US1455821A - Unloading truck - Google Patents

Description

May 22, 1923. 1,455,821

C. A. SWANSON UNLOADING TRUCK Filed Aug. 6, 1920 5 Sheets-Sheet 1 MMMMT C. A. SWANSON UNLOADING TRUCK Filed Aug. 6, 1920 May 22, 1923.

C. A. SWANSON UNLOADING TRUCK 1llled. Aug. 6, 1920 3 Sheets-Sheet 5 Patented May 22, 1923.

CHARLES A. SWANSON, OF FRIDLEY, MINNESOTA, ASSIGNOR OF ONE-HALF TO GEORGE W. SWANSON, OF FRIDLEY, MINNESOTA.

, UNLOADING 'rnuox.

Application filed August 6, 1920. Serial No. 401,720.

1 '0 all whom it may concern:

Be it known that 1, CHARLES A. SWAN- soN, a citizen of the United States, residing at Fridley, in the county of Anoka and State of Minnesota, have invented certain new and. useful Improvements in Unloading Trucks; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention has for its object to provide an improved unloading truck, especially well adapted to the handling of tile, brick, or other frangible articles; and to this end, my invention consists of the novel devices and combinations of devices hereinafter described and pointed out in the claims.

My invention, in its preferred form, is illustrated in the accompanying drawings, wherein like notations refer to like parts throughout the several views.

In the said drawings,-

Fig. l is a view in right side elevation showing my improved truck, as it might appear when loaded with brick or tile, with the right side of its unloading body removed to expose the load;

Fig. 2 is a view in side elevation showing the same parts shown in Fig. 1, but as they would appear when the unloading body' had been moved rearward to its limit on the truck, and had been permitted to take a part of its pivotal motion under the action of gravity and the control of one of the wi ndlasses;

Fig. 3 is a view in side elevation showing the same parts as shown in Figs. 1 and 2, but with the unloading body and its load in unloading position, in respect to the truck;

Fig. 4 is a perspective view showing the load and the load binder as they might appear after they had been unloaded from the unloading body of the truck and left standing on the ground;

Fig. 5 is a perspective view showing the unloaded stack of tile or brick as it would appear on the ground after the load binder shown in Fig. 4 had been removed therefrom;

Fig. 6 is a plan view of the main portion of the truck frame. with some parts broken away and the unloading body removed;

Fig. 7 is a vertical longitudinal section through the truck frame on the line 7-7 of Fig. 6;

Fig. 8 is a view, in right side elevation,

showing a portion-of the truck frame, un-

loading body, and the means for controlli ng the"movements of said body, on a larger scale than the same parts appear in Figs. 1, 2 and 3;

Fig. 9 is a rear end elevation of the truck, showing the parts in the same position as they are shown in Fig. 1;

T cure a series of strong cross ties 13, suitably spaced apart from each other, as nearly as practicable, at equal distances apart, with the rear pair of said cross ties located, re-

spectively, one in front and the other hehind the rear wheels of the truck. In suitable bearing brackets 14-, fixed to said cross 1 ties 13, in pairs, near the outer ends of the same, I mount a series of short shafts 15. the ends of which project beyond their respective bearings let and are provided, at their ends, with anti-friction rollers 16, as best shown in Fig. 6 of the drawings. The numerals 17 and 18 represent. respectively, the bottom and the side walls of the unloading body, no end walls being provided therein. To the bottom of this body, I rigidly secure a series of angle iron rails 19, disposed lengthwise thereof, in pairs, with their vertical flanges facing each other and in position for these angle iron rails to engage with the anti-friction rollers 16, as best shown in Fig. 9; by reference to which view, it will be seen that the horizontal flanges of the rails 19 rest on the peripheries of the anti-friction rollers 16, and the vertical flanges of the rails abut the adjacent profile faces of said rollers. This mounting, as is obvious, permits the forward and rearward travel of the unloading body on said anti-friction rollers, without permitting any lateral motion of the body relative to said rollers or the truck frame.

The positions of the anti-friction rollers are 16 and their supporting elements are such, relative to the bodies of the cross ties 13, as to leave an abundance of clearance between the opposite sets of anti-friction bearings, above the faces of said cross ties, as best shown in Figs. 6 and 9. I utilize this space for the mounting of the windlasses and their flexible connections, by which I control the traveling and the pivotal movement of the unloading body and its load, the elements of which will next'be noted.

The numeral 20 represents the drum, of the Windlass by which the traveling move ments of the unloading body are effected. This drum 20 is mounted in suitable bearings, near the extreme end of the truck frame 12, and has secured thereto and wound thereon a pair of chains, cables or other flexible connections 21 extending in opposite directions therefrom, and the outer ends of these flexible connections 21 take hold of the opposite ends of the truck body, so that as the drum is turned in one direction or the other, one of the said flexible connections 21 will wind up on the drum and the other wind therefrom and the unloading body will always be held by the said drum 20 and its connections 21 at all points of the travel of said body. The rear member of the two flexible connections 21 is of the proper length to just permit the unloading body to strike the ground when tilted to its limit at the proper angle for bringing the body and its load into unloading position and is strong enough to pull the body from under the dumped load.

The numeral 22 represents a countershaft, suitably mounted on the truck frame, and having at its left end a pinion 23 which engages with a spur gear 24 on another counter-shaft 25, suitably mounted on the truck frame, parallel with the shaft 22, and which counter-shaft 25 has a sprocket 26 connected by chain 27, with a sprocket 28 on the left end of the drum 20. In the drawings, the right end of the counter-shaft 22 is shown as projecting outward beyond the truck frame 12 and as having secured thereto an operating handle 29. This counter shaft 22 is provided with a locking wheel 30 which engages a pivoted retaining pawl 31, for holding the Windlass in whatever position it may be set.

The numeral 32 represents the drum of another Windlass employed to control the load and the pivotal motion of the unloading body. This drum 32 is mounted in suitable bearings on the main frame 12 of the truck, in front of the rear wheels of the truck, and is provided with a chain cable, or other flexible connection 33, which extends forward above the cross ties 13, and over a guide sheave 34 fixed to the truck frame directly to the rear of the drivers seat, or in advance of the limit of the forward travel of the unloadin body, and which connection 33 is provi ed with a terminal hook 35 for interchangeable engagement with the unloading body, or the front end-board of the load binder, in ways which are obvious from Figs. 1, 2 and 3 of the drawings, as will be resently more fully noted.

he numeral 36 represents another countershaft mounted in suitable hearings on the main frame 12 of the truck, the right hand end of which extends outward beyond the truck frame and is of angular form in cross section and has secured thereto an operating handle 37, as best shown in Fig. 6. The opposite or left hand end of the countershaft 36 is provided with a pinion 38 which engages with a spur gear 39 fixed to the shaft of the drum 32. Said shaft 36 is also rovided with a locking wheel 40 with w ich engages a retaining pawl 41 for holding the drum 32 in whatever position it may be set.

The two windlasses and their operating devices are so located, in respect to each other, that their operating handles 29 and 37 will both be in reach of an operator standing between, or in front of the same, at the side of the truck; and hence, the operator, can, by one hand, turn the handle 29 and the drum 20, for effecting the traveling movement of the unloading body, while, with his other hand, he can keep hold of the handle 37 and turn the same and the drum 32 of the other Windlass, as may be required to control the load and the pivotal movement of the unloading body.

In the drawings, the windlasses are only shown as provided with operating handles and locking devices at the right side of the machine, but, in practice, they are provided with operating handles and locking devices on both sides of the machine,- so the windlasses can be operated from either side of the truck.

The numerals 42 and 43 represent, respectively, the front and rear end boards of a loadbinder made up of said end boards and two sets of adjustable flexible connections adapted to connect the two end boards and co-operate therewith to bind the load. The load illustrated in Figs. 1, 2, 3, 4 and 5 of the drawings, is assumed to be one made u of rectangular units of the same size, sucli as bricks or tile 2. The said flexible connections of the loadbinder illustrated are in the form of chains so arranged as to afford a taut chain when needed and a slack chain when needed. It is necessary to distinguish the two portions of the so-called taut chain, and hence, these are marked with the reference numerals 44 and 44". The slack chain is afforded by a ortion 44 of the main chain, plus a supp emental chain 45 secured thereto, and which is longer than the portion 44 of the main chain. The end boards 42 and 43 are provided with notches 46 and notched angle iron retaining brackets 47 for co-operation with the main or taut chain (44 and 44") and the front end board 42 is also provided with another set of lower notches -13 with similar angle iron notched retaining brackets 47 for co-operation with the supplemental chains 45.

The numerals 49 and 50 denote eye-bolts with which the hook 35 of the flexible connection 33 from the windlass drum 32 may be interchangeably engaged. as will presently be noted. The numaral 51 denotes the drivers seat fixed to the truck frame 12.

All of the parts have now been specified.

The operation may be summarized as follows Let it be assumed that the truck is in loading position. At that time, the unloading body will be at the forward limit of its travel in a horizontal position'and be there held under the co-operation of the two windlasses. The forward member 42 of the end boards of the load binder will then he leaned up against the drivers seat 51 of the truck between the side boards 18 of the body. The tile or brick will then be stacked on the floor 17 of the body. The rear member 43 of the binder boards will then be applied at the rear of the load and the two sets of main chains, each composed of portions distinguished as 44 and 44*, will be so engaged with their notched retaining brackets 47 on the boards 42 and 43 adjacent to the notches 46 as to co-operate with the end boards to bind the load tightly together. as shown in Fig. 1. The supplemental or slack producing chains may then have their forward ends engaged with their retaining bracket 47 on the front end binding board 42 adjacent to the lower notches 48 thereof, also shown in Fig. 1 of the drawings.

The retaining pawls 31 and 41 are. of course made to engage with the teeth of their respective locking wheels 30 and 40, while the body is being loaded. and to remain so engaged until the truck reaches its destination.

After the loading has been completed and the load binder properly applied. as above described. to bind the load tightly together, the next thing done is to shift the hook 35 of the flexible connection from the eye bolt 49 of the body to the eye bolt 50 projecting from above the center of the forward binding board 42, so that, thereafter (until again shifted) it will act on said binder board 42. and through the same. control the load and the pivotal movement of the unloading body. \Vhile the truck is being moved from its loading to its unloading position. the said connection, so applied to the eye-bolt 50 of said front end binding board 42. will prevent any slippage of the load lengthwise of the fioor 17 of the unloading body, and also prevent any upward displacement of the said forward end binding board 42.

When the truck arrives at its destination and is brought to unloading position, the retaining pawls 31 and 41 will be disengaged from their co-operating locking wheels 30 and 40, and thrown into their idle positions, leaving the two windlasses free for rotation by theloperator by their respective handles 29 and 37. The operator hen manipulates the two windlasses by these handles so as to shift the unloading body and its load nearly to the rearward limit of its travel on the truck frame. Then the operator very carefully manipulates the forward windlass, gradually unwinding the flexible connection 33 from the drum 32, so as to hold the load in its original position on the unloading body and allow the latter, with its load, to gradually tilt down at its rear end, under the action of gravity, until it strikes the ground: and, under the control available from said forward windlass, the operator is able to bring the unloading body and its load into its dumping position without any violent shock or jar. In Fig. 2 of the drawings, the said manipulation of the unloading body and its load. under the control of said forward windlass, is assumed to be under way at about the middle point of the pivotal motion.

After the unloading body has thus been brought into dumping position by the said pivotal motion thereof, the next thing done is to release the forward portions 44 of the main chains from the notched retaining brackets 47 of the front end binding board 42, thus causing the supplemental or slack chains 45 to come into action for co-operation with the rear portions 44 of the main chains, to bind the load with sufficient slack to compensate for the buckling of the load which takes place as soon as the load slides off from the unloading body. Then the hook 35 is shifted from the eye-bolt 50 of the forward binding board 42 to the eyebolt 49 projecting from the bottom 17 of the body so as to occupy the position shown in Fig. 3 of the drawings. Then the truck will be moved forward and the body be pulled out from under the load. as shown under way in Fig. 3 of the drawings; and after this is completed, the load, together with the slack binder will be left behind on the ground and would appear substantially as shown in Fig. 4 of the drawings.

Then the forward windlass is first manipulated to bring the unloading body back to horizontal position on the truck frame 12 and then both windlasses brought into action for moving the said body forward to its limit on the truck frame and the locking pawls of th two windlasses are then thrown into their locking or holding positions for retaining the body in its said initial or loading position. Then the slack binder is removed and its elements thrown into the unloadin body of the truck and the truck will be rea y to travel to loading position, while the load of tile or brick will be left behind on the ground, stacked together, as shown in Fig. 5 of the drawings.

Special attention is called to the load binder above disclosed, in its co-operative relation to the pivoted unloading body of this truck. If the binder was of a kind requiring removal before the load is dumped, the brick or tile could not be unloaded and kept in a stack. If there is no slack rendered available in the binder at the time the truck begins to move forward to drag the unloading body out from under the load, the load would buckle and crush the tile or brick. My two sets of adjustable flexible connections enables a taut binder to be available when needed and a slack binder to be available when needed. In other words, the main chains co-operate with the end boards to bind the load tightly together, as required to carry and also required during the pivotal motion of the unloading body until the latter, with its load strikes the ground. Then the slack connections become available, as above described, to permit the elements of the load to separate enough to permit the buckling action of the load, as shown in Fig. 3 of the drawings, thereby avoiding the crushing of the tile or brick, which would otherwise occur.

Attention should, perhaps be called to the fact that the truck frame 12 only extends a short distance to the rear of the rear axle of the truck; or, otherwise stated, the overhang of the rear end of the truck frame is kept within the proper limits, so that any load, up to the capacity of the truck, will not tilt the truck when the load is in dumping position.

The practicability and utility of my improved truck has been demonstrated by successful commercial usage thereof.

The word truck and the words truck frame are used in this specification and in the claims in their broad sense, intended to include any and all kinds of trucks or vehicles, or their frames, suitable for the application and usage of such an unloading body, regardless of whether the vehicle is propelled by a motor or drawn by animals.

In practice, the two flexible connections 21 from the drum 20 of the rear Windlass are preferably provided with hooks (not shown) at their outer ends by which they are made detachably connectible with the opposite ends of the unloading body. From the description already given, it is obvious that the flexible connectlon 33 from the drum 32 of the forward Windlass is detaohably connected to the unloading body. It should be equally obvious that the unloading body rests loosely on the anti-friction rollers 16 supported by the truck frame. Hence, it must be clear that the unloading body can readily be removed from the truck frame at will; and it further follows that two unloading bodies might be employed, for co-operation alternately with a single truck. In other words, there might be at the place where the tile or brick are available for loading two platforms, at the proper level for convenience of loading and for transferring the loaded'and unloaded bodies from the platforms to and from the truck, and such loading platforms would be preferably provided with rollers on which the body would rest while being loaded. Then one body could be on the loading platform and being loaded while the other is being transported with its load, by the truck, to the place of delivery. Then when the truck comes back with the empty body, the windlasses would be diconnected therefrom and the empty body be shifted to the idle member of said two loading platforms. Then the cable 33 of the forward Windlass would be connected to the loaded body, then on the other platform, and by the manipulation of the Windlass, this loaded body would be readily brought into its proper position on the truck frame, and the connections 21 from the drum 20 from the rear Windlass would be then properly connected to the opposite ends of said body, for the co-operation with the forward Windlass as hitherto described. One truck could then be made to do nearly double duty.

hat I claim is:

1. The combination with a pivoted unloading body, of a binder for a load of independent elements, end members for the load with which parts of said binder adjustably engage to render the binder taut for holding the load elements tightly bound together, while in carriage, and to afford slack to the binder, when the load is bein dumped, so as to compensate for the buckline; and avoid the breakage of the load elements in the unloading action and a cable connected to said body and adapted to connect with one of said end members, substantially as described.

2. The combination with a truck frame, of an unloading body mounted thereon with freedom for pivotal motion, in the vertical plane, to dump the load end members at each end of the load, and a load binder which includes parts co-operating with said end member adjustable to render the binder taut while the load is in carriage and slack when the load is being dumped and means on said body engaging one of said end members, substantially as and for the purposes set forth.

3. The combination with a truck frame,

of an unloading body mounted thereon with freedom for pivotal motion in the vertical plane to dump the load, and a load binder comprising end board and flexible connections uniting the same, and which flexible connections are adjustably connected to said boards to render the binder tautwhile the load is in carriage and slack when the load is being dumped a windlass and cable and means on one of said end boards with which the cable connects, substantially and for the purposes stated.

4. The combination with a truck frame, of an unloading body mounted thereon with freedom for pivotal motion in the vertical plane to dump the load, and a load binder composed of end boards and two sets of flexible connections adjustably securable to said boards, and each of which sets of connections have main and supplemental portions interchangeably operative to render the binder tight or slack, as required, respectively, for the carriage of the load and for the dumping of the load without breakage a windlass and cable and means on one of said end boards with which the cable connects, substantially as described.

In testimony whereof I aiiix my signature.

' CHARLES A. SWANSON. \Vitnesses:

J AS. F. VILLIAMSON, H. D. KILGON.

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