US2055673A

US2055673A - High line lead system

Info

Publication number: US2055673A
Application number: US27271A
Authority: US
Inventors: Robert S Smilie
Original assignee: Individual
Current assignee: Individual
Priority date: 1935-06-18
Filing date: 1935-06-18
Publication date: 1936-09-29
Anticipated expiration: 1953-09-29

Description

Sept. 29, 1936. R SMILIE 2,055,673

HIGH LINE LEAD SYSTEM Filed June 18, 1935 3 Sheets-Sheet l Z 7 A a 12 8 (I/ 4 7' 5 2 56 36 ){Z A x 1 g r I IN VEN TOR. 05222" 5. 5/11/1112 W MW ATTORNEYS.

Sept. 29, 1936. R s M E 2,055,673

HIGH LINE LEAD SYSTEM Filed June 18, 1935 5 Sheets-Sheet 2 IN VEN TOR. $051522" 5 SMf/j [E ifwvvn/ My? I ATTORNEYS. I

Sept. 29, R s SMILE; 2,055,673

HIGH LINE LEAD SYSTEM Filed June 18, 1935 3 Sheets-Sheet 3 INVEN TOR.

FUEIZTS SMM/i W g Wm, M10117,

ATTORNEYS.

Patented Sept. 29, 1936 UNITED STATES PATENT OFFICE HIGH LINE LEAD SYSTEM Robert S. Smilie, San Francisco, Calif. Application June 18, 1935, Serial No. 27,271 13 Claims. (Cl. 212-19) lviy invention relates to improvements in high line lead systems, and it consists of the combinations, constructions and arrangements hereinafter described and claimed.

In building dams in canyons difiiculty is experienced in moving the load to a desired position where the load is suspended a considerable distance below the high line or cableway. Furthermore where a single high line is used the area.

10 over which the load can be delivered is limited.

In order to overcome the two above disadvantages I provide a lead system rigging and dispose this rigging a considerable distance below the high line or cable, yet above the movements of the 1.; load block. In the lead system rigging I make use of means for moving a lead carriage, through which the load lines pass, in the same direction as the cableway carriage, and I further provide means for moving the lead carriage transversely 90 with respect to the high line or cableway. In this simple way I can guide the load to any desired place within the area of the lead system or lateral control rigging.

A further object of my invention is to provide 25 a device of the type described in which the tension can be applied on the lateral control rigging at any point desired. The lead system rigging can be added to the standard high line rigging without altering the construction of the latter.

Other objects and advantages will appear in the following specification, and the novel features of the device will be particularly pointed out in the appended claims.

My invention is illustrated in the accompanying drawings forming a part of this application, in which Figure l is a side elevation of the device shown operatively applied in a canyon;

Figure 2 is a top plan view of Figure 1 with the high line carriage removed;

Figure 3 is a sectional view through the lead carriage taken along the line 3-3 of Figure 4;

Figure 4 is a section along the line 4--4 of Figure 3;

5 Figure 5 is a section along the line 5-5 of Figure 3 showing the lead carriage on a smaller scale;

Figure 6 is a plan view of one of the travel carriages;

50 Figure '7 is a side elevation of Figure 6; and

Figures 8, 9 and 10 show various diagrammatic views of applying tension at difierent points on the lateral control rigging.

In carrying out my invention I make use of a 55 high line or cableway I which is stretched between two towers 2 and 3. These towers may be fixed in position, or may be movable along rails. It is obvious that the high line I may be connected directly to the sides of the

cliffs

4 and 5 without the use of towers if desired.

A cableway carriage or carriages indicated generally at A moves along the high line I, and carries sheaves 6. A load line I extends from a load hoist 8 and is passed over the sheaves 6 and around a fall block 9 in the manner shown in Figure 1. It is obvious that any other type of rigging connecting the load book In with the load hoist 8 may be used without departing from the spirit and scope of the invention. I show the load hook I being carried by the fall block 9.

The cable carriage A is moved along the high line I by a line II which has its ends connected to the carriage A as shown, and the line is then passed around lead blocks carried by the towers 2 and 3 and is finally wrapped around a cableway hoist I2. When the hoist drum I2 is rotated in one direction it will move the carriage A along the line I in one direction, and when the hoist drum I2 is rotated in the opposite direction it will move the carriage A in a reverse direction. The parts thus far described are standard and form no part of my invention except insofar as they cooperate with the parts now to be described.

A considerable distance below the high line I I dispose a lead system rigging indicated generally at B. In Figure 2 the lead system rigging B takes the shape of a rectangle, although the area covered by the rigging can be shaped differently Without departing from the spirit and scope of my invention. The rigging comprises a pair of anchored lines I3 and I4 which extend across the canyon and are dead ended to the walls 4 and of the canyon. Figure 2 shows the lines I3 and I4 extending parallel with respect to each other and to the high line I. Figure 1 shows the lines I3 and I4 extending parallel with the high line I. It is obvious that the lines I3 and I4 can extend at an angle with respect to the horizontal, and also at an angle with respect to each other and to the high line. In other words, the contour of the land will determine the direction of the high line I, and the anchored lines I3 and I4.

On the lines I3 and I4 I slidably mount travel carriages indicated generally at C and C. One of these carriages is shown in detail in Figures 6 and '7, and a brief description of it will now be given. The carriage comprises a frame indicated generally at I5, and this frame carries sheaves I6 that ride on the anchored lines I3 and I4. Figures 6 and '7 show the carriage C which rides on the line l3. Sheaves ll ride on the same line l3 and support the carriage against a horizontal pull made in the direction of the arrow [8 shown in Figure 6.

I provide means for simultaneously moving both carriages C and C along the lines l 3 and M. This means comprises a line 59 connected to the carriage C at 28. This line is then passed around a lead block 2i, see Figure 2, this block being disposed adjacent to the right-hand anchorage of the line l3. The line 59 is then extended across the canyon and is passed around a second lead block 22 disposed adjacent to the left-hand anchorage of the line l3. The line is now wrapped around a drum hoist 23 a few turns, and then is passed around a lead block 24 disposed adjacent to the lead block 22. cured to the carriage C at25. It will'be' seen from this construction that a rotation of the drum 23 in one direction by any means, none being shown, will move the carriage C along the anchored line l3 in one direction. A reverse move ment of the drum 23 will move the carriage in the opposite direction.

In like manner the carriage C on the anchored line H is moved by a similar drum 23'. The connection between this carriage and the drum 23 consists of a cable 26 which is secured to the carriage at 27, and which is then passed around a lead block 28 disposed adjacent to the right hand anchorage of the line It. The cable or line 26 is then passed around a second lead block '29 disposed adjacent to the left-hand anchorage of the line M. The line 26 is then wrapped a few times around the drum 23' and is then passed over a lead block 30 disposed adjacent to the lead block 29, and the end of the line is secured to the carriage C at 3!. The winding of the lines l9 and 26 on the drums 23 and 23' is such as to cause both carriages C and C to move in one direction when the drums are rotated together in a predetermined direction, and then to move simultaneously in an opposite direction when the

drums

23 and 23 are rotated in the opposite direction. The drums 23 and 23' may be independently rotated and at different speeds if desired for effecting difierent movements of the carriages C and C.

I provide a lead carriage D for the fall lines I" that extend from the sheaves 6 down to the fall block 9. The carriage is shown in detail in Figures 8, 4 and 5. Two groups of four sheaves each, the groups being indicated generally at 32 and 33, are mounted on a frame 34. The fall lines I pass between the

sheaves

32 and 33 in the manner shown in Figures 3 and 5. The sheaves prevent lateral movement of the fall lines in a direction at right angles to the anchored lines I3 and M. I also provide two sets of

rollers

34 and 35, see Figure 3, and mount these directly above the sets of

sheaves

32 and 33. The axes of the rollers extend at right angles to the axes of the sheaves, and the rollers are spaced a sufiicient distance apart to allow the fall lines I to pass therebetween. It will be seen that the rollers prevent lateral movement of the fall lines I in a direction at right angles to the axes of the rollers. The

sheaves

32 and 33 cooperate with the

rollers

34 and 35 to provide guides for the fall lines which have moving surfaces that move with the lines, and which at the same time prevent lateral movement of the fall lines in any direction. 'Additional rollers 35 are mounted beneath the sheave sets 32 and 33 for guiding purposes.

If desired the lead carriage can be supported The end of the line is then seby the cableway carriage, and to this end I provide supporting cables 36, see Figure 3, that extend from the cableway carriage A, see Figure 1, down to the pivoted arms 36' carried by the lead carriage D.

I now provide connections between the travel carriages C and C and the lead carriage D for causing the lead carriage to move in unison with the carriage A when the latter is moved in a longitudinal direction, and to also cause the lead carriage tomove transversely to the movement of the carriage A. It is obvious that the carriage Acan remain stationary, and that the lead carriage D can be moved into various positions within the limits of the supporting lines 36.

Again referring to Figure 2 it will be seen that I provide a line 37 dead ended to a suspended counterweight 38. The line is passed over a block 39, and then is passed around a block 40 disposed adjacent to the right-hand end of the line 13. The line now is passed around a sheave H on the carriage C, see Figures 2 and 6, and then is passed around a block 42 on the lead carriage D, see Figure 5. The line 31 continues around a second sheave 43 on the travel carriage C, then around a lead block 44 disposed adjacent to the blocks 22 and 24, and finally is wrapped around a drum 45. The line 3? then continues as line 37 from the drum 45 around a lead block 46 disposed adjacent to the

blocks

29 and 30, and then over a sheave 41 in the carriage C that rides on the line 14. The sheave 3? corresponds to the sheave 43 in the other carriage C. The line 87' then continues around a block 48 mounted on the lead carriage D, see Figure 5, and is then passed around a second sheave 49 in the carriage C, and thence around a lead block 56 disposed adjacent tothe block 28 and then over a lead block 5!, and is finally dead ended at the counterweight 38. The lead blocks 39 and El are spaced from each other for a purpose hereinafter described.

A rotation of the drum 45 in one direction will wind up the portion of the cable 37 connected with the travel carriage C and will simultaneously unwind the other portion of the cable 31. The result will be a lateral movement of the lead carriage D toward the line l3. This of course will move the load hook I 0 therewith and the load 52 carried by the load hook will be moved to the desired position. A reverse rotation of the drum 45 will feed slack into the portion of the cable 31 connected to the carriage C and will take up the portion 31' connected to the carriage C. This will move the lead carriage D in the opposite direction, i. e. toward the line M.

The operator, therefore, by actuating the

drums

23, 23 and 45, can move the lead carriage D to any desired position within the rectangular area bounded by the lines I3 and M, and the

cliff walls

4 and 5. Since the lead carriage is disposed relatively close to the load 52, the swinging of the load is materially reduced. The operator can more quickly spot the place where the load is to be deposited than is possible where the load is only moved by the cableway carriage A. It will further be seen that the lead carriage D permits the load to be moved transversely, or at right angles with respect to the high line I, which of course would be impossible were the lead system rigging not provided. The pull of the cables 31 and 37' on the carriage D is in line with the axes of the

sheaves

32 and 33 since these axes lie in the same horizontal plane as the

sheaves

42 and 48.

Although the device is designed primarily for 75 fixed towers it can be used on movable towers. Any number of falls in the load line may be used, and the sheaves and rollers in the lead carriage D will be increased or decreased accordingly. It is possible to remove the lead carriage D and the lateral control rigging altogether, and permit the high line and load line to function in the usual manner. It is possible to pass a dump line through the lead carriage if necessary. The carriage A on the high line may be fixed or movable. The lead carriage need not be supported by the supporting lines 36 because the

lines

31 and 31 will support the carriage D should the lines 36 be dispensed with.

In the matter of the counterweight 38 it should be noted that this weight must equal or be in excess of the load imposed on the lines l3 and E4. Should undue tension be placed on the lines 31 or 31' which is greater than the weight 38, it will be seen that the weight will move upwardly. It will further be seen that since the lead blocks 39 and are spaced from each other, the counterweight 38 will move toward the

lead block

39 or 5|, in accordance with the proportional tensions exerted on the

line portions

31 and 31 extending from the weight 38 to the

blocks

39 and 5|. For example, if the lead carriage D is moved toward the line l4, 2. strain will be placed on the line portion 31 passing over the lead block 5| and slack will be fed into the line portion 31 passing over the lead block 39. The result will be a swinging of the counterweight 38 toward the lead block 5|, and away from the lead block 39.

Should now the load 52 he suddenly freed from the hook ID, the strain on the line portion 31' passing over the lead block 5| will be reduced. The counterweight 38 will immediately lower to offset this reduced strain, and this will prevent the lead carriage D from suddenly moving away from the line l4. In this way accidental and quick movements of the load hook l6 when freed from its load will be obviated. It will also be seen that the weight 38 will automatically'compensate for the slight movement of the carriages C and C toward each other as the carriages move from the ends of the lines l3 and I4 toward the center.

In Figure 1 I indicate generally a dam at 53 which is being built and it will be noted that the load 52 can be deposited at any point desired along the dam within the area of the lead system rigging B. In order to have the lead carriage D move in unison with the cableway carriage A it is possible to connect the hoist drums 23 and 23' with the cableway hoist drum I2, and in this way both carriages are positively moved at the same speed and in the same direction. The lead system rigging will give sufficiently to permit the load 52 to go above the control lines a slight distance if desired. It is obvious that the lead system rigging can be used without the counterweight, and in this case the ends of the line 31 will be dead ended at a given point.

It is often desirous to have what might be termed a three-point suspension for a load in order to properly position the load at any desired place. The operator in accomplishing this causes the control carriages C and C to hang back while advancing the cableway carriage A. The control carriages together with the cableway carriage give the desired three-point suspension. Although I have shown the side carriages as being movable by hoist drums, it is obvious that they can be constructed so as to move freely along the anchored lines I3 and M without being power-driven. When the travel carriages C and C are power-driven they can be used for spotting purposes.

In Figures 8, 9 and various modifications are shown of the lead system or lateral control rigging. The diagrammatic showing in Figure 8 differs from that shown in Figure 2 in that the ends of the control lines 54 and 54' are dead ended as at 55 and 55'. The lines 54 and 54' in reality constitute but one line and this line has its mid-portion wrapped around a drum 56 that takes the place of the drum 45. Yielding tension on the lines 54 and 54' is accomplished by mounting the reel or drum 56 on a movable carriage 51, and this carriage is urged to the left in Figure 8 by means of a cable 58 that is connected to the carriage and to a weight 58. The weight 59 takes the place of the weight 38 and accomplishes the same purpose. In all other respects this form of the invention is identical to that of the form shown in Figure 2, and therefore like reference numerals will be given to similar parts. Slack is taken up automatically in the lines 54 and 54' by the weight 59. The lead carriage D in Figure 8 is moved transversely by actuating the drum 56 in either direction. The means for moving the control carriages C and C along the anchor lines l3 and I4 is not shown in Figure 8, although this means may be the same as that shown in Figure 2.

In the diagrammatic showing of Figure 9 tension is applied to only the line 54 and not to the line- 54. In this showing the drum 56 is mounted on a stationary base 60 instead of on the movable base 51. The tension in the line 54 is accomplished by the pulley 6| being placed in the line and creating a yielding tension of the line by means of a weight 62 which is connected to the pulley 6| by a cable 63. The operation of this form is identical to that shown in Figure 8. The only difference between the two showings is that in Figure 8 the yielding tension is applied to both

lines

54 and 54, while in Figure 9 the yielding tension is only applied to the line 54.

In Figure 10 the anchored lines I3 and M are supplanted by

guide lines

64 and 55 that are dead ended at 66 and 61 at one of their ends, and have their other ends connected to

weights

68 and 69 respectively. The weights take up slack in the guide lines 64 and 65. The control lines 54 and 54' are similar to those shown in Figure 9, and no tension on these control lines is illustrated. The control lines are actuated by the drum 55 for moving the lead carriage D in the desired direction.

The point of similarity in all of the different forms of lateral control rigging is the provision of automatic tension means which will instantly take up slack. This tension means may be applied to different parts of the lead system or lateral control rigging, and I do not wish to be confined to any particular specific showing.

It is obvious that either of the

weights

68 and 69 shown in Figure 10, may be dispensed with. For example, the line 65 may be anchored at both ends and only the line 54 have the weight 68. Since the control lines 54 and 54' exert a pulling force from both sides of the carriage D, the weight 68 will compensate for any slack in the control lines and in the

main lines

64 and 65.

While I have shown only the preferred form of my invention, it should be understood that various changes or modifications may be made within the scope of the appended claims without departing from the spirit of the invention.

I claim:

1. The combination with a high line carriage, fall lines extending therefrom, of a lead carriage slidably receiving the fall lines, and means for moving the lead carriage longitudinally and transversely throughout a predetermined area for guiding the fall lines to a desired location.

2. In combination, a support for fall lines, fall lines extending therefrom, a pair of spaced apart guide Cables defining an area over which the fall lines may be extended, a lead carriage slidably receiving the fall lines, control carriages slidable on the cables, and connections between the lead carriage and the control carriages for moving the lead carriage toward either of the guide cables as desired.

3. In combination, a support for fall lines, fall lines extending therefrom, a pair of spaced apart guide cables defining an area over which the fall lines may be extended, a lead carriage slidably receiving the fall lines, control carriages slidable on the cables, connections between the lead carriage and the control carriages for moving the lead carriage toward either of the guide cables as desired, and means for moving the control carriages along the guide cables.

4. The combination with a high line carriage, and fall lines extending therefrom, of a lead carriage slidably receiving the fall lines, control lines operatively connected to the lead carriage for moving the carriage into any desired position within a predetermined area, and means for applying a yielding tension on the control lines.

5. In combination, a high line carriage, fall lines extending therefrom, a lead carriage for slidably receiving the fall lines for guiding the fall lines to a desired point in a predetermined area, and a lateral control rigging for the lead carriage including two spaced apart and anchored lines, control carriages movable therealong, and control lines extending from the control carriages to the lead carriage for moving the latter toward either of the anchored lines desired.

6. In combination, a high line carriage, fall lines extending therefrom, a lead carriage for slidably receiving the fall lines for guiding the fall lines to a desired point in a predetermined area, and a lateral control rigging for the lead carriage including two spaced apart and an-- chored lines, control carriages movable therealong, and control lines extending from the control carriages to the lead carriage for moving the latter toward either of the anchored lines desired, and means for moving the control carriages along the anchored lines.

7. In combination, a high line carriage, fall lines extending therefrom, a lead carriage for slidably receiving the fall lines for guiding the fall lines to a desired point in a predetermined area, and a lateral control rigging for the lead carriage including two spaced apart and anchored lines, control carriages movable therealong, and control lines extending from the control carriages to the lead carriage for moving the latter toward either of the anchored lines desired, and means for applying a yielding tension on the control lines.

8. In combination, ahigh line carriage, fall lines extending therefrom, a lead carriage for slidably receiving the fall lines for guiding the fall lines to a desired point in a predetermined area, and a lateral control rigging for the lead carriage ineluding two spaced apart and anchored lines, control carriages movable therealong, and control lines extending from the control carriages to the lead carriage for moving the latter toward either of the anchored lines desired, means for moving the control carriages along the anchored lines, and means for applying a yielding tension on the con trol lines.

9. In combination, a high line carriage, fall lines extending therefrom, a lead carriage slidably receiving the fall lines, a pair of spaced apart anchored lines, control carriages slidable along the anchored lines, a weight, a control line having its ends connected to the weight, the control line also being operatively connected to opposite sides of the lead carriage, and a drum for winding up the portion of the control line connected to one side of the lead carriage and for paying out the line portion connected to the other side, whereby the lead carriage will be moved to the desired anchored line.

10. A lead carriage comprising a frame, a plurality of sheaves for guiding fall lines and for preventing movement of the fall lines at right angles to the axes of the sheaves, a plurality of rollers disposed adjacent to the sheaves and having their axes extending at right angles to the sheave axes, said rollers guiding the fall lines and preventing their movement at right angles to the roller axes, and sheaves disposed at the sides of the frame and having their axes extending substantially perpendicular, said last named sheaves receiving control cables whereby the frame is moved.

11. In combination, a pair of anchored lines spaced from each other, a lead carriage for slidably guiding fall lines, a control carriage slidably mounted on each anchored line, a drum, a control line extending from the drum and having its free end dead ended, a portion of the control line connecting one of the control carriages with one side of the lead carriage, a second control line extending from the drum and having its free end dead ended, a portion of the second control line connecting the other control carriage with the opposite side of the lead carriage, said drum being rotatable in either direction for moving the lead carriage toward the desired anchored lines, and yielding means exerted on one of the control lines for taking up slack.

12. In combination, a pair of guide and supporting lines for control cages, said lines being spaced from each other and each having one of their ends anchored, means connected to the other ends of the lines for continually exerting a yielding pull on the lines for taking up slack, control cages movable along the lines, a lead carriage designed to have fall lines slidably pass therethrough, and connections between the control carriages and the lead carriage for moving the lead carriage toward either of the supporting lines desired.

13. In combination, a high line carriage, fall lines extending therefrom, a lead carriage for slidably receiving the fall lines for guiding the fall lines to a desired point in a predetermined area, and a lateral control rigging for the lead carriage including two spaced apart lines, control carriages movable therealong, and control lines extending from the control carriages to the lead carriage for moving the latter toward either of the spaced lines desired.

ROBERT S. SMILIE.