US2172244A

US2172244A - Highway and railway transportation

Info

Publication number: US2172244A
Application number: US82985A
Authority: US
Inventors: Grundler Frederick
Original assignee: Individual
Current assignee: Individual
Priority date: 1936-06-01
Filing date: 1936-06-01
Publication date: 1939-09-05
Anticipated expiration: 1956-09-05

Description

Sept- 5, 1939- F. GRUNDLER 2,172,244

HIGHWAY AND RAILWAY TRANSPORTATION Filed June 1, 193s 4 sheets-sheet 1 H l 'um' Ill, 'Hlullpmj "5 ATTORNEYS,

Sept. 5, 1939. F, GRUNDLER 2,172,244

HIGHWAY AND RAILWAY TRANSPORTATION Filed June l, 1956 4 Sheets-Sheet 2 INVENTOR, @fafa/CK Gea/youre ATTORNEYS.

Sept. 5, 1939. F. GRUNDLER HIGHWAY AND RAILWAY TRANSPORTATION Filed June 1, 1936 4 Sheets-Sheet 3 INVENTOR. /fofe/cx Gel/noue )SYM ATIQRNEYS.

Septu 5, 19,39. F. GRUNDLER HIGHWAY AND RAILWAY TRANSPORTATION Filed June l, 1936 4 Sheets-Sheet 4 .Sdn

/WnMJ INVENTOR.

f'REnERmK E RUND Len BM@ @Mum/5 ATTORNEYj Q Patented f'Sept. 5, 1939 HIGHWAY AND RAILWAY TRANSPORTATION Frederick Grumuer,` Elyria, ohio Application June 1, 1936, Serial No. 82,985

5 Claims.

With the ever-increasing transportation byI truck and the steady expansion of the railway companies into the use of trucks for shipping within certain zones, and in view also of certain regulatory considerations which enter into the matter of collection and deliver of freight shipments, it seems highly-desirable that there be effected a greater co-ordination between railway and highway transportation not only as a means of solving the problem of competition between these two systems but also as'a means of `better serving the public.

Although there have already been various improvements in the handlingl of freight with particular reference to the loading and unloading of the same onto and olf of trucks and likewise in. connection with freight railway cars, and

although there hasbeen an attempt to facilitate the transferring of freight from a flat car onto a truck dolly and vice versa, yet in the present invention I have eliminated the necessity of transfer platforms, lderricks or the like which have been used in 'prior systems, andi have devised improved means for effecting the transfer of freight from a flat car to a truckdolly or trailer or vice versa with a greater degree of efficiency from the standpoint .of reduced cost of equipment, greater convenience 'of operation of the transfer means with which the railway cars and trucks are equipped for a co-ordinated system, and uninterrupted service of the flat car and truck dolly during the interim With these considerations in min the present invention consists in devising separable container bodies that can be placed upon either the standard railway ilat car or the standardV truck dolly, together with hoisting means incorporated as a. permanent part of the frames of the ilat car and-truck dolly for elevating and lowering the container bodies, and adjustable legs incorporated as a permanent part of the containers asi ameans of supporting the same independently of either the flat car frame or the truck dolly during the interim between the unloading from the one vehicle and the loading upon another vehicle,

or during the period of loading or unloadingof l the freight into or out of the container body.

Accordingly, one object of the present invention is to devise an improved hoisting means which is A incorporated as a' permanent part of' the frame -of the flat car and that of the truck, in coml ing member `forming part of the locking mechp bination with an improved system of adjustable legs incorporated as a permanent part of the individual container bodies.

A more specific object is to provide fluid hoisting means upon the frames of the flat cars and 5 truck dollies, whereby the hoisting means may be eifectively operated and controlled as a unit fora/given container; and also to provide each container body with a uniiled mechanism forl manipulating a system of legs so that they can 10 all be raised or lowered as a unit.

Another object consists in providing an improved means for locking the container bodies upon either the at car or the truck dolly, while the locking means may occupy position below 15. the top level of the flat car or truck dolly when in idle position andmay be conveniently and efiiciently projected into eiective locking engagetainer body can be removed from a railway flat car;

Fig. 3 illustrates the manner in which the` same lcontainer body can be loaded onto a truck dolly; 30

Fig. 3a illustrates the same containerbody in fully loaded position upon a truck dolly; O.

Fig. 4 is a view taken upon line 4-4 of Fig. 2;

Fig. 5 is a view taken on line 5-5 of Fig. 3;

Fig. 6 is a perspective view of the leg-operating 35 mechanism provided upon the bottom of each container body; l

Fig. 6 is a perspective view of the leg-operating mechanism provided upon the bottoml of each container body; A

Fig. '7 is a top plan view of a railway flat car;

Figa is a plan view of a truck with most of the container broken away so as tol show the top of the truck dolly;

'Fig. 9 is a view taken on line 9--9 of Fig. '7;

Fig. 10 is a view taken on line Ill-I0 ofA Fig. 8;

Fig 11 is a view taken online lI-II lof Fig. 9;

Fig. 12.is a view taken on line |2|2 of Fig. 10;

Fig. 13 is a perspective view of the pivoted locko anism for the truck;

Fig. 14 is a plan view, partly broken away, illustrating the means for locking the leg-oper-y ating mechanism in adjusted position;

and

Fig. 15 is an end elevation of the same and corresponds to line I5-I5 of Fig. 14;

Fig. 16 is a plan view partly, browen away, illustrating the means for permitting lateral adjustment of the legs of the container body;

Fig. 17 is a view corresponding to line I 'I-I'I of Fig. 16 and illustrates the means for limiting the pivotal movement of each leg towards lowered position.

In the illustration shown in the accompanying drawings, I have indicated a container body I of such form and dimensions that two of them can be placed end to end upon the standard size of railway flat car 2 While one of them can be placed upon the dolly 3 of the usual size of truck. These container bodies will, of course,

be provided with suitable doors for loading andl unloading the contents thereof, although these doors form no part of the present invention and are not here shown. The floor of the flat car and truck dolly are each provided with openings to receive removable stakes t to brace the bodies in position. Other locking means is also provided upon both the fiat car and the truck, as willv be later explained. l

Briefly, my invention contemplates elevating the container body suil'lciently above the frame of the at car or truck, then lowering the legs f the body; releasing the hoisting means so as to permit the body to rest entirely upon its legs, and then' withdrawing the flat car or truck dolly from beneath the container body or bodies. The container body can then be unloaded or it can be' loaded onto another vehicle, either truck dolly or flat car, by reversing the order of operations just outlined. The following detailed description will explain more fully the several features of structure involved and the manner of operation and the advantages resulting therefrom. Y

In the'present instance, I have indicated air .jacks 5 which are incorporated as a permanent part of the frame of the railway car or truck dolly. In each case, the jacks are of usual plunger type so constructed and arranged that the plungers will be below the top surface of the oor of the car or truck frame when in idle position. These jacks may be arranged at suitable positions about the frame, in each instance; for example, there may be four jacks for each container body, as indicated in Figs. '7 and 8 of the drawings. The jacks for each container body are controlled from the same valve 6 through the communicating pipes 'I and by means of the valve-operating rod 8 which is accessible 'for manipulation from either side of the frame of the car or truck, as also indicated in Figs. '7 and 8. The valves 6 are connected to the air pipe 9 which may be connected to the source of compressed air with which railway cars and trucks are usually equipped for operation of the brakes.

Each container body has depending from the bottom thereof, at least along the two sides thereof, the I-,beams I0 which serve a dual purpose, as will b explained.- The bottom of the bodies at their 'two ends may have channel members II or other form of members depending therefrom; these members which depend from the bottom of the container body, in each case, constitute virtually a rectangular frame, as indicated in Fig. 6, wherein is illustrated in detail` the means for manipulating the legs I2. Each which has its interior of angular form for slidable' adjustment with respect to the correspondingly formed shaft I4. Upon the shaft I6 there is carried a pinion I5 for operative engagement by the rack vII which has suitable mounting for slidable movement back and forth. The middle part of the rack member I6 has operative engagement with the pinion on the transverse operating rod I8 which in `turn is mounted in the I-beams I9 and has a crank connection at each end so that it can be manipulated from either side of the fiat car or truck by application of a crank I9. One end of rod I8 is provided with a ratchet 20 upon the outside of the I-beam for engagement by the pawl 2| for releasable locking engagement therewith. The pawl is mounted uponthe outside of the I-beam and upon the end of the transverse rod 22, so that the pawl can be manipulated from either side of the car or truck. This locking means will prevent accidental reverse movement of the legs after they have once 'been moved to the position desired.

As indicated in Fig. 16, the legs I2 are adjustable laterally in order to accommodate the different widths of frames .upon the railway flat car and the truck. At the present time, the frame or floor of the standard flat car is about two feet wider than the floor of the usual truck dolly. However, if this difference should be eliminated by making the floor width the same in the two cases, as the railway and truck transportation becomes more highly developed as a co-ordinated system, this adjustment will not be necessary. In fact, there is not indicated any diierence in the oor width in the present illustration. However, in the present showing I have provided a fin 23 on the hollow axle or hub I3, this fin being adapted for engagement in the correspondingly shaped slot 24 in the bearing of the hub I3, as indicated in Figs. 16 and 17. With this arrangement, it becomes necessary to withdraw the fin 23 from its slot prior to lowering the legs, this being intended as a further cautionary measure to prevent accidental lowering of the legs. Also, the

n 23, by its engagement with the stop 25 on the I-beam, will serve as a means of limiting the extent of movement of the legs. It will be observed that when the legs have been moved fully to their lowered position and the body settled down thereupon, they occupy position past dead center so as to ensure against the danger` of the body being toppled over.

As indicated in Figs. 4 and 5 of the drawings, at the points of transfer of container bodies from a at car onto a truck'or vice versa, there is provided a floor 26 that is substantially flush with 'the top of the rails of the lrailway 21, in order that the bodies can be unloaded in the manner explained and either a at car or truck dolly can be properly positioned for transferring the same thereto, in accordance with the system above explained.

As above stated, my invention contemplates also a further means for locking the container body upon the at car, (Fig. 9), and upon the truck dolly, (Fig. 10), as will now be more fully explained.

In the case of the flat car, I .have provided this locking means both forwardly and rearwardly upon each side of 'each container body, as indir cated in Fig. '7, whereas in the case of the truck,

I have provided a locking means therefor only at the rear, as,indicated in Fig. 8. However, in the case of the truck, I have provided a spearhead inter-engagement 28 between the front end oi' the lower depending part of the body and the front upright end board or plate of the frame. In the case of both the flat car and the truck, the ,locking means', (Figs.I 9 and 10), serve to prevent both lateral and vertical displacement of the body with respect to the frame, and also rearward displacement.

Extending along the under-side of the at car frame or iioor, are the channel beams .29 at the two sides thereof, which may be recognized as part of the regular understructure of a standard ilat car. Suspended from beneath the floor of the car and at each side thereof, I have provided a lock box 30'Within which is housed the lockingr member 3| having a vertical recess 32 for cooperation with nut 33 on screw 34. The screw 34 extends transversely beneath the bottom of the iiat car and has its opposite end portions reversely threaded for operation of the duplicatelocking members which are operated outwardly or inwardly together for either locking or unlocking the container body with respect to the car frame. Turning of the screw 34 will cause the non-rotatyable nuts 33 to move either outwardly or inwardly and by. virtue of the engagement of the nut with the slot of each locking member, the

locking members may be permitted to move vertically as well as outwardly as its cam lower surface portion 35 engages the correspondingly formed cam portion 36 fixed in the lock box 30. Such outward and upward movement of the locking members brings them into engagement with the base of the I-'b-eam I0 and the upper inwardly extending flange at the top of the lock box, the lock member being formed with a mouth 3I for this purpose. When the lock, in each case, has been moved to fully locked positionLits cam surface will engage against the correspondingly formed surface 36a provided upon the fixed memof the iioor of the car frame and is thus out of4 the way. f

Extending across the under-side of the truck fra and suitably mounted thereupon, is the rod 4 which has its two end portions reversely threaded at 4I and 42 for operation of the nuts 43 and 44 thereupon. Upon the sides of each nut there is pivotalll mounted a locking member 45 which is of generally` angular or L-shape and has an open form in order to accommodate the operation of the rod 40. The divided locking ngers 45a are adapted to be turned upwardly into locking engagement with the outwardly extending portion of the bottom flange of the I- beam lll so as to prevent accidental dislodgement of the4 body. The rod 40 may have a crank attached to either end thereof for operation from either side of the truck. Upon turning rodl 40 in one direction, the nuts will be moved inwardly and the lock member 45 will engage the lower edge 46 in such manner as to cause upward swinging or turning movement of the lock member which then assumes position indicated in full lines,.Fig. 10. Continued lateral movement of the rod will cause the fingers 45EL to a effectively engageV the I-beam Il). Upon operation of the rod 40 in the reverse direction,l the nuts 43 and 44 will be moved outwardly and the lock member 45 will be released to the point where the nuts move out beyond the edges 46, wherein dotted lines, Fig. 10. It will be observed that when the locking member 45 is in dotted line position, it is entirely below the level of the floor of the truck dolly and hence out of the way, so as not to interfere with the loading of-a container body onto the truck dolly in the manner above explained. It will be noted also that when the locking members 45 are in locking positien, they are substantially flush with the sides of the container body.

By employing I-beams lil along the underside of the container' bodies, they can serve as part of the locking means for securing the bodics upon either the fiat car or truck dolly, the locking engagement in the one case being upon the inside and in the other case being upon the outside of the I-bealn I0.

Instead of air means for operating the jacks, it is to be understood that hydraulic means may be employed for this purpose. In fact, still further modications might be made in the particular form of mechanism employed, and also the number and size of container bodies might be varied; and it is to be understood that the present form .of disclosure is merely for purposes of illustration and that all modications or variations that come within the spirit of this invention as herein set forth are intended to be comprehended by the combination as here- I then loa-ded while standing upon their own legs, l

and then these loaded container bodies can be picked up by either a flat car' or a truck dolly, in the manner explained, and transported to their destination to be there deposited upon their legs and later unloaded, or transported to a transfer point where they may be supported upon their own legs and left there to be later-picked up by either a flat car or a truck dolly, and so on. Thus the same bodies can be loaded onto and unloaded from either at car or truck indiscriminately and with the Same convenience in both cases and without in the mean time ,tying up either the frame and run-ning gear of either the flat car or truck. In-this way, the frame.

and running gear of the at car or truck is always released for other work without waiting for the emptying of the container body or kfor the transfer of the same onto another flat car or truck dolly, as the case may be.

Furthermore, with my special equipment, the jacks are a permanent part of the frame of the flat car or truck, and the adjustable legs are a permanent part of the container bodies. I have simplied and unified the means for operating both the jacks and the legs and I have provided also a highly efficient means for locking the bodies onto the car frame or the truck dolly, withbody constructions, mean a substantial saving, in 75 venience in operation.

With these and other advantages which will readily suggest themselves to those familiar with the art, it is believed that this invention means a considerable advance in the co-crdination of railway and highway transportation, with resulting increase in service and eiciency and decrease in cost to the ultimate consumer.

What I claimiis:

1. In combination, a, vehicle frame and running gear, a separable body adapted to be supported upon said frame, hoist means incorporated as a permanent part of said frame for raising and lowering said body, legs permanently and adjustably attached to said body for supporting the same independently of the frame, means incorporated as a permanent part of said frame for controlli-ng said hoist means, and means incorporated as a permanent part ofthe body for manipulating' all of the legs as a unit.

2. In combination, a vehicle frame and running gear, a separable body adapted to be supported upon said frame, holst means incorporated as a permanent part of said frame for raising and lowering said body, legs permanently and adjustably attached to said body for supporting the same independently of the frame, means incorporated as a permanent part of said frame for controlling the hoist means, and means incorporated as a permanent part of the body for manipulating all of the legs as a unit, Said hoist means bei-ng substantially ilush with the top of the frame when in lowered position, and said legs being substantially flush with the bottom of said when in collapsed position.`

3. In combination, a vehicle iframe and running gear, a separable body adapted to be supported upon said frame, holst means incorporated as a permanent part of said frame for cost as well as an increased emciency and conraising and lowering the body, legs permanently and adjustably attached to-said body for supporting the same independently of the frame, means incorporated as a permanent part of said frame for controlling the hoist means, said legs being adjustable inwardly -and outwardly, and

ymeans incorporated as a permanent part of the body for manipulating all of the legs as a unit into and out of body-supporting position.

4. In combination, a vehicle frame and `running gear, a separable body adapted to be supported upon said frame, hoist means incorporated as a permanent part of said frame for raising and lowering the body, said body having an underframe of I-beams, legs permanently and adjustably attached to said I-beams for supporting the same independently of the vehicle frame, means incorporated as a permanent part of the vehicle frame for operating saidV hoist means, means incorporated as a permanent part of the body for manipulating the legs, and means for effecting locking engagement between the I-beams of said under-frame and the vehicle frame.

5. In combination, 4a vehicle frame and running gear, a separable body adapted to be supported upon said frame, hoist means incorporated as a permanent part of said frame for raising and lowering the body, said body having an under-frame of I-beams, legs permanently and adjustably attached to said I-beams for supportingv the same independently of the vehicle frame,

means incorporated as a permanent part of thevehicle frame for operating the hoist means, means incorporated as a permanent part of the body for manipulating the legs, and means carried by said vehicle frame for locking engagement with the I-beams of said under-frame so as to lock the body in place.

FREDERICK GRUNDLER.