US903806A - Traveling bridge or crane. - Google Patents

Description

Y 11.?. ANDRESEN.,

TRAVELIN G BRIDGE 0R CRANE. APpLIoATIoN H LBD Nov. 7, 1907. EBNEWHD 00T. 9, 1908.

903,806. Patented Nov. 10,1908.

H. P. ANDRESBN. l TRAVELING BRIDGE 0R CRANE.

APPLICATION FILED NOV. 7, 1907. RENEWED 00T. 9, 1908.

Patented Nov. 10, 1908.

SHEETS-SHEET z.

E. P. ANDRBSBN. TRAVELING BRIDGE 0R CRANE.

N FILED NOV. 7, '1907. ENBWBD 00T. 9, 1908.

A Patented Nov. 10, 1908.

4 SHEETS-SHEET 3.

H. P. ANDRESEN. TRAVELING BRIDGE 0R APPLIGATIO CRANE. N FILED Nov. 7, 1907. RBNBWED 0019, 190s.

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UNITED. sTATps PATENT orion..

HERMAN P. ANDRESEN, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO DAVIDJ.

EVANS, OF CHICAGO, ILLINOIS.

TRAVELING BRIDGE OR CRANE.

Specification of Letters Patent.

f' Patented Nov. 1o, 190e.

i Application led November 7, 1907, Serial No. 401,131. Renewed October 9, 1908. Serial No. 456,948.

To all whom it 'may concern:

Be it known that I, HERMAN P. ANDRE- snN, a citizen .of the United States, and resident of Chicago, look county, Illinois, have invented a certain new, useful, and Improved Traveling Bridge or Crane, of which thefollowing is a full, clear, and exact description, such as will enable others skilled in the artv to which it appertains to make and use the same.

My invention relates to improvements in apparatus for moving heavy bulk materials, such as ore, coal, stone and the like and has particular reference to improvements in tra veling` bridges and gauntrees for t ansfer and storage yards, docks and shops where such materials or other heavy .objects are handled. A

The object of my invention is to improve the construction and operation of transfer bridges and cranes of the class mentioned with a view to at once facilitating and less- 'ening the cost of handling bulk materials.

My invention will be more readily understood by reference to the accompanying drawings forming part of this specification and in which- Figure 1 is alongitudinal side elevation of atraveling bridge embodying my invention,

the formselected for illustration being that which is best adapted for use upon stock or storage docks or yards, wherethe bridge travels overk the tops of the stock piles; Fig.-A

9. is an end view of the bridge, shown in Fig. l; Fig. is a plan view thereof, the dotted lines representing the bridgein two extreme positions; Fig. t'is an enlarged sectional detail of therigid tower of the bridge and the car ,or truck on which it rests, showing also theturn table which is interposed between the tower andthe car; Fig. 5 is a horizontal section on the line X--X of Fi i. Ll; Fig. 6

is an enlarged sectional detail o the pivotal or .compensating tower of the bridge and its supporting car, clearly showing. the pivots by which the tower is attached to the car and the turn table which is interposed between the upper end of the tower and the bridge proper; Fig. 7 is a horizontal section on the line 'Y-Y of Fig. 6; and Fig. S is a perspective view of the compensating tower and car.

Referring to the drawings A represents the surface of the transfer or storage dock or yard. This surface is usuallyY from three lto eight hundred feet in width and of as great length as found necessary. The tracks, B and C, are parallel and extend from end to end of the yard or dock The spaces between the tracks 'and at the sides thereof receive thecoal, ore or other material which is formed into long parallel piles commonly' referred to .as stock piles, D-D. Theheight of the stock piles is determined by the height of the bridge or elevated structure and as will appear hereinafter an increase inthe height of the stock .piles is one of the incidents or results of my invention. y On each track B-C I arrange a strong car or truck, Iii-F. These carry the bridge and each car is equipped with a suitable motorfor propelling it on" its track. Aside from the cars or trucks my bridge -comprises three main members, namely the bridge proper, Gr, and the two towers, I-I and I, the latter resting upon respectivecars E and F.

The bridge proper, G, maybe considered as a single beam orgirder supported by the towers, I-l and I, and carrying the trolley, J, from which the grab bucket, K, is suspended. The normal position of the bridge is that .in which it is at right angles to t-he tracks B and C, but it is not limited to operation in this position or relation; instead it is adapted to be moved into various angular positions with respcctto the tracks as indicated in Fig. This .is accomplished by moving one of the carrying cars`or trucks ahead or in` advance of the other. The movement of the bridge out of right angled position with respect. to the tracks obviously increases the distance between the cars or trucks E and F, changing the relations between the cars and the bridge proper. It is therefore impossible to use towers which would rigidly connect the bridge and the cars; first because such rigid connections would prevent turning or angular movement of the bridge with respect to the cars and tracks; and second be -ause the cars being on parallel tracks would not be permitted to move toward or from each other as is required to iadvance or retard one. with respect to the other. rilherefore with a view to allowing maximum freedom of movement and adjustment., I employ one rigid tower and one pivotal or compensating tower. The rigid tower. II, is framed into thejbridge structure and prevents longitudinal movement. of the bridge. The other tower, I, is

in the nature of a. vertical link or strut i which is pivoted to the bottom of the bridge and to the top of the car, F, or otherwise, in ,/such manner as to permit the car to move back and forth beneath the'upper pivotal lpoint of thetower, c. beneath the bridge.

Thev twisting or turning of the bridge'with relation to the cars is permitted by a vertical pivot or turn table which I interpose between each of the cars and the bridge. In the case of the rigid tower I preferably arrange the turn table between the car, E, and the lower end of the tower, whereas, the lower end of the compensating tower is pivoted on the car, a long pivot or hinge exl'tending -longitudinally of the car being used, and the necessary vertical pivot or turn table is arranged between the upper end of the compensating tower, I, and the bridge. The tower H, therefore, is adapted to turn upon its vertical axis and with respect to the car which supports it, whereas the tower,

I, is free to swing or' sway upon its car, and doesnot turn about a vertical axis thereon; but the bridge is free to turn upon the upper end of the pivotal or compensating tower and is thus permitted to assume any desired relation to this non-turning compensating tower. l In this connection I desire to call attention to the fact that the upper end of the compensating tower, I, may be pivoted at any desired height on the sides of the bridge, provided the vertical pivot or'turn tails of construction table 1s arranged at its lowerinstead of upper end. These modifications and all modltications and combinations incidental there' to may be carried out -without in-any Way departing from the spirit of my invention.

It will be noted that the top of my bridge is straight and that the trolle J, is mounted on the top or top chord thereof with Ithe bucket hanging at the side of the bridge. The advantage which attaches to this construction is that the bucket may be hoisted above the lower chord of the bridge. It follows that the bucket may be moved from end to end of the bridge while thus suspended and it is not necessary to allow clearance for the passage of the bucket over the tops of the stock piles. The bucket may be dumped or opened while in its highest position and ltherefore the stock. piles may reach practically to the .lower chord of thebridge, the only clearancenecessary being enough to permit the free l alongr the topsI of the stock piles. The conveyer or traveling bridges hitherto constructed by oth-ers have been characterized lfiychords and trusses rising above the trolley and the grab bucket. A bridge ofgmy construction adapted-to pile the materialto the samcheight is,therefore much lower and more stable. Itcversely, my bridge when made of the saine height as other bridges permits the stock to be piled to greater heights. A further special advantage of my stantially `solid structure.

movement of the'bridge bridge is that the points lat which it is supported do not vary but remain constant for all positions of the bridge and cars. At one end it is supported by the rigid tower-which does not vary its position, and at the other end it is supported by a pivot bearing, which is also fixed; in other words the bridge span is constant foi-'all positions of the cars or trucks; hence the dead load strains of the bridge proper are constant. The towers are therefore .constructed to sustain constant vertical dead load reaction, and as itis unnecessary to designeither bridgeior tower to take loads for minimum and maximum length ofspan, the` who1e structure is of considerably less Weight than other struc'- tures of the same dimensions and capacity.

A still'further advantage of my invention resides iiifitlie fact that the bridge is a sub- The trolley and grab bucket do not travel. between or through any of the trusses or chords as in other bridges, but instead are exterior. to the structure making it possible to effectively tie and brace the same througl'iout, as well shown in the drawings. A narrower bridge results and as shown in the drawings Iam able to dispense with the` usual iioor. beams and stringers or hangers for the trolley rails and place the latter directly upon the top chords of the bridge. 4

Referringy to the drawings for further deit will be seen that the bridge portion of my'novel apparatus is a simple Atruss or beam of considerably greater height than Width.A It is composed of the straight upper members, 1 1, constituting the topchords of the bridge and the bottoni members, 2 2, which join the ends of the top chords and constitute the bottom chords of the bridge. These chords are united by vertical, horizontal and diagonal members, 3 3, making a very rigid structure. rPhe rails, 4 4, for the trolley, J, are fastened upon the tops of the chords, 1 1. The towers are of a size determined .by the heightof the stockpiles which are'to be formed. The rigid'tower, H, is triangular` in 'side elevation and is rectangular in end elevation. As before stated its vertical members are framed .into the bridge. The pairs of sideV members may be braced as indicated in Fig. 1 and the parallel members at opposite sides are braced by suitable diagonal members, 5 5, as partially shown in Fig. 4. (S represents the lower member of the rigid tower an'd on this I secure the vertical pivot.

pin 7 of the turn table. Turntable members,V

.8 and 9, are arranged on the tower andthe car, and rolls, 10, between them, lessen thefric-I -t-ion or resistance to the turning of the tower on the car- Thetiltihg of the tower on the car is pre-A vented by the falde rollers or out liggers,-

41l -J.1, journaled in suitable ln'atkcts oii the the weight of the structure'.

members (i, and adapted .to roll over the y sional strains" due to the swaying of the curved ways, 12-12 4provided on thetop of the car, E. The turn table may be iliade 1n various 4ways well known to mecha-nies, but I prefer the arrangement shown in Figs. #i and 5 in which .the base ofthe tower is limited to substantially a single line of contact with 'the car an arrangement which insures the stability ofthe towerv thereon.' It-should also be understood vthat the designs of the .turn tables used in my bridge vary according to In comparatively light bridges the load may be carried by the Outrigger rollers, whereas in heavy' structures it is sometimes necessary to distribute the load upon all members of the turn tables. For sake of clearness the turn table is here shown as being -eonsiderably above the top'of the car or truck, but in practice I arrange the tower bearings as low as possible. My purpose in thus arranging vthe bearing upon the car is Ato transform -the longitudinalthrust of the bridge into a minimum overturning moment. By so doing it is obvious that stability is insured as the weight of the lbridge-acting through its arm is amply suiicient to prevent the overturning of the car.

As before stated the turn table 'at the opposite end of the bridge may be at the lower end of the tower, I, but I prefer to hinge or pivot said lower end upon the truck, F; as shown in Figs. 6 and 8, (see pivot pins S-43).' The hinge'pinsl, prevent the turning of the tower, I,on the car.' The tower, I, is preferably diamond shaped in vside elevation and presents rectangular cross bars, 15 and 16.

panels in end elevation (see Figs. 6 and 8). rIhe middle section of the tower is strengthenedby the horizontalmembers, 1st-14, and

the entire structure is effectively -held against torsion or other distortion by a plurality of At top and bottom the side frames are tied togetherv by cross -girders or beams, 17--17. It will be observed that fittings, It-18, at the upper end 'of the towerprovide journals for the end" trunnions of the yoke, 19, which carries the center bearing, Q0, `of the turn table. These fittingsalsorcarry the conical rolls or out riggers, Q1.

22 represents the cross gil-der or bearer;

- constituting part of the bridge and carrying the complementary center bearing, 23, in

- which the pivotor center pin, Q4, is arranged.

The center bearing has anti-friction rolls, 25, as shown 1n Fig. G. Curved plates, 2G, provided on the bottoms of -lhe lower chords ofthe bridge rest upon the anti--fiicton rolls, 2l- 2l, and prevent the tipping of the bridge on the column or tower.

` I. It will be obvious that the yoke, 19, be-

ing permitted to turn 'in the bearings or fittings, 18, conforms to the plane of the bottoni of the bridge and is relieved from tortower beneath the bridge. As in the case of the tower, H,.and car, E, I prefer to arrange the pivot pins, 13, at low points within the body of the car, instead ofupon the top of the vcar as herein shown.

The trolley, J, is provided with brackets, J', for the sheaves, J which overhang the. side of the bridge (see'Fig. 2), The bucket, K, is suspended from these sheaves. The winding drums and motor, 27, overhang the opposite sides of the bridge to balance the bucket and thereby equalize the loads on the two trusses of the bridge. The operators cage, J3, may-also be suspended at the side of the bridge.

The principal characteristics and features of my invention may be brieiy enumerated as follows: lst. The straight upper chord of the bridge and freedom from Vvframes or members which extend above the trolley track. It will be noted that the trolley operator has an unobstructed view from his position on the trolley and consequent freedom `in the operation of the bridge, trolley and grab bucket. 2nd. The arrangement of the trolley rails upon the top ychords of the bridge, affordinga wide spread for the trolley wheels and also obviating the use of stringers and door beams between the chords. 3rd.v The play or movementof the trolley is only limited by the length of the bridge, it being possible to run the trolley to the eX-. treme end thereof. Lith. The solid and rigid construction of the bridge andtowers, as compared with other bridges in which the trolley rails are arranged beneath the upper chords and between the lower chords. 5th. The relative narrowness of the brid e, r esulting in reduction `of weight an cost. 6th. The abilityA to hoist and operate thev grab bucket above the lower chord of the bridge, which permits the forming of high stock piles. 7th. The simplicity of the anti-'friction tower bearings or turn tables.` 8th.,1`.he ability to move-to angular positions and the side range of movement which is possible. 9th. They .effectiveness with which the torsional'strains are cared for in the 'towers-of the bridge. 10th. Freedom 4from variati-on of dead load str ains by the relative movement of the ears and trucks, the lat-ter being freely movable withoutl altering the span of the bridge trusses. 11th. The rigidity of the towers, made possibleby the fact that .they do not serve as arches through which the trolley and grab bucket must operate, Abut are wholly independent thereof andmayv be treated as solids. 12th. The relative low height' of the bridge and its consequent-stability and ability to resist wind pressure and other forces which tend to overturn it.

It is obvious that the bridge herein illustrated may .be readily adapted for use as a,

1. The improvements herein described comprising 'a bridge proper having a trolley track upon its top, cliordal portions in combination with a trolley equipped with hoisting mechanism and adapted to run upon said track and a grab bucket or the like suspended and operable from said trolley at the side of thel bridge, substantially as de-- scribed.

2. The improvements herein described comprising a bridge' having straight `t0p chords, in combination with trolley rails thereon, a trolley to run on said rails and sheaves provided on the trolley and projectmir tizilly as described.

3. The improvements herein described comprising a bridge proper, in combination with supporting cars for saidbridge, one of saidcars permitting the bridge to swing ina horizontal plane, compensating means interposed between the other car and the bridge, a trolley track on the top of said bridge and a trolley thereon, substantially as described.

4. The improvements herein described comprising a bridge proper, in combination with supporting cars or said bridge, a rigid tower, a, vertical pivot therefor on one of4 said cars, a compensating tower interposed bei-veen the bridge and the other car, a ivi-.l connectionbetween compensating tower and bridge and a trolley on said bridge, substantially as described.

5.v The improvements herein described comprising a bridge proper in combination with a trolley to operate upon the top of said bridge, supporting cars and tracks therefor', a towerl upon each said car, a turn table interposed between each car and the bridge, one of said towers`being rigidly joined to the bridge and the .other-being pivotally connected thereto, substantially as described.

6. The improvements herein described 'comprising tracks and cars in combination with an elevated structure carriedby. said cars and comprising a horizontal portion or bridge proper, a rigid tower adapted for rotation upon a vertical axis on one of said cars and acompensating tower-.pivotally connecting the other car and said bridge, a'

turn table being interposed between each car and said bridge, as and for the purpose described. .I

beyond the side of the bridge, substan' 7. T he `improvements herein described comprising a pair or supporting cars in combination with a bridge proper, a rigid lower connecting the bridge and one of the cars, said tower being adapted to turnupon its .vertical axis, a Aliiik-like compensating tower arranged between the other car and said bridge, the latter tower being hinged or pivotcd upon its car and a swivel being provided betwceii its upper end aiid said bridge, substantially as described. l

8. The improveim-nts herein described comprising a bridge proper which is composed of a pair of yupper chords and a pair et' lower chords rigidly joined throughout by a plurality of Vei'tical, horizontal and diagonal members, in combination with supporting towers for said bridge, cars whereon the towers are mounted, a trolley adapted to run upon the top of the bridge, and a grab bucket or the like suspended therefrom at the side ot' the bridge, scribed.

substantially as de-y 9. The improvements herein described".

comprising tracks, ears or trucks on said tracks, a bridge carried by said ears and adapted for angular movement upon and with the cars, of a pair of side frames or trusses, a trolley adapted to operate upon the top chords of said bridge, anda grab bucket orthe likev suspended from the trolley at the side of the bridge, substantially as described.

10. The improvements herein described" comprising abridge proper in combination with a tower framed into the'bridge,.a car, a turn tablel interposed between. the lower end of said tower and said-car, a second car,

said bridge being composedl a compensating'tower which transmits torsion without distortion and lwhereby the" bridge and the second car are pivota llyj oiiied as by a link, and a turn table 'ii'iterposed in such manner as to permit relative rotation of the bridge and car upon a -vertical'axisy substantially as described.`

11. The improvements herein described comprising a bridge proper,a rigid tower and a compensating tower together supporting the bridge, a trolley movablefroin vend to end et the bridge, and cars `whereonsaid towers rest, substantially Vas described.

12.f'1`he improvements herein described comprising a bridge proper in combination with torsion resisting towers, one ot which is rigidlyconnected to the bridge and the other pivotcd thereto, and ears supporting said towers and therewith tliebridge, substantially as described.

13. The improvements herein described comprising a bridge: in combination with av tower and ear supporting one end thereol", a? second car and rigid tower or column whereby the other end of the bridge is snpported upon the second car, said rigid tower" 0r column piyotallyrconnecting said si'fivoiid ceases car and said bridge after the' manner of a link, and means permitting the relative rotation of the bridge and cars, as and for the a rigid structure pivoted upon the second car, and a swivel turn table whereby the upper end of the second tower is connected with the bridge, substantially as described. l5. The improvements herein described comprising a bridge having suitably connected top and bottom chords, in combination with a trolley mounted upon the top chords of the bridge, a grab bucket or the like suspended from the trolley at theside of the bridge and adapted to be hoisted i above the lower chords thereon-tracks, and

cars or trucks mounted thereon and supporting Saitta-bridge, substantially as described.

16. The improvements herein described comprising a bridge, in combination with towers and cars whereby the bridge is supported and made movable, a trolley operable upon the top of the bridge, a grab bucket suspended from one side of the trolley, and

the bucket operating mechanism arranged at the opposite side of the trolley, substantially as described.

1T. The improvements herein described lcomprising a bridge, in combination with av tower and a turn table, supporting one end thereof, a car beneath the other end of the bridge, a compensating tower supporting the bridge uponsaid car and pivoted to both the tower and the bridge, substantially asdescribed.

18. 'In a bridge or crane, a lbridge and a carbeneath the same, in combination' with a single pivotal strut or link mounted on said car and movably supporting the bridge above the car, substantially as described.

l). In a bridge or crane, a bridge and acar beneath the same, in combination with a single strut or link occupying a substantially upright position and havii'ig its lower end horizontally pivoted upon'said car and a combined turn table and horizontal pivot joining the upper end o-f the strut or link to the bridge, substantially as described.

20. rl`he improvements herein described comprising a bridge, in combination with a tower supporting one end thereof, a car whereon the tower is supported, a pivot permitting relative rotation to the bridge and the car. a second car beneath the other end of the bridge, a tower rigid within itself interposed between the second car and the bridge and pirotally connected with both in such manner as to permit both longitudinal and swinging movement-s of the bridge over the second car, substantially as described.

21. The improvements herein described l comprising a bridge proper, in combination with towers supporting the same, cars supporting the towers and vertical pivots interposed between one of the cars and the bridge to permit the bridge to turn with respect to the car, horizontal pivots or hinge y joints joining the ends of the other tower to the bridge and car respectively, and a turn table incorporated with one of said horizontal pivots whereby the bridge is permitted to move longitudinally over the second car and also turn with relationv thereto, substantially as described.

- 22. The improvements herein described comprising va structure movable on parallel tracks and composed', of a bridge, supporting Jpowers, lcars whereon the towers are mounted,

one of said towers being rigidly joined to the bridge and the other tower being connected to the bridge and its car by horizontal hinge joints, substantially as described.'

23. The improvements vherein described comprising a structure movable on parallel tracks and composed of a bridge, supporting towers, cars whereon the towers are mounted, one of said towers being rigidly joined to the bridge and vertically pivoted upon its ear and the other tower being connected to the bridge and its car by horizontal pivots and a vertical pivot, substantially as de scribed.

24. The improvements herein comprising a bridge composed of parallel trusses and lateral members connecting them throughout, in combination with towers located intermediate of the ends of the bridge and supporting the bridge, cars whereon said towers are mounted for movement upon parallel tracks, the upper chords of said bridge being straight, a trolley located upon the top of the ,bridge and adapted to move from end to end thereof, said trolleyprojecting llaterally beyond the verticai' plane of the sides of thc bridge and towers and adapted described i to convey a` weight along'the side of the bridge, substantially as described.

25. The improvements herein described comprising a bridge having straight top chords, in combination with trolley rails on said chords, a trolley to run on said rails and projecting laterally beyond the side of the bridge and towers arranged beneath and supporting the bridge at points intermediate the ends thereof. substantially as described.

2G. 'lhe improvements herein described comprising a bridge having top chords which are straight from end to end, in combination with a trolley to run upon the top of the bridge and projecting laterally beyond the side thereof` hoisting mechanism on the trolley, a grab bucket or the like suspended from the projecting portion of the trolley,

l il() whereon said towers are'mounted, substan tially as described.

27. The improvements herein described comprising a movable conveyer bridge or structure composed-of two parallel trusses connected by cross ties and struts throughout, in combination with trolley rails upon the top chords of said trusses, a trolley movable ou said rails, propelling and hoisting mechanisms on said trolley, hoisting sheaves upon said trolley, said sheaves projecting beyond the outer side or' one of said trusses, z'. e., the side of the bridge, and a bucket suspended from said sheaves, substantially as described.

joined to the bridffe and the other being' pivotally connected thereto, substantially as described.

In testimony whereof, I have hereunto set my hand, this 2d day of November, 1907,'-in -v the presence of two subscribingg,` witnesses;

- HERMAN P. ANDRESEN,

fitnesses Jol-IN R. Lnrnvmc, A CHARLES Gimnan'r HAwLnY.

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