US3249234A - Shipboard boom and rigging - Google Patents

Description

May 3, 1966 v. H. 'rREvlsAN 3,249,234

SHIPBOARD BOOM AND RIGGING Filed March 17, 1964 4 Sheets-Sheet 1 37 f 37 3f 38 l 32 32 33 3g A Man May'3, 1966 v. H. TREvlsAN SHIPBOARD BOOM AND RIGGING 4 Sheets-Sheet 2 Filed March 17, 1964 May 3, 1966 v. H. TREVISAN 3,249,234

SHIPBOARD BOOM AND RIGGING DOWN DOWN ,7

HEAVY BURTON LIFT @58 LIGHT LIFT BOOM up E

` DOWN DOWN DOWN LUFF LUFF OUTBDI f2 i INBD UP F E :NBD Boom OUTBD n NVEN'TOR. 2X7 6. l//a ml//fA/I/ May 3, 1966 v. H. 'rREvlsAN SHIPBOARD BOOM AND RIGGING 4 Sheets-Sheet 4 Filed March 1'7, 1964 ffii@ A. 7C 'WQ United States Patent O 3,249,234 SHIPBOARD BOOM AND RIGGING Virgil H. Trevisan, 825 Lincoln Ave., Pitman, NJ. Filed Mar. 17, 1964, Ser. No. 352,560 3 Claims. (Cl. 212-3) This invention relates to cargo transferral and concerns particularly a system for transferring a load from a first rest location to a nearby rest location by means of swinging booms, as in the loading and unloading of a ship, for instance.

In my U.S. Pat. 3,057,484 there is disclosed a cargotransferring system wherein a boom is fully controlled, i.e., swung in azimuth and/ or raised o1- lowered, by changing the effective length of either or both of two indemay not be justified in the instance of relatively light items of cargo.

A primary object of the present invention is adaptation or modification of my aforementioned cargo-transferring system for ready conversion from handling heavy loads to handling light loads and vice versa.

Another object is provision of a cargo-transferring system readily adapted to burtoning' relatively light loads, i.e., moving them laterally (and otherwise) by changing the lengths of supporting cables or cargo lifts attached thereto rather than swinging a boom, while also being suited to handling relatively heavy loads by swinging a supporting boom.

A further object is provision of a cargo-transferring system with improved drive and control means for boomsupported cargo lifts and boom-controlling topping lifts.

Yet another object is provision of a cargo-transferring system with a novel universal mounting for a swinging boom.

Other objects of the present invention, together with means and methods for attaining the various objects, will be apparent from the following description and the accompanying diagrams. v

FIG. 1 is a perspective view of a cargo-transferring system of this invention rigged for handling a heavy load and shownA at an early stage in unloading;

FIG. 2 is a similar view of the same system so rigged but at a later stage in unloading;

FIG. 3 is a perspective view of the same cargo-transferring system rigged for burtoning a relatively light load and shown at an early stage in unloading; and

FIG. 4 is a similar view of the same system rigged as in FIG. 3 but at a later stage in unloading.

FIG. 5 is a plan, somewhat schematic and partially in section, of drive and control means for use in such a cargo-transferring system according to this invention; and

FIG. 6 is a plan, somewhat schematic and partly in section, of a control board and levers for such drive and control means.

FIG. 7 is a perspective view, partly cut away and in section, of universal mounting for a boom step of this p invention;

FIG. 8 is a similar view of the same boom step with the mounting unit and the boom rotated in azimuth; and

FIG. 9 is an exploded view of the apparatus of the last two views.

3,249,234 Patented May 3, 1966 In general, the objects of the present invention are accomplished, in a cargo-transferring system, by providing a boom universally mounted at its foot, a plurality of laterally spaced topping lifts controlling the location of the boom head, and a plurality of cables depending from the boom head, the topping lifts being variable in length independently of one another and the depending cables being variable in length independently of one another. Particular apparatus features of this invention are described specitically below with reference to illustration of a preferred embodiment thereof.

FIGS. 1 and 2 show in perspective, looking aft, a cargotransferring system of the present invention as normally empl-oyed for transferral (e.g., unloading of relatively heavy loads. Item of cargo 11 represented in doublelayered form is slung to hook 12 aixed to lower block 13 of a rst cargo fall whose cable 14 extends about upper block 15 attached to-the head of port boom 16 (shown in an inboard position) then down along the boom to and about lead block 17 and onto drum 18 of a winch therefor. The showing in broken lines in FIG. 1 represents a lower position of the tackle and item of cargo in hatchway 10 of the hold from which it was raised in unloading by winding the cable onto the winch drum to shorten the cargo fall. The supporting boom is mounted universally at its foot on boom step 19 affixed to king post or mast 21, which extends vertically from deckl 20 and is located athwart a similar king post or mast 21'. Hook 22 of a second cargo fall in the form of cable 24 depending from block 25 attached to the head of boom 16 is secured detachably to pad eye 29 mounted on king post 21, alongside (inboard) of the boom step thereon; the cable extends downward along the boom and about lead block 27 and onto winch drum 28. The boom has two topping lifts, one inboard and one outboard, whose cables or lines 31 and 36 extend from the boom head (to which they are aixed) about respective lead blocks 32 and 37 on Outrigger truss 30 joining the tops of the pair of king posts, then about lead blocks 33 and 38 located near the junction of king post 21 and the truss, downward about lead blocks 34 and 39 at the base of the king post, and finally onto winch drums (partially hidden in this view.)

To'facilitate reference, the second king post and its associated elements in FIGS. l to 4, on the starboard side (at the viewers left in each view) are denoted by primed reference numerals otherwise identical with those applied to the first king post and its associated elements (considered as mirror images thereof). Thus, in FIG. 1 boom 16 is shown topped outboard, with hook 12 on lower -block 13 of cargo fall cable 14 deta-chably secured to pad eye 40' on the deck at an outboard location general-1y athwart the near edge of hatchway 1t). The king posts are flanked by pair of pad eyes 35, 35 mounted on the deck, while pair of pad eyes 40, 40 (similarly mounted) are spaced forward of that pair.

FIG. 2 shows, also in perspective, the same apparatus shown in FIG. 1 but with boom 16 (and item of cargo 11 su-pported thereby) swung outboard and down by lengthening inboard topping lift line 31, which is done by un- `winding it to the desired extent from its winch drum. The additional showing of the item of cargo and supporting tackle in lbroken lines represents an alternative position occupied at an even later stage in unloading, as the item of cargo is lowered to the wharf or a smaller vessel.

FIGS. 3 and 4, which represent the same apparatus in perspective, show the use of boom 16 as well as boom 16 (both stationary) and the associated tackle in burtoning an item of cargo that is sufficiently light to be so handled.

In FIG. 3 boom 16 has been swung inboard (and downward) over hatchway 10, as by lengthening outboard topping lift Iline 36. Also lengthened accordingly was cable 14 of the heavy cargo fall, which is secured to the deck as previously indicated. Boom 16 is in much the same outboard position as in FIG. 2, and cable 14 of its heavy cargo fall is shown secured similarly to pad eye 35 on the deck. Light cargo fall cables 24 and 24 (both shown as single lengths) depending from their respective booms are interconnected at their ends by the ring of cargo hook 26. The cargo hook engages a sling about item of cargo 11a, which is shown in single-layered form half the size of ite-m 11 previously shown. The lower position shown in broken lines illustrates the narrower angle f the vcargo fall cables when the supported item of cargo was in the hatchway, from which it was raised by shortening both supporting cables.

FIG. 4 is like FIG. 3 except that the supported item of cargo has been burtoned to an outboard position by simultaneously lengthening cable 24 and shortening cable 24 to like extent. A lower position to which the item of cargo is lowered Iby lengthening both supporting cables appears in broken lines. The securing of the heavy cargo fall cables by means of their hooks to pad eyes on'the deck, although not essential, `is advantageous in that it enables them to function as preventers to assist the topping lifts in maintaining the fixed boom positions;

alternatively, if such preventer function is not desired,

either orboth of them may be secured to a pad eye near the associated boom step, as the light cargo fall cable of boom 16 was in FIGS. 1 and 2.

In any event the system may be converted readily, as indicated-to and from use of a swinging single boom, which is useful for relatively heavy items of cargo, to .burtoning' with both booms xed in position, as is preferred for lighter items of cargo. The winch drums for the various cables or lines may be driven conventionally by individua-l motors, as is common, but it is preferred to drive them from a single motor as described below.

FIG. 5 shows in plan the preferred drive and control means for the cargo fall cables and topping lift lines associated with the boom (not shown in this view) mounted on king post 21 (shown in section). Visible in addition to winch drums 18 and 28 for heavy and light cargo fall cables 14 and 2X4, respectively, are smaller winch drums 41 and 46 (previously partially hidden) for respective topping lift lines 31 and 36. Also shown and enumerated are drive motor 4S and transmission cases or gearboxe's 42 and 48 located between the pair of topping lift winch drurns and the pair of cargo fall winch drums, respectively. For simplicity of the showing the king post is shown closely adjacent gearbox 42, with consequent exaggeration of the angles at which the various cables and lines r'un to their respective winch drums; actually the kingv post is located further therefrom, and the cables land lines run nearly fore and aff rather than at the illustratedangles of deviation therefrom. Each winch drum has a shaft connecting it to the transmissions, and each transmission is connected to the lmotor by a drive shaft.`

The transmissions may be of conventional or other suitable type and are connected in appropriate manner to and are engageable with and disengageable from the drive motor by control means as shown in the next view.

FIG. 6 shows, in plan, control panel 51 for the boom mounted on king post 21 on the port side and designated as NO. Z BOOM. The control panel is preferably located behind-(aft in this instance) of the winch drums, between them and the king post on which the boom controlled thereby is mounted. Shown sectioned are control levers 52 and 58 for transmissions 42 and 43, respectively. Lever 58, which controls the :cargo fall cables is mounted for movement in an H pattern, the cross-bar of the H being a declutched or neutral position, i.e., both win- ch drums 18 and 28 disengaged. The forward positions of the lever (at the top of either arm of the H) are marked DOWN, and the rear positions (at the arm bottoms) are marked UP, to indicate thev movement of the cargo fall hook (and any attached item of cargo) when the lever is in such positions. In the left arm `of the H the lever controls HEAVY LIFT cable 14, and in the right arm LIGHT LIFT -cable 24 also marked BURTON in view of itsuse for burtoning. Actual control of the transmissions `by the respective levers is by means of conventional clutches and connecting linkage (not Shown) The operating pattern of lever 52 for the topping lift lines is somewhat more complex but as readiiy understandable as that for lever 58. As before, the cross-bar position is neutral, but thereare three parallel arms intersecting the cross-bar at right angles instead of only two, and the cross-bar extends a short way past the extreme arms. The rightmost extreme position of the lever is marked LUFF INBD', and the leftmost extreme position LUFF OUTBD, to denote that the boom will be luffed` inboard or outboard as the case may be whenthe lever is so positioned. In either luiiing position winchdrums 41 and 46 are rotated together in opposite directions, to lengthen and shorten the two topping liftv lines simultaneously and to like extent. The -centermost arm is marked DOWN BOOM at its forward end and UP vBOOM at its rear end; in either of these positions of t'he control lever b'oth winch drums 41 and46 are rotatedftogether in the same direction to lengthen or shorten both topping lift lines simultaneously andto like extent.

The `rig-ht side of the lower portion of the control panel in FIG. 6 is marked LOAD, and the left side UNLOAD- to indicate that the right and left arms of the pattern are useful accordingly when the boom is swung. Thus,- in loading, the boom will begin at a 'relatively high -outboard position, with the lever -at the rear of the rig-htrnost arm, marked UP OUTBD.v Then movement of the lever straight forward to the position marked DOWN INBD will rotate winch drum 41 only to lengthen outboard topping lift line 31 and swing the boom under its own weight and thatof whatever cargo is supported thereby' (as by `cargo fall cable 14) down and inboard over the fhatchway.. Similarly, in unloading, the cont-rol lever is moved in the leftmostarm, from the rear position marked UP INBD nto the forward position marked DOWN OUTBD.

The benefits of such simplified drive and control means will be apparent from the fact that in conventional practice more than one drive motor and more than one winch operator (usually several of each) are required. The conventional practice is not only more expensive but presents the problem of lack of coordination, which may result in overstressing and possibly breaking the tackle or damaging the loadpossibilities that this invention minimiz'e's or eliminates.

Movement 4of they boom is facilitated according to this invention by providing a universal mounting therefor, the foot of the bo'om being rounded, including a socket member adapted to receive and retain the rounded foot of the boom rotatably therein, and a boom step adapted to support the socket member for pivoting azimuthally. In particular, where the rounded foot of the 'boom is substantially spherical or ball-shaped, the socket member has a substantially hemispherical opening therein to receive it for universal rotation and has detachable ring means securing the boom therein; the socket member has a vertical pin extending from the bottom thereof, Iand the boom step has a vertical bore into which the pin fits for pivotal rotation. These featuresk are shown in FIGS. 7 to 9, inclusive.

FIG. 7 shows, head-on, boom step 19 aixed to and extending forward from king post 21 (only part of the vertical extent thereof being shown). Part of the boom step is sectionedy away to show vertical bore 69 therein. Socket member 71 has a wedge-shaped body with inclined face 72. Vertical pin 70 with inverted shoulder 68 eX- tends downward from the base of the-.body into recess 67 and concentric bore 69 of the boom step, permitting the member to rotate thereon, with the end of the pin threaded yand carrying retaining nut 30 and washer 79. FIG. 8 shows the boom step head-on as in FIG. 7 but with the socket member rotated about forty-live degrees in azimuth with regard thereto (counterclockwise as Viewed from above).

Boom 16 (only the lower part of which is shown in these views) has lower anged portion 76 (partially hidden in FIGS. 7 and 8) interconnected to spherical foot or ball 78 by narrow interconnecting portion 77. FIG. 9 shows the foot of the boom, the mount therefor, and the boom step separated therefrom in an exploded view. Split rings 74a, 74b, whose under surface (not shown) preferably is concave in the vicinity of the inner edge to fit against the upper surface of ball 78, are retained abo-ut interconnecting portion 77 of the boom against inclined face 72 of the mount by bolts `or screws 75. Socket 73 yin 4the inclined face of the socket member receives the boom foot for universal rotation therein. When the boom swings sufciently in azimuth so that the interconnecting portion engages the inner edge of either split ring,

the entire mount rotates azimuthally to whatever extent -is required. Of course, the ring opening is large enough (and the encircled interconnecting portion of the boom small enough) to permit the boom to be raised vertically and lowered through ninety degrees or somewhat more without engaging the split rings. Each split ring curves through somewhat less than a half circle so that when assembled with their ends touching `along -a line bisecting the -upper half of inclined face 72 of wedge-shaped member 71 their opposite ends are spaced apart suiciently to receive narrow interconnecting portion 77 of the boom foot and thereby lfacilitate locating the head o-f the boom somewhat lower than the foot. The advantage of such mounting over conventional goosenecks or the like, which restrict the free movement o-f the boom, with consequent possibility of breaking, yare apparent.

Although a preferred embodiment of this invention has been illustrated and described, various m'odications may be made therein, such as adding, selecting, combining, or subdviding component parts or changing the orientation, size, or sha-pe thereof, without losing the advantages of or departing from the invention as dened in the `following claims.

The claimed invention:

1. In a cargo-transferring system, a boom universally mounted at its foot, a plurality of laterally spaced topping lifts controlling the location of the boom head, and a plurality of cables depending from the boom head, the topping lifts lbeing variable in length independently of one another and the depending cables being variable in length independently of one another, lone of the depending cables being detachably attached at given length to a pad at a xed location closely adjacent the foot of the boom.

2. The cargo-transferring system of claim 1 including a second boom located athwart the first boom and having a cable depending from the head thereof, and wherein the detachably yattached cableof the iirst boom is also attachable at its depending end to the depending end of the cable on the second -boom for -burtoning a load supported from the mutually attached cables.

3. The cargo-transferring system of claim 2 wherein the other cable depending from the head of the rst lhoorn is detachably attachable at a fixed location athwart the booms and on the opposite side of the first boom from the side where the second boom is located and including means for securing the depending end of that other cable at that Xed location.

References Cited by the Examiner UNITED STATES PATENTS 2,254,083 8/1941 Nichles et al 212-38 2,354,182 7/ 1944 Christofferson 212-3 2,559,832 7/,1951 Slater 212-3 3,057,484 10/1'962 Trevisan 212-3 y3,090,493 5/ 1963 Landtman 212-3 3,095,976 7/ 1963 Langfeldt 212-3 3,098,569- 7/1963 Farrell 212-3 EVON C. BLUNK, Primary Examiner.

ANDRES H. NIELSEN, SAMUEL F. COLEMAN,

' Examiners.

A. L. LEVINE, Assistant Examiner.

Claims (1)

1. IN A CARGO-TRANSFERRING SYSTEM, A BOOM UNIVERSALLY MOUNTED AT ITS FOOT, A PLURALITY OF LATERALLY SPACED TOPPING LIFTS CONTROLLING THE LOCATION OF THE BOOM HEAD, AND A PLURALITY OF CABLES DEPENDING FROM THE BOOM HEAD, THE TOPPING LIFTS BEING VARIABLE IN LENGTH INDEPENDENTLY OF ONE ANOTHER AND THE DEPENDING CABLES BEING VARIABLE IN LENGTH INDEPENDENTLY OF ONE ANOTHER, ONE OF THE DEPENDING CABLES BEING DETACHABLY ATTACHED AT GIVEN LENGTH TO A PAD AT A FIXED LOCATION CLOSELY ADJACENT THE FOOT OF THE BOOM.

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