US3147716A - Load control device for a railway freight car or the like - Google Patents

Description

Sept. 8, 1964 c. 1.. KLASING, JR 3,147,716

LOAD CONTROL DEVICE FOR A RAILWAY FREIGHT CAR OR THE LIKE Filed Jan. 15, 1962 s Sheets-Sheet 1 CHARLES L. KLASING JR.

Sept. 8, 1964 c. KLASING, JR 3,147,715

LOAD comm. DEVICE FOR A-RAILWAY FREIGHT CAR OR THE LIKE.

Filed Jan. 15, 1962 3 Sheets-Sheet 2 A CHARLES L. KLASING JR.

P 1964 c. L. KLASING, JR 3,147,716

LOAD CONTROL DEVICE FOR A RAILWAY FREIGHT CAR OR THE LIKE Filed Jan. 15, 1962 s Sheets-Sheet 3 43 CHARLES L. KLASING JR.

United States Patent 3,147,716 LOAD CGNTRQL DEVECE FOR A RAEWAY FREIGHT CAR OR THE LlKE Charles L. Klasing, .lr., New Lenox, lll., assiwor to Klasing Hand Brake (10., Joliet, EL, a corporation of Illinois Filed Jan. 15, 1962, Ser. No. 166,325 3 Claims. (Ell. 105-369) The improved load control device comprising the present invention has been designed for use primarily in connection with the loading of a railway freight car. The invention is, however, capable of other uses and load control devices constructed in accordance with the principles of the invention may, if desired, with or without suitable modification, as required, be employed in connection with the loading of trucks, trailers, and other highway carriers, as well as ships, aircraft and the like. Irrespective of the particular use to which the invention may be put, the essential features thereof are at all times preserved.

A wide variety of load control devices and methods are currently in use where freight car loading operations are concerned. These devices differ among otherselves to varying degrees as to their details, but essentially they may be divided into three main classifications, namely, the

so-called damage-free devices (as termed by freight handlers); the so-called mechanical brakeman devices; and the so-called fixed anchor devices.

Damage-free load control devices consist in the main of a series of rigid cross-members having at their opposite ends lugs which are designed for selective insertion in a series of holes in uniformly spaced belt rails on the sides of the freight car. These cross-members weigh as much as sixty-five pounds each and the method which employs such cross-members necessitates the handling of up to sixty such crossbars for both loading and unloading operations. Furthermore, the stacking of such crossbars when not in use and the space which they consume when stacked present a problem in labor. Finally, when in use, such crossbars afford no cushioning effect whatsoever on the load.

Mechanical brakeman control devices consist in the main of a series of rectangular steel plates having slots formed therein for the threading of flat load bands therethrough, and also having nail holes therein whereby the plates may be nailed to the railway freight car side and end walls and to the car flooring. The bands are caused to encircle the load and a braking action is effected upon the load by a combination of floor friction and band deformation. Such control devices are limited to the control of compact loads of unit weight which may readily be encircled by a relatively few load bands and where there is adequate space to accommodate a substantial amplitude of load-shifting within the freight car.

Fixed anchor load control devices, as the name implies, include the provision of a series of permanently installed fixtures on the side walls or possibly the end walls of the freight car. The ends of the load bands are inserted through the fixtures to form loops which are secured by conventional band seals. The load bands so attached to opposite side walls thus function as a semirigid cross member to support the load. Such devices alford little, if any, cushioning effect and, furthermore, a large number of anchoring points must be provided on the side walls to accommodate the encircling of various types of loads.

Both the mechanical brakeman and the fixed anchor type of load control devices possess in common the disadvantage that the straps or hands are subject to breakage under the influence of impact stresses, especially when such stresses are applied to the bands at 3,147,716 Patented Sept. 8, 1964 sharp angles with respect to the direction of extent of the bands from their anchoring points. Also, the installation of nailed mechanical brakeman plates requires considerable time and labor; and the plates must be removed after each use.

The present invention is designed to overcome the aforementioned limitations that are attendant upon the construction and use of conventional load control devices and, accordingly, the invention contemplates the provision of a load control system which utilizes a relatively few, small, compact, lightweight anchor devices, together with securing means therefor whereby the anchor devices may be attached to the side walls of a railway freight car at selected points therealong, and when so attached, constitute anchor points for a series of loadengaging straps which may be distributed throughout the interior of the freight car in an extremely effective manner so as to confine a wide variety of loads which differ in size, shape and weight. The design and construction of these anchor devices constitute one of the principal features of the present invention.

The particular anchor device of the present invention has incorporated therewith yieldable resilient shock-absorbing means whereby when sudden tensional stresses which may be applied to the load-engaging strap are encountered, such stresses are assimilated within the anchor device so that the load is cushioned against shock and the strap consequently is protected from sudden increases in tensional stress which otherwise would exceed the tensile strength of the strap and cause tearing or other forms of rupture of the strap. The anchor device also is so designed that, when appreciable tensile stresses are applied to the strap as a result of a load shift, the de vice will automatically, under the influence of such stresses, rotate bodily as a unit and assume an angular position which is such that load assimilation takes place in a radial direction with respect to the axis of rotation of the anchor device, thus protecting the strap from the disruptive effects of sharp out-of-line bends which otherwise would weaken the metal of the strap.

The provision of an anchor device of the aforementioned character being among the principal objects of the invention, it is a further object to provide such a device which, When employed in combination with other similar anchor devices for strap-anchoring purposes, is capable of producing an extremely effective arrangement of strap placement wherein the load restrained thereby is constrained to center itself automatically under conditions which normally would produce fore-and-aft load shifts only. By way of further explanation of this lastmentioned' object, the anchor device of the present invention readily lends itself to a judicious arrangement of strap-placement wherein, for example, a load which nor.- mally would be considered as being positioned too close to a freight car side wall for safe loading, is, in fact, safely, loaded inasmuch as the strap-placement is such that either a forward load shift or a rearward load shift will tend automatically to effect an inward displacement of the load away from such side wall to bring the load to a more central position within the load enclosure. By the use of the present anchor device, a more effective placement of loads, regardless of their size, may be resorted to.

A still further object of the invention is to provide a load control anchor device of this character, which, under certain conditions of use, will enable the strapping associated therewith to be reused in subsequent loading operations without detaching the strapping from the anchor device to which it is applied. The reuse advantage can be accomplished by detaching the removable compact anchoring devices, with band ends still attached, to provide access for loading and then replacing the anchoring devices in proper locations to secure the load.

Still another object of the invention is to provide a novel load control anchor device in which the constituent parts thereof may be manufactured at the factory in quantity, assembled, and shipped from the factory to the field as a complete unitary package-type assembly without danger of loss or misplacement of parts.

A further object is to provide a load control anchor device which makes possible a novel load control system which may be designed as original and permanent equip ment in connection with the building of freight cars and other carriers or which is readily applicable to existing freight cars or other load enclosures.

The provision of a load control anchor device which is extremely simple in its construction and, therefore, may be manufactured at a low cost; one which is comprised of a minimum number of parts, particularly, relatively moving parts and, therefore, is unlikely to get out of order; one which is capable of ease of assembly and dismantlement for purposes of inspection of parts, replacement thereof, or repair; one which is rugged and durable and, therefore, will withstand rough usage; one in which the principal parts thereof may be obtained from standard stock materials such as tubular pipe stock, flat stock, etc., thereby further contributing toward economy of manufacture; one which is of light-weight construction and small size so that it may readily be handled and transported; one which presents no storage problem when not in use inasmuch as it may be left in an installed position on the freight car side wall, subject to repositioning, if necessary, during a subsequent loading operation; one which may be reused repeatedly and, therefore, may constitute a permanent adjunct of the freight car-loading equipment, and one which, otherwise, is well-adapted to perform the services required of it, are further desirable features which have been borne in mind in the production and development of the present invention.

Numerous other objects and advantages of the invention, not at this time enumerated, will become readily apparent as the nature of the invention is better understood from a reading of the following detailed description.

In the accompanying three sheets of drawings forming a part of this specification, one illustrative embodiment of a load control anchor device constructed in accordance with the principles of the present invention has been :shown, together with several examples of the manner in box car of FIG. 1, illustrating several typical loading arrangements with placement of the anchor devices to accommodate the same;

FIG. 3 is a sectional view taken on the horizontal plane represented by the line 33 of FIG. 1 and in the direction indicated by the arrows;

FIG. 4 is an exploded. perspective view of one of the load control anchor devices;

FIG. 5 is a sectional view taken on the line 55 of FIG. 3;

FIG. 6 is a sectional view taken on the line 6--6 of FIG. 5; l 'l FIG. 7 is a sectional view similar to FIG. 6 but showing the load control device under conditions of load; and FIG. 8 is a sectional view taken on the line 88 of "FIG. 5.

Referring now to the drawings in detail, and in particular to FIGS. 1 and 2, wherein several load control anchor 'devices embodying the present invention have been illustrated for exemplary purposes as being associated with a typical open railway box car installation, the box car has been designated in its entirety by the reference numeral 1t) and includes the usual flooring 12, and upstanding composite side and end walls 14 and 16. The load control anchor devices of the present invention have been designated in their entirety, and individually, by the reference numeral 20, and the use of these anchor devices in the manner contemplated by the invention make possible a novel system of load control wherein a given load is more efliciently stored within the loading enclosure of the box car and protected against the hazards of sudden shock incident to box car acceleration or deceleration than has heretofore been possible, utilizing conventional or previously-designed systems. The control system which is made possible by the use of the anchor devices 20 serves to isolate plural loads from one another and prevent inter-load impact, as well as to prevent a given load from impact with the side and end walls 14 and 16 of the box car 10.

Although the installation shown in FIGS. 1 and 2 is in connection with a railway box car, it will be understood that the illustration is purely for exemplary purposes and that the system involved is useable within the enclosures of other tyes of freight cars, of highway truck and trailer carriers, air freight carriers, seagoing freight vessels, and the like.

Briefly, the system made possible by the use of the anchor devicesZli contemplates the selective placement of a number of these devices along the side walls 14 in opposed relationship transversely across the box car enclosure, although not necessarily in true transverse alignment. Opposed pairs of the devices 26 are operatively connectedtogether by transversely extending load straps 22, and these load straps define therebetween load-receiving enclosures or spaces within which loads of varying size, shape, and weight are disposed. In FIG. 2, two typical load installations have been illustrated with the individual loads being shown in dotted lines and designated at L1 and L2. The load L1 is shown as being of generally cylindrical configuration, while the load L2 is shown as having a rectangular box-like shape. It will be understood, however, that a wide variety of other load shapes may be accommodated by the present system of load control. The efiiciency of the specific anchor device and strap placements and of the associated load dispositions, as illustratedin FIG. 2, will be discussed subsequently after the nature and function of the individual anchor devices have been made clear.

The anchor devices 20 are identical in their construction and design and, therefore, a description of one of them will sutfice for all. As best shown in FIGS. 5 and 6, each device involves in its general organization three principal parts, namely, an outer shell or casing 24, an inner load or shock-absorbing sleeve 26, and a removable anchor or reaction bolt 28.

The casing 24 is of cup-shape design or other suitable shape and includes a generally cylindrical side wall 30 having a flattened portion 32 (see FIG. 6). The upper rim 34 of the casing is open, while the lower end of the looped end of one of the load-supporting straps 22 in a manner and for a purpose that will be made clear presently. The casing wall 30 is of relatively short height and small proportions so that in the manufacture of the device 20, the casing lends itself well to construction ,from severed sections of standard steel pipe stock.

The slotted bottom plate 36 may be formed from flat steel stock by a suitable stamping operation and is formed with an arcuate edge 46 and a straight edge 48. The edge 46 is conformable to the cylindrical wall 30 and the edge 48 is conformable to the flat wall portion 32. An elongated open-ended slot 56 extends inwardly from the medial region of the edge 43 to a region well beyond the central vertical axis of the generally cylindrical side Wall 30. The function of the open-ended slot 50 will become clear presently.

The bolt 28 is of conventional or standard construction and includes the usual hexagonal head 52 and the cylindrical shank 54. A cotter pin hole 55 is provided adjacent to the distal end of the shank 54.

The shock-absorbing sleeve 26 is of tubular construction and is preferably formed of a resilient elastomeric material, such as rubber, either natural or synthetic, or of a rubber substitute. The sleeve 26 is generally of truncated sector-like configuration in transverse cross section, as best seen in FIG. 6, and is provided with a semi-cylindrical side face 56, sloping planar side faces 58 and a relatively narrow planar side face. The latter extends between the two sloping faces 58. The sleeve 26 is provided with a vertical cylindrical bore 62 of a diame ter slightly larger than the diameter of the shank 54 of the bolt 28. The vertical axis of the bore 62 is disposed somewhat closer to the side face 66 than it is to the semicylindrical face 56 so that an appreciable mass of the elastomeric material exists between the bore and said face 56.

The load control anchor device 20 may be assembled at the factory for shipment as a package-type unit, the assembly being made by inserting the shock-absorbing sleeve 26 within the cup-shaped casing 24, and passing the bolt 28 through the bore 62 of the sleeve and the slot 59 in the plate 36, after which is a cotter pin 64 or other fastening means may be inserted through the hole 55 to retain the parts thus assembled. In the field, the parts may readily be dismantled for application to one of the box car side Walls by removal of the cotter pin 64. Af-

ter a given use, the assembly may again be made for convenient handling or storage of the device, or the device may be left intact in its side wall installation for sub-. sequent reuse in the same position or for relocation in the side wall if necessary.

Referring again to FIGS. 1 and 2, and additionally to FIG. 3, in order to accommodate selective positioning of the various anchor devices 20 on the box car side walls 14, a series of supports 70 are operatively installed in the side wall structure of the box car at various levels and at various longitudinal regions therealong. Each support 76 comprises two angle pieces, including an upper angle piece 72 and a lower angle piece 74, the two pieces being arranged in parallelism and being maintained spaced apart by means of a series of vertical spacer struts 76 which extend in spaced relationship between the two angle bars. The specific mounting for the various supports 70 will vary with different installations involving box car or other freight car side wall structures which vary in their design. In the typical illustration of FIGS. 1 and 3, a composite side wall structure 14 is disclosed having an outer wall panel or skin 80 and an inner wooden or other siding 82, The panel 80 and siding 82 are maintained in their spaced apart relationship by a suitable framework, including a series of longitudinally spaced, vertically extending Z-bars 84, as shown in FIG. 3. The supports 70 are interposed between certain of the adjacent Z-bars 84 and are arranged in longitudinal alignment at selected levels along the box car side Walls for the most expeditious placement of the various load control anchor devices 20, all in a manner and for purposes that will be set forth presently.

The upper angle piece 72 includes a vertically extending flange 86 and a horizontally extending flange 88, While the lower angle piece 74 includes a vertically extending flange 90 and a horizontally extending flange 92.

The vertical spacer struts 76 extend between the two horizontally extending flanges 88 and 92 at equally spaced regions therealong. The vertically extending flanges 86 and 90 extend in coplanar relationship.

At spaced regions disposed mid-way between the various adjacent pairs of struts 76, vertically aligned holes 94 and 96 are formed in the horizontally extending flanges 88 and 92, respectively. These aligned pairs of holes are provided for the purpose of selective reception of the bolts 23 which are associated with the various load control anchor devices 20. The spacing between adjacent end of the support 7% may be hooked, so to speak, behind the inside lateral flange of a Z-bar 84 and the extreme end of the support caused to lie flush against the web portion 99 of the Z-bar. The support 76 may then be pushed forwardly into the recess provided for it by removal of the siding and the other end thereof caused to move into position flush against the web portion 99 of the next adjacent Z-bar 84. The support 70 may then be welded in position as indicated at 1%.

The placement of the supports within any given load enclosure will, of course, vary with the character of the enclosure. The position of the door-equipped loading openings, such as the openings indicated at 102 in FIG. 2, for example, will, to a certain extent, dictate the placement of these supports, as will the height, length, and breadth of the specific involved enclosure. In a typical box car enclosure, such as has been illustrated herein for exemplary purposes, four tiers of the horizontallyaligned supports 76 are deemed suflicient to accommodate the average load to be expected, while equal spacing of the supports on opposite sides of the loading openings provides a satisfactory disposition of these supports. The end supports 70 should be removed from the end walls a sufiicient distance that freedom of load movement may at all times be preserved.

In the utilization of the load control devices 20 for load control purposes, each device is installed in the composite side wall structure 14 by first removing the cotter pin 64 and withdrawing the bolt 28 from the assembly. Thereafter, the casing 24, with the elastomeric sleeve 26 in position therein, is inserted between the two vertically spaced, horizontally extendingfianges 88 and 92 of the angle pieces 72 and 74, respectively, and between the desired pair of adjacent struts 76 so that the bore 62 in the sleeve 26 becomes vertically aligned with the vertically spaced aligned holes 94 and 96, after which the bolt 26 is dropped into the hole 94 and caused to extend through the bore 62 and the open-ended slot 50 in the bottom plate 36, as shown in FIG. 5, as well as through the hole 96. The cotter pin 64 is then replaced in the hole 55, if desired, although the force of gravity may be relied upon to maintain the head 52 of the bolt seated upon the horizontal flange and thus retain the entire assembly against dislodgment from its position within the side wall structure.

After the various load control anchor devices 20 have been operatively installed in the side wall structure 14, the ends of the load-engaging strips 22 are applied to the slotted anchor blocks 46 by first passing the ends of the straps through the slots 44 and then reversing the ends of the strips through the slots 44 and then reversing the end regions of the strips upon themselves asindicated at 104 in FIG. 1, after which conventional crimp bands 166 may be applied to the overlapping regions of the strips and crimped in position in accordance with well-known attachrnent procedure.

In FIG. 2, two typical load installations have been illustrated. At the rgiht-hand side of this view, the load L2 is of box-like rectangular configuration and is shown as being disposed between two of the load straps 22 at each level with the straps extending in parallelism transversely across the load enclosure. In the full-line disclosure thereof, the load L2 is shown as being in a state of equilibrium, as, for example, when no acceleration or deceleration forces suflicient to establish a load shift are in effect. In the dotted-line position of the load L2, the load is shown as having been shifted forwardly under the influence of an acceleration force. It is to be noted that in so shifting its position, the load causes a displacement of one of the load straps 22 to the dotted-line position thereof, and in this position of the strap, the angle which the end regions of the strap makes with the plane of the adjacent side wall is an obtuse angle of appreciable magnitude. To accommodate such an angle shift in the positions of the end regions of the load strap, the load anchor devices 20 are designed to turn or swivel about the axes of their respective bolts 28, as illustrated in FIG. 7. At the same time, the increased tension which is induced in the load strap 22 is assimilated to a large extent by the resiliency or compressibility of the elastomeric sleeves 26. The magnitude of such a tensional increase is appreciable, even for a small longitudinal shift of the load within the load enclosure. The manner in which each elastomeric sleeve 26 is caused to assimilate the load has been schematically illustrated in FIG. 7 wherein the axis designated at xx represents the direction of the end region of the strap 2-2 at the time when the load shift has been fully resisted. It is to be noted that due to the radial disposition of the anchor blocks 40, the eccentric torque which is applied to each casing 24 as a whole will cause the casing to turn angularly about the axis of the bolt 26 and assume a position wherein the flattened portion of the generally cylindrical side wall 30 extends normal to the axis xx. Because of final angular disposition of the casing 24, no shearing stresses are placed upon the end region of the load strap 22 and only tensional stresses are involved. Due to the relatively great magnitude of such tensional stresses in the strap 22, the casing 24 of each device 20 will be pulled in a direction extending generally outwardly of the side wall structure 14, i.e., toward the central regions of the load enclosure and in line with the axis xx. As the casing 24 thus shifts, the thickened region of the elastomeric sleeve 26 will be compressed between the cylindrical surface of the bolt shank 54 and the inside face of the cylindrical wall 30 and the elastomeric sleeve 26 will assume the configuration wherein it is disclosed in FIG. 7. The bolt 26 will, at this time, shift its position in the slot 50 of the bottom plate 36 as clearly shown in FIG. 7. Because of the sloping side faces 58 of the sleeve 26, clearance regions such as have been designated at 110 in FIGS. 6 and 7 are provided for the flow of the elastomeric material under the influence or" compression thereof. When the tensional stresses occasioned by such load shifting have been relieved, the load control anchor device 20 will be restored to its normal condition with the various parts thereof assuming the positions which they assume in the free state of the device.

It is to be particularly noted at this point that because the end regions of the load strap 22 assume angular positions with respect to the plane of the adjacent side wall structure, a centering action is exerted upon the load L2 as it shifts rearwardly in the load enclosure due to sudden acceleration. This also is true when sudden deceleration takes place inasmuch as the adjacent counterpart load strap 22 will assimilate the load thrust in a similar manner.

Referring again to FIG. 2, at the left-hand side of this view, another exemplary load installation has been disclosed, utilizing four of the anchor devices 20 at each horizontal level for load control purposes. Here the devices 20 are positioned in the composite side wall structure 14 so that the straps 22 may be crossed at an acute angle and in pairs. The load L1 is shown as having a generally cylindrical configuration, and, in such an instance, the load will be engaged by the various load straps at four regions for each level of load straps. In an installation of this sort, upon encountering a load shift in either direction, the load Will become securely nested Within the apex region of the obtuse angle formation of load straps with each strap exerting increments of transverse impelling force upon the load. These force increments balance each other and the tendency for the load is to center itself within the enclosure midway between the opposed side wall structures 14 and thus avoid contact with these side wall structures.

It will be appreciated that due to the application of compressional forces to the elastomeric load-assimilating sleeves 26, as well as to the limited degree of elasticity inherent in the straps 22 themselves, the tendency for the straps in any installation will be to yield to a certain extent when the load shift places these straps under increased tension. When and if the load resumes its original position, or the tension is otherwise relieved by a reverse movement of the load, the resiliency of the sleeves 26 and the limited elasticity of the straps 22 will permit these straps to be restored to their normal load-free positions.

From the above description, it is believed that the nature and function of the improved load control anchor device 20 of the present invention and the versatility of the application thereof to various loading situations will be readily apparent. The invention is not to be limited to the exact arrangement of parts shown in the accompanying drawings or described in this specification inasmuch as various changes in the details of construction may be resorted to without departing from the spirit or scope of the invention. Therefore, only insofar as the invention has particularly been pointed out in the accompanying claims is the same to be limited.

Having thus described the invention what I claim as new and desire to secure by Letters Patent is:

1. In a load control anchor device of the character described, a cup-shaped casing having a generally circular bottom Wall and an upstanding generally cylindrical continuous marginal side wall, said bottom wall being formed with an elongated radially extending slot therein, a resilient compressible elastorneric sleeve disposed within said casing and having a vertical bore extending therethrough in register with said slot, attachment means eccentrically disposed on said casing in radial alignment with said slot and designed for attachment to one end of a flexible load-engaging strap whereby the strap may be secured to the casing, and a removable reaction bolt passing in an axial direction with respect to the casing completely through said bore and slot and presenting trunnion-like end regions which are designed for selective placement in pairs of aligned holes provided in a reaction support for the device.

2. In a load control anchor device of the character described, a cup-shaped casing having an upstanding generally cylindrical and continuous side wall provided with a flattened region extending in a vertical chordal plane, a bottom wall extending across said casing and having an elongated radially extending slot formed therein the axis of which is disposed normal to the plane of said flattened region of the side wall, a resilient compressible elasto meric sleeve disposed within said casing and having a vertical bore extending therethrough in register with said slot, attachment means eccentrically disposed on said casing exteriorly thereof radially of said flattened region and in radial alignment with said slot, said attachment means being designed for attachment to one end of a flexible load-engaging strap whereby the strap may be secured to the casing, and a removable reaction bolt passing completely through said casing in an axial direction with respect thereto and projecting through said bore and slot, said reaction bolt presenting trunnion-like end regions exteriorly of the casing and which are designed for selec tive placement in pairs of aligned holes provided in a reaction support for the device.

3. In a load control anchor device of the character described, a cup-shaped casing having an upstanding generally cylindrical and continuous side wall provided with a flattened region extending in a vertical chordal plane, a bottom wall extending across said casing and having an elongated radially extending slot formed therein the axis of which is disposed normal to the plane of said flattened region of the side wall, a resilient compressible elastomeric sleeve disposed within said casing and having a vertical bore extending therethrough in register with said slot, said sleeve being generally of truncated sector-shape in horizontal cross section with the truncation face thereof opposing said flattened region of the side wall, the axis of said bore being substantially coaxial with the axis of said generally cylindrical side wall, attachment means eceentrically disposed on said casing exteriorly thereof in radial alignment with said slot and medially of said flattened region, said attachment means being designed for attachment to one end of a flexible load-engaging strap whereby the latter may be secured to the casing, and a removable reaction bolt passing completely through said bore and slot and presenting trunnion-like end regions exteriorly of the casing which are designed for selective placement in pairs of aligned holes provided in a reaction support for the device, said load-engaging strap, when under tension, being adapted to shift said casing to an eccentric position with respect to said reaction bolt, thus placing the portion of the elastomeric sleeve remote from said truncation face under radial compression.

References Cited in the file of this patent UNITED STATES PATENTS 2,256,155 Smith Sept. 16, 1941 2,272,527 Koester Feb. 10, 1942 2,532,743 Storch Dec. 5, 1950 2,559,240 Wiggin July 3, 1951 2,856,865 Reynolds et al Oct. 21, 1958 2,895,714 Clark July 21, 1959

Claims (1)

1. IN A LOAD CONTROL ANCHOR DEVICE OF THE CHARACTER DESCRIBED, A CUP-SHAPED CASING HAVING A GENERALLY CIRCULAR BOTTOM WALL AND AN UPSTANDING GENERALLY CYLINDRICAL CONTINUOUS MARGINAL SIDE WALL, SAID BOTTOM WALL BEING FORMED WITH AN ELONGATED RADIALLY EXTENDING SLOT THEREIN, A RESILIENT COMPRESSIBLE ELASTOMETRIC SLEEVE DISPOSED WITHIN SAID CASING AND HAVING A VERTICAL BORE EXTENDING THERETHROUGH IN REGISTER WITH SAID SLOT, ATTACHMENT MEANS ECCENTRICALLY DISPOSED ON SAID CASING IN RADIAL ALIGNMENT WITH SAID SLOT AND DESIGNED FOR ATTACHMENT TO ONE END OF A FLEXIBLE LOAD-ENGAGING STRAP WHEREBY THE STRAP MAY BE SECURED TO THE CASING, AND A REMOVABLE REACTION BOLT PASSING IN AN AXIAL DIRECTION WITH RESPECT TO THE CASING COMPLETELY THROUGH SAID BORE AND SLOT AND PRESENTING TRUNNION-LIKE END REGIONS WHICH ARE DESIGNED FOR SELECTIVE PLACEMENT IN PAIRS OF ALIGNED HOLES PROVIDED IN A REACTION SUPPORT FOR THE DEVICE.

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