US2186463A

US2186463A - Load transferring machinery

Info

Publication number: US2186463A
Application number: US144697A
Authority: US
Inventors: Maine James Franklin
Original assignee: CONS IRON STEEL Manufacturing Co
Current assignee: CONS IRON STEEL Manufacturing Co; CONSOLIDATED IRON-STEEL MANUFACTURING Co
Priority date: 1937-05-25
Filing date: 1937-05-25
Publication date: 1940-01-09
Anticipated expiration: 1957-01-09

Description

Jan. 9, 1940. J F, MAlNE LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 1 INVENTOR JAMESF. MAINE 7 #10 ATTORNEY.

Jan. 9, 1940. J'. F. MAINE LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 2 INVENTOR. I JAMES F. MAINE M h W 41/: ATTORNEY.

Jan. 9, 1940. F MNNE 2,186,463

LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 3 INVENTOR. JAMES F. MAINE BY m ' ATTORNEY.

Jan. 9, 1940. J, F MAINE 2,186,463

LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 4 FIG.6.

\ H INVENTOR.

M/LW

m3 ATTORNEY.

,"' JAMES E MAINE 8 Sheets-Sheet S INVENTOR. JAMES F. MAINE Hi5 ATTORNEY.

1940- J. F. MAINE LOAD TRANSFERBING MACHINERY Filed May 25. 1937 R) no m r V m III-.2: k

Jan. 9, 1940. J. F. MAINE 2,186,463

LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 6 FIG. I0.

INVENTOR.

JAMES F. MAINE u; ATTORNEY.

Jan. 9, 1940. J. F. MAINE LOAD TRANSFERRING MACHINERY Filed May 25, 1937 8 Sheets-Sheet 7 INVENT OR.

E n N WWW R m Emm M H A v Patented Jan. 9, 1940 PATENT -.OFFICE 2,186,483 v LOAD FRANSFERBING MACHINERY James Franklin Maine,- Cleveland, Ohio, alsignor to The Cpnsolidated Iron-Steel Manufacturing Company, Cleveland, Ohio, a corporation of Ohio ' Application May 25,1937, Serial 310444489! 21 Claims. (01. 214-38) This invention relates to load transferring machinery, particularly to machinery for transferring loads from a loading station to a vehicle; or from a vehicle to a loading station; or

from one 'vehicle or station to another.

In my co-pending application, Serial No. 52,- 356 filed November 30, 1935, for improvements in Loading apparatus, now Patent No. 2,093,388, I have illustrated and described an apparatus by which a load, for example, a formed load such as a pre-arranged pile of packages, boxes or other articles, may be loaded upon the bed of a truck or other vehicle-without further manual handling thereof and without disturbing the form of the pile or the arrangement of the pieces thereof.

By the load transferring machinery of the present invention, a load on a loading platform or other station may be picked up and deposited on a vehicle bed; or may be picked up from a vehicle bed and deposited at a receiving station; or may be loaded directly upon the transferring machinery and deposited either upon a receiving station or upon a-vehicle bed; or may be picked up from one station or one vehicle and deposited upon another; and in the case of formed loads such as a pile of packages which are prearranged, the transfer in either case may be accomplished without disturbing the load or the arrangement of the pieces thereof.

My invention will be described in connection with the loading or unloading of a vehicle of the automotive type (among other uses) but it will be understood that it may be used with other types of vehicles, such for example as railway cars.

Among the objects of the invention are:

To provide an improved material transferring apparatus;

To provide an improved transfer apparatus for moving loads composed of pieces disposed in a pro-arranged order, from one place to another, without disturbing the arrangement of the pieces;

To provide machinery for picking up loads of articles and for discharging them, having an improved mode of operation;

To provide an improved materialhandling apparatus which will pick up a load from a loading platform or other station and deposit it upon a vehicle bed; or will pick up a load from a vehicle bed and transfer it to a receiving station; or will transfer to a receiving station or vehicle bed a load which has been placed on the apparatus; or will pick up a load from one station or vehicle and deposit it upon another; the apparatus operating, in either of the said modes of operation, in an improved manner.

Other objects will be apparent to those skilled in the art to which my invention appertains.

My invention is fully disclosed in the follow- 5 ing description taken in connection with the accompanying drawings in which:

Fig. 1 is a side elevational view of an apparatus embodying my invention;

Figs. '2. 3'and 4 are side elevational views of the embodiment of Fig. 1 drawn to a smaller scale and in simplified formand showing three different positions which the apparatus of Fig. 1 may assume in diiferent phases of its operation;

Fig. 5 is an end elevational, partly sectional view taken from the plane 55 of Fig. 1;

Fig. 6 is'a view to a greatly enlarged scale of a part of Fig. 1, the parts however being illustrated in the operative position of Fig. 2; I

Fig. 7 isa view similar to Fig. 6 of another part of the apparatus of Fig. 1 in the same' operative position;

Fig. 8 is a top plan view of a part of the apparatus of Fig. 1 drawn to a larger scale;

Fig. 9 is an end 'elevational'vie'w with parts broken away and to a larger scale of a truck, forming part of the apparatus of Fig. 1;

Fig. 10 is a top plan view with parts broken away of the truck of Fig. 9, the view being taken approximately in the direction of the arrow Ill of Fig. 9; I

Fig. 11 is a view similar to a part of Fig. 1, drawn to a larger scale and illustrating a part of the mechanism of the truck of Fig. 9, the parts all being drawn to a larger scale and showing in detail a locking mechanism which may be employed;

Fig. 12 is'a view similar to a part of Fig. 11, illustrating the corresponding "parts thereof at the opposite end portion of the embodiment of 40 Fig. 1 and illustrating mechanism parts thereof indifferent positions from that which they assume in Fig. 11;

Fig. 13 is a sectional view taken approximately 45 from the plane l3-'-l3 of Fig. 11 and showing in solid line, parts which are in Fig. 11 shown in broken line;

Fig. 14 is a fragmentary, sectional view taken from the plane Il -44 of Fig. 12;

Fig. 15 is a diagrammatic representation of an electric control-system which may be utilized to operate .circuit motors supplying power to various parts of the apparatus illustrated in the above figures: v

rotatably supported Fig. 16 is an enlarged fragment of the diagram of'Fig. 15;

Fig. 17 is a fragmentary view similar to a part of Fig. 6 near the right hand end thereof illustrating a modification which may be employed;

Fig. 18 is a fragmentary sectional view taken from the plane l8-l8 of Fig. 17.

Referringto the drawings, I have 'shown generally at I a frame preferably built up from rolled steel sections, comprising transverse beams 2-2 thereunder adjacent each end thereof; longitudinal frame members, 3-3 resting on the beams 2; a pair of upright channel posts 4-4 at one end of the frame (the right end, as viewed in Fig. 1) a corresponding pair of uprights 5-5 at IZhe opposite end of the frame; one or more tra sverse frame members 6, secured to the uprights; a pair of laterally spaced longitudinally extending channel form rails 1-1; upper longitudinal frame members 8-8 and various brace members 9-9. On each side of the frame is a pair of flanged wheels Ill-l0, four wheels in all, in bearings Il-Il on the beams 2-2, the pairs of.wheels Ill-l8 at the end of the frame rolling on rails I 2-I2.

To propel the frame along the rails l2-l2, the axles of the wheels Ill-I8 on one side of the frame have gears I 3-l3 connected thereto meshing with pinions l4-i4 on a driving shaft 15 supported in bearings on the underside of the longitudinal frame members 3 and having a gear Hithereon meshing with a pinion l1 driven by a motor I 8 supported on the frame.

By this means when the motor i8 is energized to rotate it in one direction, the frame I will be propelled along the rails I 2 in one direction and by reversing the motor, the frame may be reversely propelled.

Illustrated generally at l9 (see Figs. 1 and 5) is a load body or skid comprising side walls 28-20 preferably formed from sheet metal and braced by side ribs 2l-2l;'and having a sheet metal bottom 22; the bottom and sides being supported upon longitudinally extending corner angles 23-23; and transverse members 29 of T- section connecting the corner angle.

A plurality of rollers 24-24 extend transversely of the skid adjacent the bottom thereof and relatively close together as shown in Figs. 1 and 8.

The rollers 24-24 in parallel relation are rotatably mounted on the skid. The preferred means is to rotatably support them on shafts 25-25 extending longitudinally through the rollers and secured in the corner angles 23 at opposite ends thereof. An endless belt 26 is looped over

end rollers

21 and 28, both of which are indicated in Figs. 1, 6, 7 and 8, the upper flight of the belt therefore resting upon the upper sides of the rollers 24 and the other flight being thereunder.

To drive the upper belt flight for purposes to be described, the end roller 21 and the roller 24 next adjacent thereto have

sprocket wheels

30 and 3| respectively secured thereto and connected by a sprocket chain 32. The said roller 24 is rigidly connected to a shaft (instead of rotating on a shaft 25 as in the case of the other rollers) which has rotary bearing in end castings 34-34 bolted to the corner angles 23-23 and projects therethrough and has mounted thereon exteriorly thereof a sprocket wheel 36.

As will now be apparent, if the sprocket wheel 36 is driven, the sprocket wheel 3i will drive' the sprocket wheel 38 which, in turn, will drive the threaded each side of the skid l9 and by means of speed reduction gears (not shown) in a gear housing 38, drives, at relatively low speed, a. sprocket wheel 39 which is connected by a sprocket chain 40 with the said sprocket wheel 36. To this end also the end roller 21 is mounted upon a shaft 4| rotatable in bear gs in the end castings 34-34.

The opposite end roller 28 is similarly mounted on a shaft 42 which rotates in bearings 42Av in sliding heads 43-43 slidable longitudinally in boxes 44-44 secured to the corner angles 23-23; and means is provided to tension the belt between the two end pulleys comprising bolts 45-45 in 2. lug 46 on one of the corner angles 23 and seated in sockets 41 in the sliding heads 43. By turning the bolts 45, the heads 43 will be moved to tension the belt, and to equalize the tension from side to side thereof, as will be understood. I

Each end of the skid I9 is normally supported by a pair of wheels 48-48 normally resting upon flat portions 49-49 of trackways 50-58 at each end of the main frame I having also inclined trackway portions 5l-5l, see Fig. 1. The wheels 48-48 are mounted npon the opposite ends of shafts 52-52 which extend across the skid prefrably between the belt flights and rotate in bearings 53-53 in castings 54-54 secured to the corner angles 23-23.

As will hereinafter be described, the wheels 48-48 are normally stopped by abutments to cause them to remain on the flat portion 49 of the trackways 56 but when one end of the skid I9 is otherwise supported, the wheels 48-48 of the other end may roll down the inclined portions 5l-5l of the trackways 50-58.

The extreme ends of the skid l9 are provided with supporting rollers and an apron, the construction at both ends being substantially the same and one end will now be described.

Shafts 55-55 extend across the skid beyond and adjacent to the end loops of the belt, one shaft (that on the right end as viewed in Fig. 1) being rotatably mounted in bearings 56-56 in the end casting 34 and the other shaft being mounted in bearings 51-51 secured to the corner angles. Rollers 58-58 are mounted on the ends of the shafts and their lowered sides project below the lowest parts of the end portions of the skid. When the end of the skid rests upon a vehicle bed, loading or receiving platform, etc., as will be described in connection with the operation as a whole, the end of the skid will be supported by the rollers 58-58.

On the shaft 55 is a plurality of'rollers 59-59 which turn on the shaft. An apron shown generally at 6| is provided, formed from sheet metal and comprising a nose 62 and an upwardly rearwardly inclined portion 63. The nose is bent under,as at 64 and has mounted thereon a plurality of apron rollers 65-65 extending in a line transversely across the skid, under the inclined portion 63. The inclined portion 63 is notch-ed out to provide tongue portions 66-66 which extend between the rollers 59-59 and are bent around the shaft 55 whereby the entire apron may oscillate around the shaft and be supported thereby at the rearward portion of the apron.

Intermediate the apron rollers 65, is a transverse series of rollers 61-61 hereinafter referred to as load rollers rotatably mounted on the underside of the inclined portion 63 of the apron and having the upper sides thereof extending upwardly above the apron surface through perforations in the inclined part ofthe apron, the' Illustrated generally at 12 is a truck, supported I by wheels 8585 on the rails 1-1 and driven therealong in a manner to be described.

The general operation of the skid l9 as thus far described will now be given in connection with the truck 12 and a detailed description of the truck 12 will follow later.

The rails |2-l2 are preferably located adjacent to a loading or receiving platform 13.and it will be assumed that it is desired to transfer a pile of packages 14 which are on the platform 13, to the bed 15 of a vehicle. The general arrangement of the parts, in this instance, is that illustrated in Fig. 4. The truck12 is now operated to raise the end of the skid, the left end as viewed in Figs. 1 and 4, so that the wheels 48 at that end of the skid are raised from the trackway 50 and supported on the truck. The other end of the skid being supported by the wheels 48' at that end resting on the trackways 5|. The truck 12 is then operated to move it bodily along the rails 1-1 carrying its end of the skid with it. The wheels 48 on the other end of the skid thereupon roll down the inclines v5|-5l of the trackways 5050 which lowers the roller wheels 5858 down upon the platform 13.

In the preferred practice of my invention, the load 14, particularly when it consists of a prearranged pile of packages is piled on the platform 13 upon a piece of carpet or other like flexible material I81 shown in its normal position at 16, Fig. 4. The farther end of the carpet is secured to the platform as at I88. When the roller wheels 58 are resting upon the platform 13, further movement of the truck 12 may be stopped, momentarily, and the free end of the carpet 16 may be laid upon the apron 6|, over and resting upon the upper sides of the load rollei's 61 and the free end placed over the rollers 5959 and downwardly behind and under the end of the belt on the end roller 21.

The rearward movement of the truck above mentioned may now be continued and simultaneously therewith the motor 31 may be energized to move the upper belt flight forwardly, that is to say in the direction opposite to the rearward movement of the skid l9 and the apron 6| thereof. The apron now, so to speak, plows its way under the carpet 16 and when the pile of packages 14 is reached, it lifts them progressively from the forward end to the rearward end of the pile, the carpet rolling freely over the load rollers 61 and the rollers 59, and when the packages have successively passed over the rollers 59 they engage the end of the travelling belt 26 which carries them forwardly into the skid l9 between the walls thereof. This continues until the apron 6| has reached the rear end of the pile and the last packages of the pile have been transferred to the belt in the skid. A continuing forward movement of the belt alone will place the packages midway longitudinally of the skid, if desired, at this time.

At this time then, the truck 12 is operated to move back to its original position on the rails 1-1 during which movement the skid is withdrawn from the carpet I81, and the latter by being attached to the platform is ready to have another load of packages piled thereon. The truck 12, after it reaches its end or original position, is operated to lower the skid end again upon the trackway 50. The truck 12 is then moved freely to the other end of its rails 1-1 and is operated to engage the right hand end of the skid and to elevate it above the trackways 50-50 supporting it now on the truck itself. The truckis then operated to move toward the left whereupon the wheels 4848 at the left end of the skid roll down the inclines 5l--5l of the trackways 50-50 which deposits the roller wheels 5858 upon the bed of the vehicle. Continuing movement of the truck will roll the forward end of the skid over the vehicle bed until it is adjacent the cab 11 thereof and then its motion is stopped. The truck 12 is then reversed and moves backward along its rails carrying the supported skid end with it and simultaneously therewith, the belt is propelled by the motor 31 forwardly which deposits the packages upon the bed of the vehicle. This completes the cycle of operations, except that the truck 12 which is now at the rear of the main frameis operated to lower the skid upon the trackways 50-50 and to then freely return to the forward end of the frame for other operations.

In a similar manner, if a vehicle load of articles is to be transferred to the station 13, the truck 12 is first moved to the rear of the frame and elevates that end of the skid and then is operated to move toward the left, moving the forward end of the skid onto the vehicle bed, the apron lifting the articles and the belt conveying them backward into the skid; and then the truck 12 is returned to the rear and lowers the rear end of the skid on the frame. The truck 12 is then moved to the forward end of the frame and elevates the forward end of the skid and then moves to the rearward end of the frame carrying the forward end of the skid with it and movingthe rear end of the skid onto the platform; it then withdraws the skid forwardly and the belt floor moves rearwardly which leaves the load on the platform. The operation is the same as that described above except that the station is replaced by the vehicle and the vehicle is replaced by the station. In such cases, of course, it is preferable that the vehicle bed 15 has thereon a piece of carpet or the like upon which the load is placed, at the point at which it was loaded, such carpet being secured to the truck by being secured to the bed at the forward part thereof.

In another mode of operation, the articles may be loaded by hand into the skid while in its normal position on the frame and then when the vehicle is brought to the station, they may be loaded into the vehicle by moving the skid forwardly into the vehicle and then withdrawing it and advancing the upper flight of the belt simultaneously as above described. Again, in

any case, whenever a. loadis in the skid, whether being placed there by hand or having been operatively loaded thereinto from a vehicle or from one point of a station, it can be moved along the rails |2--|2 to another vehicle or to another station and loaded into either.

As shown in Figs. 2 to 4, the skid may pivot upon the truck I2, the end of the skid opposite the truck therefore being movable vertically up and down. When the end of the skid, as in Fig. 2, rolls down the trackway 5|, and the wheels 58 are thereby lowered upon the platform or station 13, the wheels 48 will clear the trackway 5|, and the platform 13 and this will be true for various heights of platforms, the inclination and length of the trackway 5| automatically compensating for different heights of platform without further adjusting means.

Furthermore, when the other end of the skid is moved as described toward the vehicle, see Fig. 3, and the wheels 48 roll down the inclined trackway 5| and deposit the roller wheels 58 upon the bed of the vehicle, rolling engagement with the bed will be effected for different heights of vehicle beds; and in this case also, although the bed of any given vehicle may be relatively high when unloaded and gradually descends as the load is transferred thereto, the pivoting of the skid around the truck 12 will not only initially cause the rollers 58 to engage the bed in the first instance but will maintain them in rolling engagement with the bed as it changes its height;

and as just described for the other end of the apparatus, no further adjustment or compensating means other than the length and inclination of the trackway on which the wheels 48 roll is needed.

While as described above, the preferred mode of operation involves a piece of carpet or the like attached to the station and anotherattached to the vehicle bed, the apparatus may operate equally well if the piece of carpet goes with the load. In such cases; the load 14 would be piled upon a piece of carpet 16, say at a station 13 and when the skid apron plows under the carpet to transfer the load to the skid, the free end of the carpet may be allowed to travel upwardly over the rollers and into the skid on the belt flight so that when the load has been transferred to the skid, the carpet will be under the load between the load and the upper flight of the belt.

Then when the apparatus is operated to transfer the load to the vehicle bed, the carpet will be transferred with it and lie between the load and the vehicle bed.

Unloading in such a case from the truck will be the same, in general, as unloading from the station and the carpet will travel back into the skid and be deliveredagain under the load to and upon the station platform.

There are many cases in which the carpet is not essential at all. This will be true when the nature of the packages will permit the apron 6| to slide or plow thereunder without the helpof the carpet and is particularly true when the load is placed by hand in the skid and is not loaded thereinto by the apparatus but is only unloaded therefrom, it being clear that the apron can be dispensed with when the skid discharges a load by its movement of the upper belt flight toward the load and the withdrawal of the skid and the belt as a whole from under the load.

As will become more apparent from the electriccontrol system proposed for operating the motor 31 and the motor which operates the truck 12 to move it along the rails the speed at which the upper flight of the belt moves may be regulated relative to that at which the truck 12 moves the skid as a whole. For example, when as above described in connection with Fig. 2, the skid is moving toward the load 14 and the upper part of the belt is moving in the other direction to transfer the load from the platform to the belt in the skid, the belt may be caused to run not at the same forward speed as the skid is,

moving rearwardly but at a slightly lesser speed. By this means, the upper belt flight drags slightly in the rearward direction on the undersides of the undermost packages of the load thereon which, continuously packs the load and keeps it in order by exerting rearward pressure on the entire pile pressing it back against the wall 18, or against stanchions or the like which may be at the back of the pile. This action tends to maintain the pre-arranged order of the pile of packages and tends to prevent them from becoming displaced or loosened as a pile, while being loaded. Similarly, but in the reverse sense, when as indicated in Fig. 3, the upper belt flight is moving forwardly and the skid as a whole is movingrearwardly to deposit the packages on the vehicle, the belt flight is caused to move forwardly at a slightly greater velocity than the rearward movement of the skid so that again the belt flight drags on the under side of the undermost packages of the pile and constantly exerts pressure to pack the load against the rear wall 19 of the cab 11, or against stanchions or the like disposed thereat, which maintains the pile solid and compact throughout the unloading process. This is of particular advantage when the load is to be unloaded from the vehicle bed by similar apparatus at another station.

Obviously, this same principle may be employed when a load is being unloaded from a vehicle bed instead of from a platform and when it is being delivered to a platform instead of to a vehicle.

The construction and detail operation of the truck 12 above referred to in general will now be described.

The truck (see Figs. 9 and comprises a frame shown generally at I2 of which the principal elements are a pair of lateral channels 8|l8ll, front and rear channels 8|-8|, transusual bracing members. A pair of shafts |8l-|8l are mounted in bearings 84-84 on the frame and have mounted on their opposite ends pairs of flanged wheels, 85-85, four in all, these being the truck wheels referred to above, which run on the rails forwardly and rearwardly of the main frame above referred to, carrying the frame of the truck with them.

To propel the wheels, one of the shafts I81 has a gear 86 thereon meshed with a pinion 81 driven through gear reduction means in a casing 88 by a motor 89 supported on the casing, the casing supported on the transverse angles 82-82. As will now be clear, by driving the motor 89, the wheels 85-435 will propel the truck forwardly or rearwardly along the rails The wheels 85-85 running on the rails may have sprocket wheels ||l3|03 on the respective shafts |8|-|8| connected by sprocket chain I04 whereby the motor 89 may drive all of the wheels equally.

Mounted upon the transverse angles 83-83 is a frame 90 extending upwardly therefrom on .which is mounted a. casing 9I containing gear reduction means and to which casing is connected a motor 92, the motor driving the gear reduction means, and the latter having a shaft 93 extending out of the casing driven by the motor.

At eachend of the truck frame is a pair of upright angles 94-94 secured to which is a pair of cross angles 95-95, the latter supporting a plate 96 upon which is rotatably abutted one face of a rotatable nut 91 having a sprocket wheel 98 secured thereto. A screw 99 threaded through the nut projects downwardly through a perforation in the plate 96. On the aforesaid shaft 93 is a pair of sprocket wheels I and IM and sprocket chains I02-I02 connect the respective sprocket wheels I00 and IOI to the respective sprocket wheels 98-98 on the said screws 99-99.

As will now be apparent when the motor 92 is operated, the nuts 91-91 will be rotated in one direction or the other and the screws 99-99 propelled upwardly or downwardly.

The screws 99-99 are connected respectively each to a plate I which is, in turn, connected to the ends of a pair of angle irons I06-I06, the angle irons I06 constituting together with the plate I05 a beam, both ends of which move vertically uniformly with movement of the screws.

The upper ends of the upright angles 94 preferably overlap the outer sides of the angles I06-I06 to guide the latter against shifting forwardly and rearwardly of the truck and preferably ears I0'I-I0'I on the ends of the angles I06-I06 overlap the uprights 94 to guide the said beam against shifting transversely of the truck.

On the underside of the skid I9 adjacent each end thereof is a plate I09 having a notch I09 therein. The above mentioned plate I05 at the upper end of the screw has a tongue IIO adapted to be projected into the notch. The tongue when in the notch thus locks the skid I9 against transverse movement relative to the plate I05 by overlapping upwardly the corner angle 23 of the skid, and locks the skid against longitudinal movement by the engagement of the tongue with the notch.

Thus when, in a manner to be described, the screws are elevated to engage the plate I05 with the underside of the corner angles and therefore with the underside of the skid, the skid is locked against shifting either longitudinally or laterally on the plate supporting it, and as will now be understood it is the elevation of the screws by which the skid is raised from its trackways 50-5I and supported on the truck I2 for the purposes above described. The raising and lowering of the skid by the screws 99-99 to transfer the skid from its own trackway support to the truck I2 being accomplished by energization of the motor 92.

The skid is furthermore locked to the said plate I05 when the screws are elevated to engage the skid by a latch III pivoted on a pin II2 supported upon the angles I06-I06 and having a hook H3 at its upper end engageable with the upper side of the plate I08 on the skid when the said beams are raised; the latch being spring pressed by a spring impelled pin II reacting at one end upon a connector II5 connecting the ends of the said angles I06-I06 to join them into the said beam, and at the other end reacting on'a cotter H6 extending through the pin I I4, the pin II4 being guided in perforations in a flange of the connector I I5 and in 9. depending lug II I on the connector, and the inner end of the pin engaging a lug II8 on the latch III.

The latch has also a lug II9 which when the said beam, and therefore the pivot pin 2 for the latch, is lowered engages the upper end of a post I20 which rocks the hook II3 out of locking engagement to unlock the latch.

The truck I2 is provided with means for locking the wheels 48-48 upon the flat or horizontal portions 49 of the trackways 50-50 and for unlocking them in the operation of the truck and this will now be described. v

On the inside of the channel uprights 5-5 adjacent the upper ends thereof, a dog I2I is mounted reciprocable vertically through perforations I22 and I23 in the upper and lower flanges of the trackway 50, the upper extreme end of the dog having an inclined face I24. The dog I2I is normally retained in an upper position in which the upper end portion I25 including the face I24 extends upwardly above the trackway,

by a spring I26 surrounding a shank I2I of reduced diameter on the dog below the lower flange I28 of the trackway, the spring abutting at one end upon a shoulder I29 on the dog and at the lower end abutting upon a bracket I30, into a perforation in which, the lower end of the shank I2'I projects to guide the plunger. The dog I2I may be stopped in its upward position by the engagement of a washer I3I at the upper end of the spring I26 with the underside of the flange I28 at the trackway.

Upon every occasion when the wheel 48 is rolled up the trackway '50 on the upper flange I32 thereof, (in the operation of the skid, as above described, when the truck-I2 returns the skid to its normal position on the main frame), the wheel encounters the face I24 of the dog I2I and pushes the dog downwardly. The dog has a tooth I33 which normally is engaged by a tooth I34 on an arm I 35 pivoted at I36 on the bracket I30. The arm I35 is normally resiliently constrained to move clockwise as viewed in the drawing by a plunger I36 reciprocable in brackets I31 and I38 mounted on the trackway 50 and engaging at its inner end a recess I39 in the side of the arm I35 and being resiliently thrust thereinto by a spring I40 abutting at one end upon a part of the bracket I38 and at the other end upon a collar I4I on the plunger I36 and being guided in perforations I42-I42 in the bracket. When therefore, as above described, the dog I2I is depressed by a wheel 48, the tooth I33 is moved downwardly out of engagement with the tooth I34 and the arm I35 is moved toward the right by the plunger I36.

A lock element I43 is pivoted at I44 on the rail 50 and is provided with a notch I45, a camming surface I46, and a wheel engaging prong I41. The locking element I43 is normally retained by gravity in a downward position in which the wheel engaging prong is below the upper edge of the flange I32 of the trackway 50. Whenhowever the arm I35 is moved clockwise, as described, the upper end thereof engaging the camming surface I46 rocks the locking element counterclockwise projecting the wheel engaging prong I41 upwardly through a perforation I48 in the flange of the trackway, the end of the arm I35 thereupon moving into and being stopped in the notch I45. The parts now take up the position shown in Fig. 12. The operation of the parts just described was effected by rolling of the wheel 48 inwardly along the trackway and the movement of the wheel is now stopped by its engagement with the prong I41, the latter being prevented from yielding by the arm I 36 which, as shown, takes up by longitudinal thrust therein on its pivot I36, any force of the wheel 46 tending to rock the prong I41 out of its locked position. Thus upon each return of the skid, as above described, in the operation of the skid to its normal position, it is locked thereat at both ends thereof.

To disengage the lock, to permit the skid to be moved longitudinally by the truck, as above described, the following means is provided to rock the arm I35 counter-clockwise tovdisengage it from the locking element, and to retract the plunger i36 and to permit the locking element prong to fall out of the path of the wheel 48. This means comprises a plunger I49 extending through a perforation I56 in the saidbracket I3? and having its inner end seated in a recess IN on the side of the arm 6 opposite the recess I39.

As shown in Fig. 11, upon the truck frame, there are two plungers I49I49, one for release of the said lock at each end of the skid. The plungers I49 are preferably aligned with each other and reciprocable in suitable perforations in a pair of flanges I62-I92 supported on a cross flange I53, the inner end portions of the plungers being pivotally connected as at I64-I64 to upright bell-crank arms ISL-III pivotally mounted in bearings on the lower side of the cross angle I63 as at I66. The other or horizontal bell-crank arms are pivotally connected, as at I51, to an extension I 58 on the lower end of the abovedescribed screw 99. By this means when the screw 99 is propelled upwardly, it rocks the upright bell-crank arms I66 to propel the plungers l49- -l49 outwardly and therefore in the direction to move the arm I36 above referred to in the direction to unlock the locking element. It will be observed that the same upward movement of the screw which attached the latch III and locked the plate I06 to the skid, in effect locked the end of the skid to the truck so that there is no longer need of the prong I41 locking the wheels 48 to the trackway at that end of the skid.

Thus, supplementing the above description of the operations of the apparatus which was given prior to the description of the truck itself, it may now be said that when the truck motor 92 is operated, the screws 99-99 are propelled upwardly to lock the end of the skid to the truck and to elevate the end of the skid from its trackway supports; then said motor is de-energized and the motor 99 is energized to propel the truck to carry the end of the skid with it in the operation hereinbefore described. Each time that the skid is returned to its normal position over the main frame by the truck 12, the end which is not supported by the truck rolls up the inclined part ill of the trackway 66 and by engaging the dog I2I thereat on its caznming face I24, sets the locking element I43 to lock the wheels 4948 at that end of the skid so that they cannot roll inwardly on the trackways; further movement of the truck 12 is thereupon stopped. When the truck supported end of the skid is lowered by the truck mechanism, the wheels 4H8 descend upon the upper ends I 25 of the dogs I2I and depress them, setting the locking elements I43 at that end of the skid; so that the skid is locked at both ends, locking it against movement in either direction. And as will now be clear, when the truck is operated to raise" the screws, it must be in a predetermined position under the end portion of the skid whereat it will unlock therewith because at any other position longitudinally along the rails 1, it will not release the wheel lock and even if it should be inadvertently op- 6 erated to raise the skid, it cannot move it lon- 1 gitudinally. Thus these operations are interlocked with each other, for safety and other obviously desired reasons.

To energize the

motors

92 and 89 on the truck, is current may be led directly fromsupply mains to a pair of bus bars I6Il-I6I extending longitudinally of the main frame I, and shoes I62 and I63 on the truck 12 may pick up the current for the

motors

92 and 89. But if, as preferred, the trav- 15 erse of the main frame on the rails I2I2 is employed, bus bars I64 and I65 may be provided under the loading platform 13 and shoes I66 and I61 on the frame may pick up current therefrom and supply it to the said bus bars I66 and IN.

It is deemed unnecessary herein to show the electric conductors on the apparatus by which the electric motors are energized and reversed but the electric circuits therefor are shownin Fig. 15 to which reference may now be made.

Electric current may be supplied to the belt motor 31 by the following means. A pair of contacts I68-I68 and a pair of contacts I89I89 are providedon the skid end adjacent to each end thereof and the contacts I68I68 are engageable respectively by a pair of contacts I69- l69 on the truck and the contacts I99-I89 are engageable by a pair of contacts I90-I9Il each time that the plate I05 on the truck is elevated. The contacts I69-I69 on the truck may 35 be connected to the said bus bar shoes and receive current therefrom through a reversing switch I14; and the contacts I68-I68 on the skid may be connected by suitable conductors to the armature of the motor 31. I9Il-I90 are connected to the shoes I62--I63 and when they engage the contacts I 89-489, they supply current to the motor field I16 through a rheostat I15. By this arrangement, the truck plate may be elevated at any time to a point at which it will cause the said contacts to engage without actually raising the skid, whereby the belt of the skid may be propelled forwardly or backwardly .to position a load thereon independently of truck movement and if the truck plate I05 is elevated far enough to engage the skid bottom, the contacts will still be maintained engaged so that also after the end of the truck has been elevated, the belt may be propelled in either direction and the belt speed may be controlled by the rheostat I16.

A platform I 10 may be provided at any suitable place preferably on the truck 12 upon which an operator may stand and operate an electric controller to perform the above described motor 00 functions.

To position the main frame along the rails I2I2, a reversing switch I1I may be thrown in one direction or the other and the main frame traverse travel motor I8 will receive current from the bus bars IBIl-IBI and the shoes I62-I63 thereon and bus bars I64--I65 and the shoes I66I61 thereon. When the main frame is thus positioned at the desired station, the switch "I is thrown to the open position. To operate the 70 screws 99 to raise and lower the plates I 05 into or out of engagement with the skid, a reversing switch I12 may be thrown in one direction or the other to operate the truck elevator motor 92 and when this has been done, the switch in may be The contacts 40 opened. Then to propel the skid along the frame, the reversing switch' I13 may be thrown in one direction or the other depending upon which end of the main frame the truck 12 is at, to energize the truck travel motor 89 and when its travel is completed this switch may be opened.

Limit switches I11 and I18 may be provided in the circuit to the main frame travel motor I8 as indicated in Fig. 15 and Fig. 16; to prevent overtravel of the frame on the rails I2-I2; and limit switches I19 and I80 may be provided in the circuit to the truck travel motor to prevent overtravel thereof on the rails 11 as indicated in Fig. 1; and if desired, limit switches may be provided for the elevator motor to limit the amount of elevation of the skid by that motor if desired, although not shown. The construction of such limit switches comprises no essential part of the present invention and being well known in bridge-crane and other types of motor operated apparatus will be understood by those skilled in this art without further description or illustration. The limit switches I19 and I80 may be set to stop the travel of the truck 12 at each end of its travel at a position at which it unlocks the wheel locks thereat and in a position at which the tongue I09 will engage the recess I I on the skid and therefore such limit switches are made adjustable as shown in Fig. 16, wherein a switch arm I8I is held in engagement with a contact I82 by a spring I83 and may be moved to disengage the contact by the travel of an element I84 of the truck in which is adjustably screw threaded a screw I85, the .end of which abuts upon the switch arm I8I at the end of the travel to operate it, as described.

Whereas I have illustrated the invention as.

having motors operated by a two-line, direct current circuit, it will be understood by those skilled in the art that they may be alternating current motors and operated by alternating current.

If the skid I9 should be propelled bodily by the truck 12 unintentionally or by accident on an occasion when there was no station 13 or vehicle bed 15 to support the overhanging end of the skid, the wheels 48 would otherwise roll off of the ends of the trackway To prevent such misfunctioning, a wheel I86 is mounted on suitable bearings at each corner of the main frame and directly under the corner angles 23 of the skid, and the corner angles will descend upon said wheels when the wheels 48 leave the trackway EI and therefore the wheels I86 will support the end of the skid.

It will be understood that the switches I1I, I12 I13 and I14 and the rheostat I15 may all be mounted on a suitable panel or embodied in a suitable controller operable by an operator standing on the platform I10, such controllers and mountings being well known and not necessary of further illustration or description herein.

In some cases, when the skid is moved to pick up a load either from a platform or from a ve hicle bed, it may be desirable to provide the buffer 69 above described at the end of the skid with one or more rollers, to further and more easily guide the load into the skid. In Figs. 17 and 18 is illustrated a roller I86, projecting through a suitable aperture in the buffer 69, the roller I86 rotating on a short shaft I81, the ends of the shaft outwardly beyond the roller being. in the, construction illustrated, welded to the inner side of the buffer 69.

It will be understood, of course, without further drawing or description to complicate this disclosure, that the rollers I88, as well as the rollers 59-59 and 6565, may if desired, be driven by power.

My invention is not limited to the exact details of construction illustrated and described. Mani changes and modifications may be made within the spirit of my invention without sacrificing its advantages and within the scope of the appended claims.

I claim:

1. In a load transfer apparatus, a main frame, a body movably supported on the frame and adapted to carry a load, a truck movable on the frame, a rotary support for one end of the body on the frame, the truck being movable on the frame to a position adjacent to the opposite end of the body and comprising means operable to raise that end of the body from the frame and to support the body on the truck at that end and on the frame at the said one end, and the truck being movable to then move the body on its rotary support to dispose the said one end over a station, and a wheel support on the body to engage the station and to support said one end of the body independently of the rotary support.

2. In a load transfer aparatus, a main frame, a body movably supported on the frame and adapted to carry a load, a truck movable on the frame, a support for each end portion of the body on the frame, the truck being movable to positions adjacent either end of the body, and comprising means operable to raise the adjacent end of the body from the frame to cause the body to be supported on the truck at one end and on the frame at the other end, the truck being movable to move the body on its frame support to dispose the frame supported end over a station, and a support on each end of the body to engage the station and support the corresponding end of the body thereon independently of the frame support.

3. In a load transfer apparatus, a frame, a body adapted to support a load, a track-way and a wheel, one on the body and the other on the frame, the wheel engageable with the track way to roll therealong, and movingly support the body, the track-way having a normal portion and an inclined portion, a truck movable on the frame and having means to engage and support the body at a point spaced from the track-way and wheel supported portion of the body and movable to move the body to cause the wheel to roll down the track-way incline, and lower the adjacent portion of the body, a wheel support on the descending portion of the body engageable with a station platform to support the body end independently of the wheel and track-way support.

4. In a load transfer mechanism; a frame, a track-way on the frame having a generally horizontal part and a declining portion, a load carrying body supported by a wheel on the trackway, means to move the body to roll it up and down the incline, and an abutment mechanism operable by the wheel upon the rolling onto the horizontal track-way portion to project an abutment in front of the wheel to prevent rolling thereof beyond the horizontal portion.

5. In a load transfer apparatus, a frame, a track-way at opposite end of the frame, the trackways each having a horizontal portion and an inclined portion, a load carryable body supported by wheels on the track-ways, a truck movable on the frame, an abutment mechanism comprising an abutment in front of the wheels on the trackway to prevent movement of the body, the truck being movable on the frame and having automatic means to elevate one end of the body and remove the adjacent abutment and to lower the body and restore the abutment, and while the body is elevated the truck being movable on the frame to move the body therewith causing its wheel support to roll down the inclined trackway at the other end.

6. In a load transfer apparatus, a body comprising a load supporting floors, an apron mechanism at the end of the floor for engaging under a load on a station surface and for transferring it to the body floor, when the body floor is moved toward the load, the apron mechanism compris ing an apron element having a downwardly inclined upper surface and hinged to the body, a roller mounted thereunder, rollable upon the load station surface, and a roller mounted thereon projecting upwardly above the inclined surface, and a roller supported at the hinging axis of the apron, and an opening between the apron and the end of the floor through which the end of a strip of flexible material may be projected downwardly, the body of which strip lies on the station surface and on the apron.

7. In a load transfer apparatus, a main frame, a load carryable body movable on the frame, rails on the frame, a truck movable on the rails, the truck supporting an elevator mechanism comprising an element movable upwardly to engage a portion of the body and elevate and support it, means for interlocking the element with the body to prevent relative displacement thereof when the body portion is supported on the element.

8. In a load transfer apparatus, a main frame, track-rails on the frame, a truck movable on the rails, a load body provided with wheels on its opposite end portions, trackways for the wheels, a pair of abutments projecting upwardly between the wheels, one engaging each wheel to normally lock the body against movement, an elevator on the truck, comprising an element movable upwardly to engage the body at one end portion and raise it from the track-way, the truck comprising means for removing the abutment at the elevated end, the truck being movable in one direction along the rails to move the body along its track-way support at the other end in one direction and to return it in the other direction, and after returning, the elevator being movable to lower the body to engage its wheel with the corresponding track-way and means operable by lowering of the wheel to restore the abutment.

9. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided on the frame, the trackway comprising an inclined portion by which an end portion of the body is caused to descend by movement of the body on the frame to cause a corresponding end portion of the conveyor to be positioned upon aload carrying station adjacent to a load thereon, and moving means for then moving the conveyor and body, the conveyor in a direction opposite to and at a speed commensurable with that of the body to effect progressive movement of the conveyor under the load and the transferring of the load from the station to and upon the conveyor.

10. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided on the frame, the trackway comprisareaasa ing an inclined portion by which an end portion of the body is'caused to descend upon moving the body on the frame to cause a corresponding end portion of the conveyor to be positioned upon a load receiving station, moving means for then moving the conveyor and the body, the conveyor in the direction opposite to and at a speed commensurable with that of the body to effect progressive withdrawal of the conveyor from under a load thereon and the progressive transferring of the load from the body to the station.

11. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided, and upon which the body may hingingly move in vertical directions on a hinging axis, moving means for moving the conveyor and the body to position an end portion of the body over a station disposed at a different level from that of the hinging axis and to hingingly move the body to engage the end portion with the station at a point in front of a load on the station to cause the said end portion to be supported on the station and to move thereover toward the load, an apron hinged to the said body end portion and having a depending forward portion movably engaging and supported by the station in all hinged positions of the body, means for moving the conveyor in the direction opposite to that of the body and at a speed substantially less than that of the body whereby the apron forward portion may be progressively moved under the load and the load progressively transferred over the apron from the station to and upon the conveyor and the load concurrently packed by sliding frictional engagement of the underside of theload with the conveyor.

12. In a load transfer apparatus, a body having a conveyor adapted to carry a load, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided on the frame, and upon which the body may hingingly move in vertical directions on a hinging axis, moving means for moving the conveyor and the body to position an end portion of the body over a station disposed at a different level from that of the hinging axis, and to hingingly move the body to engage the end portion with the sta tion to cause the said end portion to be supported on the station and to move thereover, an apron hinged to the said body end portion and having a depending forward portion movably engaging and supported by the station in all hinged positions of the body, means for moving the conveyor in the opposite direction to that of the body and at a speed substantially greater than that of the body to effect the progressive withdrawal of the conveyor and apron from under a load carried by the conveyor and the progressive transferring of the load over the apron to and upon the load receiving station, and to effect concurrent packing of the load by the sliding frictional engagement of the underside of the load with the conveyor.

13. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided in opposite directions of movement of. the frame, means for moving the conveyor and body to dispose either end portion of the body over one or another of opposite load stations, moving means for moving the conveyor in a direction opposite that of the body and at a speed commensurable with that of the body whereby the conveyor is'progressively moved under a load on one station to progressively transfer the load from said one station to the body and the conveyor is progressively withdrawn from under the load to progressively transfer the load to said other station.

14. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway on which the body is movably supported and guided in opposite directions of movement on the frame, the trackway comprising inclined portions at opposite end portions of the frame by which, upon movement of the body in either direction, one end portion or the other of the body is caused to descend to cause a corresponding end portion of the conveyor to be positioned upon one or another of opposite load stations, moving means to move the body and the conveyor and in opposite directions and at a speed commensurable with each other whereby either one end of the conveyor may be progressively moved under a load at a loaded station to progressively transfer the load from the station to the conveyor and the other end of the conveyor is progressively withdrawn from under the load to progressively transfer the load from the conveyor to and upon the other station. I

15. In a load transfer apparatus, a body having a conveyor adapted to carry a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided in opposite directions of movement on the frame, whereby opposite ends of the conveyor may be positioned upon oppositely disposed load stations, and moving means for moving the conveyor and the body in opposite directions whereby one 'end of the conveyor may either be progressiveiy moved under a load at a loaded station and the load progressively transferred to and upon the conveyor and the other end of the conveyor may be placed over a receiving station and the conveyor progressively withdrawn from under the load and the load progressively transferred to the receiving station, and the moving means being arranged to move the conveyor when receiving the load at a speed substantially less than that of the conveyor to concurrently compact the load on the conveyor and to move the conveyor when discharging the load upon the receiving station at a speed substantially greater than that of the body to concurrently compact the discharged load on the receiving station.

16. In a load transferapparatus,abodysupporting a conveyor adapted to carry a load, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided on the frame, means comprising frame wheels on the frame and a trackway upon which the frame and frame wheels are movably supported for movement traversely with respect to the said body movement, to dispose the bodyopposite to one or another of a plurality of load stations, said first named means comprising means upon which the body may hingingly move in vertical directions on a hinging aids, moving means for moving the conveyor and the body to position an end portion of the body over a station disposed at a different level from that of the hinging axis and to hingingly move the body to engage the end portion with the station at a point in front of 'a load on the station to cause the said end portion to be supported on the station and to move thereover, an apron hinged to the said body end portion and having a depending forward portion movably engaging and supported by the station in all hinged positions of the body, means for moving the body toward the said load to progressively move the end of the body and apron forward portion under the load while concurrently moving the conveyor in the opposite direction to progressively transfer the load to and upon the conveyor and for moving the body and conveyor away from the station and, after traverse movement, toward another station to dispose the said end portion of the body over the said other station with the said end portion and apron forward portion movably engaged with the station and for then withdrawing the body while concurrently moving the conveyor in the direction opposite to that of the body movement to progressively transfer the load from the conveyor over the apron to the. said other station.

1'7. In a load transfer apparatus, a body comprising a conveyor adapted tosupport a load, means at the end of the conveyor for engagement under aload on a station surface and for guiding. the load while being transferred to the conveyor when the body is being moved under the load, said means comprising a flexible element in the form of a piece of fabric .or the like on the station and upon which the load is disposed, and having a free end portion projecting from under the load and comprising an apron element having a rearward portion hinged to the body and separated therefrom by a transverse opening and having a downwardly inclined upper surface portion, and the forward portion thereof having rotary bearing means secured thereto and rollable upon the station surface, an upwardly open aperture in the upper surface portion of the apron,

an upper roller supported upon hearing meansunder the upper surface portion, and the upper portion of the upper roller projecting upwardly through the aperture, and the free end of the flexible element overlapping the apron and upper rollerand projecting downwardly through the said opening.

18. In a load transferring apparatus, a main frame, track rails on the frame, a truck movable to and fro on the rails, a load body provided with wheels on its opposite end portions, a trackway on the frame for the wheels on which the body may be moved to and fro, a pair of abutments projecting upwardly between the wheels, one engageable by each wheel to normally look the body against movement, an elevator on the truck comprising an element movable upwardly to engage the body at either end portion thereof and to raise its corresponding wheel from the trackway to clear the corresponding abutment whereby the truck upon being moved may move the body therewith in either direction.

19. The apparatus described in claim 18' and in which the trackway has inclined portions by which, upon movement of the body by the truck, either end portion of the body opposite to the truck engaged end portion may descend to lower the end wheels of the body upon a load station.

20. In a load transfer apparatus, a body supporting a conveyor adapted to carry a load, a frame, means comprising wheels and a trackway upon which the body is movably supported and guided on the frame, means comprising frame wheels on the frame and a trackway upon which the frame and frame wheels are movably supported for movement of the frame transversely with respect to the body movement to dispose the body opposite to one or another of load stations, said first named means comprising means upon which either end portion of the body may hingingly move in vertical directions on respective hinging axes, moving means for moving the conveyorand the body to position one end portion of the body over a station disposed at a diilferent level from that of the hinging axes and into moving engagement with the station at a point in front of a load on the station to cause the said end portion to be supportedron the station and to move thereover, an apron hinged to the said body end portion and having a depending forward portion movably engaging and supported by the station in all hinged positions of the body, means for moving the body toward the said load to progressively move the said end portion and apron forward portion under the load while concurrently moving the conveyor in the opposite direction to progressively transfer the load to and upon the conveyor and for moving the body and conveyor away from the station and, after a traverse movement toward another station to dispose the other end portion of the body over the said other station and with the other end portion of the body movably engaged with the other station, another apron hinged to the said other body end portion and having a forward portion movably engaged with the said other station, and for then withdrawing the body and conveyor and apron while concurrently moving the conveyor in the direction opposite to that of the body movement to progressively transfer the load from the conveyor over the apron to said other station.

21. In a load transferring apparatus, a body supporting a conveyor adapted to carrying a load thereon, a frame, means comprising wheels and a trackway upon which the body is movably supported on the frame and upon which the body may hingingly move in vertical directions on a hinging axis, moving means for moving the conveyor and the body to position an end portion of the body over a station disposed at a diflerent level from that of the hinging axis, and to hingingly move the body to engage the end portion of the body with the station to cause the said end portion to be supported on the station and to move thereover, an apron hinged to the said body end portion and having a depending forward portion movably engaging and supported by the station in all hinged positions of the body and constituting an extension of the conveyor, and means for moving the conveyor.

JAMES FRANKLIN m.