US2548178A - Hot metal handling apparatus - Google Patents

Description

p 1951 w. s. THOMPSON now METAL HANDLING APPARATUS Filed June 25, 1948 2 Sheets-Sheet l INVENTOR MAL/HM S. THOMPSON ATTORNEY Aprifi W, l 951 w. s. THQMPSON V HOT METAL HANDLING APPARATUS 2 Sheets-Sheet 2 Filed June 25, 1948 INVENTOR W/LL/HM .5. 77/0/41 5 0/\/ 0m W ATTORNEY Patented Apr. lil, 1951 UNITE STATES PTENT OFFICE HOT METAL HANDLING APPARATUS William S. Thompson, Watkins Glen, N. Y., assignor to Shepard Niles Crane & Hoist Corporation, Montour Falls, N. Y., a corporation of N cw York Application June 25, 1948, Serial No. 35,081

a traveling hoist for moving molten metal held in a ladle from a charging station to a ladle discharging station or stations.

In the practice of the present invention a ladle containing molten metal is moved between a charging station and one or more discharging or pouring stations, by a traveling hoist which is supported by, and is movable along an elevated track or runway. Said hoist comprises hoisting mechanism including an electrical hoist motor for raising and lowering the ladle as may be required by diiferences in elevation of the charging and discharging stations, and to provide proper ciearance between the ladle and objects beneath the track or runway along which the hoist is moved. The movement'of the hoist along the supporting track and the operation of the hoisting mechanism is advantageously controlled from a cab unit which is supported by, and movable along the trackway, and which is provided with control mechanism through which the operator in the cab controls the movement of the cab and hoisting unit along the trackway, and controls the operation of the hoisting mechanism. Ordinarily, such cab and hoistingunits are mechanically coupled so that a single propulsion motor, mounted either on the hoisting 7 unit or on the cab unit, can be used to move the two units along the trackway. Usually however, the mechanically coupled units are each provided with at least one individual propulsion motor.

The two mechanically connected units are also electrically connected to enable the'operator in the cab to control the operation of the hoisting motor and to also control the operation of all propulsion motors included in the units.

To enable the operator in the cab to properly control the operation of the hoisting mechan sm of the hoisting unit, it is practically essential that the operators station in the cab should be in such close proximity to the ladle holding the molten metal that there is a substantial risk of serious injury to the operator in the cab as a result of the spilling of molten metal from the ladle when the cab and hoist units are mechanically coupled. The spilling of molten metal may be caused by faulty manipulation of the ladle in a charging or discharging operation, or may result from the fracture or burning out of the ladle.

The primary object of the present invention 2 is to provide apparatus for handling molten metal comprising cab and hoisting units, normally coupled mechanically and electrically, generally as above described, with simple and efi'ective means through which whenever any dangerous spilling of molten metal from the ladle begins,

the operator in the cab can disconnect the latter from the hoisting unit, and move the cab unit away from the hoisting unit with such rapidity as to eliminate, or to greatly minimize, the risk of serious injury to the cab and operator.

- The various features of novelty which characterize my invention are pointed out with particularity in the claims annexed to and forming a part of this specification. For a better understanding of the invention, however, its advantages, and specific objects attained with its use, reference should be had to the accompanying drawing and descriptive matter in which I have illustrated and described a preferred embodiment of the invention.

Of the drawings:

Fig. 1 is an elevation of my improved apparatus for handling molten metal;

Fig. 2 is an end elevation of the apparatus shown in Fig. 1;

Fig. 8 is a plan view of means for electrically connecting and disconnecting the cab and hoist units which are shown on a smaller scale and with less detail in Fig. 1;

Fig. 4 is an elevation of means included in Fig. l for electrically connecting and disconnecting the cab and hoisting units shown in Fig. 1; and

Fig. 5 is a diagram illustrating the operation of the means for electrically and mechanically connecting the cab and hoisting units shown in Fig. 1.

In the drawings I have illustrated a preferred form of embodiment of the present invention which comprises a hoisting unit I and operators cab unit 2, each supported by and movable along an elevated track 3. As is shown in Figs. 1 and 2, the track 3 is of a well known, monorail type, comprising a main I beam with its web vertically disposed, and two side by side flanged track or rails s and 5. The latter are secured to the main I beam at the opposite sides of its base flange. The hoisting unit I comprises a main frame suspended from the track rails 4 and 5 by trolleys and l which are spaced apart in the direction of the length of the track 3, and also comprises a vertically movable, ladle supporting frame mounted in said main frame and supporting a ladle as hereinafter described. The cab unit 2 comprises a frame structure suspended from the 3 track rails ii and 5 by trolleys 8 and 9. Each of the trolleys 5, l, 8 and 9 comprises a pair of spaced apart wheels ii] in engagement, with the upper edge or head of the track rails 4 and. a second pair of wheels in in engagement with the upper edge or head of the track rail 5. As shown, the hoist unit trolley 6 supports a propulsion motor I I, and the cab unit trolley 8 supports a propulsion motor !2. Each of the propulsion motors ii and I2 operates, when energized, to

subject the wheels iii of the corresponding trolley to a driving torque. The driving connections between the motors II and i2 and the corresponding trolley wheels It need not be illustrated or further described, inasmuch as they are of a well known type. As shown, neither the hoist unit trolley i, nor the cab unit trolley 9 includes means for impressing a driving torque on their Wheels Hi.

Except for the means hereinafter described for mechanically and electrically connecting and disconnecting the two units, the hoist unit i may be, and as shown is of well known type, comprising a hoist motor l3 for raising and lowering a ladle i4 adapted to hold molten metal. The ladle I4 is directly supported by -means of a bail-like part having depending leg portions at opposite sides of, and pivotally connected to the ladle l4, and having a yoke portion suspended by hangers I6 carried by a vertically movable hoisting unit frame H. The frame I1 is mounted for vertical movement in a guideway formed by vertically disposed I beam portions E8 of the main frame of the hoisting unit l. The frame H is supported and raised and lowered by means of a hoisling drum rotated by the customary hoisting motor l3 and cable connection between said drum and frame. The

hoisting drum and cable connection are not shown, and need not be further described as they may be of well known type.

The cab 2 provides an operator's station including an operators seat l9, motor control mechanism 20, a pedal 2| for controlling a foot actuated brake 22 for the trolley driving motor l2, and a hand lever 23 operating to interrupt the mechanical connection between the cab unit 2 and hoist unit and to adjust a switch mechanism 24 to deenergize the trolley motor II when the hand lever 23 is turned out of its normal position. The trolley motor II for the unit I is provide with a so-called electric brake which may 'be of well known type and is automatically operated to prevent rotation of the shaft of the motor I I when the normal energizing circuit for the latter is opened or deenergized. To enable the operator in the cab unit 2 to maintain the ladle l4 under close visual observation while at the same time shielding the operator from ladle heat radiation, the front wall of the operators station or space in the cab unit 2 is advantageously closed by a plate 2A of glass or other transparent material adapted to withstand the effects of the heat radiation to said plate. The hoist motor I3 is also provided with an electric brake 26 for preventing rotation of the shaft of the motor I3 when the latter is deenergized.

As is shown in Figs. 1 and 5, the mechanical coupling between the units l and 2 comprises a tow bar 21. The latter has one end pivotally connected to the unit I at all times, and has its second end arranged to extend into a bell, mouth opening in the adjacent end of a coupling member 28 which has its opposite end pivotally connected to the framework of the cab unit trolley 8. In the normal coupled condition of the two units, a plug or coupling body 29 extends through apertures in the top and bottom walls of the member 28 and through the then registering aperture 21' in the end of the tow bar 21 then extending into said member 2'8. The body 29 is pivotally connected to a crank arm 30 mounted to turn about a supporting pivot 3|. A crank arm 32, rigidly connected to the crank arm 30, has its free end connected by a link 33 to the arm 34 of the lever 23. The later is mounted to turn about a pivot or shaft 35, and is rigidly connected to a lever arm 36 which turns with the lever 23 about the shaft 35.

The lever arm 36 is connected by a link 31 to one arm of a switch adjusting bell crank lever 38 mounted on a pivot 39. As diagrammatically shown in Fig. 5, the second arm of the lever 38 is connected to the operating rod or stem 45a of the switch 24, and the stem 40a is connected to each of aplurality of switch members 49 of the bridging contact type which are shown as parallel to one another. When the lever 23 is turned counterclockwise from its positoin shown in Fig. 1 into its position shown in Fig. 5, the plug 29 is moved down out of the tow bar aperture 21, and the units l and 2 are thus mechanically disconnected. The-counterclockwise movement of the lever 23 also moves the upper end of the bell crank lever 38 into the position in which it engages and is held against return movement by a latching detent 4|. As diagrammatically shown in Fig. 5, the detent M is pivotally supported by a pivot pin 42, and a stop pin 43 normally holds the latch arm in position to be engaged by,

and moved into locking engagement with the lever 38, following the engagement of the latter with the bevelled end 44 of the latching detent M, as the lever '23 is turned from its position shown in Fig. 1 into its position shown in Fig. 5.

When the lever 23 is in the position shown in Fig. 5, and the control mechanism 20 is adjusted to energize the motor l2 for such movement, the cab unit 2 moves rapidly to the left, from the hoisting unit I. The latter is then held stationary by the electric brake 26, which is then in the condition in which it prevents rotation of the trolley motor II, as a result of the denergization of the motor I l by the adjustment of the switch 24 into its condition shown in Fig. 5.

The control of the hoist motors by the mechanism 28' is effected through conductors included in one or more cables 45 normally forming an electrical connection between the units l and 2. The movement of the cab unit 2 away from the hoisting unit I separates the sections 46 and 41 of an automatic disconnect box, and thereby opens the previously closed energizing conductor connections between the mechanism 20 and the motors II and I3. As shown, there are two cables 45, each having one end connected to the box section 4'! and having its other end connected to the cab unit 2. In their normal positions, the box sections 46 and 41 have their lower ends hinge connected by means of bracket parts 48 secured to the underside of the section 49, and a bottom lip or flange portion 48 of the box section 47. Said flange portion 49 then serves, in effect, as a pintle received in a concave recess formed in the upper side of each bracket 48.

As shown, the disconnect box section 46 is rigidly connected to the frame of the hoist unit I. In the normal operative condition of the apparatus, shown in Figs. 3 and 4, the disconnect box section 41 is held againstthe section 46 by looking means comprising two locking hook or bar members 50 and cooperating latch members 55. The two locking bar members so are normally parallel to one another and to the direction of movement along the track rails 4 and 5 of the hoisting unit, and are at opposite sides of the sections and #3. Each locking bar extends loosely throughthe flange'portion 5! of a correspondingbracket member secured to the section 36.v A spring 52 acting between the flange 5i and an abutment member 53 secured to the end of the locking bar to adjacent the hoisting unit, tendsto move the enlarged oppositeend portion 54 of the 'bar 56 to the rightfrom its position shown in Figs. 3 and 4. Such movement of each locking bar is prevented, in the normal condition of the apparatus, by the corresponding latch member 55. Each. member 55 is pivotally supported by a pivot 56 carried by the box sec tion 41. In its position shown in Figs. 3 and 4, bifurcated end portions of each latching member 55 straddle the body portion of the adjacent bar 50 and are engaged by the enlarged end portion 54 of said adjacent bar. .In consequence, the aggregate tension force of the two springs 52 then. collectively holds the disconnect box section 41 in snug contact with the box section it.

In the normal. operative condition of the apparatus, each latch member 55-is held in itslatching position shown in Figs. 3- and 4, by a corresponding locking lever 5?; which is pivotally connected to the box section-4i by a corresponding pivot 58. The levers 51 are bell crank levers and are so arranged that when in their locking position, shown in Fig. 3, the tension of the springs 52 act through the latch members 55 against the short engaging arms of the levers 57in the direction to hold the long arms of the levers against the box section t! and thereby maintainv each of theshort lever arms in engagement with the corresponding latch member. The long arms of the levers iii. are each connected by a common clevis 59a to one end of a flexible connecting element 59 which, as shown, is a chain. The second end of the chain 59 is anchored to the framework of, the cab unit 2. When the tow bar 21' is disconnected from the cab unit 2 and the latter is moved away from the hoisting unit I, the chain 59 moves each. bell crank lever 5'! into a position in which its. short arm disengages' the corresponding latching member 55. This permits the latter to turn about its supporting pivot .55, under the action of the springs 52, into a position in which it no longer cooperates with the corresponding locking bar St to hold the disconnect box sections Mend t? in contact with one another. As themovement of the cab. unit 2 continues, the section ll is sep-- arated from the section 46 and thereafter shares w the bodily movement of said unit.

Mounted in the section are a plurality of lat-- erally displaced contact members 5i, which are parallel to one another and to "the direction of movement of the units along the track rail 3. As is made apparent in Fig. 4, each contact 6i has a cylindrical end portion axially movable in a corresponding socket member 6i anchored in the disconnect box section 45. A spring 53 in each socket surrounds a portion of the corresponding contact member which is smaller in diameter than said cylindrical end portion, and acts between the closed end of the latter and said enlarged end portion of the contact 6!. When the disconnect box sections 46 and 4'7 are in en- 7 conditions make desirable.

gagement, as shown in Fig. 4, each of the contacts 6| is in axial alignment and in abutting engagement with a corresponding contact G4 carried by a support 65. The latter is within, and rigidly connected to the box section 47. When the contacts 6i and are in such engagement, the springs 63 are compressed and under 'sufiicient tension to maintain a desired contact pressure between each contact 3! and the abutting contact 64.

As diagrammatically shown in Fig. 5, the uppermost contact 6| is connected by a conductor 66 to a brush engaging the commutator 68 of the trolley motor ,while the second brush engaging the commutator 58 is connected by a conductor fill to the contact 6| immediately beneath the contact 55 connected to the conductor 5%. The two lower contacts 6! are connected to one another through conductors es and lil which are connected in series with one another and with the field winding 7! of the motor H, and with the relay winding '12 through which the application of the so-called electric bral e25 to the shaft of the motor H is-cc-ntrolled. The brake 25 may be, and ordinarily is of the well known type comprising a brake member spring biased for movement into braking engagement with the shaft of the motor i I, but which is held out of such engagement by the relay winding 12 when the latter is energized.

As shown in Fig. 5, the contacts 6| connected to the conductors 66-, 61, 69 and 10 engage contacts connected to conductors l3, l4, l5 and 16, respectively. Each of the conductors 13, 74,, 15 and it is connected to a corresponding contact 42b of the switch 24. When the switch lever 38 is turned clockwise from the position in which it is shown in Fig. 5 into its normal position, the switch members it are moved into position in which they connect the conductors i3, i4, i5 and 16 to conductors 18,, 79, 86 and M, respectively. The last mentioned conductors are individually connected to corresponding contacts 490 of the switch 24, and maybe connected to the control mechanism 26 in the cab unit 2, for actuation shown in Fig. l, the control mechanism 20 in the cab unit 2 is adapted to simultaneously energize both .trolley motors ii and 2 for simultaneous operation as required to move both the units l and 2 along the supporting track 3 in either direction, and to operate the hoisting motor is as required to raise or lower the ladle id as However, when as a result of ladle fracture or other cause, molten from the hoisting unit I.

metal spills out of the ladle i4 and thus subjects the operator to risk of serious injury by the hot metal or its heating eirects which would exist if the cab unit 2 were maintained in its normal position relative to the hoisting unit, the operator may rapidly move the cab and himself to a position safely displaced from the hoisting unit l by turning the lever 23 counterclockwise, as seen in Fig. 1, and by simultaneously adjusting the control mechanism 28, if necessary, to effect a rapid movement of the cab unit 2 away Such rapid movement oi the cab unit 2 away from the associated hoisting unit I will ordinarily prevent serious injury to the cab unit or to the operator, by the molten metal spilled from the ladle l4.

The counter-clockwise movement of the lever 23 actuates the switch 24 to deenergize the propulsion motor ll mounted on the hoisting unit I, and thus insures the immediate braking action of the electric brake 25, and the maintenance of the unit I in the position which the unit then occupies. Following a short initial movement of the cab unit 2 away from the hoisting unit I, the chain 59 tilts the levers 5? and thus interrupts the normal locking connections between the box sections 46 and 41' provided by the locking bars 59 and latching members 55. As the movement of the cab unit 2 away from the hoisting unit continues, the lip 49 of the box section 4'! is pulled out of engagement with the recessed bracket 98 carried by the box section 46, and the box section 41 is then supported by the chain 59.

In Fig. 5 only conductors and contacts for controlling the operation of the motor II are shown; For the control of the motor [3, the contacts 6! and 64 in the box sections 46 and 41, respectively, and the contacts 40 of the switch 24, and the conductors associated with said contacts, may be duplicated. The duplicate control contacts 6! and 64 for the motor 13 are shown in Fig. 3, but the illustration in Fig. 5 of the associated switch contacts, conductors and windings seems unnecessary. The casing extension 83 of the cab unit 2 is adapted to serve as a housing for resistance elements utilized in the control of the motors ll, I2 and I3.

While in accordance with the provisions of the statutes, I have illustrated and described the best form of embodiment of my invention now known to me, it will be apparent to those skilled in the art that changes may be made in the form of the apparatus disclosed without departing from the spirit of my invention, as set forth in the appended claims, and that in some cases certain features of my invention may be used to advantage without a corresponding use of other features.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. Apparatus for handling hot metal, comprising in combination an elevated track, a traveling hoist unit supported by and movable along said track, a molten metal container carried by said hoist unit, an operators cab unit supported readily adjustable to open and close said con nection, motor control mechanism on said cab unit, a control connection between the two units including circuit making and breaking parts readily adjustable to open and close the last mentioned connection through which the hoisting unit motor may be controlled by said control mechanism, and means on said cab unit operatively connected to said coupling and circuit making and breaking parts for opening said towing and control connections to permit the rapid separation of said units.

2. Apparatus for handling hot metal, comprising in combination an elevated track, a traveling hoist unit supported on and movable along iii) said track, a molten metal container unit carried by said hoist, an operator's cab unit supported by and movable along said track, a propulsion motor mounted on said cab unit, a second propulsion motor mounted on said hoist unit, a towing connection between the two units including coupling parts readily adjustable to open and close said connection, motor control mechanism on said cab unit, a control connection between the two units including circuit making and breaking parts readily adjustable to open and close the last mentioned connection through which said second propulsion motor may be energized by said control mechanism, normally inoperative braking mechanism on said hoisting unit adapted when operative to prevent movement of the hoisting unit along said track, and means on said cab operatively connected to said coupling and circuit making and breaking parts operable to open said towing and control connections and render said braking mechanism operable.

3. Apparatus as specified in claim 1, in which said control connection comprises coupling contacts mounted on said hoist unit, cooperating contacts, means for detachably holding each of said cooperating contacts to said hoist unit in engagement with a corresponding coupling contact, and a mechanical connection between cooperating contacts and said cab unit through which the latter moves said cooperating contacts out of engagement with said coupling contacts on movement of the cab unit away from the hoist unit.

4. Apparatus as specified in claim 1, in which said control connection comprises coupling contacts mounted on said hoist unit, a contact support, cooperating contacts mounted on said support, means for detachably connecting said support to said hoist unit with each of said cooperating contacts in engagement with a corresponding coupling contact, locking mechanism including lever means connected to said support for adjustment relative to the latter between a nor mal locking condition and an unlocking condi tion, and a mechanical connection between said lever means and said cab unit through which the latter adjusts said lever means into its unlocking position on movement of the cab unit away from the hoist unit.

5. Apparatus as specified in claim 1, in which the means on the cab unit for opening the towing and control connections comprises an adjustable element of the towing connection, a switch element of the control connection and a lever adjustable by an operator in the cab unit and a link connection between the lever and each of said elements.

WILLIAM S. THOMPSON.

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

UNITED STATES PATENTS Number Name Date 690,553 Beck Jan. 7, 1902 884,595 Libbby Apr. 14, 1908 997,934 Pogue July 11, 1911

Images