CA2075410A1 - Removable cushion container flat - Google Patents

Abstract

ABSTRACT

A cargo carrying flatrack used as an intermediate sepa-rate unit between a cargo container and a ISO vehicular load carrier. The flatrack provides longitudinal impact protection for containerized cargo, through an upper frame carrying the cargo which moves against a cushioning device which absorbs impacts engaged to a lower frame on the ISO load carrier. The upper frame is movable within limits in the longitudinal direction allowing the upper frame to stroke with the loaded container at sudden impacts.

Description

2 ~ 1 0 RI~OV~BLE C~JSHION~D CONTAIN~ AT

Tech~ical Field of 'che In~rentionO
The present invention rela~es to a cargo carrying flat-rack (CCF) that provides longitudinal impact protection by cush-ioning cargo loaded on the flatrack during transport. The flatrack is used as an intermediate and separate unit between the cargo container being transpor~ed and the vehicular load carrier track carrying the container. The flatrack is particularly adapted to carry cargo containers that meet International Standard Organization (ISO) standards and at the same time engage load carriers that also meet ISO standards.

Ba~kqround of the Invention:
Cushioning devices for freight containers or road trail-ers loaded on rail car~ are known in the art. Two examples are the skeleton car with long travel cu~hion characteri~tics for transporting freight containers disclosed in U~ited States Patent 3,251,314 and the long ~xavel cushioning arrangement for crane lift freight containers disclosed in United State~ Patent No.
3,167,028. A third example is disclosed in ~nited States Patent No. 3,957,399, ~'A method for cushioning a containerized shipment by railroad flatcarl'. ~owever all of the cush-Loning features ' , ' . ":,, "' ', 2~7~

shown in these patents are intended to be permanently fixed to the load carrier - so as to take ad~antage of the structural strength of the frame work in the load carrier. The existing designs are generally incorporated in the load carrier and not attached through the ordinary container locks on the load carrier a~ taught by the flatrack according to the inven~ion. Accord-ingly, the conventional cushioning devices cannot be mounted and dismounted as guickly or easily as the flatrac]k of the invention.
Further these permanently fixed devices result in logistical problems, since they travel with the load carrier rather than the route of a specific cargo container which reguires special protec-tion from longitudinal shocks during the time of its transport.
Further, the conventionally used freight container of the IS0 20 foot or 40 foot type have hollow ca3tings in both top and bottom corners for respective lifting or locking of the con-tainer, from or to, a load carrier. The transverse and longitu-dinal distance between the centers of the lock receiving holes along the length and width of the containers iS always ~he same, regardless of whether the container i9 96 inch" 2,5 meter or 102 inch wide. The longitudinal distance between ~:he center of the holes is such that the two 20 foot containers Eit into one 40 foot container space of an ISO load carrier and two 20 foot container~
can use the 40 foot container locking points.
To accommodate these conventionally used IS0 containers, all ISO container load carriers are equipped with one of two t~pe~
of locks for securing the containers to the carriers.

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One type is the pedestal lock that has the shape of a 90 degree curb with a floor that the container corner 310ts into.
Consequently, the container cornex mus~ always be placed inside the pedestal~ The other type i9 the spigot type of lock that goes inside the corner casting on the container which both positions and locks the container to the carrier. With this lock, different widths and lengths of container~ with the ISO standard locking point3, can be locked.
The invention is directed to an cargo carrying flatrack cushioning device which overcomes the problems of prior art devices permanently fixed to its load carrier and and also accom-modates conventio~al ~hipping containérs and ISO vehicular load carriers on which such containers are transported.

Summary of the Invention~
The invention relates to a removable cushioning con-tainer flatrack that acts as an intermediate load carrier which is interchangeable with existing load carriers esp~cially those accepted under ISO standaxdsO The flatrack both cu~hions and lock~ a~y ISO container to any carrier adapted to carry such ISO
containers without the need for any alterations to th~ existing container rail cars or road trailers.
The flatrack according to the invention can be lifted from the transport vehicle by means of conventional grappler lifts used to lift containers from ISO load carrier~. Further-more, there is no risk that the ends of cushioned containers loaded on the flatracks according to the invention can collide .

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wi~h non-cushioned containers that might be loaded on the same load carrier during transport. The invention also provides an ability to carry and lock 102 inch wide containers to a 96 inch wide pedestal lock on the carrier without the need for any inter-mediate pedestal lock castings.
The flatrack comprises two frames, a lower frame having container locking hole apertures such as corner castings of a type acceptable to ISO by which the flatrack can be fixed to the load carrier and an upper frame ~o which the loaded container or another flatrack can be fixed by locking mech~lisms known in the trade such as twist locks. Said upper frame i~l slidably fixed in a manner that permits the upper frame to move i.n either direction along its longitudinal axig relative to the lower frame out to the end~ of the lower frame. The flatrack further includes cu~hioning means engaged between the upper and lower fra~e!s which absorbs impacts during transport. The cushioning means is located at the center of the two frames with the longitudinal axis of the cush-ioning means parallel to the longitudinal axis of the frames.
The cushioned container flatrack (CCE') i~ designed 90 that it can carry and lock a containerized loadl such as an ISO
container without adding more than approximately 8 inch (200 mm) to the total height of the container, but still protect the container from longitudinal impact during tran~lportation by incorporation of the cushioning device between the upper and lower frame~.

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~075~$~a The CCF i~ constructed to f it into all existing type~ o~
container locking mechanism~ found on ISO road or rail load car-riers. The CCF can be loaded on the same carrier with other containers not engaged to a CCF without any risk of physical contact between the two containersO The CCF can be attached to a cargo container and handled as a part of the container or unloaded - on its own with conventional equipment. The CCF can also bestacked on top of each other and up to 14 CCF can be lo~ked together and handled a~ one unit if they are to be tran~ported without cargo thereon.
The length of the upper frame corresponds to the con-tainer to be loaded but is shorter than the length of the lower frame. For example, the lower frame could ba 24 feet long, wherea~ the upper frame i9 20 feet long, thereby capable of receiving a 20 foot IS0 type container. The lower frame is longer than the upper frame to provide a framework for the container hole apertures at the outer corners so that the flatrack can fit on any type of rail car container lock~. At the same time the pxotruding lower frame provides the outer boundary for the movement of the ~0 loaded container and hence eliminates the risk of container colli~ion. The upper frame is provided with twist locks used within the trade to lock the container to the flatrack.
As noted, an axially retractable anergy absorbing cush-ioning device, mounted in a suitable framework such as a cu9hion-ing pocket or box, is located at the center of the ~wo ~rames to absorb the impact force from movement of a container loaded on the upper frame. The cushioning device can be of any co~ventional ..

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a design and is schematically illustrated in the drawing figures, bu~ is preferably of the hydraulic type which provides a gas spring return similar to that found in shock absorbersO However, the cushioning device can also be of the type using a spring or elastomeric material return.
As noted, the cu~hioning device i~ located in a ~uitable framework such as a cushioning pocket or box. The pocket which is fixed to the lower frame is provided wi~h buffer stops near each end of the pocket. These stops contain the cushioning device or buffer in its fully extended positio~ in the center of the pocket and al90 serve to contain one end of the buffer during times that the other end i9 being compreæsed.
Buffer compression rods which are connected to the upper frame are provided to slide through the pocket, including ~he buffer stops in either longitudinal direction. When the container on the upper frame moves due to an impact, one compression rod compresses the contained buffer against the oppo~ite buffer stop, while the buf$er absorbs energy for recoil. Thereafter, the buffer resets the upper frame with its load automatically to neutral resting position.
As noted, the buffer stop~ engage each end of the buffer ; in the cushioning pocket. Slots through the pocket and bu~fer stop permit the compression rods of the upper frame to compress the buffer in the pocket which is engaged to the lower frame.
The slots have a length corresponding to one stroke of the buffer and the length of the lower frame i9 one stroke longer at each longitudinal end than the length of the upper frame. This . , . : :- . ...
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assures that the upper frame and itS load are prevented from colliding with other cargo on the same load car.rier.
The CCF may further be provided with an arrangement to block the cushioning capability when two or mole CCF's are stacked on top of each other when transported empty.

Brief De~cri~tion of the Dra~inqs~
Figure 1 is a perspective view of the cushioning flat according to the invention in resting position.
Figure 2 i9 a perspective view of the cushioning flat according to the inventlon in one full stroke c~shioning position.
Figure 3 is a perspective exploded vi.ew of the cushion-ing device, cushioning device retaining pocket and a section of the upper frame of the flatrack which slides on the pocket.
Figure 4 shows a cross section A-A of Figure 5 of two stacked CCF flatracks and a third to be stackecl.
Figure 5 shows the position of the stack locks on the lower frame of the flatrack~
Figure 6 is a cross section of the stack loc~ with the qteel tube and spring and spring loaded pin.
Figure 7 shows the stack lock welded onto the lower frame of the flatrack.
; Figure 8 shows a side view of two stacked flatracks and a third to be stacked.
Figure 9 shows a typical loading proc:edure on a rail car equipped with spigot type of container locks wi.th a non-cushioned , 2 ~

container which can be loaded next to a flatrack which can carry a co~ventional container.

Detailed Descrip~ion of the Preferred ~mbodiment:
The removable cushioned flat according to the invention consists a~ ~hown in Figures 1 and 2 o~ two fr~mes, one lower frame (1) and one upper frame (2) and an energy absorbing cushion ing or buffer device (3).
The lower frame (1) con~ists of an outer framework of two parallel longitudinal beams (6) having a I-shaped cro~s sec-tion. The ends o~ beams (6) are connected to two beam~ (7) to create a rectangular framework. Said rectanyular framework i3 pro~ided with six pair~ of hollow corner castings (8,9,10l11,12,13), positioned at 3uch distance~ that the flatrack fit~ onto all kinds of locks pre~ently available on a vehicular load carrier of the standard ISO type. For example, castings (8) ` and (11) as well as (10) and (13) re~pectively, fit onto spigot locks available for a 20 foot ISO container. The alternative pairs of corner castings make it possible to choose different ~0 positions when loading depending on the types of locks available on the load carrier.
Pair (8) and (13) are suitable for loading on a carrier equipped with pedestal locks; (8) and (11) or (9) and (12) for spigot locks and pair (9)+(12) for stacking o~ ~nother CCF. In order to avoid having to turn the CCF with the "right" end in a certain direction, pair llO) is added to make the CCF symmetri-- - : , . ........................................ .
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cal so that pairs (10) and (13) could be used instead of pairs (a) and ~
The extra pair of castings ~10) make the flat symmetri-cal and eliminates the need to swing the flatrack around when it i9 being loaded on a vehicle wi~h spigot locXs when casting pair ~13) is at the end of the flat that the loader faces adjacent the container on the load carrier.
. The rectan~ular framework of the of the lower frame 1 i8 further provided with two transverse reinforcing beams (33) and four oblique beams (35) a~ shown in ~igures 1 and 2. However, reinforcing can be of any suitabl2 type such as partial or com-plete covering plates.
The cu~hioning pocket (34) as shown in Figures 1, 2 and 3 comprises slotted longitudinal rail~ (4) connected by transverse buffer stops 5A and 5B. Buffer stop~ 5A and 5B engage each end of the buffer (3) by compres~ion in pocket (34).
Figures 1, 2 and 3 show the huffer pocket (3~) ~ith slots (37) and ~38) accommodating bu~fer compression rods (14).
These figures al90 show that upper frame (2) has compression rods (14) bolted to two connecting rods (19) which i~ turn are fixed to guide plates (17) through four diagonal beams (39). Lower frame (1) is further provided with perpendicular longitudinal beams (18) as shown in Figures 1 and 2 which are fixed to the lower edge of slotted rail~ (4) of pocket (34).
A~ sho~m in Figures 1 and 2, the upper framework (2) comprises two longitudinal sliding guide channel~ (17) having a C-shaped cross section engaged to the lower frame (1) ~o tha~ upper g :, : . , :

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frame (2) can slide longitudinally on top of the lower frame.
This is accomplished by the C-shaped cross ~ection o~ ~liding guide channels (17) enveloping the top flange of the I-beam (6).
The guide channels (17) have the same length as an ISO container and are provided at their ends with container lock arrangements (16) that fit into the corner castings of a standard ISO con-tainer. This arrangement is shown in the drawings as manual ~wistlocks (16). In order to facilitate the sliding of the guiding channel (17) over the lower frame a low friction material (27) such as tetrafluoroethylene can be inserted between the guide channels (17) and the top flange of I-beam (6)o When assembled and engaged to a vehicular load carrier, the upper frame of the flatrack carrying the cargo container is free to move longitudinally in relation to lower frame (1) which is engaged to the load carrier against the cushioning device or buffer (3) located in pocket (34). Thus, when a longitudinal force is imparted to the load carrier, it moves upper frame (2) and the loaded cargo container against cushioning device or buffer (3~ which absorbs the impact.
This is achieved as follows with reference to Figures 1, 2 and 3, the guide channels (17) are connected to the buffer compression rods (14). Compression rods (14) are mounted to slide through the openings (37) between buffer stops 5A and 5B of pocket (34) and along slots (38) in longitudinal rails (4). As compression rods (14) slide in either direction in slots (33) depending on the direction of impact on the load carrier they compress buffer (3) which absorbs the impact and returns frame (2) ,~ - 10 -;

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to its normal position. The slots at each end of pocket (34) have a length corresponding to the stroke of the buffer~ The sides of pocket (34) are unbroken in the middle thereby providing a limit on compression of ~he buffer by compression rods (14).
The cushioning device (3) can be of any conv~tional design known in the prior art but is preferably of the hydraulic type which provides a ga~ spring return 3imilar to that found i~ a shock ab~orber. However, the cushioning device can also be of the type using a spring or elastomeric material return.
A floor (40) is provided in pocket (34) below cushioning device (3) to protect the buf~er from damage and dirt during service and to provide a surface on which identical sized flange~
(39) connected at ends of buffer (3) ride during operation to maintain alignment of the bu~fer. Flanges (39) of buffer (3) are ` 15 not fixed in pocket (34), but are maintained against buffer stops(5A) and 5B) by compression of buffer (3) in pocket (34). Flanges (35) also serve to distribute the force imparted to buffer (3)-by compression rods (14) when upper frame (2) moves on lower frame (1) .
A removable cailing plate (not shown) can al~o be pro-vided on pocket (34) to further protect the buffer rom damage and dirt during service.
As noted, the cushioning device (3) is longitudinally axially retractable and during an energy absorbing impact stroke, stores energy for the recoil which will reset the upper frame with its load automatically to ~he neutral resting position.

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The total stroke on the buffer (3) in one direction is 2 feet. The design of the buffer pocket (34) and the fact that the upper frame (2) can comprPss the buffer from both ends, makes the total movement and stroke of the upper frame twice the buffer stroke or 4 feet - 2 feet in each direction.
The buffer pocket (34) design permits one buffer (3) to do the job of two buffers as is normally required in prior art devicPs fixed to the load carrier. Further, the compres~ion rods (14) of upper frame (2) in combination with pocket (34) impart the force to be absorbed by buffer (3) within a he:ight which add~ only 8 inches to the floor of load carrier without the need to be made permanently part of the load carrier with the disadvantages already discussed.
Figures 4-8 show how the stack-lock feature of the invention operates in cooperation with the flatrack. This stack-lock feature consists of a spring loaded pin (23), positioned at the bottom of a steel tube (21) and prevented Erom falling out by the larger diameter on the top part of the pin that is stopped by a bushing (24) fitted at the bottom of the tub~ (21). The pin (23 i9 kept in an extended position at the bottom of the steel tube (21) by a coil spring (22) that is placed ab~ve the pin head inside the steel tube and slightly compre~sed and positioned by a washer (25) that is welded above the spring (22) inside the steel tube (21). The steel tube (21) extends above the washer (25) to provide a hollow round space (26).
Space (26) provides the space for pin (23) from ano~her CCF ~tacked on top. Two steel tube~ 21, with their part~ (22-25), 2 ~ 0 are ~irmly welded to the lower frame of the CCF, one at each end of the buffer pockPt frame. The top part of the stack-lock (20) extends above the tube frame work welded in between the I-beams (6) on the lower frame, so that the top of the stack-lock (20) is level with the loading surface on the twistlocks (16) on the upper frame. The stack-lock (20) is welded to the lower frame i~ such a position that it will not interfere with the longitudinally moving beams on the upper frame (2) when the upper frame is qtroking in either direction.
When stacking a flatrack equipped wikh the stack-locks (20), the four hollow corner ca~tings (9) and (1~) of the flatrack being stacked is placed directly above the four twistlocks (16) on the fir~t flatrack and lowered down 90 that the twistlock heads go inside the hollow corner castings and the bottom surface on the corner castings rests on the flat loading surface on the twist-locks (16). The spring loaded pins (23) in the stack-locks (20) of the flatrack being stacked are placed directly above the hollow top part (26) of the stack-locks on the first flatrack, allowing the pins (23) to project into the hollow space (26) in the 3tack-locks of the first CCF. This longitudinally fixes the lower frame (1) in the first flatrack together with the lower frame (1) of the stacked flatrack. This prevents the lower rame (1) of the stacked flatrack from moving relative to the upper frame (2) in the irst CCF. The upper frame (2) on the stacked f1atrack can still move, but since it is not an accumulated stroke length, this upper frame (2) cannot move beyond the boundaries of the lower frame of the first CCF and there is therefore no need to lock it.

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Figure ~ more specifically shows how the six pair~ of corner castings and ~he twistlocks (16) will go inside the hollow corner casting in pair (9) and (12) when the CCF that are going to be stacked are placed exactly above the CCF that is stacked on.
It also shows how the stack-locks (20) with the stack-lock pin (23) will engage into the space (26) at the top of the stack-lock in the CCF below.
Figure 9 shows a typical loading procedure on a S0 foot rail car (32) equipped with spigot type of co~ainer locks t31).
The non-cushioned container (29) can be loaded next to the CCF
(30) that i9 intended to carry a container (28) that will be longitudinally cushioned, on the exi~ting container lock~ (31) provided on the car.
When transporting tank co~tainers on rail~ it i~ essen-tial that the rail car can properly protect the naked shell of the tank from loose objects such as ballast pebbles. Such pro~ec~ion is however, not offered by the double stack deep loading well cars, since they are manufactured without floors. The CCF
according to the invention can offer a solution to this problem since i~ can be supplied with a floor o~ suitable material such as e.g. light weight expanded metal (not shown) in the framework of the lower bottom container in the double stack bar.

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Claims (10)

1. A stackable cargo carrying flatrack cushioning device for transporting a cargo container on an ISO vehicular load carrier and adapted to engage another said flatrack above and below said flatrack to permit a plurality of said flatracks to be transported on said carrier, said container having lock receiving devices at positions adapted to engage locking devices on said ISO
load carrier, said stackable cargo carrying flatrack cushioning device comprising:
a rectangular lower frame having a predetermined length;
a rectangular upper frame having a length corre-sponding to said container and shorter than the length of said lower frame;
means on said upper frame for slidably engaging said lower frame;
cushioning means engaged to said lower frame for resiliently absorbing movement of said upper frame relative to said lower frame and also limiting the sliding of said upper frame when a first or second end of said upper frame respectively reaches a first or second end of said lower frame;
locking means on said upper frame for engaging either said lock receiving devices of said cargo container or lock receiving means on a lower frame of another said flatrack stacked above said flatrack; and lock receiving means on said lower frame for engag-ing said locking devices on said ISO load carrier or locking means on an upper frame of another said flatrack stacked below said flatrack.

2. The carrying cargo flatrack of claim 1, further comprising:
stack means fixed to said lower frame for stacking said another said flatrack above said flatrack and precluding movement of said upper frame relative to said lower frame of said flatrack when said another said flatrack is stacked above said flatrack;
wherein said flatrack can be used to cushion trans-portation of said container on said ISO vehicular load carrier or be stacked on said carrier additional said flatracks without said container.

3. The cargo carrying flatrack of claim 2, wherein said means on said upper frame for slidably engaging said lower frame comprises:
said rectangular upper frame having two longitudi-nal channels; each of said channels having a C-shaped cross section opening downward;
said rectangular lower frame having two longitudi-nal beams; each of said beams having an I-shaped cross section;
each said C-shaped cross section of said channels respectively slidably engaged around a top flange of each said I-shaped cross section of said beams; and anti-friction means disposed on an upper surface of said top flange for facilitating the sliding of said channels relative to said beams.

4. The cargo carrying flatrack of claim 3, wherein said anti-friction means is tetrafluoroethylene.

5. The cargo carrying flatrack of claim 2, wherein said lock receiving means comprise at least five pairs of ISO
corner castings located on said lower frame at such distances in relation to each other to accommodate said locking devices on said ISO load carrier or locking means on an upper frame of another said flatrack stacked below said flatrack.

6. The cargo carrying flatrack of claim 5, wherein said lock receiving means comprise two sets of three pairs of ISO
corner castings; one of said two sets symmetrical to the other set around a central transverse axis of said flatrack.

7. The cargo carrying flatrack of claim 2, wherein said cushioning means comprises:
a rectangular pocket fixed to said lower frame;
said pocket comprising:
slotted longitudinal sides;
transverse buffer stops fixed near opposite ends of said longitudinal sides;
said transverse buffer stops having slots communi-cating with said slots in said slotted longitudinal sides;
a resiliently compressible buffer fixed between said buffer stops in said pocket by compression;
said upper frame having integrally connected compression rods, wherein said compression rods slide in either longitudinal direction in said pocket to additionally resiliently compress said buffer to absorb movement of said upper frame relative to said lower frame.

8. The cargo carrying flatrack of claim 7, wherein said buffer has hydraulic means for providing resiliency.

9. The cargo carrying flatrack of claim 7, wherein said buffer has a spring to provide resiliency.

10. The cargo carrying flatrack of claim 7, wherein said buffer has elastomeric means for providing resiliency.