US3185111A - Load-gate positioning arrangement - Google Patents

Description

May 25, 1965 F. M. HESS ETAL 3,185,111

LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1963 7 Sheets-Sheet 1 INVENTORS FRANC\S M. HESS CORNELUJS ARENTZE BY ILUAM R. HAVER y 25, 1965 F. M. HESS ETAL 3,185,111

LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1963 7 Sheets-Sheet 2 fl g 2 a INVENTORS FRANC\$ M. HESS CORNEJJUS ARENTZE May 25, 1965 F. M. HESS ETAL 3,135,111

. LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1963 7 Sheets-Sheet 4 INVENTORS FRANC\$ M. HESS CORNEUUS ARENTZ E BY. W\\ \AN\ R. SHAVER CQP We.

May 25, 1965 F. M. HESS ETAL 3,185,111

LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1963 7 Sheets-Sheet 5 INVENTORS FRANCJS M. Hess CORNELIUS ARENTZE BY WILUAM SHAVER.

R PE P5 May 25, 1965 F. M. HESS ET AL 3,185,111

LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1965 7 Sheets-Sheet 6 INVENTORS FRANC\$ M. HESS C ORNELJUS ARENTZE BY W\\ \AM R. SHAVER.

E L-F5- May 25, 1965 F. M. HESS ETAL 3,135,111

7 LOAD-GATE POSITIONING ARRANGEMENT Filed April 18, 1963 7 Sheets-Sheet 7 \o I I N 0 ED H 1 w l I \i L (D i r l l '1 l H O S INVENTORS FRANms M. HESS Y CORNEUUS ARENTZE BY W\\.\..\AM .SHAVER u" Quiz 5?, 'FZH' L United States Patent LOAD-GATE POSITIONING ARRANGEMENT Francis M. Hess, Pinellas Park, Fla., Cornelius Arentze,

Chicago, 111., and William R. Shaver, Munster, Ind.,

assignors to Pullman Incorporated, Chicago, 111., a

corporation of Delaware Filed Apr. 18, 1963, Ser. No. 274,038 6 Claims. (Cl. 105-376) The present invention relates to load dividing means for vehicles and more particularly to load dividing arrangement including a gate movable to selected positions lengthwise of the car and to a stored position adjacent the side wall of the car.

The principal object of the present invention is to provide a load dividing arrangement including a gate lmovably suspended from a trackway extending lengthwise of the car for moving the gate into a selected position and wherein there is also included a trackway extending transversely of the car and intersecting the length .wise extending traclcway so that the gate may be moved to a stored position adjacent the side wall of the car.

It is a further object taken in conjunction with the immediately foregoing object to provide a transfer arrangement at the intersection of the lengthwise and transversely extending track-ways to facil tate the transfer of the gate between the lengthwise and transverse extending trackways.

Further objects and features will hereinafter appear.

In the drawings:

FIG. 1 is a diagrammatic view in elevation of a ra lroad car embodying the load dividing arrangement of the present invention.

:FIG. 2 is an enlarged fragmentary view of the encircled portion of figure showing in particular the gate suspension means and the transfer arrangement of the trackway.

FIG. 3 is a sectional View taken lines 3-3 of FIG. 2.

FIG. 4 is a sectional view taken lines 4-4 of FIG. 3.

FIGS. 5A, 5B and 5C taken together are a sectional view taken substantially along the lines 5-5 of FIG. 1.

FIGS. 6A, 6B and 6C taken together are a sectional view taken substantially along the lines 6-6 of FIGS. 5A, 5B and 5C.

FIG. 7 is a fragmentary plan view of the underside of the roof of the car showing in particular the traclcway arrangement. 7

FIG. 8 is a section view taken substantially along the lines 8-8 of FIG. 7.

FIG. 9 is a sectional view taken generally along the lines 9-9 of FIG. 2.

Referring now' to the figures, the load dividing arrangement 10 of the present invention is shown embodied in a railway car 11 of more or less conventional structure including side walls 12, roof 1'3 and a floor 14. In the form shown, the load dividing arrangement 10 includes generally, a gate 16 suspended by means of a carriage 17 for movement on a trackway system 18 fixed adjacent to the roof of the car 11.

The gate 16 is preferably formed as a rigid structure including side channels 19, a top channel 21 and a bottom channel 22. Fixed to the channels 19, 21, and 22 along the edges there-of lare tace plates 23. As shown, the gate 16 is arranged to extend the full width of the generally along the generally along the car 11, but it is to be understood that a pair of gates ice 7 and 8 includes a traclcway 24 extending the full length of the car and transversely extending trackways 26 connected at their inner ends to the longitudinally extending trackway 24 and terminating adjacent the sides 12 of the car [11. The trackways 24 and 06-26 may each be formed from channel members of substantially O-sections and are suitably fastened to the ceiling of the car 11 along the upper ceiling braces 27 as by brackets 28. The channels are secured such that the open ends thereof face downwardly and the inwardly projecting flanges 29 are disposed horizontally and provide a track surface 31.

The transversely extending trackways 26-26 on the opposite sides of the lengthwise extending traclrway are in lateral alignment and fixed at their inner ends about a cut-out in the lengthwise extending traclcway so that the trackway surfaces 31 on each are in substantial horizontal alignment. iIn this manner the transverse track- .ways 26-26 are each in communication with the lengthwise extending track-way 24 so as to facilitate the movement of the gate to a stored position adjacent either one of the side walls 12 as more fully to be explained hereinafter. As shown, there are two sets of transversely 7 extending trachways 26-26, the sets being spaced length- Wise of each others distance at least greater than one half the width of the gate so that two gates may be stored adjacent the same side wall in side-by-side relationship. Preferably, the transversely extending trackways 26-26 are located on either side of the doorways of the car so that when the gate is in its stored position the door opening is not restricted. The tnackways 26-26 at their outer ends are each secured as by welding to upper keeps 32-32 extending lengthwise of the car adjacent the side walls 12. The upper keepers 32-32 form part of a latching arrangement for maintaining the gate '16 selectively positioned as more fully tosbe explained hereinafter.

Fixed at each of the intersections 33 of the longitudinally and transversely extending trackways 24 and 26-26 is a gate transfer means 34 which serves to permit transfor of the gate 16 between the trackways 26 and 24-24. As shown in FIGS. 2, 8 and 9 the transfer means 34 each include (a vertical post of which the upp'er end is formed on the upper face. The transfer table 37 isd sposed below the traclcway flanges and arranged so that the transfer wheels 39 of the gate carriage 17 are received and supported with the groove 38.

The carriage '17 includes 'a U-shaped bracket having 7 upstanding legs 42-42 to ends of which there is flxed as by welding the horizontal flanges 43-43 of angle irons 44-44 which support the carriage and transfer wheel assemblies 46-46. The vertical flanges 47-47 of the angle irons 44-44 are spaced from each other to permit the transfer post to pass therebetween.

table. The transfer wheels 39 are spaced so as to be disposed within and clear of the inner edges of the track- 7 way flanges 29. As shown the transfer wheels 39-39 and carriage wheels 49-49 are formed integral with each other, but it is to be understood that they may be separate units. The transfer wheels 39-39 and carriage wheels necessary to describe one herein.

49-49- are retained on theshaft by means of a washer 51 and cotter pin 52. A spacer 53ris disposed between the transfer wheels 3939 and the. transfer wheel 39 to maintain the latter located on the shaft 48. The transfer wheels 39 extend through slots 54 formed-in the horizontal flanges'43' of the angle members 44 so that the rims thereofare ridable' within the grooves 38 of the transfer a table '37-. a v

suspending the gate 16 from the carriage 17 for movement on the trackway arrangement 18 is a hanger bolt-56 of which the'lower endis threaded into a hanger block 57 fixedbetween the upright flanges 58 of the top channel 21 of the gate 16. To prevent relative turningof the hanger bolt 56in the hanger block 57 there .is inserted a pin 59-.v At its upper end the bolt is slidably supported forlimited vertical movement-in an opening. 61 in the U-shaped bracket 41 so that during movement of the gate-l6 the head 62 of the. hanger bolt 56 engages the topface of the bracket 41 so that the gate 16 is suspended therefrom and when the gate is latched in a selected position the head 62 is spaced above andout of engage- .ment with the bracket 41 as more fully to be explained hereinafter.-

Fixed to the underside of thebracket 41 is a plate 63-from the ends of which there are fixed a pair of down-- wardly depending stop rods 6464 which project. into the channel 21. The stop rods 64-.-64 in this manner permit limited turning of the hanger boltw56 and thereby the, gate 16 fixed thereto relative to. the carriage 17.

Extending alongthe ceiling andfloor'of the car adjacent the side walls are keepers 32-32 and .66-66 which are arrangedno co-act with latching. spuds 67-67' and 68"68 disposed along the sides of the gate 16 adjacent thetop and bottom thereof; The upper keeper bars 32-32 may each be formed in sections divided by. the transversely extending trackways towhich the ends of the: sections may be fixed as by welding. Further supporting; the keeper on the ceilingare-aplurality of length-- wise spaced brackets 69. The keepers '32.32 may each be formed from a channel of O-section asshownand the lower flanges 71 are provided with aplurality of lengthwise spaced openings 72 adaptedto receivethe upperlockreceivingthelower spuds '68 of the. gatelatchin-g. mechanism 70. The openings 77 'in therlower keepersr-66.are arranged to be aligned with respective onesof the openings 72 of the upper keepers 32 sothat the. gate 16is maintained in a substantially vertical plane-when locked.

The latching mechanisms 70 along eachside. of. the door are each of similar constructionsuch 'thatit is only B and C and'6A, B and C; the latching mechanism 70 includes the upper and lower spuds 67 and 68 respectively. ing rod 78 having a slotted upper end 83 which is disposed between the clevis arms 81 of the upper spud 67. Fastening the rod 78to the spud 67 is a pin 82 fixed to. the clevis arms and extending through the slot 83 so that the rod 78 andspud 671' are movable lengthwise relatively to each other a limited distance. Abiasing spring 84is disposed between a stopdisc 86-fixed to the rod'and the lower end of the spud 67 to normally urge the upper spud 67 upwardlyv relative to the rod78.

At its lower end the actuating rod 78 is turnably con-' nectedto a crank arm 87 of a crank lever member 88 locatedtin an actuating handle recess 89. formed in the side channel 19. The crank lever member 88 is jour As-shown in FIGS. A,

Associated'with the upper spud 67is' .an-actuat-.

the pin 91 is a handle 93.. The lower end of the upper actuating rod 78 is connected to the crank arm 87 by means of a pin 90 fixed to the lower end of rod 78 and projecting into journal openings 94-94a formed in the crank arm 87 and handle 93.

The other crank arm 96 is connected to the upper end of a lower spud actuating rod 97 by means of a pin fixed thereto and extending throughopenings '99-99a formed in the crank arm 96 and handle 93.. The lower end of the actuating rod 97 is disposed between the clevis arms 100 formed on the upper end of the lower spud 68 and fastened thereto by a pin 101.

The upper and lower locking spuds 67 and 68 may each be formed with a portion of the length 102 thereof formed of rectangular section which is disposed within a guiding arrangement 103 defining a complementary rectangular opening 104 disposed along the topand bottom of the gate. In this manner the spuds are freely guided for vertical movement within the guide arrangements and at the same time prevent relative turning or twisting between the gate and the spuds The ends of the spuds 67 and 68 are each formed of circular section 105 sized so as to be snugly received within the keeper openings 72 land 77. To facilitate the entry of the spuds in the openings the ends 106 may be tapered;

In the latched or locked position of the latching means 70, the components thereof are in the position shown in FIGS. 5A, B and C and FIGS. 6A, B and C. In this position the handle 93 is in a substantially upright position-such that pins 90 and 98 connecting the handle 93 to crank arms 87 and 96 and to the upper and lower spud actuating rods 78 and 97 are also disposed in a substantially vertical plane. In this position the upper and lower locking spuds 67 and 68 are projected outwardly of the guiding arrangement 103 andthe heads 105 are received within the respective upper and lower keeper openings 72 .and 77 as shown. In this position the shoulders 107 of the upper and lower spuds 67 and 68 abut the respective horizontal webs 71 and 76 0f the keepers. The length of the lower spud actuating rod 78 is selected such thatthe gate .16 is elevated. when the lower spud shoulder 10! abuts the keeper. In this manner the lower spud 68 and the actuating rod connected to the crankarm and pin are operative to elevate the gate 16so that the latter is not supported by the suspension stud inthe locked position.

To release the gate from its locked positionthe handles 93 are turned clockwise as shown in FIG. 5B. In this connection it is to be noted that the handle 93 may include a safety latch for retaining it in the locked position shown. The safety latch includes ,a sleeve 108 disposed over the endv of the handle 93. The sleeve 108 may be contoured to provide a convenient grip. Axially aligned o'penings 109 and 111 in the top of the sleeve grip and the top of the handle bar, receive a guide pin. 112 about which there is disposed a biasing spring 113 which urges the sleeve grip 108 outwardly of the end of handle 93. Limiting the outward movement is a pin 114'fixed to the grip sleeve 108 and extending through an'elongated opening 116 in the handle 93. In the locked'position the sleeve grip 108'is'biased upwardly and the upper end thereof is disposed within an opening 117 formed in theweb 118 of the handle recess defining member 92; Thus, in order to turn the handle 93 clockwise, the sleeve grip 108 must first be depressed downwardly on the handle 93 against the force of the biasing spring 113 to the phantom line position shown in FIG; 6B and thereby to be freely movable outwardly of the recess-117. V 7

As the handle 93' is moved clockwise or outwardly the spuds 67 and 68 are retracted out of'seating engagement with the respective keeper openings 72 and 77. I

At the same timethe gate 16'is lowered from its elevated position suchthat the head 62 'of the suspensionbolt 56-fixed thereto engages the U-bracket 41 of the carriage assembly 17 so that the gate 16 is suspended therefrom.

The gate 16 thus suspended may then be positioned lengthwise of the car by moving the carriage along the lengthwise extending trackway 24. When the carriage is located at one of the transfer means 34 as shown for example in FIG. 2, the carriage wheels 49 no longer engage the horizontal track flanges 31, but the transfer wheels 39 engage within the track grooves 38 of the transfer table 37 so as to maintain the gate 16 movably suspended on the latter.

Should it be desired to continue movement along the lengthwise extending trackway 24 past the transfer means 34, the gate is merely moved in the same direction until the desired location is reached, whereupon the handle 93 is pushed upwardly and inwardly thereby turning the crank lever 88 therewith such that the pins 9% and 9% connecting the upper and lower spud actuating rods 78 and 97 are operative to seat the spuds 67 and 63 in the keeper openings 72 and 77 and thereby retain the gate 1'6 latched.

Should, however, it be desired to store the gate 16 adjacent the side wall 12 when the transfer wheels 39 are in engagement with the transfer table 37 the carriage wheels 4h are clear of the trackway flanges so that the carriage is free to be turned. Turning of the carriage is accomplished by turning of the gate 16 about the hanger bolt 55 whereupon after limited turning the downwardly depending stop rods fixed to the carriage bracket .1 are engaged by upstanding flanges of the top gate channel 21 so that the carriage is also turned until the carriage wheels are aligned with the trackway flanges 351 of the transverse extending trackways 26-46 as shown in phantom in FIG. 2. Thereafter the gate 16 is pushed toward the side Wall 12 adjacent which it is desired to be stored and the carriage wheels engage the trackway surfaces 31 of the transversely extending trackway 2d so that the carriage is rollable therealong. When the gate is positioned adjacent the side wall the latching means may again be engaged as heretofore described.

What is claimed is:

1. A trackway system and gate suspension arrangement for guiding and suspending a load dividing gate within a railway car, said trackway comprising a longitudinally extending track means, a transversely extending track means intersecting said longitudinally extending track means, a transfer table immovably mounted at said intersection of said longitudinal and transverse track means, said gate suspension means including a carriage JOVabiG along said track means and turnable on said transfer table so that said gate suspension means may be shifted for movement along either said longitudinal or transverse track means.

2. The invention as defined in claim 1 wherein said transfer table is disposed in vertical spaced relationship to said transverse and longitudinal track means, and wherein said carriage means includes first means movable along said transverse and longitudinal track means and second means movable on said transfer table, said first means being disengaged from the transverse and longitudinal track means when said second means are movable on said transfer table.

3. A traclcway and gate suspension arrangement for guiding and suspending a load dividing gate within a railway car, said trackway comprising a longitudinally extending track means, transversely extending track means intersecting said longitudinally extending track means, said track means each being formed to provide laterally spaced track ianges, a transfer table immovably mounted at said intersection of said longitudinal and transverse track means and vertically spaced from said track flanges, said gate suspension means including a carriage having wheeled means movable along said track means and turnable on said transfer table so that said suspension means may be shifted for movement along either said longitudinal or transverse track means.

4. The invention as defined in claim 3 wherein said Wheeled means on said carriage comprise a first pair of wheels rollable on said track flanges and a second pair of wheels turnab-le on said transfer table.

5. The invention as defined in claim 4 wherein said pair of wheels rollable on said track flanges is of lesser diameter than said pair of wheels turnable on said transfer table.

6. The invention as defined in claim 5 wherein said transfer table is supported on a post, and said pairs of wheels are mounted on a bracket constructed so that said wheels of each pair pass on diametrically opposite sides of said post when disposed on said transfer table.

References @ited by the Examiner UNITED STATES PATENTS 558,148 4/96 Borland et a1. 10499 2,360,029 10/44 Wieden 105376 X ARTHUR L. LA POINT, Primary Examiner.

Claims (1)

1. A TRACKWAY SYSTEM AND GATE SUSPENSION ARRANGEMENT FOR GUIDING AND SUSPENDING A LOAD DIVIDING GATE WITHIN A RAILWAY CAR, SAID TRACKWAY COMPRISING A LONGITUDINALLY EXTENDING TRACK MEANS, A TRANSVERSELY EXTENDING TRACK MEANS INTERSECTING SAID LONGITUDINALLY EXTENDING TRACK MEANS, A TRANSFER TABLE IMMOVABLY MOUNTED AT SAID INTERSECTION OF SAID LONGITUDINAL AND TRANSVERSE TRACK MEANS, SAID GATE SUSPENSION MEANS INCLUDING A CARRIAGE MOVABLE ALONG SAID TRACK MEANS AND TURNABLE ON SAID TRANSFER TABLE SO THAT SAID GATE SUSPENSION MEANS MAY BE SHIFTED FOR MOVEMENT ALONG EITHER SAID LONGITUDINAL OF TRANSVERSE TRACK MEANS.

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