to a gradual and accurate stop there, about as has been described in detail for the forward direction of its travel.

in case a flat-ingot 28 is to be delivered instead of a ring, the track switches are set manually to run the ingot-buggy in upon track 29 and directly up in line with the mill live-roll table 35, with the ingot-car roller table 25 close thereto and lat the same level therewith, while the only trolley-arm now contacting will be the top one, 5d, which connects herewith trolley-wire 58, appropriately positioned, and which places my liveroll table motor 5| directly in parallel with the driving motor 15, of the mill live-roll table, so that operator of latter can likewise function the live-roll table of my carriage, as required to deliver the new slab.

In this case, the mill roll 21 does not have to be removed, so that carriage I can be returned immediately to furnace-end as soon as slab has left its table 25.

An easy way to accomplish this is to add here two small trolley-wires similar to 63 and 6| previously mentioned, and set to contact with trol leys E2 and 63, just as before, but with both of these two trolley-wire sections connected together and then through va starting push-button at mill operators pulpit, to ground.

On delivery of a new slab to the mill live-roll table 3U, he presses this button for the few seconds required, causing ingot-lift motor 20 to idle through its usual stages, as before outlined, and in sequence nally starting the ingot-car back toward furnace-end of track, as already explained in detail.

If, at any time, switch 1B is thrown by hand to its centre, or off position, the car will be held idle, until this is again thrown in proper direction.

Or safety-switch 85 can be locked open if preferred. It is understood that all the separate slowing-down means cited need not be utilized on any one ingot-car, necessarily, but have been described so as to fairly well cover the subject, and it is probable that further extended study may lead to a material simplification of the wiring diagram, but still without departing from the spirit and scope of my invention.

With moderate and evident changes, my ingot-car might be adapted to alternating current motor, or even to steam or other 'type of engine verse cross section of main track 3, and upper stub-track 3a, on one side of rear end of ingotcar and -at mill end of track, and showing larger wheel 2, and smaller Wheel 2a in rear elevation, I have indicated how the entrance of smaller wheel upon its track causes the larger to clear track 3, thus leading to a prompt reduction in speed ci travel of the car.

This is easy for one axle, but in order to readily accomplish it for two sets of wheels in tandem, the driving gear on the front wheel axle is given about one or two teeth more than the gear required for rear axle, and the two respective wheels made in slightly larger and smaller diameters respectively, so that the front wheel will run in clear to end of track 3 and not contact with the upper track 3a until then, or until the same instant that rear wheel rides up on the short track 3a. This is brought out better in the side-view shown inl elevation in Figure 7, where the diametral differences have been exaggerated in order to make the action clear. Here HSindicates the front large wheel,` H6 the small wheel there, while the rear large wheel is indicated at 2, and the small wheel here at 2a. But having the rear large wheel 2 smaller than the front wheel I l5, does not work outv well at the other end of track, where the furnaces are located. c So advantage is taken here of the heavy flange II'I, on the rear wheel 2, to lift the carriage slightly, for the few rst feet of length of travel onto the terminal track section H8, or until the trailing axle reaches the latter. v Y

Thus the lower main track H9 is here made for a few feet of the grooved type, as shown in cross section in Figure 8, and the flange II'I of rear large wheel 2 is purposely turned to such a diameter as to contact therewith and raise this wheel well off of the vupper track I I8, untilthe grooved track H9 terminates, at whichtime the4 rear small wheel 2a drops slightlyinto bearing on upper track I I 8, at the same instant that fronttsmall wheel H6 of ingot-car rst strikes the end of track H8. The flange |20 of .front large wheel H5 is purposely turned to too small a diameter to contact lat all with the groove. in rail H9. Y

By the means cited both smaller wheels contact with the upper stub-track at the same instant, and at either end of the run between furnaces and mill. f

In Figure 9, and wheel conditions at the furnace endofline, where the grooved rail is utilized, are brought out plainly.

In both Figures '7 and 9 it will be observed that.r the leading wheels to enter upon the upper lstubtrack section in the direction indicated by the arrows, do not contact at all with the upper track until the ,trailing wheels of thel carriage contact therewith, at the same instant substantially. n

It willbe self-evident that a change-gear operated by a side cam such as 9U or 95, might be used to replace the auxiliary upper track and small Wheel system cited. I have vshown `the special trackage system as my preferredfarrangement, however, because of. its relative sturdiness and lack of parts liable to cause maintenance diiiiculties, or expense, under oft-repeated functioningand-.severe service.

taken in side elevation, the track:

in the art, that a purely manually operated carriage might be substitutedfor my' preferred fully automatic type of machine, without departing fromr the spirit of my invention, and indeed I have provided for such hand operation at switch 88, if so preferred, a suitable rear-.end step, or a seat, being then added for the operator, of course, as

farv away from the white-hot ingots as possible..

The variable-speed rheostat arm 95, may have an operating handle also, placed in line with the roll 9S, if so desired, and the whole mounted so as to be well within thereach of an operator on the car.

Further referring toFgure 9, I have shown at HSI a cast-iron brake-shoe suitable for contacting under pressure with the brake-pad Ill of carriager I, as previously mentioned. Mounting links forv said shoe are shown at |22, attached to convenient base 23, and heldagainst the limit-stop |24, by means of the spring I25, in such Wise that full `contact pressure will be developed between IE! and il forthe slowing down direction of travel of the car I, but practically no retardation introduced during the accelerationin reverse direction, as carriage leaves' the terminal position. l

Means for adjusting the vdecelerating brake pressure exerted upon the pad III, is indicated by the adjusting bolt I 26, provided with nut |21, and lock-washer I 28.

Instead of the electrical interlock contacts which I have utilized to determine that the mill was ready to receive a ring-ingot, Lbefore it was possible to start my ingot-buggy in the direction of the mill, it will be self-evident that any number of mechanical, or pneumatic interlocks might be devised for ,this purpose, but in general I pre` fer those4 of the electrical type, as being more` certain of operation.

Certain very definite operative advantages accrue from the use of my ingot-carriage, in that it is capable of delivering either ring orstraight ingots, or fiat slabs,to the mill directly, at high speeds, low cost, and with the rings under slow rotation so that they will not cool down in spots, at the points of support. v Y c `Still further advantages accrue from the fact that my invention is capable of delivering ringingots with precision, and inv rapid succession, right up into place in a continuous belt mill, such as that covered by my co-pending application.

Further important advantages accrue from the use of the rapid accelerating and decelerating automatic means provided, and the definite l. In a circular-ingot transporting car, the

combination comp-rising a power-driven carriage,

energy-supply means therefor, accelerating and decelerating means operative at start and end of each run respectively, carriage reversing means,

circular-ingot supporting means, an automatic travel limit-stop, and interlock means co-ordi-l nating the start of carriage with the preparedness of mill to-receive a new ingot.

2. In a circular-ingot transporting system, the combinationof an ingot rolling mill, a substantially automatic power-driven ingot-carriage, energy-supply means therefor, multi-step. automatic accelerating means at start, and multi-step4 decelerating means operative at end of each run, automatic limit-stop means operative after deceleration, interlocked automatic ingot-delivery means into mill, and automatic reversal-of-travel means operative after ingot delivery.

3. In an ingot transporting system, the combination comprising a live-roll type of support for nat-slabs, a separate live-roll support for circular ingots, a substantially automatic power-driven carriage mounting both of said supports, and automatic interlock means delaying the start of carriage until mill roll system is prepared to receive the transported metal material.

4. A hot-ingot transport system comprising a substantially automatic ingot-car, energy-supply means therefor, automatic decelerating, stopping and reversing means therefor, ingot-delivery means operative at mill-end of the travel, and an automatic interlock co-ordinating the approach of car with the preparedness of mill to receive the transported material.

5. A hot-ingot transport system comprising a power-operable transport car, energy-supply means therefor, power-driven roller supports carrying said ingot, interlock timed and power-operable ingot delivery means, and a co-ordinating interlock operative to start said delivery means when mill is ready to receive the material.

6. An ingot transport system comprising a power-operable transport car, a source of energysupply therefor, an interlock controlled starting means, an operation-sequence determining means, and an ingot delivery means controlled by this last mentioned means.

7. An ingot-transporting apparatus comprising an interlock operated starting device, automatic speed accelerating means of two distinct co-ordinated types, an automatic ingot-transport carriage accelerated thereby, speed decelerating means operative on said carriage thereafter, a subsequently operative travel limit stop, and properly timed ingot-delivery means operative at the stop position.

8. An ingot transporting apparatus comprising a manually controlled starting device, a poweroperable metal-transport car controlled thereby, successively operable accelerating and decelerating mechanisms determining the point-to-point speeds of said car, a travel-limit stop precisely determining the ingot delivery position of said car, and an operation-sequence determining mechanism co-ordinating the successive movements of car and the period of ingot delivery at end of the travel thereof.

9. An ingot transporting apparatus comprising a power-propellable ingot-car, a source of power supply therefor, automatic accelerating and decelerating means, automatic stop and travel reversing means, ingot delivery means, a manually controlled initial starting means, and an operation-sequence timing device determining the succession of motions in both directions of car travel and the delivery of an ingot at proper point of the said travel.

l0. An ingot transporting car comprising a power-propelled carriage, a source of power supply therefor, a manually controlled starting device for said carriage, a plurality of safety interlocks, and a timing device operative under the control thereof, and together therewith determining the safe sequence of successive travel and ingot-delivery operations and the return to initial starting position of said car.

11. An ingot transporting car comprising a power-propelled traveling carriage. ingot carrying means, travel-limit determining means, ingot delivery means, car reversing and returning means, a timing means determining the successive operations, and a cam operable device stopping said car near original starting point.

12. An ingot delivery car comprising a powerpropelled traveling carriage, ingot carrying and final delivery means, and an operation-sequence timer coordinating the forward travel, stoppage, ingot delivery, return and final cam operated halting of the said carriage at proper ret rn position.

13. An ingot transport car comprising interlock controlled starting devices, co-ordinated with a manual starting means, and substantially automatic accelerating, slowing-down, precision stopping, ingot delivery, reverse starting, and final travel terminating means, co-ordinated in proper dennite sequence by a timer.

14; In an ingot-transport system, the combination comprising a power-propelled carriage, interlock-controlled manual starting means therefor, limit-stop controlled ingot-positioning means at mill, automatic ingot-delivery means, and a travel reversing means and return limit-stop, all properly co-ordinated by an' operation-sequence determining timer.

15. An ingot transport system comprising a power-propelled ingot-car, manually controlled starting means therefor, a circular-ingot support mounted on said ingot-car, a travel limit-stop means determining final car position at mill-end of run, subsequently operative ingot-delivery means operable at mill-end of travel and under safety interlock control, and car reversing means controllable by outside signal determined by longitudinal return of mill-,roll to rolling position.

16. An ingot transport mechanism comprising a power-propelled ingot-car, a properly timable initial starting means therefor, substantially automatic stopping, ingot-delivery, and car-reversing means, an automatic operation-sequence timer properly co-ordinating the above, and an automatic nal stopping means functionable at point close to initial starting position.

17. An ingot transporting means, comprising a power propellable multi-speed transport carriage, a live-roll flat-ingot receiving and delivery table operatively mounted on top of said carriage, a cucular-ingot supporting arm mounted on one end of said carriage and entirely separate from said liver-roll table, and separate manual controls operatively connected to included power means to function said live-roll table, and to raise said supporting arm, as required, for their selective operation.

18. A hollow-circular-ingot transporting means, comprising a power propellable transport carriage, a combinedcircular-ingot supporting and power-rotatingmeans providing slow-rotation of said'ingot about its Ylongitudinal generating' axis, to obviate localized cooling at the support positions, a precision limit-stop operative atA mill position of said carriage to longitudinally align said circular-ingot with one roll axis of said mill, and included means operative to vertically align said ingot with the axis of said roll, as required for threading thereover. n i

' 19. An ingot transporting means, comprising a power propellable traveling carriage, a flat-ingot live-roll system mounted on said carriage, a separate circular-ingot carrying meansprovided with included means operative to slowly rotate said circular-ingot during transport, a trackpositioned on input side of a rolling-mill and providing proper alignment of said carriage horizontally for delivery of ingot from said live-roll system to the usual entering live-rolls of mill, and a separate track positioned on entering side of said rolling mill and providing proper alignment of a circular hollow ingot on said carrying means with the axis of one roll of mill, when required.

20. An ingot transport means, comprising a power propellable traveling carriage, a lat-ingot live-roll system mounted upon said carriage, connecting means operative to control the motion of said system manually, a separate ring-ingot carrying-means mounted at a lower level on same carriage than said live-roll system, and included means providing for accurate alignment of a ringingot removably mounted upon said carryingmeans, with axis of one roll of a rolling-mill into which said ring-ingot is enterable by threading a previously removed roll therethrough.

21. An ingot transport means, comprising a power propellable multi-speed transport carriage, a klive-roll flat-ingot delivery table operatively mounted on top of said carriage, a circular-ingot support means mounted on one end of said carriage and entirely below the line of said live-roll table, and connected control meansoperative to deliver nat-ingots in line with entering pass of a rolling mill from said live-roll table, and cir-,

cular hollow ingots in position for threading over

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