U.S. patent number 3,837,291 [Application Number 05/265,031] was granted by the patent office on 1974-09-24 for crane bridge belt drive.
This patent grant is currently assigned to Dresser Industries, Inc.. Invention is credited to Max Frederick Umlor.
United States Patent |
3,837,291 |
Umlor |
September 24, 1974 |
CRANE BRIDGE BELT DRIVE
Abstract
Belt drive apparatus for the bridge of an overhead traveling
crane. Multi-V belts are driven by a grooved drive sheave coupled
to the main drive shaft. The plurality of apices formed by the
multi-V-belt engages a grooveless sheave coaxially secured to a
crane drive wheel effecting torque transmission by an axially
floating drive relation therebetween. The wheels, in turn, ride on
a runway beam defining a track over which bridge travel is to be
effected.
Inventors: |
Umlor; Max Frederick (Muskegon,
MI) |
Assignee: |
Dresser Industries, Inc.
(Dallas, TX)
|
Family
ID: |
23008665 |
Appl.
No.: |
05/265,031 |
Filed: |
June 21, 1972 |
Current U.S.
Class: |
105/163.1;
105/101; 105/110; 474/138; 212/312; 104/98; 105/105; 474/88;
474/148 |
Current CPC
Class: |
B66C
9/14 (20130101); B61C 13/04 (20130101); B66C
9/16 (20130101) |
Current International
Class: |
B61C
13/04 (20060101); B61C 13/00 (20060101); B66C
9/00 (20060101); B66C 9/16 (20060101); B66C
9/14 (20060101); B61c 009/48 (); B61d 015/02 ();
B66c 017/00 () |
Field of
Search: |
;105/101,102,103,104,105,106,107,110,163R
;74/233,242.1A,242.11A,219,233 ;104/50,98 ;212/18,22 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Beltran; Howard
Attorney, Agent or Firm: Rubin; Daniel
Claims
The embodiments of the invention in which an exclusive property or
privilege is claimed are defined as follows:
1. In an overhead conveying apparatus for travel on a runway track
support, drive means comprising in combination:
a. motor means having an output drive shaft;
b. a pair of spaced-apart drive wheels mounted on said conveying
apparatus in drive tracking engagement with said track support;
c. drive sheave means operatively connected to said motor output
shaft;
d. driven sheave means operatively connected to each of said drive
wheels and having a substantially smooth belt drive surface
thereon; and
e. V-belt means having a V-faced driving surface which transmit
driving force from the drive surface of said drive sheave means to
said driven sheave means by at least one apex of said V-face of
said belt means bearing against said substantially smooth drive
surface thereof.
2. In an overhead conveying apparatus according to claim 1 in which
the drive surface of said drive sheave has a predetermined axial
extent for accommodating anticipated deflection in the alignment of
said runway support.
3. In an overhead conveying apparatus according to claim 2 in which
said drive sheave means comprises a grooved surface sheave of
smaller diameter than said driven sheave and of width greater than
said belt means to facilitate spacing adjustment of said
wheels.
4. In an overhead conveying apparatus according to claim 1 in which
said conveying apparatus comprises the bridge of an overhead
traveling crane, said track support comprises a pair of
spaced-apart runway beams and said drive means is duplicated for a
driving engagement with each of said beams.
5. In an overhead conveying apparatus according to claim 4
including adjustable tensioning means for presetting a desired
tension level of said V-belt means.
6. In an overhead conveying apparatus according to claim 5 in which
said tensioning means comprises an idler roller spring loaded
against said belt means.
7. In an overhead conveying apparatus according to claim 4 in which
said V-belt means comprises an endless belt having a plurality of
parallel juxtaposed V-grooves on its drive transmitting
surface.
8. In an overhead conveying apparatus according to claim 7 in which
the belt drive surface of said driven sheave is engaged by the
apices of said V-grooves.
9. In an overhead conveying apparatus according to claim 8 in which
said drive wheels extend cantilever supported from said conveying
apparatus for maintaining said drive tracking engagement.
10. In an overhead conveying apparatus according to claim 9
including adjustable tensioning means for presetting a desired
tension level of said V-belt means.
11. In an overhead conveying apparatus according to claim 10 in
which said tensioning means comprises an idler roller spring loaded
against said belt means.
Description
BACKGROUND OF THE INVENTION
1. The field of art to which the invention pertains generally
includes the art of railway rolling stock and more specifically to
bridge drives for traveling overhead cranes.
2. Overhead cranes are commonly used for industrial applications of
material handling such as warehousing, heavy manufacturing or the
like. A typical crane of this type is disclosed in U.S. Pat. No.
2,997,966. Installation for support of the crane usually includes a
pair of elevated and parallel runway beams defining a track over
which bridge travel is effected. The bridge, in turn, is suspended
from the track and provides a laterally extending trackway between
beams for riding movement of the lifting mechanism. By this means,
the bridge moves longitudinally in the direction of the runway
beams while allowing its operating mechanism to ride on the bridge
for shifting laterally therebetween.
As can be appreciated, such installations are not produced on a
mass production basis, but are instead custom fabricated for
meeting particular requirements of the installation environment.
Under those circumstances many uncontrollable variables are
encountered such as the spacing of the parallel runway beams, beam
shapes, crane capacity and the like. At the same time, the tracking
surfaces of runway beams while theoretically parallel and straight
in both their horizontal and vertical planes are, as a practical
matter, neither parallel nor straight but instead are characterized
by various misalignment deflections throughout their length. It is
not unusual for the beams to include bends, curves, tipped flanges,
or the like resulting from either the mill rolling process or
incurred from general handling prior or during installation.
Moreover, general open type steel construction employed in
warehouses and the like on which such cranes are mounted are
themselves subject to deviation from true theoretical dimensions to
in turn affect the accuracy of a crane installation being supported
thereby. As a consequence, such cranes in traversing the runway
beams are subjected to various misalignment deflections and other
forms of imperfect movement.
Typical prior art drive construction for these crane bridges has
consisted of a positive gearing arrangement connecting motor output
directly to the drive wheels of the crane bridge. A typical
construction for such an arrangement utilizes a pinion shaft
rigidly mounted and coupled to the main drive shaft and engaging
gears secured to cantilever mounted drive wheels. These have not
been regarded as entirely satisfactory by virtue of the rigidness
that the drive pinion mount affords in being inflexible to runway
deviations relative to encountered deflections of the drive wheels.
Where the deviations are of a significant degree the drive wheels
are known to separate from the beam rather than float in
compensation therewith. Such separation between one or more wheels
from the track can easily cause the remaining wheels to incur the
full brunt of drive tracking and load imposed on the crane
adversely affecting operability and wear factors to both the wheels
and gearing. Moreover, gear drives require extensive lubrication
and being generally open and exposed are frequently subject to
excessive wear from abrasives or the like in the working
environment.
Notwithstanding recognition of the foregoing, manufacturers of
these cranes have continued to employ the rigid geared drive as
their standard construction despite the obviously apparent
drawbacks. At the same time, belt drives as a substitute for
gearing have been considered both impractical and unusable for
various reasons. Generally they have been characterized as
suffering from an inability to transmit adequate driving force from
a relatively small drive sheave to a comparably large driven
sheave. Also they have been regarded as being unable to tolerate
axial cross movement of the belts incurred during traversal of the
crane from the aforementioned installation imperfections.
SUMMARY OF THE INVENTION
The invention relates to belt drive apparatus for an overhead
traveling crane and more specifically to such a drive affording
flexibility for compensating and tolerating imperfection in the
crane support. In accordance herewith, a type of multi-V belt is
employed, each driven from the main drive shaft by a small diameter
grooved drive sheave. In turn, each belt drives a grooveless driven
sheave connected to a drive wheel. By virtue of the grooveless
driven sheave surface, a floating drive relation is established
with the belts enabling them to incur axial shifting where required
to compensate for angular misalignment. In the event deflections
and/or deviations are encountered by the wheel in the course of
runway traversal, axial shifting enables the belts to readily
accommodate and insure continuous driving notwithstanding without
interfering in the manner of the prior art rigid pinions. At the
same time, adequate driving force is constantly maintained as to
overcome and eliminate previous difficulties associated with the
gear drive units of the prior art.
It is therefore an object of the invention to provide a novel drive
structure for an overhead traveling crane.
It is a further object of the invention to provide a novel drive
structure for an overhead traveling crane able to tolerate and
compensate for expected deviations and deflections in the runway
installation supports of such cranes.
It is a still further object of the invention to provide a novel
crane bridge structure that is relatively inexpensive as compared
to such similar purpose drive structures of the prior art while
increasing rather than decreasing performance reliability
thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is an isometric illustration of the drive unit viewed from
its underside;
FIG. 2 is a plan view of the crane bridge;
FIG. 3 is a fragmentary view as seen substantially along the lines
3--3 of FIG. 2;
FIG. 4 is a sectional elevation taken substantially along the lines
4--4 of FIG. 3;
FIG. 4a is an enlarged fragmentary elevation view, with the belt
illustrated in cross-section engaging the driven sheave; and
FIG. 4b is an enlarged fragmentary elevation view, with the belt
illustrated in cross-section engaging the drive sheave.
Referring now to the drawings, there is disclosed a crane bridge 10
with which the invention hereof is concerned and that, for example,
may be of a general type disclosed in U.S. Pat. No. 2,997,966.
Briefly, bridge 10 comprises a cross-girder 11, laterally secured
between a pair of spaced-apart end trucks 12 and 13. Girder 11 is
preferably of a wide flange I-beam cross section and is provided
with capping in the form of a pair of angles 14 and 15 secured to
the top flange thereof. A motor drive shaft 18 for effecting bridge
movement, as will be understood, is suitably supported for rotation
in displaced journals 19. Supporting the journals displaced from
the girder are spaced-apart arms 20, bolted to the girder via bolts
21. A drive pulley 25 secured to the motor drive shaft laterally
intermediate the end trucks is driven by a belt 26 from pulley 27
on the output shaft of motor 28 for transmitting the motive drive
force as will be described.
Forming the runway drive tracks for the crane bridge are a pair of
parallel spaced-apart supporting runway beams 32 and 33 on which to
receive end trucks 12 and 13 respectively. Each beam is preferably
of a wide flange I cross-section for which the lower flange upper
surfaces 34 and 35 define the driving trackway. For advancing the
bridge on the trackway to longitudinally position its crane (not
shown), each of the end trucks 12 and 13 are provided with a pair
of opposed support wheels 38 and 39 and a pair of opposed drive
wheels 40 and 41 displaced longitudinally therefrom. Each of the
latter wheels are appropriately contoured on their outer rims for
drive tracking engagement with flange surfaces 34 and 35.
Providing cantilevered support for the wheels in this relation is a
frame attached to the end truck and consisting of a pair of
parallel channel members 45 and 46 connected at their ends by a
cross-plate 47. Included in the cross-plate is a cut-out 48 to
enable passing of the runway beam. The drive wheels themselves are
each supported on a pair of ball bearings 51 and 52, mounting them
on the reduced end 53 of lateral pin 54. Each pin in turn extends
through a boss 55 welded and aligned with channel aperture 56. A
slotted brace 57 welded to the pin receives bolts 58 and 59 and
their corresponding hex nuts enable wheel spacing adjustment to
accommodate beam size variations.
To drive the crane bridge in accordance with the invention hereof,
drive wheels 40 and 41 include comparatively large grooveless
driven sheaves 62 and 63 respectively integrally juxtaposed
therewith. Drivingly engaging the latter sheaves are V-belts 64 and
65 of preferably multi-V cross section forming a sawtooth driving
face of alternating peaks 68 and valleys 69. Belt compositions of
that type have high friction characteristics being disclosed for
example in U.S. Pat. Nos. 2,620,016, 2,728,239 and 2,746,308 and
are commercially marketed under the trademark "Poly-V". In turn
driving the belts, is an elongated drive shaft 66 constituting the
drive sheave to be described and secured directly via coupling 67
to motor driven shaft 18. Supporting drive shaft 66 for rotation
are a pair of spaced-apart bearings 72 and 73 each secured by means
of an open ended cradled bearing cap 74 to the underside of side
plates 75 and 76 depending from side channels 45 and 46
respectively.
Appropriate belt tension is maintained by means of an
intermediately located cylindrical idler 79 supported on a central
shaft 80 extending through matched vertical slots 81 in each of the
side plates. Outwardly beyond the side plates, the ends of shaft 80
are received in the lower looped end of depending rods 82. The rods
in turn extend vertically upward through the adjacent side channel
flange for resilient suspension via coil spring 85 compressed
between washers 86 and 87 by a hex nut 88 threaded to the upper end
of the rod. Through adjustment applied via the hex nut, appropriate
belt tension can be applied as desired.
The effective driving portion of sheave 66 is a reduced diameter
grooved portion 90 at each end between the side plates and
separated by an intermediate enlarged diameter portion 91. The
number of grooves in portion 90 is usually more than required by
belts 64 and 65 to allow for adjustment in wheel spacing. At the
same time sheaves 62 and 63 are grooveless and of axial width on
the belt running surface greater than the belt widths. In this
manner, the belts are enabled to axially float on the driven
sheaves while maintained in driving engagement therewith in the
course of bridge travel whereby to accommodate misalignment
deflection encountered by wheels 40 and 41 as they traverse the
runway beams. With this arrangement any angular or elevated
deviation caused by the encountered misalignment will not produce
discontinuance in the drive connection since the grooveless surface
of sheaves 62 and 63 can accommodate belt shift or the like
otherwise apt to result in a loss of drive transmitted to the
wheels. Although the belt apices are engaging a smooth cylindrical
drive surface on the driven sheaves, apparently sufficient
flattening of the apices occurs enabling drive traction to be
maintained.
By the above description, there is disclosed novel apparatus for
driving the bridge of an overhead traveling crane. Through the use
of V-belts driven from a grooved drive sheave in a floating drive
relation with a grooveless driven sheave, the belts are enabled to
float axially in accommodating misalignment deflection encountered
by the drive wheels. By virtue of this feature, the wheels
themselves are able to accommodate the misalignment deflections
without causing the belt drives to incur loss in drive relation
from either the driving or driven sheave. A relatively simple belt
drive structure is therefore able to replace the previously
cumbersome and handicapped positive gearing drives employed for
similar purposes in the prior art. Not only is the reliability of
this form of drive achieved readily and simply, but it likewise
affords the other attendant property of increased quietness,
reduced lubrication, and reduced maintenance associated with belts
as compared to geared drives of the prior art. Whereas, the drive
hereof has been described as having principal use in conjunction
with an overhead traveling crane, this is not intended as a
limitation since it could obviously be used in various forms of
overhead conveying devices.
Since many changes could be made in the above construction and many
apparently widely different embodiments of this invention could be
made without departing from the scope thereof, it is intended that
all matter contained in the drawings and specification shall be
interpreted as illustrative and not in a limiting sense.
* * * * *