US1833016A - Load bracing device for railroad cars - Google Patents

Description

Nov. 24, 1931.

C. A. CHANDLER LOAD BRACING DEVvICE FOR RAILROAD CARS Filed March 2l. 1928 SKSheets-Sheet l INVENTOR ATTORNEY MAMG' Nov. 24, 1931. c. A. CHANDLER 1,833,016

LOAD BRACING DEVICE FOR vRAILROAD CARS -Filed March 2l, 1928 SSheetsPShe'et 2 mvENTpR ATTORNEY Nov. 24,1931. c. A. CHANDLER LOAD -BRACING DEVICE FOR RAILROAD CARS Filed March 21, 1928 3 Sheets-Sheet 3 INVENTOR Mlm. 6

ATTORNEY WITNESS:

Patented Nov. 24, 1931 UNITED STATES PATENT OFFICE CHARLIE A. CHANDLER, OF WAPATO, WASHINGTON, lASSIG'NOB OF EIGHTY-FIVE ONE HUNDREDTHS T0 CHANDLER EQUIPMENT CO., A CORPORATION 0F WASHINGTON, AND Ol' I'IFTEEN ONE HUNDBEDTHS TO LEONARD O. COCKRILL LOAD BBACING DVICE FOR RAILROAD CARS Application med Iaroh 81, 1928. Serial No. 263,542.

This invention relates to railroad cars .and articularly to adjustable load braces thereor.

The general object of the invention is to provide a load bracing device for refrigerator and other freight cars that-is capable of bracing a portion or an entire load as the occasion demands.

A further object of the invention is to provide a load bracing device that can be disposed in a load bracing position in an eas and expeditious manner with very little e fort, but when not in useis supported and secured in an out of the way position whereby it will not interfere with the loading or unloading of the cars. v

Another object is to support a bracing device in` a thoroughly safe and practifal manner in an inoperative position when its use is not required.

Another object of the invention is to provide a sectional bulkhead or partition whereby the same can be used in cars of various heights.

A further object of the invention is to provide a load bracing device of the 'character set forth, that is simple in construction, inexpensive to manufacture, .and eicient in operation xand service.

This invention also consists in certain other features of constructionand in the combination and arrangement of the severalparts, to be hereinafter fully described, illustrated in the accompanying drawings and specifically pointed out in the appended claims.

In describing my invention in detail, reference will be had to the accompanying drawings wherein like characters denote like or corresponding parts throughout the several views, and in whifh:

Figure 1 is a longitudinal sectional view taken through a car and showing the device forming the subject matter of the present invention applied thereto and inoperative position.

Figure 2 is a sectional view taken approximately on line 2-2 of Figure 1 looking in the direction of the arrows.

Figure 3 is a sectional View showing parts in elevation with the bulkhead in one of its positions.

Figure 4 is a sectional view taken aEproximately on line 4 4 of Figure 2, loo ing in the direction of the arrows.

Figure 5 is a sectional view taken a roximate y on line 5-5 of Figure 2, loo ng in the direction of the arrows.

Figure 6 is a vertical sectional view similar to Figure 4 with the exception that the upper section of the bulkhead is ararnged at right angles to the remaining sections.

Figure 7 is a sectional view illustrating the bulkhead in its inoperative osition.

Figure 8 is a sectional v1ew with parts in elevation and showing the bracing means for the bulkheads.

Figure 9 is a detail view of the bracing means.and showing parts in section and dotted lines.

Fig. 10 is an enlarged sectional view taken through the bulk head supporting carriage.

Fig. 11 is a perspective view of the carriage showing the track rollers and the manner of attaching the carriage to the bulk head.

Fig. 12 is a sectional view taken along the line 12-12 of Fig. 2, showing the manner in which adjustment for different car heights is obtained.

In the present embodiment of my invention, the car bracing device 4is adapted for permanent connection to a refrigerator or similar car A and is adapted for supporting loads of any kind of merchandise, but with particular reference to the bracing of fruit packed in standard'size boxes B and loaded in both ends of the car. A pair` of bulk heads C and D is employed when bracing a full car, these bulk heads being adapted to be forced against the load by suitably provided jacks, as will be. explained, or to be stored above the car in suitably designed cradles E and F, all in a manner which will be brought prises three main sections 8, 9 and 10. These three sections are adapted to cooperate with each other to form an integral bracing bulk head adapted to engage the entire load evenly and substantially as an integral Wall. The three portions, however, are hinged with respect to each other, to facilitate their removal from the storing cradle, or the placing of the same in the storing cradle, as will be explained.

As to the construction of the bulk head seetions, the material used is substantially the same throughout, each section having uprights 11 and connected by cross pieces 18, the bottom and intermediate sections also being reinforced with diagonal bracing 12, where necessary. For hinging the sections 11 together, a standard type of hinge 14 is employed, provided with a usual type of hinge pin 14', these hinges being arranged so that all of the pins at the same height are in alignment, whereby the bending or breaking of the sections. as a whole, is permitted. I provide a modified type of hinge for the extreme outside upright-s` which are indicated by the characters 15 in the drawings, and before referring to the hinging arrangement in this connection, I shall describe the reason therefor.

One way of avoiding the shifting of the bulk head in its cradle is to provide a relatively large friction or bearing surface, and to obtain this result, I wish to have a perfectly flat surface entirely along the uprights 15, which are the members engaging the eradle for supporting the bulk head against the car roof. As a` hinge, I simply provide a pivot pin 14a which extends through the webs of both uprights 15 at their point of connection, as illustrated in Fig. 4. The result is to place the hinge pins 14 and 14a out of alignment, which normally might prevent the hinging or breaking up of the sections as a whole. To relieve this situation, I provide rivets 16 for connecting the uprights 15 to the cross pieces 13, but instead of employing a tight connection, I use a slot 16 in the members 15, so that the members 15 may slide with respect to the cross pieces 13. The result of this construction is this: that while the members 15 pivot around the pins 14, which act as actual pivots, there is also a virtual pivot about which the pins 14a move with respect to the fixed pivots 14 of the uprghts 11. Consequently, this pivot point continues to shift and permits the sections to pivot as a whole with respect to each other.

It will be recalled that the bulk head of my invention is suspended from a track disposed longitudinally of the car so a's to permit its adjustment to load bracing position, and the bulk head is also adaptable for storing in the cradle E or F, as the case may be, when not in actual use. I shall now describe the preferred arrangement for securing this result.

Longitudinally of the car, is a pair of track members 1, of general channel shape, the web of which is secured to the car roof in any suitable manner, as, for example, by nuts and bolts 2. The track members extend from end to end of the car and have parallel flanges 3-3 extending the full length, with inturned portions 3-3 forming enclosed tracks on which carriages 5 (Fig. l1) are adapted to ride. These carriages 5 are provided with rollers 6 for propulsion along the track and have bifurcated sections 5a at the bottoms thereof, to which connecting members 7 are engaged by pivot pins 5". These connecting members 7 function to suspend the bulk head, as a whole, from the carriages 5.

In order to form a cradle for the support of the bulk head, the outside flange members 3 are extended downwardly below the track at each side of and adjacent the door openings and are provided with inturned flanges 4, which function in the nature of shelves on which the bulk heads .are adapted to rest, the engagement being such that the outside upriglits of the bulk heads lie flat along the upper shelf portions of the inturned flanges 4.

In order to adjust the bulk head to various sizes of cars, as set out in the foregoin objects, as stated, the connecting members are made in two parts with a slidable connection therebetween, whereby their effective length may be controlled to either raise or lower the bulk head. In Fig. 12, I show a simple manner of accomplishing this result, whereby the upper portion of the member 7 is extended into a lower sleeve 7a with a bolt 7b extending through both members to secure them together. The member 7 1 is provided with simple bolt apertures, while the upper member 7 has a slot 7", whereby relative adjustment can be obtained. This also affords means for removing the bulk head 'from thc cars without the necessity of attempting to disconnect the carriage from the track. Between the bulk heads, I provide jacks, indicated generally by the reference characters G, these jacks being pivoted to the channel shaped cross pieces 13 in such a manneras to make possible the substantially complete housing of these jacks, so that they will be supported firmly in position, independent of any j olting the car might be subjected to when the are in the supporting cradle. These jac (s are permanently pivoted to one bulk head and arranged for releasable connection to the opposite bulk head, whereby a preliminary tensioning action is obtainable to force ythe bulk heads against the load, and any shifting of the load thereafter will have a tendency to tighten the bulk heads and secure the load more rigidly than when originally loaded. These jacks are also arranged to be adjusted to brace a single bulk head when only a partial load is used in one car,

This is a somewhat rare occurrence lfl when shipping fruit, but is considerably more frequent in shipping general merchandise. The feature of bracing a partial load, therefore, may be of considerable value at other times.

Now, referring to the specific construction of the jacks, as shown, they comprise a pair of members 17 and 22, telescoping with respect to each other, the member 17 being of general tubular or shell construction, while the member 22 is essentially a rack equipped with the usual form of ratchet teeth 22a. The member 17 is pivoted by a pin 17 to a bracket 21, this bracket extending between the web portions of the channel members 13 and pivoted with respect thereto by a vertically disposed pivot pin 21. The rack has its forward end extending into the opposite channel member 13 and is provided with an aperture 22b into which a connecting pin 22 is adapted to extend, this pin 22 also eX- tending through suitably provided apertures in the {ianges of the transverse channel members 13 (Fig. 1).

With this construction, it is obvious that with the jacks in position, any shifting of the load will tend to tighten the bulk heads. However, in order to impart the necessary preliminary tension, I employ a ratchet'arrangement, including a driving gear 20, meshing with the teeth 22 on the rack, this gear being secured to a shaft 19, which is journaled in ears 18, which are struck up from the member 17. A pawl 24 is also provided, loosely mounted on a short shaft 24, held between the ears 18, and forced into engagement with the teeth 22Il by a spring 26. A pin 25 is provided on the pawl 24 for the hand-release of the jack when the bulk 1;. heads are to be removed or adjusted. To

turn the gear 20, the projecting end 19 of the shaft 19 is formed out of round to permit its engagement by a tool 23, whichimparts suicient leverage to force the bulk heads apart with sufficient force.

While ample frictional engagement is desired between the bulk head and its supporting cradle, so that the ordinary ars inc1dent to freight transportation will not dislodge the bulk head, it is desirable that the placing of the bulk head in storing position, or its removal therefrom, be accomplished with as much ease as possible. To secure this result, I rovide roller bearings 28 at the end edge o the iange 4 nearest the door opening. This permits the bulk head to be slid very easily in either direction over this point, which is very desirable because the operator is working over his head, and the bulk head, while not of unusually great weight for the load which it hears, is relatively large and would ordinarily be unhandy to handle when in this position. At the same time, as Fig. 7 shows, when the bulk head has been placed in position, it rides entirely free of the roller 28 and will stay in position indefinitely unless pulled out of position for bracing purposes.

For bracing a partial load in the end of the car, thebulk head may be run substantially to the very end of the car because the track 33 extends the full length of the ear. IVhen bracing a partial load, the ack assumes the position shown in dotted lines in Fig. 1 and the ends of the rack members 22 engage the standard floor rack 27, which is provided in all refrigerator cars. Vhere it appears desirable, other means may be provided, such as auxiliary racks or boards nailed above the standard ioor rack for supporting the jacks. When the jacks are in the position shown in the dotted lines, the force is upwardly and toward the end of the car, but since it is impossible for the bulk head to move in an upward direction but a very short distance, if'any, the upward movement or load is translated to a horizontal load or force and the entire support. effected by the acks, is effective for supporting the bulk head against the braced merchandise.

In the operation of my car bracing device, the installation is made complete and can remain in the car during its entire useful life. In ordinary transit, when the car is deadheading, or when merchandise is being shipped therein which does not require the usual type of bracing, the bulk heads are simply cradled against the roof of the car out of the way and the car operated just exactly as if they were not present. The entire space taken up by the bulk head is not more than three or four inches below the ceiling, so that it is safe to say that no restrictions whatsoever would have to be placed on cars equipped with m bracing device in the manner of merchandise which they would carry, or the manner of their use.

Assume that a car of apples is to be shipped from Washington and the bracing device Will be required. These apples are packed in boxes or crates in a size to fit seven rows across the car. This is standard for most fruit shipments and it is for this reason that I construct my bulkhead with seven uprights, so that there is an upright for each row or' tier of merchandise. When loading the car, the boxes are placed in position in the ordinary manner, paying no attention whatsoever to the problem of bracing or the use of my bracing device, with the exception, of course, of the proper placingr of the merchandise. IVhen the car is completely loaded, with the exception of the doorway, the two bulk heads are withdrawn, one at a time, from their cradles, and the jacks G adjusted to position. The crank 23 is then employed to operate the acks and force the bulk heads away from each other until the load is held tightly at opposite ends of the car, the doorway alone being clear. A standard car, packed with standard fruit boxes and braced properly, will leave approximately 43 inches between the bulk heads. I state this to show the relative proportions, etc.

While my bracing device is articularly adaptable for the shipping of fiuit, or the like, in refrigerator cars, it can be used in any position or situation where bracing of this character is required. Accordingly, I do not wish to restrict myself to the details of the invention as herein described, except within the scope of the appended claims.

IVhat I claim is:

l. A load bracing device for freight cars comprising a bulkhead. track-ways adapted to be secured to the ceiling of a freight car, housings for the bulkheads formed with said track-ways, an upper section included in the bulkhead, a middle section secured to the upier section, a. lower section secured to the middle section, means pivotally secured to the upper section/"and arranged for slidable movement in the track-ways, and bracing means for the bulkhead.

2. A load bracing device for freight cars comprising track-ways, housings for the bulkheads formed with said track-ways, bulkheads including sections and arranged for cooperation, means pivotally secured to the upper section and mounted for sliding movement in the track-ways, and adjustable brace means carried by one of said bulkheads and engageable with the other.

3. A load bracing device for freight cars comprising bulkheads adapted to be arranged in a freight car in pairs, track-ways secured to the ceiling of the car, each bulkhead including a plurality of sections hinged together, housings for receiving said bulkheads, and crank operated adjustable means for bracing said bulkheads with respect to their load.

4. A load bracing device for freight cars comprising track-ways, housings for the mlkheads formed with said track-ways, bulkheads arranged in pairs in a freight car, a rack centrally disposed of said car and secured to the floor thereof, said bulkheads including sections and being adjustable with respect to the height of the freight car, adjustable bracing means secured to one bulkhead and adapted to cooperate with the other or the rack respectively as and for the purpose specified.

5. A load bracing device of the character described comprising track-ways including spaced vertically disposed walls, flanges formed with said walls and providing tracks, one of said walls being longer than the other and terminating in a horizontal portion below the other of said walls to provide housin s, carriages mounted for movement in said track-Ways, bulkheads pivotally secured to said carriages and including sections secured together for movement in a vertical plane and in one direction in said plane, vertical channel bars included in said sections, cross channel bars secured to the vertical channel bars, and adjustable bracing means secured to one of said bulkheads and being engageable With the other for bracing a full load, and means for receiving said adjustable bracing means for bracing a partial load, said bulkheads adapted to be used in said housing when not used in bracing a load.

6. A load bracing device for freight cars comprising bulkheads including sections secured to each other for movement in a vcrtical plane and in one direction in said plane, channel bars included in said sections, hollow members pivotally secured to some of said channel bars and mounted for movement in a horizontal and vertical plane, racks arranged for slidable movement in said hollow members, crank operated pinions engageable with said racks for moving the same and means for retaining the racks in fixed position.

7. A load bracing device for refrigerator cars comprising a bulk head, a pair of tracks secured to the car ceiling and extending longitudinally thereof, carriages disposed to move on said tra ks, pivoted connections between the carriages and the bulk head, and bulk head supporting means disposed below the tracks for cradling the bulk head in horizontal position when not in use, whereby a firm support for the bulk head is provided close to the car ceiling so as to require a minimum of space.

8. A load bracing device for refrigerator cars including a bulk head, a pair of tracks secured to the car ceiling, means for suspending the bulk head to move it along the track when in vertical position, and a cradle in which the bulk head is adapted to lie when in inoperative position, the cradle disposed immediately below the tracks and shaped with respect to the bulk head to offer no interference t0 the movement of such bulk head when in operative position.

`9. In a load bracing device for refrigerator cars, a pair of tracks disposed for longitudinal attachment to a car ceiling, a bulk head suspended from the tracks for longitudinal adjustment thereon, bracing jacks pivotally seured to the bulk head and adapted to swing thereagainst, and a cradle for the bulk head immediately below the tracks for supporting the bulk head in longitudinal position near the car ceiling with the jacks above the bulk head in transverse position and between the bulk head and car ceiling.

10. In a load bracing device for refrigerator cars, a track disposed along a car ceiling, a bulk head suspended from the track, a cradle for the bulk head immediately below the track, and roller bearings to facilitate sliding of the bulk head into the cradle, the bulk head adapted to clear the bearings entirely when in cradled position, whereb it may be supported on the cradle as on a s elf and without other fastening means.

11. In a load bracing device for refrigerator cars, tracks secured to a car ceiling, carriages movable along the tracks, a pair of bulk heads suspended from the carriage, .means adapted to interengage and extend between the bulk heads for bracing the bulk heads, and adjustable connections between the carriages and bulk heads, whereby the height of the bulk head may be controlled to suit cars of various sizes and various types of loads.

12. In a load bracing device, a bulk head, bracing jacks for the bulk head, and plural pivot connections between the jacks and bulk head whereby the jacks may be folded in against the bulk head in horizontal position, inclined at an angle for bracing purposes or disposed at direct right angles to the plane of the bulk head for attachment to another bulk head oppositely placed.

13. In a load bracing device for refrigerator cars, track members of general U-shape secured to a car ceiling with inturned oppositely disposed flanges serving as tracks, carriages dis osed to move along the tracks, a bulk hea connections from the bulk head to the carriages, and flanges extending inwardly from the outside legs of the Us and cooperating with each other to serve as a cradle for supporting the bulk head in inoperativc position against the car ceiling.

14.11 load bracing device as defined in claim 13, with rollers provided at the end edges of the cradle flanges for facilitating storing and removal of the bulk head.

15. The combination set forth in claim 13, with a plural part bulk head disposed to have its parts hinge with respect to each other in a direction away from the load, whereby placing the bulk head in the cradle or removing it therefrom is rendered easier of accomplishment.

16. A load bracing device for refrigerator cars including an overhead track, a pair of plural part bulk heads suspended from the tracks, bracing means disposed to interconnect the bulk heads at the doorway of the car with the bulk heads engaging the load distributed in the two car ends, and supporting means one for each bulk head disposed adjacent the tracks, the bulk heads having their parts hinged together and bendable away from the load, and the parts being of such size and number to permit placing the bulk heads in the supporting means or removmg the same therefrom with the car fully loaded except for a small unloaded space im-l mediately adjacent the car door.

17. In a load bracing device, a bulk head formed of channel bars and having channel uprights for engaging the load, channel cross pieces interconnecting the uprights, abracing jack, a bracket therefor, a horizontal pivotal connection between the bracket and jack, and a vertical pivotal connection between the bracket and a channel cross piece whereby the jack may be disposed horizontally in the channel when not in use.

18. The combination set forth in claim 17 with a cradle for supporting the bulk head beneath the car ceiling, the channel cross piece facing upwardly whereby the jack isv

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