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Publication numberUS2456104 A
Publication typeGrant
Publication dateDec 14, 1948
Filing dateOct 9, 1944
Priority dateOct 9, 1944
Publication numberUS 2456104 A, US 2456104A, US-A-2456104, US2456104 A, US2456104A
InventorsErik Andersen Nils Peter
Original AssigneeHarnischfeger Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Cargo hoist
US 2456104 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

Dec. 14, 1948.- N. P. E. ANDERSEN cmeo HOIST 4 Shets-Sheet 1 Filed not.

I INVENTOR. M.VLZZ4 M mm Maw Arrow/5Y 1366- 1948- N. P. E. AND ERs EN CARGO HOIST l 4 Sheets-Sheet 2' Filed Oct. 9, 194.4

.INVENTVOR.

ATTOlP/VEY' 14, 1948. N. P. E. ANDERSEN GARGO H01 S T 4 Sheets-Sheet 4 Filed Oct 9, 1944 INVENTOK 6w74 BY A 7' TOR/YE Y Patented Dec. 14, 1948 UN 12112 STAT E S PATENT 'QFF'I'CE 2;456,104 cmco Hois'rQ ils "Peter 'Erik Andersen, Elm Grove, Wis., as-

signer -to llarnischfegcr Gorporation, Milwavrkce, Wis., a oorporation of Wisconsin Application October '9, 194d, Serial No. 557,873

This invention relates to hoists associated with ships for lifting cargo from alongside the shipto within the'hold or from thehold'to alongside the ship, and it resides more 'speciflcally in "a novel combination with a ship of a transverse, overhead girder, extensible beyond the side or the vessel having a hoisting trolley movable lengthwise thereof, the whole being capable of movement fore and aft of the vessel and capable of being lowered from over head position to a stowed position of lowered center of gravity'vihen not in use. The problem of lifting cargoiinto and outofa ship has heretofore been dealt with in conventional "fashion by d'erricks formed of mast and booms rigged in pairs to hoist, te'legraph 'and lower the load. A minimum of two highly skilled winch operators and several signal men is required to safely operate such a rigging-and the rate of handling is quite restricted. More efiective means .for performing this task have been proposed from time to time but all of these arrangements have been open to objection upon various grounds. For speedy, precise and safe handling "of the cargo, overhead traveling bridge cranes have many advantages but they are expensive and the large exposed overheadrunwaysentail an awkward disposition of "weight, 'o'fier a large amount of'windag'e surface, and when "extended over the side or the vessel preempt'a-"considera'b'le space which mayno't be available lirecanse of" existing dock structures. Means by which the heavy bridge of such cranes 'can be lowered'to the deck to reduce the exposure thereof while at sea and "to improve the disposition of weight have been proposed and constructed and 3'5 such :means have served to eliminate part ofthe disadvantages of such structures, but this has increased rather than decreased the cost thereof. The principle of hoisting the load and then 'moving it over a track transversely of the-vessel and 40' across the ships rail and then "lowering it means carried by the ship "itself has not'heretofore been embodied in "any apparatus which has not su'fiered at least some or the disadvantages 45 ship I having hatches 2 is provided 'withparallel above mentioned.

The apparatus of this invention, however, avails of the speed, safety andprecision'oftheyprinciple of "horizontal movement on atrac'k and of hoisting and lowering therefrom, while at 'the sametime it dispenses entirely with any structure 50* which need remain-aloft while the ship is at sea and further it preempts' no -dock space-beyond the side of the vessel any wider than the-load being handled. The apparatus exhibits the additional 2 0la'lms. (Cl. 214-15) fore and aft for utilization above a plurality "of hatches ranged lengthwise of the ship. The 'apparatus furthermore may be readily operated "to lift or flower on either side of the'vesseland an of its motions may be conveniently controlled from positionsperniitting full observation of the load beinghandled. I

This invention is herein more particularly described by reteren'ce to the accompanying draw- Y ings rforming a part hereof and :in which there is m Fig. "35*is a side view'in..elevation of the hoisting apparatus appearing "in Fig. '2 when "in non-operating iowered'positi'on.

Fig. '4 11's ai d'etailed'yiew in. side elevation "with parts broken 'awayshcwing one of the self-propeil'e'd traveling shearleg feet upon which the hdisthig apparatus is mounted.

Fig. '5 is a detailed viewin end elevation andin section of'the foot depiotedinFig'. 4"viewed thru the plane ie'there indicated.

' Fig. 6 is a detailed view in side elevation andiin section or the main supporting girder, 's'hiitable trolley way and associated parts shown in Fig. '1 viewed "thru the plane '6-46 there indicated.

Fig. "Ti's -'a diagrammatic skeleton'showing in perspective of the reev'rng oi the "line systems "by -hois't'irng of the load and traversing of the trolley is accomplished. Fig. l is'a diagrammatic skeleton showing in perspective the racking chain layout and propelling'eircdits by which the self-propelled shear leg feet of the hoisting apparatus "are moved'to' erect, lower and shift the hoisting -=apparatus *fore and aft. v

in 'the apparatus shownin the drawings, a-

fore and *aft runways 3 secured-on opposite sides of a 'deck ll between hatches-'l'andthe shipsra'ils 5 as appears more clearly in "Fig. 1. The runways Eare-cappedby rails Bwiiifiharefianleedon either side by freeohains W, "shown in more detail in Figs. 4 *andE, the sar-nre being anchored ioreand alt in a manner to be more frilly described. Mounted for movement along each or the runways the rai'is*6= are =9. pair of'trucks '8.

advantage "of mobility'permitting its movement to ThetrucksQ are more iaoetan in Figs.

sprocket l1 and secured thereto in driving relationship therewith is a sprocket engaged by a transmission chain I8. Transmission chain [8 is in turn in engagement with a sprocket mounted upon the output shaft I9 of a motor 20. Beyond, the driving sprockets I1 and in alinementthere-r with is a pair of freely turning idler sprockets 2| by a substitute link 3!] which permits the strucwhich are mounted upon a cross shaft 22 carried by the side frame members 9.

Chains 1 as shown more clearly in Fig. 8 are secured at the ends of the runways 3, one end of thea'ttached being by means of equalizer sheaves 23 and the other end by means of turn buckles 18 diagrammatically depicted. By reason of this arrangement, when motor is operated and sprockets I? are driven thereby, the truck 8 is propelled along the runway 3 in a positive fashion in much the same fashion as tho a driven pinion on the truck engaged a stationary rack associated with the runway. The chain 1, however, is preferred .to a rack, since accidental damage to it can be easily repaired by replacement of the damaged links, and further it is less likely to be damaged because it may be displaced by an accidental blowwhich would not deform the same but which would, deform a rigidly placed rack. If desired, the rack and pinion arrangements could of course be employed to accomplish the purpose intended. j

The trucksB are mounted in pairs upon the runways 3 and one pair of such trucks, is pivotally secured to and' supports a pair of sheer legs 24.

The other pair of trucks}! is pivotally secured to and supports the pair of sheer legs 25. The pair of sheer legs 24 aS appears more clearly in Figs.

2 and 3 is pivotally joined at its top by a pivot pin 26 whichis of. considerable horizontal extent. In like manner, the pair of sheer legs is pivotally joined at itstop by a similar pin not The pair of trucks 8 seouredtosheer-legs 24,

when moved'toward one another cause the upper pivoted end of sheer-legs 24 to rise and to carry the end 0f the girder 21 secured thereto upwardly also.- In like manner, when the pair' of trucks 8 secured to the sheer-legs 25.are moved toward.

one another, the opposite end of the girder 21 is raised. Since theobject is to always preserve the girder 21 in a horizontal position, the trucks 8 are arranged. to be =moved in unison. Onemethod of accomplishing movement of the trucks 8 in unison is diagrammatically illustrated in Fig. 8 where the motors 20 opposite one anotherare -shown..with, their armatures in series but 4 with the field of one shunted across the armature of the other and vice versa.

As shown more clearly in Figs. 2 and 3, the sheer legs 24 when in raised operating position are joined by a connecting link 29. In like manner but not shown, the trucks 8 attached to sheerlegs 25 are also joined by a connecting link when in upper .raisedposition. When in this position, if desired, all four of the trucks 8 may be translated simultaneously in the same direction to move the entire structure fore and aft over the deck of the vessel so that all hatches within the scope of the runway 3 may be accessible. As appears in Fig. 3, when sheer legs 24 and 25 are in lowered position, the trucks 8 may be also joined ture to be maneuvered as a unit in lowered position and which also relieves the chains 1 of stress when the structure is in lowered position and not in use.

Extending downwardly from the sides of the girderzl is a series of roller brackets 3! which appear in greater detail in Fig. 6. Secured to the lower ends iof the brackets 31 are freely rotatable vertical rollers 32 and freely rotatable horizontal rollers 33. Mounted upon and in engagement with the rollers 33 is an end-wise translatable trolley-way bearing the general designation 34. The trolley-way 34 as appears more clearly in. Fig. 6 is provided on each side with a pair of vertical acting rails 35 spaced apart a slightly greater distance than the diameter of the guide wheels 32. At the extreme lower outer edges of the trolley-way 34 are horizontally acting rolling surfaces 36 disposed to cooperatively engage the rollers 33. In this way the brackets 31. secured to the girder 21 serve to support the trolley-way 34 for translatory movement from the position shown in full lines in Fig. 1, overhanging the side of the vessel on one side to the position shown in dot and dash lines to the right thereof overhanging the opposite side of the ship l 'TheLtrolley-way 34 is formed so as to, present a downwardly-opening slot throughout its entire length). the margins of which slot are framed by'fiupwardly-facihg rails 31. Mounted to travel uponI'the'rails 31 is a trolley bearing the general designation 38 made up of a frame 39 and trolley. whe1s40.. The trolley 38 is thus adapted for movement along rails 31 lengthwise of the trolleyway .34.

For causing and controlling the movement of trolley-way 34, a rack 4| is mounted thereon in meshing engagement with a gear 42 rotatably carried by a shaft centrally disposed with respect to girder 21. Gear 42 meshes in driven relationship with a pinion 43 mounted upon rotatable shaft 44 which in turn carries a transmission gear' 45. Transmission gear 45 is engaged in turn by transmissiongear 46 adapted to be driven by mo-' cured within the girder 21. From sheave 50 the.

cable passes between thegirder 21 and the trolleyway 34 to a freely-rotatable sheave 5| normati e? i e h 'h nd. a d i t e trolley-g tion opposite to that of cable 48 is 'a cable 52 which passes first to a sheave 53 mounted adjacent tosheave 58. From shear/e53 cable 52 passes to a freely-rotatable sheave 54 mounted upon the left hand end of the trolley-Way 34. From the-sheave 54 the cable 52 passes to a connection with the adjacent side of the: frame 39 of the trolley 38. i From this it will appear that upon rotation of drum 49 trolley 38 will be caused to roll upon its wheels 46 endwise with respect to trolley-way 34. .At ,the, same ,time the trolleyway 34 may itself be translated and if the drum.

49 is stationary the trolley 38 will remain stationary in spite of the movement of the trolley-way 34. If the drum 49 be rotating during such: movement of the trolley-way 34 the movement of the trolley 38 will be dependent only upon the rotation of drum 49 and will be independent of the movement of trolley-way 34. Drum 49 is mounted to be rotatably drivenby transmission gearing 55 and motor 56 mounted upon girder 21 and shown diagrammatically only in Fig. 1.

Trolley 38 is provided with downwardly-extending hoisting means in the form of a cable 51 which passes over a double sheave lifting block 58. As appears more clearly in Fig. 7, both ends of cable 51 are secured to and wrapped about a drum 59 mounted upon the girder 21 and adapted to be rotata-bly driven by transmission gearing 60 and motor 61 diagrammatically shown in Fig. 1. One end of the cable 51 passes first to a sheave 62 carried upon the same shaft as that which supports the gear 42 at the center of girder 21. From the sheave 62 the cable 51 shown in full lines then passes to a sheave 63 mounted upon the left end of trolley-way 34. From the sheave 63 the cable 51 passes to a sheave 64 carried upon the frame 39 of the trolley 38. From the sheave 64 the cable passes about one of the sheaves of the lifting block 58 and thence back to a sheave 65 also mounted upon the trolley 38. From the sheave E5 the cable 51 then passes to a sheave 66 mounted upon the right hand end of trolley-way 34, and after passing about the sheave 66 returns to sheave 61 carried upon the same shaft as sheave 62. The cable 51 continues thence around an equalizer sheave 69 anchored within the girder 21 and from said equalizer sheave passes to and around a sheave 69 also carried upon the same shaft as the one which supports sheave 62. From the sheave 99 the cable 51 then extends to a sheave Ill carried upon the right hand end of the trolleyway 34 and from the sheave '59 extends to and around sheave H mounted upon the trolley 38, the other sheave contained within the lifting block 58 and a sheave 12 mounted upon the trolley 38. From the sheave 12 cable 51 then passes around a sheave 13 carried at the left hand end of trolley-way 34 and from sheave 13 extends around sheave '34 mounted at the center of girder 21 and from thence back to drum 59.

From inspection of the reeving of cable 51 as depicted and as above described, it will be ascertained that vertical movement of lifting block 58 may be caused and controlled by rotation of drum 59 and that said vertical movement is independent of horizontal translation of the trolleyway 34 and the trolley 33 or either of them.

Control er -moto'rs BI, 41, $6 and 10 maybe accomplished by switching means of conventional form" and therefor not shown, regulated by a multiple push button pendant conventionally attached and suspended as'shown in Fig. 1.

It is intended that "the apparatus above. de-

scribedwhen not in use, and while the ship I is:

at sea, shall be disposed lowered position indicated" in dot and dash lines in Fig. 1, in which position the apparatus as viewed from the side i's'a-s appears in Fig. -3. While in said lowered position, in order to relieve the load upon the link 30 and the trucks 8, jacks 1 6 shown in dotted lines in Fig. -3 :and extended upwardly from the runways 3rmay beprovided. In this position the apparatus #of 'thissinvention occupies a favorable position with regard to disposition of weight upon the vessel and 'a position in which windage is substantially reduced and exposure of the operating mechanism of the apparatus is minimized. Visibility is-also little impaired by the apparatus of this invention when in said lowered position. When it is desired to place the apparatus in use, the trucks 8 are simultaneously brought together to raise the apparatus to the position shown in fulllines in Fig. 1 and in Fig. 2. Inperforming this operation, if desired, supplementary tackle for bringing the trucks 8 together in unison may be resorted to, if desired such tackle serving the purpose of the two temporary links 29'and 30.

With the apparatus raised to operating position a load 11 may be lifted to and from a position within the hold of the ship I and a position beyond the side of the ship I. For this purpose the trolley-way 34 is extended for example as shown in Fig. 1. The lifting block 58 is then lowered to engage the load and the load then lifted to a level at which it will clear the structures associated with the deck 4. The lifting of the load is then followed by movement of the trolley 38 under the influence of the motor 56 until the load is above the position in which it is to be deposited, whereupon the lifting block 58 is again lowered by paying out cable 51 from drum 59. If it is desired to lift a load from one side of the ship I to the opposite side, translation of the trolley-way 34 is caused, to take place following or simultaneously with transmission of the trolley 38.

If desired, a plurality of apparatuses as above described may be mounted upon the same runways 3 so that cargo may be lifted simultaneously from hatches disposed lengthwise of the ship I.

This invention has herein been described by reference to one specific illustrative instance of its embodiment and use. It is intended, however, that the protection to be afforded hereby be not unnecessarily limited by said specific instance, the intention being that said protection shall extend to the full limit of the inventive advance disclosed herein as defined by the claims to be hereto append-ed.

I claim:

1. In a self-elevating and lowering support for an athwartship cargo hoist trolley way for ships the combination comprising a pair of parallel fore and aft runways mounted on the deck of a ship straddling a hatch, a stationary positive traction means associated with and extending lengthwise in juxtaposition to each of said runways, two selfpropelled shear leg supports constituting a pair mounted for fore and aft movement on each of said runways, each of said shear leg supports having positive driving means in positive driving engagement with that stationary positive traction means which is associated with the runway upon whiohsaid shear leg support is mounted, a pair of shear legs for each runway, each of said pairs of shear legs being pivotally mounted at the foot ends thereof on respective pairs of shear leg supports, a hoisting trolley supporting girder extending between said shear legs and attached at its opposite ends to said shear legs, and means adapted to cause said shear leg supports to be driven toward and away from one another in pairs to cause elevation and lowering of said girder and adapted to cause said shear leg supports to be driven in a set in unison to impart fore and aft movement to said girder.

2, In a self-elevating and lowering support for anxathwartship cargo hoist trolley Way for ships the combination comprising a pair. of parallel fore and aft runways mounted on the deck of a ship straddling a hatch, a stationary traction chain associated with and extending lengthwise in juxtaposition to each of said runways, two selfpropelled shear leg supports constituting a pair mounted for fore and aft movement on each of said runways, each of said shear leg supports having a sprocket in positive driving engagement with that chain whichis associated with the runway upon which said shear leg support is mounted, a pair of shear legs for each runway, each of said pairs of shear legs being pivotally mounted at the foot ends thereof on respective pairs of shear leg supports, a hoisting trolley supporting girder extending between said shear legs and attached at its opposite ends to said shear legs, andmeans adapted to cause said shear leg supports to be driven toward and away from one another in pairs to cause elevation and lowering of said girder and adapted to cause said shear leg,

supports to be driven in a set in unison to impart fore and aft movement to said girder.

NILS PETER ERIK ANDERSEN.

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

UNITED STATES PATENTS

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2551066 *Jul 3, 1947May 1, 1951Lake Shore Engineering CompanyShip mounted crane
US2555297 *May 28, 1945May 29, 1951SmithContainer ship having bridge mounted travel crane
US2660319 *Oct 8, 1946Nov 24, 1953Dorland Norman EApparatus for loading and unloading cargo vessels
US2857062 *Sep 8, 1954Oct 21, 1958Allan G AndersonApparatus for loading and unloading bricks and the like
US2984367 *Jan 24, 1958May 16, 1961Humboldt CompanyCable hauling system with fixed machinery for use on container ships
US3006485 *Dec 29, 1958Oct 31, 1961Diesel EquipVehicle unloading or loading devices
US3043255 *Sep 23, 1957Jul 10, 1962Continental Oil CoDrilling
US3061109 *Jul 20, 1959Oct 30, 1962Manning Maxwell & Moore IncCrane
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US3317058 *Dec 18, 1964May 2, 1967Mac Gregor Comarain SaTravelling crane with telescoping boom assembly
US3328969 *Nov 2, 1964Jul 4, 1967Kaiser Steel CorpApparatus for driving piles
US3358854 *Aug 1, 1966Dec 19, 1967Matson Navigation CoCrane
US3598256 *Jul 17, 1969Aug 10, 1971Alliance Machine CoContainer ship cranes
US4106641 *Jan 3, 1977Aug 15, 1978Algoship International LimitedUniversal gantry crane
US4498584 *Jul 26, 1982Feb 12, 1985Contrawl LimitedStackable container for use in a containerization system
DE1276304B *Nov 16, 1962Aug 29, 1968Pacific Coast Eng CoPortalkran mit abklappbarem Katzbahnausleger
DE4123931A1 *Jul 19, 1991Jan 21, 1993Orenstein & Koppel AgBordkran in portalbauweise
DE4427468A1 *Aug 3, 1994Jan 12, 1995Peter KibeleA crane system which consists of two cranes and which is installed on a road vehicle, rail vehicle or inland waterway vehicle and which is suitable for conveying containers and interchangeable containers
EP0970883A1 *Jul 7, 1999Jan 12, 2000Constructiebedrijf Willems B.V.Ship and method for the transport of containers and the like
WO1993001969A1 *Mar 4, 1992Feb 4, 1993Orenstein & Koppel AgPortal-type ship's crane
Classifications
U.S. Classification414/141.5, 212/74
International ClassificationB66C7/00, B63B27/12, B66C23/10
Cooperative ClassificationB66C2700/0307, B66C2700/012, B66C23/10, B66C7/00, B63B27/12
European ClassificationB66C7/00, B66C23/10, B63B27/12