US3310185A - Mechanism for transfer of containers to rail cars - Google Patents

Description

March 21, 1967 H. c. STRICKER, JR, ETAL 3,3WJ85 MECHANISM FOR TRANSFER OF CONTAINERS TO RAIL CARS Filed June 24, 1964 5 Sheets-Sheet 1 n I u u ll 1 \l 5 4 9 1 5 kl (3 4 2f INVENTORS HE RY Tfim/cs zlk (IL/ W214 March 21, 1967 H. c. STRICKER, JR, ETAL 3,31%,185

MECHANISM FOR TRANSFER OF CONTAINERS TO RAIL CARS Filed June 24, 1964 3 Sheets-Sheet 2 INVENTORS Ha MRY C. STRICKER \TR;

BY 11 m: 7? E/Bg March 21, 1967 H. c. STRICKER, JR., ETAL 3,

MECHANISM FOR TRANSFER OF CONTAINERS TO RAIL CARS Filed June 24, 1964 s Sheets-Sheet 3 gr 4 I i I z 4,,

INVENTORY HEN v C. frlwcmsrz JR,

BY JAMKJ 7 1 ass/v Fig. 13 m mqlyuyn.

United States Patent Office 3,310,185 Patented Mar. 21, 1967 3,310,185 MECHANESM FUR TRANSFER OF CONTAINERS T RAIL CARS Henry C. Stricker, In, Edgerton, and James T. Cribben,

.Ianesville, Wis, assignors to Highway Trailer Industries, Ina, Edgerton, Wis., a corporation of Delaware Filed June 24, 1964, Ser. No. 377,563 7 Claims. (Cl. 214-38) This invention relates to mechanism for the transfer of containers to rail cars, and particularly to certain features thereof which provide substantial improvement over mechanism used with known systems of such transfer involving the transfer of containers from use as trailers for highway operation, to containers without wheels or bogies onto rail cars of special or standard design.

In certain known systems of handling containers for transport, involving the use of rail cars and highway operations, in which highway operation the container is provided with a bogie or bogies which are removable and supported for movement by a tractor, in conjunction with said bogie.

The container as such is often desired to be transported without the wheels or bogies and therefore it is desirable to move the container onto a rail car, effecting removal of the bogie at the same time, and facilitating the handling of the container during such operation.

Containers of the class herein contemplated may be of any of various sizes, and will usually be handled in forty foot increments, since this is a standard length for over the highway operation when towed by a tractor and supported at its rear by a bogie which is removable.

With the foregoing in mind therefore it is a principal object of this invention to provide certain improved mechanism intended primarily for incorporation into the rail car configuration, whereby the transfer of the container from its highway position as a trailer, onto the rail car is easily and readily effected without certain complicated and necessary mechanism heretofore availed of in certain types of this system.

Another object of this invention is to provide improved mechanism which makes possible the movement of a container from its highway support position onto a rail car from positions alongside of and at an angle to the rail car, and in fact from either side of said rail car equally as readily.

Another object of the invention is to provide specific mechanism involving a bolster which includes certain guide tracks therein, adapted to accept and guide a king pin mounted at the rear of a container and beneath the same, so as to facilitate the positioning of the container on the rail car from its highway position, and at the same time raise the container into an attitude which facilitates the completion of the positioning on the rail car in somewhat conventional fashion.

Another specific object of the invention is to provide a bolster which includes side tracks therein, adapted to direct a king pin toward the center of said bolster, said king pin being supported at the rear of a container, the bolster being arranged so as to facilitate the disengagement of a bogie from the container, and thereafter support the container for movement into longitudinal alignment on the rail car and locking engagement therewith.

Other and further objects of the invention will be understood from a consideration of the specification appended hereto and disclosed in the drawings wherein:

FIGURES 1 through 6 are largely diagrammatic and illustrative of the general method of use of the invention hereof, and specifically certain elements, which facilitate the removal of a container from its highway operating position to longitudinally aligned position on a rail car, and likewise removal of the bogie therefrom.

FIGURE 7 is a plan view, illustrating in detail a bolster used in conjunction with the method disclosed in the first 6 figures, certain latch means being illustrated in detail.

FIGURE 8 is an end View, somewhat fragmentary in nature illustrating part of the rail car and specifically largely the bolster of FIGURE 7.

FIGURE 9 is a sectional view, fragmentary in nature, taken about on the line 99 of FIGURE 7 looking in the direction of the arrows.

FIGURE 10 is a fragmentary perspective view, many details being omitted but illustrating the position of certain support rollers for facilitating movement of the container in the system hereof.

FIGURE 11 is a sectional view taken through the rear of the container and specifically the rear member thereof to illustrate the position of the king pin therein.

FIGURE 12 is a fragmentary sectional view illustrating the position of a support roller.

FIGURE 13 is a plan view of the front bolster as though removed from the rail car.

The invention hereof involves the use of a rail car of known configuration generally denoted 1, including means thereon for supporting a pair of forty foot containers for example, these means in turn comprising a pair of bolsters 2 and 3 which are substantially identical and extend transversely of the rail car as respects the longitudinal center line thereof. These bolsters are identical as indicated and generally shown in FIGURE 13 by way of example.

The bolsters spaced from the bolsters 2 and 3 will be denoted 4, being identical and largely the subject of this invention, illustrated in greater detail in Certain of the figures, specifically FIGURES 7, 8 and 9.

As will be readily understood the rail car 1 is sup ported on the usual tracks 5 and for purposes of illustration, FIGURE 4 being referred to at this point, the rail car is shown as largely a diagrammatic or schematic arrangement, with wheels suggested at 6, the car itself as to the longitudinal frame thereof denoted 7 with certain longitudinal surfaces 8 being arranged to receive and support trailers which are not necessarily of the type in which the bogies are removable but wherein the wheels of said bogies are supported on the surfaces 8 if desired, this obviously requiring that the bolsters 4 be positioned so as to facilitate or permit this to take place, it being noted that the bolsters 4 are movable fore and aft on certain rails 9, more specifically denoted guide rails and illustrated in FIGURE 8, extending above the surfaces 8 and providing guiding and supporting means for the bolsters 4 now to be described in reference to FIGURE 7.

As will be seen from FIGURE 7, the bolster 4 comprises a main body 10 consisting of a pair of ramps 11 which together form an apron section and which are spaced so as to provide a guide track 12 therebetween, entrance to the guide track being facilitated by the inner edges 13 of the respective ramps 11 which are divergent and thereby in effect gather in their operation the king pin in a manner to be subsequently described.

It will be noted that the body 10 is symmetrical, suitable ramps 11 being provided at opposite sides and thus in pairs, with the guide tracks arranged and the ramps likewise arranged so as to diverge forwardly, each guide track thereby being at an acute angle with respect to the longitudinal center line of the rail car which for the purposes hereof will 'be denoted 14.

As will be seen from FIGURE 8, the ramps 11 extend from outwardly beyond the edge of the sunfaces 8, upwardly and at a fairly sharp angle toward the central portion or support surface 15, this entire body being formed of a large casting as will be readily appreciated 'or in some other manner fabricated so as to provide the configuration disclosed.

Extending longitudinally of the body 10 are the roller supporting elements 16 and 17 provided in pairs at opposite sides of the body 10, and equipped as to the elements 16 with suitable guide rollers 18 arranged on vertical axes and as indicated in FIGURE 8 extending downwardly sufiiciently so as to engage with and roll along the outer edges of the upper surface members 19, comprising flanges, of the guide rails 9.

Arranged transversely and supported between the elements 16 and 17 are the support rollers 20, there being four of these illustrated, and as suggested in FIGURE 8 arranged to engage with the upper surface of the flanges 19 thereby facilitate fore and aft movement of the bolster 4 as desired.

Arranged about centrally of the support surface 15, is the king pin lock mechanism generally denoted 22, and consisting in this case of a pair of lock members in the form of earns 23, these lock members 23 having certain cam surfaces 24 arranged on radii of one length, and other cam surfaces 25 arranged on radii of a different length for purposes which will be subsequently explained.

These cam members 23 are pivotally engaged at 26 adjacent the edges of the guide tracks 12 and in turn pivotally engaged with operating rods 27, the operating rods 27 in turn being provided with heads 28, and pivotal connections at 29 with the cam members 23.

The rods 27 in turn have the springs 30 arranged therearound adapted to engage at one end with the heads 28 and at the other end with an equalizer member 31, the equalizer member 31 being restrained in conjunction with a collar 32 on each of the rods 27 against disengagement from said rod 27.

It will be understood that the equalizer member 31 as shown in FIGURE 7, includes a body portion centrally and denoted 33 which receives rotatably therewithin an actuating screw 34 rotatably arranged with respect to the member 31 but connected in such a manner as to compel movement fore and aft of the member 31 by reason of the threaded section 35 of said member 34 operating in a mating threaded section 36 of the body 10 and manipulated by a suitable handle 37 on the actuating member 34.

From the foregoing it will be understood that by rotation of the handle 37, the member 31 will be moved fore and aft, and likewise compel movement of the cam members 23 through their resilient connection with the equalizer member 31 thereby to position the cam surfaces 24 as suggested in FIGURE 7 for example, or in turn to withdraw said earn surfaces 24 from the position shown in said figure and permit the king pin actuation in a manner to be subsequently explained.

Suitably formed in the upper surface or support surface 15, are the roller recesses 40, adapted to receive rollers shown in FIGURE 10 and denoted 41 which are mounted in the rear lower transverse member 42 of the container denoted 43.

It will be seen that these rollers 41 are spaced and close to the king pin 44 likewise connected to the rear member 42 and extending therebelow as seen in FIG- URE 11.

It should be noted that the rollers 41 extend far enough below the lower surface of the member 42 to provide for anti-friction engagement with the ramps 11 in a manner to be explained shortly.

Before referring to the operation of the mechanism hereof, in the system herein disclosed, it is explained that the container 43 is of course intended to be usable as a body in a trailer combination, involving the use of a bogie 46 which as illustrated includes the tandem axles 47 and suitable wheels and tires 48 supported thereon.

The bogie 46 is arranged to be interlockingly engaged beneath the container 43 serving as a body, and removable therefrom by latch means not herein disclosed but well known.

The forward portion of the container 43 is equipped with the usual king pin 49, in a suitable king pin surface as will usually be provided, and arranged to engage with a hydraulic fifth wheel unit 50, which latter is carried by a suitable tractor 51 of conventional form. The hydraulic fifth wheel unit 50 is well known and not further illustrated herein, its function and operation being described in relation to the system involving the use of the other elements heretofore discussed.

With the foregoing in mind therefore, it is explained that the method of availing of the invention is to be described in detail in reference to FIGURES 1 through 6 inclusive.

Assuming that the combination of container 43 and tract-or 51, is located in about the position of FIGURE 1, and it is desired to transfer the container 43 to the rail car 1, the combination 43-51 will be moved so that it is in about the position of FIGURE 2, namely at substantially an acute angle to the rail car 1. The combination 4351 is moved backwardly toward the rail car 1 with the rear king pin 44 of the container 43 about in alignment with the guide track 12 of the bolster 4. The brakes on the bogie unit 46 are thereafter set, and the bogie itself as to its connection with the container 43 is disconnected. Subsequently further rearward movement in the direction of the arrow 52 shown in FIGURE 3 will be efiectuated, this causing the rear of the container 43 to engage with the ramps 11, and specifically of course in this instance the rollers 41 to engage with said ramps, and further movement of the tractor 51 rearwardly is caused to take place.

At the same time as this rearward movement takes place or shortly therebefore, the hydraulic fifth Wheel 50 will be actuated so as to raise the forward end of the container into about the position shown in FIGURE 4. The subsequent rearward movement of the container by the tractor 51, will leave the bogie 46 about in the position illustrated in FIGURE 4 but cause the king pin 44 to be guided into engagement with the guide track 12 by the surfaces 13 and toward the center of the bolster 4. It will be apparent that if there should be some slight misalignment of the king pin 44 as respects the bolster 4, the wide extent of the gathering surfaces 13 will cause the bolster as a whole to be moved on the rollers 20 for example, enough to facilitate the proper interengagement of the king pin 44 and guide track 12.

Assuming that the king pin has therefore entered the guide track 12, it will thereby pass toward the center of the bolster 4, the rollers operating up the ramps 11 onto the support surface 15. As the king pin approaches the cam member 23, it will actuate the said cam member against the spring pressure of the spring 30 and permit the king pin to pass between and be locked intermediate the pair of cam members 23.

Thereafter the tractor 51 as illustrated in FIGURE 5 will be jack-knifed so as to move the king pin 49 toward the bolster 3 for example, and when the tractor 51 has been moved as far toward the rail car 1 as is feasible, subsequently a suitable block and tackle member 55 engaged with one of the rails 9 will be brought into operation by manual manipulation, of a cable 56 reeved thereover, a hook 57 being engaged with the side of the container 43 as suggested in FIGURE 5, and by a suitable winch 58 on the tractor 51, cause the forward end of the container 43 to be moved onto the bolster 3 with the king pin 49 thereof in the corresponding guide track supplied in said bolster. It will be noted of course that this bolster is a transversely extending bolster with the guide track at substantially right angles to the longitudinal center line of the car 1.

The condition of the various members or units heretofore described, will now be approximately as indicated in FIGURE 6 with the bogie 46 remaining in position since the container 43 has been raised up by the provision of the ramps 11 and the hydraulic fifth wheel 50 so as to be moved out of engagement with the said corresponding or mating section of the bogie 46. By the same token, the tractor 51 will have been relieved of the forward end of the container 43 and the respective king pins 44 and 49 be in a latched or latching position.

Since it is undesirable to support the container during its movement on the rollers 41 and since the latch section 44a of the king pin 44 will have moved downwardly because the rollers 41 have moved into the recesses 41 manipulation of the handle 37 on the king pin lock mechanism 22 is resorted to so as to bring the cam surfaces 25 on the cam members 23 into interlocking engagement with the locking section 44a of the king pin 44.

A suitable similar locking mechanism for the bolsters 2 and 3 may be availed of, since the standard king pin at the forward end of the container and denoted 49 will be supplied.

It is explained that reverse actuation of the various elements hereinbefore described in the sequence may be resorted to to remove the container 43 from its longitudinally aligned position on the rail car 1, in this instance however the cam members 23 being entirely retracted by manipulation of the handle 37 so as to permit the king pin 44 to be withdrawn through the guide track 12.

It is notable of course that the forwardly diverging arrangement of the guide track and specifically opposite sections thereof, will facilitate the movement or transfer of the container 43 or similar containers onto the rail car 1 from either side and of course removal of the same likewise being effectuated. The latching operation or locking operation of the king pin lock mechanism is such that either cam member 23 can be depressed so to speak to permit the entrance of the king pin 44 into central position for subsequent locking manipulation.

We claim:

1. In container transfer mechanism of the class described, in combination, a rail car, a first bolster extending transversely of the rail car and longitudinally movable therealong, king pin engaging and lock means therefor, said lock means being arranged about centrally of said first bolster, a second transversely extending bolster normally restrained against longitudinal movement on the rail car, king pin engaging and lock means for said second bolster, a container having king pins to connect with the lock means, a bogie removably engaged with the container, movement of said first bolster being effected during positioning movement of the container on to the rail car, the first bolster including oppositely extending pairs of spaced ramps formed to elevate the end of the container during the movement aforesaid, said spacing providing a guide track whereby to guide the king pin at the said end between said ramps and toward the center of said bolster when directed thereto from either side of the rail car aforesaid, said movement effecting disengagement of the container from the bogie.

2. In container transfer mechanisms of the class described, in combination, a rail car, king pin engaging and lock means thereon, a bolster extending transversely of the rail car, second king pin engaging and lock means therefor, said bolster being longitudinally movable on said car, a container having king pins to connect with the lock means, a bogie removably engaged with the container, means to disengage the container from the bogie and move the same into longitudinal alignment and locked engagement with the rail car, said rail car including a pair of longitudinally extending guide rails thereon, the bolster being engaged with the rails and movable therealong, and the disengaging means including ramps on the bolster, a guide track between the ramps, and a support surface about centrally of the bolster, the second lock means being located about centrally of the surface aforesaid.

3. The combination as claimed in claim 2, wherein the container is equipped with rollers for rolling engagement with the ramp means, and the support surface is formed with recesses to receive said rollers therein.

4. The combination as claimed in claim 2, wherein the guide track extends toward and is positioned at an acute angle with respect to the center line of the rail car.

5. The combination as claimed in claim 2, wherein the guide track comprises a pair of sections arranged at acute angles with respect to the center line of the rail car whereby to lie in V-shaped formation.

6. The combination as claimed in claim 2, wherein the bolster is provided with rollers extending downwardly therefrom at the outside of the guide rails, other rollers are located beneath the bolster and arranged to engage with and move along said rails, whereby to facilitate guided movement of said bolster along said rails.

'7. The combination as claimed in claim 2, wherein the guide track is comprised of a pair of sections which diverge from the center of the bolster forwardly of the rail car, the container is provided With front and rear king pins, the guide track sections operate to guide the rear king pin toward the center of the bolster when the container is transferred to the rail car, and the second lock means is located at the juncture of the said sections.

References Cited by the Examiner UNITED STATES PATENTS 3,102,646 9/1963 Clejan 21438 X 3,161,150 12/1964 Sable 214--38 X 3,194,419 7/1965 Chorna 214-38 GERALD M. FORLENZA, Primary Examiner.

ROBERT G. SHERIDAN, Examiner.

Claims (1)

1. IN CONTAINER TRANSFER MECHANISM OF THE CLASS DESCRIBED, IN COMBINATION, A RAIL CAR, A FIRST BOLSTER EXTENDING TRANSVERSELY OF THE RAIL CAR AND LONGITUDINALLY MOVABLE THEREALONG, KING PIN ENGAGING AND LOCK MEANS THEREFOR, SAID LOCK MEANS BEING ARRANGED ABOUT CENTRALLY OF SAID FIRST BOLSTER, A SECOND TRANSVERSELY EXTENDING BOLSTER NORMALLY RESTRAINED AGAINST LONGITUDINAL MOVEMENT ON THE RAIL CAR, KING PIN ENGAGING AND LOCK MEANS FOR SAID SECOND BOLSTER, A CONTAINER HAVING KING PINS TO CONNECT WITH THE LOCK MEANS, A BOGIE REMOVABLY ENGAGED WITH THE CONTAINER, MOVEMENT OF SAID FIRST BOLSTER BEING EFFECTED DURING POSITIONING MOVEMENT OF THE CONTAINER ON TO THE RAIL CAR, THE FIRST BOLSTER INCLUDING OPPOSITELY EXTENDING PAIRS OF SPACED RAMPS FORMED TO ELEVATE THE END OF THE CONTAINER DURING THE MOVEMENT AFORESAID, SAID SPACING PROVIDING A GUIDE TRACK WHEREBY TO GUIDE THE KING PIN AT THE SAID END BETWEEN SAID RAMPS AND TOWARD THE CENTER OF SAID BOLSTER WHEN DIRECTED THERETO FROM EITHER SIDE OF THE RAIL CAR AFORESAID, SAID MOVEMENT EFFECTING DISENGAGEMENT OF THE CONTAINER FROM THE BOGIE.

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