US2234255A - Load transfer apparatus - Google Patents

Description

March 11, 1941.

c. H.VHUNsAKER u LOAD TRANSFER APPARATUS Filed April 9, 1938 2 Sheets-Sheet l.

FIG, 4.

" .INVENTOR v CLAUDE v H. HuNsAKER ATT NEY March l1, 1941. c, H, HUNSAKER 2,234,255

LOAD TRANS FER APPARATUS vVIII FIG. 9.

FIG. 8. INVENTOR CLAUDE H. HUNsAKER BY Y ATTOR Y Patented Mar. 11, 1941 UNITED STATES PATENT OFFICE 7 Claims.

This invention relates to load transfer apparatus, :and more particularly to an improved, easily portable appliance for unloading heavy frangible articles from railway cars, motor trucks and other freight vehicles, as well as from platforms, warehouse docks and the like.

The moving and unloading of certain types of relatively fragile or frangible products, such as large-diameter concrete pipe, large culvert pipe,

w sewer pipe and the like, frequently offer many practical difficulties in handling the materials upon arrival at the situs of the job, or specific point of unloading. Even though able to withstand a substantial impact Without complete breakage, tubular concrete and ceramic products are still liable to small fractures, chipping, etc., in the event of merely minor impacts. Accordingly, it has heretofore been the prevailing practice to handle material of this kind from cars or trucks by the use of cranes, thus entailing considerable expense for equipment, or in the case of railroad work, a substantial expense for a work train and crane, often with considerable delay as well as expense. It is accordingly a general object of the present invention to obviate a substantial part of the expense heretofore attending the unloading of products of the type mentioned, as well as to minimize breakage hazards and personal injury to attendant workmen.

Yet another object of the invention is attained in an easily portable and easily demountable load-transfer appliance which requires no special skill either to assemble or to use, and which may be easily fabricated in any structural steel shop at a moderate expense, and practically entirely out of stock material, such as structural steel shapes.

A still further object of the invention is attained in :a device which may be utilized as a gravity unloader, and, when so employed, re-

quires no `source of power such as an engine, but which depends only on the force of gravity, under full operator control, entirely to accomplish its preferred purpose.

A still further object of the invention is attained in apparatus or appliances for use as gravity unloaders, and which are readily adaptable for unloading heavy frangible objects such as concrete pipe, onto uneven ground as along railway right-of-ways, the devices being readily adaptable to compensate for differences in the terrain onto which the pipe or the like in being unloaded.

Yet a further object of the invention includes 5f, an improved means for controlling they gravity descent of the material-receiving portion of an unloader device, in the example presently to be disclosed, Ithis object being realized in an improved friction-brake mechanism, whereby the descent of the material during unloading, may 5 be surely and accurately controlled at all times, and in a manner to assure personal safety of the workers incident to the unloading process.

Ihe foregoing and many other objects will appear from the following detailed description of 10 a presently preferred embodiment of the invention, particularly when considered in connection with the accompanying drawings, in which:

Fig, 1 is a side view of a load-transfer appliance constructed in accordance with the pres- 15 ent invention, and illustrating certain successive stages in the unloading process; Fig. 2 is a somewhat enlarged and more detailed side elevation of the unloader assembly; Fig. 3 is a fragmentary rear elevation of a portion of the load-cradle 20 structure of the device of Fig. 2, as viewed from line 3-3 of Fig. 2; Fig. 4 is a transverse section as viewed along line 4--4 of Fig. 2; Fig. 5 is an end elevation of one of the track or skid elements of the device of Fig. 2, this figure being 25 considered as viewed along line 5--5 thereof; Fig. 6 is a top or plan view of the device of Fig. I2; Fig. '7 is a fragmentary top or plan View, showing par-ts of the braking mechanism; Fig.

8 is a longitudinal section of the device shown 30 in Fig. 7 and as viewed along line 8-8 thereof, and Fig, 9 is a transverse section of the braking assembly showing portions thereof as they would appear whenviewed along line 9-9 of Fig. 7.

Referring now by characters of reference to 35 the drawings, there is illustrated by Fig. 1 a preferred manner of usage of the unloader, wherein it appears that the device is adapted, for example, for the unloading transfer of concrete pipe sections A, from the deck of a flat car B. 40 The device includes preferably at least a pair of track-forming structures l0 located parallel to each other, and lateraly spaced somewhat less than the length of the pipe sections A, or other articles to be unloaded. Since the two track 5.

member |2 provided with a bevelled nose |3. The Z shaped member serves firmly to support `the upper or loading end of the element I0, upon an edge I4 of the deck of the car. 'Ihe opposite end of the element I is provided, as best appears in Fig. 6, with a widened base member projecting somewhat laterally of, and secured as by bolts or rivets, to the lower flange of the track element I0. The member 20 obviously serves to increase the :area of the support of the lower end of the stringer or track-'forming element, and is particularly valuable whensuch end is resting insoft soil. The opposite flange of the H bar |0 is provided at its outermost end, with angular stop elements 2|, secured as by bolts or rivets, and serving to limit thedownward movement of the cradle supporting lthel load, all .as hereinafter more fully' described.

As a'means for retaining the trackagevelement in unloading position and in definite adjacence to the car, there is provided a hook 22 adapted to engage a portion of the underframe of the car. This hook is connected to a tie chain 23 which maybe provided with a toggle closing-device 24, andengages one' o f a series of hooks 25 secured to and carried by thelower iiange of `H barl l0.

tie chain arrangement will, as clearly ap- Y pears from Fig. 2, serve to preventany displacement of the unloader assembly, due to the weight of the object placed upon it inthe course of unloading.

As lwill have appeared from the drawings, the paired spaced jtrackage members ,IllY serve collectively to form a runway for paired cradle-forming structures,each of which is substantially of inverted A shape, or may be referred to as of upright'L shape, and since the two cradle-forming members are substantially identical, a description of one thereof will sufce for a description of both.

, A cradle base Stringer may beconveniently formed of a pair of angle bars placed back-toback and suitably assembledas by welding or riveting in such Amanner that they extend parallel toand operate upon the associated trackage element |0. The base stringers 30 serve vto carry a plurality of spaced U clips 3|, one leg of each clip preferably being securely welded to the lower angle of the adjacent piece 30, whereby vthe /U clips serve to receiveopposite marginal portions of the upper flange ofl,the adjacent element l0 andenable the cradle to operate sildablythereupon, yet constrain rthe cradle ,.tomovement definitely along the traclr. The outermost end 32 of the member 30 serves to carry, at about a right angle, an element 33 which serves as a back element Yfor the cradle, .and is preferably pivoted to the element 3D as bya pivot bolt 32A. 'Ihe element 33 is provided with a plurality of spaced perforations 34 for a` purpose later appearing. This back portion of thecradle is extendedupwardly of the element `33 as by a steel section 35, provided with a plurality of apertures 36 which are substantially the same in size andl arrangement as those indicated at 34 in the member33. A pair of holdingpins 31 are provided to extend through apertures 36 and 34 when selectively brought into register, whereby to provide for adjustment in the length of the two-part `cradle back consisting of elements 33 and 35. Pivotally secured to the element is a tiltable or pivoted extension piece 40, the pivot for` whichis conveniently Vformed as by a boltv 4| l extending through both pieces 4U and 35, this pivotal connection serving an unloading purpose, as hereinafter more clearly appears. A There is provided as a connection between the portions 35--40, and the 'normally upper end of the Stringer 30, a loadreceiving platform element 42. This conveniently consists of a pair of angle bars, assembled in spaced, opposed relation, so that the flanges are uppermost, the load-receiving end of the member 42 being pivotally connected to the upper end of element 30 as by a pivot bolt 43.

Provision is made, in connection with the length-adjustment of parts 33 and 35 for a slight variation in angularity thereof, necessitated by the constant length of element42. This provision consists in locating the rows of apertures 34 and 36 out of parallelism with the major axes of members 33 and 35, and by preference, locating the lines of apertures along arcs drawn approximately on pivot bolt 43 as a center. Thus as the member 35 is extended, it is brought somewhat, although only slightly, out of parallelism with member 33.'

I Itvwill have been noted as a distinct preference to employ the trackage elements l0 in pairs, and since one of the cradle-forming structures is carried by eachl track element, the'frames of the cradle are also utilized in pairs. Due to this fact it is of course desirable to provide fora variation in spacing of the two cradle frames inv order best tolcare for different lengths of the articles to be unloaded, such as concrete pipe sections A. To this end, a pair vof nesting channel members are. provided, each detachably secured to one of the members 35, and the distance bar-resulting from the overlapping of the two channels 45 and- 46 serves to maintain the two parts of the cradle rin deiinitely spaced relation. Y Adjustment beelementsV 50 and 5| provided with apertures 52 and securing boltsv y53, whereby the spacers are extensible in nature. Y, A

It will have appeared from theforegoing description that the loadv abutment arm shown at 40, ispivotally connected to the element 35 by which it is supported, thepivot member being exemplified by a bolt` 4|, serving also to provide apivotal connection between the platform member `42 and the riser element 35,3 The advantage ofpivoting the member 40 will be apparent from Fig. 1, wherein the piece 40 is shown as constituting a rigid extension of the'piece 35 for retention of the pipe section of the loading platform.

` When, however, the cradle has attained its lowermost position as shown in. dotted lines (Fig. 1), the arm 40 is released to pivot aboutthe axis element 4| and thus serve as an unloading trackage or auxiliary ramp or skid, leading from the platform 42, to the adjacent earth orA other surface of load deposit. Retention of the member 40 in its normally upright position is accomplished through the provision of fopening in the web of the member 42,*and opening 56 in the web of the member 40. A holding pin 51, which is adapted to extend through openings 55 and 56, but which may be easily removed, serves with the pivot 4| to keep the abutment arm 40 in upright position when desired,vbut when. the pin is removed, this arm may be easily tilted back to constitute the unloading skid extension of the platform 42. It will be noted that the upper end 35A of element 35 is so shaped or out away, that it is free of pin 51, whereby to permit of angular adjustment between members 35 and 42.

The manner of assemblyl and usage of the transfer device or unloader is thought to have been apparent from the foregoing description of the parts and their relation, but it may be noted that when the -car has reached its destination, the paired track members l0 are set up with their extension elements l2 overlying the edge of the car deck i4; the tie chains 23 with hooks 22 are applied and taken up; the spacers 45-46 and 50-5I applied respectively to the cradle frames and to the track elements. lowing this the cradle constituted by the companion frames is first adjusted so as to bring the elements 42 to a substantially horizontal position. This is done by raising or lowering the elements 35 with respect to the members 33, through removal of the pins 31 and the reinsertion of these pins in the appropriate adjustment openings 34 and 36. It will be noted that the different length adjustments provided for between members 33 and 35 permit adjustment of the platform 42 of each cradle frame to the horizontal, irrespective of whatever angle the trackage elements l0 are compelled to assume by reason of differences in terrain adjacent the road bed. After the cradle frames are adjusted, they are brought to a level such that the platform members 42 constitute virtually a continuation of the car deck i4.- The pipe sections or other elongate articles may, upon removing their car blocking elements, be easily rolled to the position shown in full lines as element A (Fig. l). It will be noted that with the parts in this relation, the pipe section or other heavy object, virtually forms, in coaction with the two spaced L frames of the cradle, the major portion of the cradle itself, and due to the weight of the article unloaded, the article serves to maintain the frames in their intended spacing throughout the controlled descent of the chair or cradle to the position where the article is fully unloaded.

To the end of controlling the descent of the cradle by gravity, there is provided a brake mechanism on each of the cradle frames, the braking devices each being arranged to coact with the upper flange portion of the H bar forming the associated element IB. The braking mechanism, to be hereinafter described in detail, is controlled through a lever 60, and the paired brake levers 60 are related as through a tie bar 6l, this being provided with a plurality of openings 62 which serve topermit adaptation of the bar 6I to the different spacings of the trackage elements I0. In engagement with the common operating bar 6I is a control cable 63, which is by preference, directed rearwardly or upwardly of the cradle for actuation by an operator on the car deck or therebeyond. The braking mechanism is such that braking actuation of the levers E0 takes place by movement thereof toward the car, as the assembly appears in Figs. 1, 2 and 6. In this manner the operator controlling the descent of the load, is at all times above the same and entirely beyond any Zone of hazard in the event of breakage or slippage of any of the parts. The cable 63 and the leverage afforded therethrough and through the lever 60 is such that the cable may be easily actuated by hand, but if desired, may be controlled throug a small hand or power winch (not shown).

It will have appeared from the arrangement of the braking system described that the operator may, once the pipe section is loaded onto the cradle frame, without any difficulty whatsoever and in a minimum of time permit the frames and load to come to rest with the cradle at the lower end of the track, following which it will appear obvious from the foregoing description of elements 40, that the pipe section or other loadI element may easily be rolled off the arms 40 to its position of rest.

Referring now to the brake mechanism perse, this is best illustrated by Figs. '1, 8 and 9, wherein is shown a brake frame indicated generally at 65 (Fig. 2) which serves as a bracket for a horizontal portion 6G of the brake control shaft 60, the horizontal part of the shaft being journalled in suitable bushings or the like (not shown), which may be welded into apertures in the short angle elements B1. A pair of these are provided in opposing relation, so that one side of each of these angles projects beneath the flange of the associated element I 0. A similar and reversely re' lated pair of angle elements are disposed backto-back and entirely above the flange of the H bar I0, being provided with 'journal portions or bushings to receive the shaft 66. The latter pair of angles areor may be the elements comprising the base portion 30 of the cradle frame, the specific elements of the frame thus coacting to form the member 30, and serving to position the brake assembly, being designated at 68.

lFor the purpose of actuating the brake shoes (later described), shaft portion 66 carries a pair of eccentrics or cam elements 10, which may be identical, and which are secured to the control shaft portion 66 as through set screws 1I, engaging, if desired, a flat part of the shaft. The brake blocks are secured to the inturned parts of the angles 61, being indicated at 12, and secured as by screws 13 to the associated angles. Afriction facing 15 is provided on each of the blocks 12, and secured thereto in any suitable manner.

It will appear obvious that as shaft 66 is rocked through its lever extension portion B0, the rotation of cams 1D to a position where they begin to bear tightly against the upper flange of the H bar I0, will serve to lift the entire brake frame structure 65 in a manner to bring the friction facing 15 into braking engagement with the under surfaces of the upper flange of the H bar of the trackage. The leverage provided b-y the cams and the lever arm 60, will at once appear as providing a positive and quickly controlled brake mechanism.

The angular relation of the cam 1U with respect to shaft portion 66 is preferably such that the maximum possible braking effect is attainable as the lever 60 nears the vertical position, but also such that there is no possibility of the operator, through actuation of the cable 63, drawing the lever 60 Abeyond the vertical. It is advisable particularly in the event the control levers 60 are actuated through a cable, to provide therefor a return spring indicated at (Figs. 2 and 6), one end of the spring being coiled about the arm 60, and the opposite end being secured as tothe element 33 of the cradle frame. Other suitable forms of return spring may of course be provided.

It has been found advisable, in order to relieve the operator of continued attention to the cable 63 and the brake mechanism, to provide a positive lock between the cradle framesv and the trackage elements when the chair is inits load-Y receiving position as shown in Figs. 1 and 2. The detail of the locking mechanism best appears in Figs. 7 and 8 as including a pivoted rocker 8l, the

pivot 82 for which conveniently consists of a bolt (Fig. v'7) provided with spacers 83 and carriedas by the angles 68. The rocker 8| is provided with a downturned end 84 which is adapted, when in locking position, to enter a pair of then-registering apertures 85 in the cradlebase member land 86 near the upper end of the flange of the cooperating track element l0.

`again brought to load-receiving position, the

locking pin 8 4 on the rocker 8| may be either inserted manually in the openings 85 and 86, or may be thus restored by a quick instantaneous action of thebrakeleverv.- l

The manner of use of the brake mechanism is thought to be obvious from the description of its parts, but it may be noted that, with the cable 63 slackened, the return springs 80 will tend to actuate lever 60 in a direction to release the brakes. When however it isdesired to permit the cradle to be impelled by gravity, the cable is slackened just sufciently to cause cams 18 slightly to release the brake blocks 'l2 from braking engagement, through their linings, with the under surface of the H frame flange of :the

trackage. It will be obvious that by alternately lslackening the cable and taking rup thereon as necessitated, the'rate of descent of the cradle and load Amay be regulated as desired and any tendency to an excessive rate of descent may be checked at will. i

It will have appeared from the foregoing description that the device as described, as Well as the modifications thereof contemplated, will fully attain eachY of the objects hereinabove specifically enumerated, as Well as the many advantages expressed and impliedk by the more detailedl description.

WhileV the invention has been described by making a particular and specic reference to an exemplary embodiment thereof, many changes may be made in the parts, their construction and arrangements, and in the sub-combinations utilized, all without departingfrom the full intended scope of the invention as 4defined by the` appended claims.

I claim as my invention:

1. In a load supporting chair for a gravity-operated load-transfer appliance, a substantially L-shaped chair frame, a load-supporting structure connecting the legs of the frame and pivoted thereto, means associated with one leg of the frame permitting adjustment of the length thereof by extension of the*` leg, said adjustment means coacting with pivotal .connection of the load support, to enable an adjustment of vangularity of the load support with respect to the legs of the frame.

2. In a load transfer appliance of a type adapt-v ed for use as a gravity unloader for heavy materials to be removed from freight vehicles, a ramp structure adapted to bridge the deck of the vehicleandvthe surfaceof depositv upon unloading, a'load chair operable on the ramp' structure, and

loading objects from the chair to the surfaceof deposit. A

3. A gravity unloading ramp assembly including a pair of rails or skids, a. load chair operable along the tracks or skids and including a railengaging base, a load platform pivoted at its forward end to the base, a two-piece extensible back` for the chair to which the platform is also pivoted, the upper piece ofl the back constituting a load abutment bar normally projecting in a generally upright direction from the platform,th e abutment bar being pivotally connected to the chair near one end of the load platform, and securement means for the abutment bar enabling' its movement to av position to serve as an auxiliary skid or. track for movement of the load from the chair to the surface of deposit of the load.

4. A gravity unloading cradle for use with skids, ramps, or trackage therebeneath,v said cradle formed of a pair yof load frames, each characterized by right-angularly connected structural steel legs, the legs'being secured at sub'- stantially -a right angle to each other so that one thereof is arranged to operate along a subjacent rail or skid, and the other projecting-'genev erally in an upright direction, the upright leg being provided with length-adjustment means including in part an extensible'portion of such leg, and a' load platform element pivoted at one end to the extensible portion of the last said leg, andvpivv otally connected at its opposite end to the other leg of the frame, the paired load frames beingy substantially similar, whereby they may be utilized in spaced relation with a load in bridging relation thereto to constitute the cradle.r

5. The gravity-actuated load transfer device,

ing cradle arranged to operate on the track-'1 y forming elements, and includingv a pair ofsubstantially L-shaped frames each overlying and being slidably operable along one of the trackforming elements, each of said frames being fabricated of structural steel elements connected at substantially a, right angle to form the legs of the frame, a load platform element-on each frame, pivoted at its opposite endsI to the opposite legs of the associated fname, extension means associated with one of the frame legs, whereby to provide for an angular adjustment of the loadplatform member, and to maintain a4 substantially horiz`ontal relation thereof, irrespective of the angle of' the trackage elements, an independent brake mechanism carried by each of the cradle formbrake mechanisms yincluding a. connecting .bar-

between, and a cable engaging an intermediate portion of the connecting bar, one or more tie bars adjustable in length, and arranged in bridging relation to the track-forming elements, to maintain the track elements in substantial parallelism, and adjustable tie elements connecting the paired cradle frames whereby the frames coact in supporting opposite ends of an elongate object thereon.

6. In a load supporting chair for a gravityoperated load transfer appliance, a pair of substantially L shaped chair frames, each forming one side portion of the chair, one of the legis of each frame constituting a base portion normally parallel to and arranged to operate on a subjacent track element, a load-supporting structure pivotally connected at its forward end to the base-forming leg of the frame, and at its opposite end to the other leg of the frame, means associated with the last said leg of the frame permitting adjustment of the length thereof by extension of the leg, said adjustment means coacting with the pivotal connection of the load support, to enable an adjustment of angularity of the load support with respect to the legs of the frame.

7. In a load supporting chair for a gravityoperated load transfer appliance, a pair of substantially L shaped chair frames, each forming one side portion of the chair, one of the legs of each frame constituting a base portion normally parallel to and arranged to operate on a subjacent track element, a load-supporting structure pivotally connected at its forward end to the base-forming leg of the frame, and at its opposite end to the other leg of the frame, means associated with the last said leg of the frame permitting adjustment of the length thereof by extension of the leg, said adjustment means coiacting with the pivotal connection of the load support, to enable an adjustment of angularity,

of the load support with respect to the legs of the frame, the said adjustable leg of the frame being formed of two slidably related elements, and sai-d adjustment means being provided by a series of correspondingly spaced apertures in said elements, and a locking pin adapted to engage registering apertures in said elements for securement thereof in adjusted relation.

CLAUDE H. HUNSAKER.

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