US2393768A - Crane controlling and steering device - Google Patents

Description

Jan. 29, 1946. F. D. GRAHAM 2,393,768

I CRANE CONTROLLING AND STEERlNG DEVI CE Filed Oct. 27, 1941 3 Sheets-Sheet 1 2 INVEN OR- F16. Fire-0s ICK D. G HAM Arromvsvs.

1946- F. D. GRAHAM CRANE CONTROLLING AND STEERING DEVICE.

3 Sheets-Sheet 2 Filed Oct.' 27, 1941 aw Q mm? mm Dim.

Jan. 29, 1946. F. D. GRAHAM 2,393,768

CRANE CONTROLLING AND STEERING DEVICE Filed Oct. 27, 1941 3 Sheets-Sheet 3 I /-v- TOR. IEREDERICK 0. GRA HAM BY Arronwsva.

Patented Jan. 29, 1946 p Frederick D. Graham,

to Koehring Company,

Milwaukee, Wis., assignor poration of Milwaukee Application October 27,

Milwaukee, Wis., a cor- 1941, Serial No. 416,731

Claims. (0]. 180-93) This invention relates to improvements in steering and driving mechanism particularl useful in large portable machines used for excavation and similar purposes, and particularl directed towards certain improvementsin the control devices associated with the driving parts of a crane or the like. It is related to the patent to H. E. Brey No. 1,947,823, issued February 20, 1934, in that it is directed to certain improvements in the mechanism described in this patent. Likewise, it embodies certain features or control No. 593,062, control mechanism operates through the center pin as described in that patent.

It should be understood that this control mechanism is adaptable for other uses aside from that tion under discussion very simple operating parts are employed, and controls that are readily opera able from a generally central position are availtion including able.

It will be understood that the steering oi the crane or like device to, which this invention is applied will be effected in a similar manner to that described in the Brey patent above referred to.

For a complete understanding of the invencertain detailed features of novelty, reference is here made to the following description in connection with the accompanying drawings,

In the drawings: 1 Figure l is a bottom view of the traction frame partly in section, and illustrating, the complete in cranes and the like, particularly where separate traction devices support the crane mechanism in its operating movement. e

The important feature of this invention is the improved method of control of the jaw clutch mechanism in cooperation with the brake mechanism and embodies a safety unit including an automatic means for permitting the operation of the brake preliminary to the withdrawal of the clutch, and, thereafter, the automatic. withdrawal of the clutch from engagement with the driving mechanism for the traction devices.

It has been found in the practical use of the mechanism of the above mentioned patent that under certain operating conditions, as for instance, when the machine is being operated down a grade, or under similar circumstances, the application of the brake means is difficult and sometimes impossible because the withdrawal of the clutch from engagement with its comating member is retarded or prevented by the friction between the clutch parts previously established in order to obtain the necessary driving torque.

The invention is particularly adapted for use where it is desirable to readily withdraw the clutches from engagement with the traction operating gears in order to permit a rapid stop in the movement tion of the brakes in the mechanism in which this invention is incorporated. Owing that by use of this inventionthe brakes may be applied to the brake drums, while the clutches are still engaged in their driving operation, it will be seen that the tendency of the frictional engagement of the clutch with its comating member will be reduced to a minimum and easy withdrawal of the clutch members will be effected.

In view of the novel construction of the invenconnections between the braking means and the clutch means, and also the drive mechanism with certain portions of the driving connections omitted.

Figure 2 is a cross sectional view taken on the line 2-2 of Figure 1, illustrating in elevation certain cooperating portions of the device.

Figure 3 is a sectional view taken on the line 3-3 of Figure 1, looking in the direction of the arrow.

Figure 4 is a band operating Figure 5 is a device which is a feature of this invention.

Figure 6 is a sectional view of the lower end of the contact members on the line ure 2.

Figure '1 is a sectional view on a reduced scale showing the driving brake and traction device operating member at each end of the traction shaft.

Describing the details of the construction of Figure l a traction frame, generally denoted I, isshown as having supported thereon a traction .shaft 2 in suitable bearing portions 3 at the sides thereof, and a central gear case or housing 4, through-which the traction shaft 2 is driven by a bevel gear 5 to a bevel gear 8 on the traction shaft, thus forming a constant driven connection for the bevel gear of the traction shaft. The housing 4 embodies suitable bearing members I and 8, for the traction shaft 2 which are adapted to support operating levers 9 and iii, in suitable bearing portions H and I! on shafts l3 and I4.

Referring more particularly to Figure 2, the operating means for the brake and clutch mechdetail sectional view of the brake device.

anisms are shown as comprising concentric memdetail view oi the safety control 6-8 of Fi connection between the r hers l and l6, drive shaft I1 on ed. These concentric operating shafts are adapted to slide within the drive shaft |1 upon actuation of control levers 8 and I8, which through means of yokes 28 and 2| operating in grooved members 22 and 23, raise and lower the concentric operating shafts i5 and I6 for the purpose to be hereafter described. As shown in Figure 2, the control levers J8 and I8 are supported on suitable bearing members 24 and 25 which are connected to the traction frame in any suitable manner and are pivoted on the pivots 26 and 21 for the operation of the concentric operating shafts.

At the lower ends of the concentric operating shafts l5 and i8, the levers 8 and III are suitably engaged with their respective concentric operating.shafts by means of a yoke on the lever 8 connecting with the operating shaft I5, and a slot in the operating shaft i8 connected pivotally at 28 with the operating lever ID. The operating levers 9 and I0 are keyed or otherwise suitably engaged with the pivot pins I3 and I4, previously mentioned, and adapted to operate through keyed connections therewith, the actuating shaft levers 29 and 30. The actuating shaft levers 23 and 30 are connected to the actuating shafts 3| and which are concentric with the center spring devices more particularly illustrated in Figure 2 are comprised of yoke members 34 preferably integral with the actuating shaft levers 29 and 30, having bearing portions 35 and 36 adapted to receive therebetween an additional yoke member 31, which has a stud extension 38 at the lower portion thereof. as seen in Figure 1, adapted to enter a compression spring 38, and be engaged with a pin 40 in a tight connection, the said pin 40 being sIidable in an elongated slot 4| in the yoke portion of the actuating levers 29 and 38. The pin 40 is suitably mainwhich the bevel gear 5 is mount tained in its position in the yoke 33 by any suitable means such as the cotter pin or pins 42 and the washers 43, which washers engage the outer surfaces of the yoke 33. The actuating shafts 3| and 32 are suitably supported in bearing portions 44 and 45, preferably integrally cast with the traction frame, the said actuating shafts 3| and 32 being generally and preferably in a parallel members 46 suitably connected to the actuating shafts 3| and 32 by means of clamping bolts 41, the members 46 being connected at their inner ends in bearingportions 48 with the pins 40 previously mentioned as being mounted on the actuating levers 30 and 29, for operation thereby.

' 5|, when tension is manner to prevent operating gears L-shaped and are comprised of the brake rod member 55 takes place.

ears 15, which are 64a. also illustrated in the above identified Brey Patent No. 1,947,823. It will be understood that the brake drums are loosely mounted on the tracfor purposes to be hereafter described.

Referring again to the brake band operating means, the brake actuating levers 48 are connected to intermediate operatin rods 55, to operate compression members 56 for contraction of the brake bands 5| exteriorly of the drums 52 in 9.

nuts 58 and 58, previously mentioned.

The compression spring member 56 forms a toggle connection for the operation of the brake band 5| and is comprised of a yoke member 8| actuating rod 55, ing a link 63 plvotally connected with the end 64 of the brake band 5|, by mean of a pivot 65 The other end of the yoke member 6| is pivotally connected at 66 with the bearing portion 61 of the brake band support 68. Located centrally in the yoke 6| is a compression spring 68 suitably confined thereinby means of a pin 18, which at one end is connected to the yoke member, and at the other end has a large portion 1| to retain the compression portion H and the shoulder portion 12 of the yoke member. It will be seen from the foregoing, that when the brake rod member 55 i moved in a left direction, looking at Figure 3, this will cause a clockwise movement of the pin 65 connected with the toggle link 63, said pin also, of

course, being connected with the free end 13 of the brake band 5|, and thus cause a contraction of the brake band 5| Over the surface of the brake drum 52, the compression spring 68 acting to maintain the brake band out of engagement with the drum when rightward movement of the words, this compression spring 68 will cause a counterclockwise movement of the end of the yoke 6| in which the pivot 62 is mounted, and thus release the brake band 5|. ure 3, it will be seen that the brake band 5| is .suitably engaged with the traction frame I by means of a spring member, generally denoted 14,

now to be more particularly described.

The brake band 5| is supplied with upstanding preferably integral therewith. and which engage by means of pivot pins 16 the sliding members 11 which are adapted to receive a tension bolt member 18, said tension bolt member having a tension spring 18 located centrally thereon between the sliding members "to effeet a separation of the ends of the brake band removed from the brake band. as previously described. It will be understood that one of the ears 15 of the brake band engages with the traction frame in any suitable band 5|, on the brake drum 52.

Referring again to Figure 1, the actuating shafts 3| and 32 are furnished with safety control devices 80, which include energy storing spring means and are adapted to control the actuation of the clutch levers 8| in a manner to be described. The clutch levers 8| are generally spring 68 between said enlarged- In other Looking at Figmisalignment of the brake arms 82 and ends 88 integral therewith adapted to operate clutch members 88 in a manner to be'described.

'moved into engagement with the openings 53 of the brake drum.

The yoke portions 81 of the arms 88 of the clutch levers by means of the U-shaped portions 88 contact lugs or ears 82 formed on the clutch shifter ring 82a turning on members 88 at opposite sides thereof, the yoke portions 81 extending over the outer portions of the bearing portions 88 of the clutch member 88 aforesaid.

The arms 82 of the clutch levers 8| engage the safety. control devices. as previously described, the saidsafety control devices now to be described.

Referring particularly to Figure 5, it will be seen that the safety control devices comprise yoke members 88 adapted to be connected at one end thereof by means of pins 84 with arms 85 suitably engaged with the actuating shafts 3| and 82, for movement thereby, the other end of said yokes 83 being provided with bearing portions 85 adapted to slidably engage pin 81 which are pivotally connected at 88 to the clutch lever arms 82, aforesaid. Confined on the pins 81 are compression springs 88, said compression springs being confined on one end of the springs 81 by means of nuts I88, and the said springs 88 engaging at their other ends with a seat portion ml of the yoke 88. The actuating shafts 3| and 82, previously mentioned, are rotatable in the bearing portions 44 and 48 to operate the safety control devices 88; for example, upon operation of the operating shaft 32, it will be seen that by rotating the actuating shaft 82 of Figure 2 in a counterclockwise direction, the spring 88 of the device 88 will be compressed to operate the clutch lever 8| on the pivot 84 to withdrawthe clutch 88 from engagement with the brake drum 52.

In order to more particularly understand the operation of the invention that operation will now be explained in relation to-the upper clutch and brake unit of Figure 1.

The engagement of the clutch 88 with the brake drum 52 may be caused to take place by depressing. the concentric operating shaft i8 engaged with the lever 8 looking at Figure 2, and the said lever 8 being engaged withthe lever 28, will cause rotation of the actuating shaft 3|, for example, since it is connected to the actuating shaft by means of the member 48. The actuating shaft 8| will thereby effect a movement of theyoke member of the upper safety control device 88, toward the bottom of the drawings, looking at Figure 1, the bearing portion 88 of the safety control device coacting with the shoulder portion 81a of the pin 81, causing the clutch lever 8| to pivot in a counterclockwise direction, and through its connection 81 with the clutch Shifter ring 82 of the clutch member 88 will cause the clutch member 88 to move into engagement with the brake drum 52.

It will be seen that at the same time, this engagement of the clutch member 88 with the brake drum 52, previously mentioned, will cause a counterclockwise rotation of the brake lever 48 thereby releasing the brake band 5| from its contact with the brake drum 52 by means of the toggle connection 58, as shown in Figure 3. R0- tation of the brake drum 52 will be prevented in a manner to cause a relative stopping of the rotation of the traction device operating gear connected thereto by operating the operating shaft l5 in a generally upward direction, looking at Figure 2, which will cause a clockwise rotation of the levers-8 and 28, and, likewise rotation of the brake lever 48 and eflect a clamping action of the brake band 5| 'exteriorly of the brake drum 52, by means of the toggle connection 55 previously described. If there is rotative restraint on the part of the clutch receiving openings 58 of the brake drum with respect to the teeth 8| of the clutch, which would prevent immediate withdrawal of the clutch teeth 9|, the compression spring 88 in the safety control device 88 will be compressed owing to the fact that the clutch lever 8| does not move. Since the clutch arm 85 moves, the yoke 83 contacts the spring 88 and compresses the same. Thereafter, when the rotation of the brake drum has been reduced so that the friction connection between the teeth 8| of the clutch member 88 in the openings 58 of the brake drum has reached a point where it is practically negligible, the expansion of the compression spring 88 will automatically operate the pin 81, and move the clutch lever 8| in a clockwise direction and cause a withdrawa of the clutch teeth 8| from the brake drum openings 53 thereby removing the driving rotative force from said brake drum and the traction device operating gears connected thereto.

In the foregoing description, it will be understood that there has been explained the operation of a single .one of the clutch and brake units in conjunction with the safety control means employed as'a part of this invention. It will be evident that under some conditions, a traction vehicle equipped with the present invention might employ merely a single driving clutch member and a single braking member working in conjunction, as previously set forth, and the safety control device described could be effectively used under such conditions for the purpose of enabling the application of the brake means even though the operator has not been able to disengage the clutch means owing to the friction of the driving torque between the engaging clutch parts. throwing out of the clutch as set forth would be effective under such conditions when the braking operation has, been applied sufficiently to retard the speed of the vehicle and relieve and reduce the driving torque enough to permit the disengagement of the clutch elements.

In the special application of the invention, as illustrated in the drawings, under some conditions, the traction vehicle, crane, or whatever other machine is equipped with the invention, may be operating under the driving action of both clutches at the opposite sides of the machine, which actuate the, traction members such -as crawlers or wheelers at such opposite sides.

Then, if the machine descends a grade with the driving torque applied to the clutches, the op- Moreover, the automatic operation oferator, by the employment of the safety control devices described, can with ease cause the application of both brakes by the downward movement of the concentric actuating shafts l5 and ii, when it is desired to stop the machine. when the brakes are thus applied, they are necessari y actuated independently of the clutches ordinarily due'to the fact that the friction of the drivin torque will hold the clutch elements in engagein ment. It is under this particular condition that the safety control devices are important to be used permitting as they do the independentoperation of the brake devices in respect to the clutch members. Heretofore this has not been a possible operation in machines using the mechanism of the Brey patent previously identified,

owing to the fact that in said patented construction the brakes and clutches are so connected by 1 their operating levers as to necessitate simultaneous actuation thereof, to apply the clutches and release the brakes under one condition, and to applyv the brakes and release the clutches under another condition.

It will be understood, however, that according to the present construction, the simultaneous actuation of either or both of the clutches to release position and application of either or both brakesto applied position may be effected, as

, when the machine to which the invention is applied is operating on a level grade.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States, is:

1. In controlling and driving mechanism for cranes and like traction machines, in combination, a traction frame, a drive shaft mounted on the frame, a traction shaft for operating traction members by which the frame is supported, steering and driving mean carried by the frame including a set of clutch and brake units for each traction supporting member of the frame, each clutch and brake unit comprising a brake and clutch drum, a clutch member cooperating with the said drum, a brake member cooperating with said drum, means connecting said clutch and brake members of each unit for operation to simultaneously release the brake and apply the clutch and vice versa, including an operating member for each clutch and brake unit, and said connecting means including a safety control device comprising a yieldable connection between said operating member and said clutch member for permitting application of the brake independently of operation of the clutch.

2. In controlling and driving mechanism of cranes, in combination, a traction frame, a drive shaft mounted on said frame, a traction shaft carried by said frame driven by said drive shaft,

traction driving means on said shaft at each side of said frame, a set of clutch and brake means for controlling each of said traction driving'means. a clutch arm for each clutch, a common operating means for each said set, and safety control devices comprising yieldable connections between each clutch arm and the said common operating means, whereby the clutch means is automatically actuated to remove the driving force from the driving means subsequent to the actuation of the brake means, to prevent driving movement of the traction driving means.

3. In controlling and drivingmechanism of cranes, in combination, a traction frame, a drive shaft mounted on said frame, a traction shaft carried by said frame driven by said drive shaft, traction driving means on said shafts at each side of said frame, a set of clutch and brake members associated with each traction driving means, an actuating shaft for each set of said clutch and brake members, separate operating mean for said actuating shafts coaxial with thev drive shaft aforesaid, and a safety control device comprising a yieldable connection between each actuating shaft and its associated clutch member, whereby a brake member may be applied prior to the disengagement of a clutch member and the clutch member subsequently automatically disengaged from the tractiondrivin: means associated therewith.

4. In crane driving and steering mechanism. in combination, a traction frame, a drive shaft mounted thereon, a traction shaft carried by said frame and driven by'said drive shaft, traction driving means on said shaft at each side of said frame, traction devices operable thereby, a clutch and brake unit associated with each traction driving means, a common actuating shaft for each clutch and brake unit, having a clutch arm for each clutch and a brake arm for each brake, control means coaxial with the drive shaft aforesaid for independent actuation of the respective actuating shafts, and a safety control device comprising a yieldable connection between the clutch arm and its respective actuating shaft operable to automatically disengage the clutch from driving relation with the traction driving means after the brake associated therewith has been actuated to effect a braking action on the part of the traction device controlled by said brake.

5. A safety control device as claimed in claim 4, which comprises a yoke connected at one end to the actuating shaft, a pin slidable in said yoke connected to the clutch operating arm, and a coil spring on the said pin hearing at one end against a shoulder of the yoke and confined on the pin by a nut.

FREDERICK D. GRAHAM.

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