US2508088A

US2508088A - Furnace charging machine

Info

Publication number: US2508088A
Application number: US37483A
Authority: US
Inventors: Harvey W Ball
Original assignee: MORGAN ENGINEERING CO
Current assignee: MORGAN ENGINEERING CO
Priority date: 1948-07-07
Filing date: 1948-07-07
Publication date: 1950-05-16
Anticipated expiration: 1967-05-16

Description

May 16, 1950 H; -w BAU.. 2,508,088

FURNACE CHARGING' MACHINE v Filed July 7, 1948 5 SQtS-'Shet 1 FIG.

3mm/vbo@ Harvey w. Bun,

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Attorney May 16', 1950 H. w BALL 2,503,088

FURNACE CHRGING MACHINE Filed July '1 1948 5 'shemheef 2 me/Wto@ Harvey W. Bo I I Attorney FIG. 2

May 16, 1950 H. w. BALL 2,508,088

FURNACE CHARGING MACHINE Filed July 7, 1948 5 She'ets-'Sheet 3 May 16, 1950 H. w. BALL v 2598-088 FURNACE CHARGING MACHINE Filed July 7, 1948 5 sheets-sheet 4 5o 5o 5o 20 49 Sme/whoa Harvey W. Ball,

Atorney May 16, 1950 Filed Juiy 7, 1948 H. w.BA| l FURNACE CHARGING MACHINE 5 szheets'-sheet 5 Harvey W. Boll,

Atforney Patented May 16, 1950 l 2,508,088 FUaNAcE cnAaGlNG MACHINE Harvey W. Ball, Alliance, Ohio, assigner to The Morgan Engineering Company, Alliance, Ohio,

a corporation of Ohio Application July 7, 1948, Serial No. 37,483

Claims. (Cl. 214-18) This invention pertains to furnace charging machines, and more particularly to apparatus o f the type using a rockable and rotatable peel in feeding open-hearth furnaces, and distributing charging stock in the hearths of such furnaces.

The primary object of the invention is to provide a machine for this purpose, so designed that no projecting parts of the machine will interfere with the operators line of vision to the charging box at the end of the peel, or to either side of the cabin of the trolley. This will result in greater safety to persons in the vicinity of the machine, and minimize damage to the machine and other objects in the adjacent vicinity thereof.

A further object is the provision of a charging machine in which the trolley is driven along the bridge by means spaced transversely of the trolley. so as not to interefer with up and down movements of the peel; the driving means for the trolley being positioned about midway between the front and rear ends thereof, and functioning also to stabilize the trolley.

Another object is to supply a charging machine having a trolley mounted on a bridge in such manner as to prevent shocks to the operator. In other words, I provide the trolley with novel shock absorbing means, and in my construction, the fulcrum point or axis, for the up and d own movement of the peel, is so positioned, as to produce nearly a perfect balanced condition of the peel assembly. Thus, the charge in the charging box is the only unbalanced load to be counteracted by the shock absorbing springs or the like.

' With the foregoing and other objects in view, it will be apparent as the description proceeds, that the invention resides in the combination and arrangement of parts, and in the details of construction, hereinafter described and claimed, isf being understood that changes in the precise embodiment of the invention herein disclosed,

may be made within the scope of what is claimed,

. without departing from the spirit of the invention.

In the accompanying drawings:

Fig. 1 is a perspective view of a charging machine, in accordance with the invention, such machine being shown mounted on iloor tracks, adjacent to parallel tracks, for the cars which transport the charging boxes.

Fig. 2 is a diagrammatic top plan view of the trolley and a portion of the peel.

Fig. 3 is an enlarged side elevation, partly in longitudinal vertical section, and partially broken away, of the shock absorbing means at one side of the rear end of the trolley.

Fig. 4 is a transverse vertical sectional view, taken on the line 4 4 of Fig. 3.

Fig. 5 is a view similar to Fig. 4 of a portion of the mechanism with the peel unloaded.

Referring to the drawings, Il! designates hori-l zontal tracks or rails on the floor of the building or the like, containing a battery of openhearth furnaces (not shown). Between the tracks I0 and the furnaces (as is customary), rails Il are arranged on the floor parallel to the rails I0, for the travel of cars (not shown), supporting charging boxes I2, one of which is illustrated in Fig. l. Each charging box is adapted to be connected to the head of a peel I3, preferably of the type disclosed in my application, Serial No. 30,601, filed June 2, 1948. In that application, I have shown and described means for rigidly securing one end of a charging box to the outer end or head of the peel, and means for ro` tating the peel so that the charging box may be dumped after it has entered the furnace.

In accordance with the present invention, a bridge Il, including spaced parallel girders I 5, form part of a carriage, having wheels (not shown) that the travel along the rails I0. The girders are connected together at opposite ends of the carriage, and at the front end of the carriage, a guard apron I6 is fixed, and provided with a notch I1, to accommodate movements of the peel I3. The opposite endsv of the girders are operatively and fixedly connected by an overhead frame I8, of such height as to permit the cabin I9 of a trolley 20, to move beneath the horizontal portion of the framework, when necessary.

The bridge Il may be propelled along the tracks I0, by any suitable means, now used in the art.

In keeping with the present invention, the trolley has a body 2|, arranged entirely below the windows 22 at the front and sides of the cabin I9, and no parts of the mechanism of the trolley extend above the top of the body. Hence, the operator, within the cabin can readily observe conditions at both sides thereof. as well as look forward toward the head of the peel and the charging box I2, without having his vision obstructed. To facilitate nonobstructlon of the operators vision, the top of the body 2 I, forwardly of the front window of the cabin, slopes forwardly and downwardly, as indicated at 23, toward the front end 24 of the trolley. Said front end has depending ears 25, supporting a horizontal pin or shaft 26, carrying the cradle 21 of the peel. The latter rocksy about the axis of the pin 26, and its rear end may be moved upwardly and downwardly under the control of the operator,

' 3 by any suitable means 28, diagrammatically illustrated in Fig. 2.

At this point, it will be observed that the trolley is provided at its sides, with oppositely projecting shelves or platforms 29, which move with the trolley along the girders I5. Each shelf supports a reversible electric motor 38 having a shaft 3l, driving a reduction gearing 32. As illustrated in Fig. 2, each of said reduction gearings has a horizontal shaft 33, extending through a side 34 of the trolley, and driving a wheel 35, journalled in suitable bearings 88, and travelling on one of the rails 31 at the tops of the girders I5. Obviously, when the motors are energized, they rotate the wheels 85 and propel the trolley along the rails 81, so as to project the peel I3 beyond the shield I8 or withdraw it into a position entirely between the girders I of the bridge.

It may be clearly seen from Fig. 2 that the two shafts 38 are spaced from one another transversely of the trolley, and, therefore, the space between the wheels 35 is not obstructed by any crosswise shaft that would interfere with the up and down movements of the portion of the peel within `the chassis of the trolley.

The wheels 35 constitute the front wheels of the trolley, and the rear wheels thereof are lndicated at 88. Each wheel 38 is journalled in the rear end 89 of the trolley, and is not only arranged to absorb shocks, but cooperates with another shock absorbing wheel 48 (Figs. 3 and 4), engageable with an inverted rail 4I, depending from, and fixed to, a girder I5.

Referring to Figs. 3 and 4, it will be observed that each wheel 38 of the trolley, is mounted in anti-friction bearings 42, arranged within a truck member 48 that spans the wheel and has shock absorbing cups 44, positioned at its corners, forwardly and rearwardly of the axis 45 of the wheel 88. Each cup has a wear plate 45a, vertically slidable on a wear plate 48, flxed to a wall 41, forming part of the chassis of the trolley.

For yieldingly urging the wheels 88 downwardly onto the tracks 31 of the bridge, legs 48 have their upper ends connected by transverse horizontal pivot pins 49 to fixed parts 58 of the trolley chassis. An inverted cup or socket 5I slides in each cup 44 and has its upper end in threaded engagement (52) with a. sleeve 53, loosely surrounding a pin 54, constituting a portion of leg 48. The latter has an abutment 55 against which the upper end of the inverted cup 5I bears. Friction type coil springs 58 of the kind commonly used in railway draft mechanism, and which creates friction under a predetermined pressure, surround the sleeve 53, and bear at one end against the top of the inverted cup 5I, and at the other end against shoulders within a sleeve 51, and at the exterior of the sleeve 53. At this point, it will be obvious that the springs 58 can be adjusted by turning the inverted cup 5I.

Each sleeve 51 has an external flange 58 at its upper end, bearing upon a coil spring 59, seated In the cup 44. As the abutment 55 is engageable with the top of the inverted cup 5 I, and the sleeve 58 can move downwardly with said cup, it is obvious that the friction springs 58 will act upon the sleeve 51 to compress the springs 59 after the springs 58 are compressedia predetermined degree. In other words, it will be clear from Fig. 3, that as the legs 48 move downwardly, while the wheels 88 are in engagement with the tracks 81, springs 58 and 59 will function, respectively, to snub the movement and absorb shocks resulting therefrom.

A nut and a lock nut 8| has threaded engagement with the lower end of each pin 54, to maintain the parts in assembled relation and prevent the pins 54 from pulling upwardly out of the truck member 43.

It will be understood from Figs. 3 and 4, that I preferably employ two cups 44 at each side of each wheel 38, and there are two of these cups arranged fore and aft of each wheel. Of course, there are also four of each of the parts with which the cups co-operate.

As further illustrated in Figs. 3 and 4, the chassis of the trolley below and in vertical alignment with the vertical diameter of each wheel 38, is provided with a rockable bearing sleeve 82, designed to rock laterally of the trolley and limited in rocking, by any suitable means, such as a pin 63, xed to the chassis, and projecting into a groove 64 in the periphery of the bearing sleeve 62. The latter houses an anti-friction bearing 85, in which is journalled one end 88 of the shaft 61 of one of the wheels 48, and while only one ensemble is illustrated in Figs. 3 and 4, it will be understood that the lower wheel 48 at each side of the trolley is carried in the same way. Each wheel 48 is fixed to an end 88 of the shaft 61, opposite the end 56, and the intermediate portion of each shaft 81 is journalled in an anti-friction bearing 69, mounted in a transversely rockable ring 18, having a parti-spherical periphery 1I, slidable laterally in a complementary seat of a collar '12, which has a pin 13, extending into a groove 14 of the ring, and serving the same purpose as the

parts

63 and 84.

As shown in Fig. 3, the collar 12 is provided with fore and aft extending arms 15, each terminating at an inverted cup 15. Each of these cups slidably engages a vertical wear plate 11, rigidly united with a depending part or wall 18 of the trolley chassis. Rods 19 depend from, and are pivotally supported by, a horizontal shaft 88, which extends fore and aft of the trolley and is reinforced by gussets 8|, constituting parts of the chassis. Sleeves 82 are slidably arranged on the rods and the movement of the sleeves in one direction is limited by

nuts

83, 84, having threaded engagement with the lower ends of the rods. A cup 85 has threaded engagement (88) with the lower end of each sleeve, and the upper end portion of each sleeve is provided with an external shoulder to bear against friction springs 81 of the type above-mentioned. The lower ends of these springs bear against the inner faces of the bottoms of the cups 85. Other sleeves 88 are slidably arranged within the inverted cups 18 and have shoulders at their upper ends bearing against the upper ends of the springs 81. Coil springs 89 surround portions of the sleeves 88, and. bear at their upper ends against the internal surfaces at the upper ends of the inverted cups 18, and at their lower ends against external flanges .90 at the lower ends of the sleeves 88.

Each

spring structure

58, 81 may be of the conventional helical type so arranged that the springs are normally under a partial compression in order to exert a pressure on the track wheels on the rails. Therefore, any force, tending to tilt the trolley on the bridge, is resisted by preloaded springs.

Referring to Fig. 4, it will be noted that if the peel is not loaded by a charging box and its contents, the end 88 of the shaft 81 would be higher than the end 88 (Fig. 5). 1n other words, each shaft 81 would incline downwardly toward its end 88, and the rings 82, 18 would be canted so that the right hand walls (Fig. of the grooves 6I, 14 would be closer to the

pins

63, 13, than would the left hand walls ofthe grooves. At such time, the rear end 39 of the trolley would be slightly lower than its front end. When, however, the peel picks up a charging box and its load, the rear end of the trolley will kick-up slightly, so that the shafts 61 will assume approximately horizontal positions under the usual load, as shown in Fig. 4.

It will be evident from Figs. 2 and 4, that the axles of the

wheels

38 and 40 at each side of the trolley, are spaced from the similar wheels at the opposite side thereof. In other words, there is no axle extending entirely across the trolley at the rear thereof which would interfere with vertical movements of the peel, peel cradle, or

' the peel operating means.

In the operation of the machine, it will be obvious that the carriage or bridge I4 may be propelled along its tracks I0 to a position in front of any one of a battery of open-hearth furnaces, and as charging box supporting cars will be on the rails II, the trolley may be propelled forwardly on the girdles I5, by means of the motors 30, to bring the head of the peel I3 into position to engage a charging box in alignment with the particular furnace being served. At this time, the peel will be moved about the fulcrum 26 to cause its head to engage the charging box. Now the trolley may be moved further forwardly by the motors 30 to introduce the charging box and its load into the furnace, after which the peel can be rotated to dump the contents of the box into the furnace. Subsequently, the peel can be rotated to place the charging box top-side-up, and then the motors 30 can be reversed to cause the peel to carry the charging box back to the position over a car travelling on tracks II. Afterwards, the peel can be released from the charging box, and be retracted into the carriage I4, by causing the motors 30 to propel the trolley 20 rearwardly further along the tracks 31. During such operation, it is obvious that the operator's view through the front window of the cabin I9, is not obstructed, and he can readily see everything forwardly of the trolley. Furthermore, when the trolley and peel are in retracted position, the operator, in shifting the carriage from one side to the other, along rails I0, may readily observe conditions at either side of the trolley, as will be evident from an inspection of Fig. 1.

During operation of the peel, the shock absorbing mechanism, shown in Figs. 3 and 4, will come into play, and shocks caused by movement of the outer end of the peel and its load,

'will not be imparted to the trolley :cabin or the tion fulcrumed to the front end portion of the trolley for movement about a horizontal axis arranged transversely of the trolley, the improvement in which the trolley is provided with shock absorbing means yieldingly urging the rear wheels of the trolley toward the carriage, the latter having inverted rails, the trolley also having shafts positioned below its rear wheels and fulcrumed to the trolley for movement about horizontal axes extending lengthwise of the trolley, Wheels movable about the axes of said shafts and engaging the inverted rails, and other shock absorbing means operatively associated with said shafts for yieldingly urging the lastmentioned wheels into constant contact with the inverted rails.

2. In a furnace charging machine of the type having a horizontally movable carriage, a trolley movable horizontally on the carriage at substantially right angles to movement of the carriage, front and rear wheels supporting the trolley on the carriage, and a peel supported by the carriage, the improvement in which the trolley is provided with shock absorbing means yieldingly urging the rear wheels of the trolley toward the carriage, the latter having inverted rails, the trolley also having shafts positioned below its rear wheels and fulcrumed to the trolley for movement about horizontal' axes extending lengthwise of the trolleys, wheels movable about the axes of said shafts and engaging the inverted rails, and other shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.

3. In a furnace charging machine of the type having top upright rails and bottom inverted rails, a trolley movable lengthwise of said rails, front and rear wheels supporting the trolley on the top rails, and a peel supported by the trolley, the improvement in which the trolley has shafts positioned below its rear wheels and fulcrumed to the trolley for movement about horizontal axes extending lengthwise thereof, wheels movable about the axes of said shafts and engaging the inverted rails, and shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.

4. In a furnace charging machine of the type having top upright rails and bottom inverted rails, a trolley movable lengthwise of said rails, front and rear wheels engaging the top rails and i supporting the trolley thereon, and a peel supangles to movement of the carriage, front and rear wheels supporting the trolley on the carriage, and a peel having an intermediate porported by the trolley, the improvement in which the trolley has substantially aligned transverse shafts, the outer ends of which are fulcrumed to/the trolley for movement about horizontal axes extending lengthwise thereof, wheels movable about the axes of said shafts and engaging the inverted rails, and shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.

5. In a furnace charging machine of the type having a plurality of upright rails and a plurality of inverted /raila a trolley movable lengthwise of said rails,r front and rear wheels supporting the trolley on the top rails, and a peel carried by the trolley, the improvement in which the trolley has oppositely disposed shafts fulcrumed to the trolley for movement about parallel horizontal axes extending lengthwise of the trolley, wheels movable about the axes of said shafts, and engaging the inverted rails, and shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.

6. In a furance charging machine of the type having a plurality of upright rails and a plurality of inverted rails, a trolley movable lengthwise of said rails, front and rear wheels supporting the trolley on the top rails, and a peel carried by the trolley, the improvement in which the trolley has oppositeiy disposed shafts fulcrumed to the trolley for movement about parallel horizontal axes extending lengthwise of the trolley, wheels movable about the axes of said shafts, and engaging the inverted rails, and shock absorbing means operatively associated with each of said shafts for yieldingly urging the last mentioned wheels into contact with the inverted rails, the shock absorbing means including spring structures normally under a partial compression.

7. In a furnace charging machine of the type having a pair of upright parallel rails and a pair of inverted parallel rails, a trolley movable horizontally lengthwise of said rails, front and rear wheels supporting the trolley on the upright rails, and a peel carried by the trolley, the improvement in which the trolley is provided with stub shafts spaced apart and projecting toward one another, the outer ends of the shafts being fulcrumed to the trolley for movement about parallel horizontal axes extending lengthwise of the trolley, wheels movable about the axes of said shafts and engaging the inverted rails, said wheels being mounted on the inner ends of said shafts, and shock absorbing means operatively connected with intermediate portions of said shafts for yieldingly urging the last mentioned wheels into contact with the inverted rails.

8. In a furnace charging machine, a pair of parallel upright rails, a pair of parallel inverted rails, means operatively connecting said rails for maintaining them in fixed positions relatively to one another, a horizontally movable trolley, front and rear wheels supporting the trolley on the upright rails, and a peel carried by the trolley, the improvement in which the trolley is provided with shock absorbing means yieldingly urging the rear wheels of the trolley toward the upright rails, the trolley also having, at opposite sides thereof, a pair of shafts positioned below the rear wheels, and having outer end portions fulcrumed to the trolley for movement about horizontal axes extending lengthwise of the tracks. other ".vheels movable about the axes of said shafts and engaging the inverted rails, and other shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.

9. In a furnace charging machine of the type having a horizontally movable carriage, a trolley movable on the carriage at right angles to the movement of the carriage, front and rear wheels supporting the trolley on the carriage. and a peel fulcrumed to the trolley for movement about a horizontal axis arranged transversely of the trolley, the improvement in which the trolley is provided with shock absorbing means yieldingly urging the rear wheels of the trolley toward the carriage, the latter having inverted rails at the opposite sides thereof, the trolley also having substantially aligned transverse shafts at the opposite sides thereof, positioned below the rear wheels, and fulcrumed to the trolley for movement about horizontal axes arranged substantially parallel to the inverted rails, wheels movable about the axes of said shafts and engaging the inverted rails, and other shock absorbing means operatively associated with said shafts for yieldingly urging the last mentioned wheels into constant contact with the inverted rails.4

10. In a. furnace charging machine of the type having a horizontally movable carriage, a trolley movable horizontally on the carriage at right angles to movement of the carriage, front and rear wheels supporting the trolley on the carriage. and a peel fulcrumed to the trolley for movement about a horizontal axis arranged transversely of the trolley, the improvement in which the peel is movable upwardly and downwardly between the front wheels and between the rear wheels, and the trolley is provided with shock absorbing means yieldingly urging the rear wheels toward the carriage, the latter having inverted rails, the trolley also having a pair of transverse shafts positioned below the rear wheels and having outer end portions fulcrumed to the trolley for movement about horizontal axes extending lengthwise thereof, wheels mounted on the other ends of the shafts, movable about the axes of the shafts and engaging the inverted rails, and other shock absorbing means operatively associated with the medial portions of said shafts for yieldingly urging the last mentioned wheels into contact with the inverted rails.

HARVEY W. BALL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 646,475 Swanger Apr. 3, 1900 864,934 Taylor Sept. 3, 1967 i 2,260,804 Dunham oct.2a,1941

2,271,396 Jones Jan. 27, 1942 2,315,421 Heaslet Mar. 30, 1948 l