US1524473A - Freight-handling apparatus - Google Patents

Description

Jan, 2

W. C. BRINTON FREIGHT HANDLING APPARATUS 4 Sheets-Sheet 1 Filed May 5, 1920 x Z w 7 Mi e 5 1; M 7 i i .fi/w M 3 W6 V PH A 3331:; 61mm,

A w. c. BRINTON FREIGHT HANDLING APPARATUS Filed y 1920 4 Sheets-Sheet 2 Jan, 27,

W. C. BRINTON FREI GHT HANDLI NG APPARATUS Fi y 5 1920 4 Sheets-Sheet 4 c1 from 1 01 Patented Jan. 27, 1925.

UNITED STATES WILLARD C. BRINTCN, OF NEW YORK, N. Y.

FREIGHT-HANDLING APPARATUS.

Application filed May 5,

T 0 all whom it may concern.

Be it known that I, WILLARD C. BRINTON, a citizen of the United States of America, and a resident of New York, city, county, and State of New vYork, have invented certain new and useful Improvements in Freight-Handling Apparatus, of which the following is a specification.

This invention has for its. general objects the provision of simple and practical apparatus for handling freight, both in warehouses and the like, and on the road.

A special feature of the invention is a carrier platform which is dctachably engageable with the motor truck of the apparatus and which embodies numerous novel points of construction, arrangement and re lation of parts, and which in articular is so designed that it is reversi ly engageable end for end with respect to the motor truck, and is so constructed that the thrust exerted by the lifting jacks of the truck will be distributed throughout the platform regardless of the disposition of the load on *the platform.

Another feature of the invention relates to the short-turning gear of the truck enabling it to round sharp corners or to enter restricted places for instance for the purpose -of getting beneath a loaded platform which it may have been necessary to load in a relatively unhandy or inconvenient position.

Another feature is the provision of elastic. bumper mechanism between the truck body and platform and which will absorb the shock and prevent injury to the parts when the truck is run into position beneath a loaded platform.

Other features relate to details in the construction. of the platform including the manner in which it is braced and supported, and the means which enables an unloaded or. lightly loaded platform to be trundled about, and which means, however, does not destroy the normal immobility of "the 'platform when, for instance, it is being loaded and it is desirable that it shall stand firmly in place.

Various other features of the invention will appear as the specification proceeds and will be more fully understood from a consideration of, the accompanying drawings forming a. part of the specification, and in 1920. Serial No. 378,990.

which I have illustrated the invention embodied in several different commercial forms.

In the drawings referred to:

Figure 1 is a side view of a form of the apparatus designed particularly for use in warehouses and the like.

Figure 2 is a plan and more or less diagrammatic view illustrating particularly the short-turn feature of the apparatus.

Figure 3 is an end view of one of the carrier platforms.

Figures 4 and 5 are side and end views respectively of one of the platforms in the loading position supported on its own legs.

Figure 6 is a. side View of a longer base platform.

Figure 7 is a side elevation. illustrative of a modification of this longer base platform.

Figure 8 is a. side View of the invention as embodied in a road vehicle for long haul work.

Figure 9 is an end View of the loading platform in this last construction, and which has the form of a closed compartment or van body.

Figures 10, 11 and 12 illustrate the part-q of one form of interposed shock absorber or cushioning mechanism.

Figure. 13 is a vertical sectional view of the same.

Figures 1d and 15 are enlarged plan and side views respectively of one of the carrier platforms, drawn particularly to illustrate the method of bracing and distrihuain the load supported thereby.

l igures 1G and 17 are end and vertical sectional views respectively illustrating the I connection between the supporting legs and the cross struts or beams.

Figures 18, 19 and 20 are broken detail views partly in section illustrating a form of ball caster construction as a substitute for the wheel casters provided at one end of the platform in the first constructions shown.

In the warehouse type of apparatus disclosed particularly in Figures 1 and 2, the motor truck 25 is made with a relatively short Wheel base and is equipped with four supporting wheels 26, all motor driven and arranged to swing in pairs as clearly shown in Figure 2.

These motor wheels may be of the type disclosed in my former applications, partrol of which is here represented'by the hand wheel 29, in such a way t at when the front wheels are turned at one angle,

the rear wheels will be turned at the reverse angle. This produces the result depicted in Figure 2, which makes it possible to swing the truck in a very sma negotiate sharp and restricted corners. The connections from the steering wheel are not illustrated in the present case, but may be similar to the ones disclosed in the applicaso located as to form seats-or bearin have shown M37 in tion referred to and arranged'to swing the front and rear motor driven wheels at opposite angles. 1

The truck illustrated is provided with an end wall or dash 30, with an operators platform 31 and with suitable controller mechanism 32. I

The carrier platform which forms the demountable body of the apparatus is preferably constructed as illustrated particularly in Figures 14 and 15, with longitudinal side beams or sills. 33 carryinga suitable flooring and connected at intervals 'by the cross beams or struts 34. I

For the cross beams I prefer to use channel irons, as illustrated. These beams gare or the lungers 35 of the elevatingF'ac s 36 of t e truck (see particularly igures 1 and 8) and they are connected with the side sills in such a way as .to distribute the load substantially equally over the platform. The cross channels 34 may be connected with the side sills by throu h bolts, such as I Figures 14 and 15.

This method of fastening is particularly applicable to certain of the intermediate and end channels, as illustrated in these views,

but others of the cross channels are secured to the sills through the intermediacy of the supporting feet.

" and further, in that they areconstructed gage the supportin rakes,-preventing s 'fting of the platform of channel iron; Also', the feet atone end of the-platform arepreferably formed with substantially flat shoes to frictionally enstructure' and form during ading, while the feet at the opposite end are provided-with ,wheels or.

casters, enabling the platform, when empty 1 space and 'to- These supporting feet or legs are of novel- 7 construction, in that they are made .in'the form of trusses. or arches connected at their ends with the sidesills and cross beams,

' or lightly loaded, to be lifted at the other end and be pushed about'to suit special requirements. I

The feet for the fixed end of the truck are shown in Figures 14 and 15 as each constructed from a single length of channel iron, having downwardly convergent straight side portions 38 and 39, a relatively short fiat connecting portion 40 forming a bearin foot and brake, the side portion 38-receiv1ng the end of the side sill 33 and being secured thereto by through bolts 41 and the other side portion 39 having a part of the back 42 cut out from between the sides thereof and bent under to support the lower edge of the sill, the separated side portions of the channel being bolted over the sides of the sill by fastenings 43. In constructing the truss, the side sills of the channel are simply notched at the points 44, said notches being closed up as indicated when the side portions 38 and 39 are bent back with respect to the foot portion 40.

Connection is made between the leg trusses and the cross braces by bendin portions 45 of the side wallsof the c annel members 38 and 39 at the upper ends thereof over into the ends of the channels in the cross braces (see also Figure 16), and then welding such bent-over portions integrally to the cross channels. This construction thus provides a rigid tie between the gross braces, the sills and the supporting eet.

The feet for the opposite end of the plat- 100 form are shown as similarly constructed and connected with the side sills and cross channels, but in the form first illustrated, as having the inclined sides thereof connected by separately formed connecting ele- 105 ments 46 provided with bearings for the rollers or casters 47. i In Figures 18, 19 and 20 I have illustrated a form of ball-caster, comprising a sudporting ball 48 backed up by hearing balls 110 49 seating in a socket formed in a casting 50 secured by suitable fastenings 51 to the bottom or connecting portion 40 of one of the trusses, said trusses being, in this instance, similar to the ones provided for the 115 stationary end of the platform, except for the fact that the connecting part 40, instead-of acting as a brake shoe, is provided withan opening 52 therethrough, through which the supporting ball projects. A further feature of this caster is that the bearin balls are secured in their seat by a confining plate or washer 53 seating in a recess 54' in the lower face of the block" or casting 50 and confined by said block against v disposed below the platform at.

' can be engaged beyond the 'sup center of the ball, so as to confine the supporting ball in its socket.

The form of caster construction just described is practically frictionless and is particularly advantageous in that it enable the making of the supporting feet all alike and simply securing the casters in those feet which are to be applied to the movable end of the platform. In order that the carrier platforms and trucks may be assembled in either end to end relation, I have spaced the cross channels 34 in such a way as to cause them to stand in line with the elevator plungers, no matter which end of the platform the transporting truck is run under.

The simplest illustration of this idea is given in Figure 1, wherein, the line A rep resents the distance between the elevator plungers and in which it will be seen that the distance A between the cross channel 34 at one end of the platform and the cross channel 34 which 1s located inward from the opposite end of the platform is equal and corresponds to the distance'A between the cross channel 34' at said opposite end of the latform and the cross channel 34 inwar from the first end of the platform. Thus, no matter under which end of the platform the truck is shifted one of the end cross channels and one of the intermediate cross channels will stand in position to be engaged by and to receive the thrust of the elevating acks. This means that the trucks beneath either end of a platform, to suit circumstances, and also that, in either relation of the parts, the strain will be distributed substantially equally and without rackingor twisting the platform because of localization of the weight thereon.

The platform shown in Figures 4 and 5 is similar to the one just described, except that it is provided at the wheeled end thereof with a platform extension or overhang 55, correspondinggin length to the length of the extending beyond the supportin cross channel 34 near the op osite end of the platform. -The distance between the cross channels 34 and 34 corresponds to the distance thus marked in Figure 1, and as the projection ofthe platform orted cross channels is equal at. opposite en s of the platform, the platform may be reversibly su ported on the truck and the same crow c annels in each instance will be engaged by the lifting tlacks.

The carrier platform may be long ened and otherwise modified so long as this relation of the spacing of the cross channels at the opposite ends of the platform is mamtained. Thus, in the lengthened platform shown in Figure 6, an additional cross channel 34 is interposed between the leg enga (1 channels and the spacing A between t is channel and channel 34 corresponds to the the spacing A between cross channels for engagement with the lifting jacks, the spacing A between the other cross channels 34 and 34 being reserved for the engagement of said cross 0 iannels with the jacks in the reverse relation of the latform.

In Figure 8 I have s IOWII how the invention may be applied to a commercial form of motor driven road vehicle 56, the same bein equipped with lifting jacks 36 and the platform, in thistinstance, being in the form of aclosed van 57. In this construction, also, the same relation of the cross sills is retained, the distances A and A porting cross channels being equal so that the truck and the platform may be relatively reversed.

It is important that the truck should be fully entered beneath the platform, so as to insure the registry of the lifting jacks with the cross beams. This is usually accomplished by running in the truck under the platform as far as it will go, or until the head-board or dash brings up against the adjacent end of the platform. With a heavily loaded platform and a relatively heavy truck, the engagement of these parts is liable to be quite forceful and might be such as to injure one or the other of these members. To prevent this, I have inter )osed a shock absorber consisting in the drst form, as shown in Figure 8, of reversely bent hair pin springs 58 attached to the back of the cab or headboard with free vertically in position to be engaged by the adjacent end of the platform, said free spring ends being of sufficient vertical extent to allow for the vertical adjustment of the van with respect to the truck body.

The shock absorber also may be constructed as shown in Figures 10 to 13, wherein, 59 designates a base member stance, on the truck frame or back of the cab and chambered to receive a block 60 of rubber or other suitable cushioning material and which is covered by a ard 61.

This guard may be made of eavy sheet metal and is shown as provided at its inner lower cornelrs lzvitiiflllugs 62 which lcan be engagedin ac o eoutstandmg' u 63 at the. forward lower edges of the bas u 59, after which the cover may be rocked back on the lugs 62 and arms extendingsecured, for in:

between the sup- 63 as a hinge, the out- 0 standing lugs 64 at the upper forward edges of the base spreading the sides of the cover apart as the same is thus forced back and this presents no especial difficulties with the present invention, because the truck can be manipulated and turned in such small compass as toenable its being engaged beneath the loaded platform under practically any conditions ordinarily encountered.

'What I claim is:

1. In' combination, a motor truck provided with lifting acks and an independent carrier platform having side sills and cross beams connected with said side sills and positioned to be engaged by the lifting jacks of the truck.

2. In combination, a' motor truck provided with lifting jacks and an independent carrier platform having side sills and cross beams connected with said side sills and positioned to be engaged by the lifting jacks of the truck in either end to end relation of the truck and carrier platform.

In combination, a motor truck provided with lifting jacks, a carrier platform having side sills and cross beams connected with said side sills and positioned to be engagedby the lifting jacks of the truck and supporting feet for the platform having portions secured to the side sills and cross beams to tie the same together.

4-. In apparatus of the character described, a motor truck provided with lifting jacks and an independent carrier platform having transverse supports spaced to be engaged by the lifting jacks irrespective of the end of the platform under which the truck enters.

5. In combination with a truck provided with lifting jacks, a carrier platform provided with feet for supporting the same independently of the truck and having trans- ",rse beams positioned to be engaged by the lifting jacks in either end to end relation of the truck and platform.

6. In combination,,a truck and a carrier platform provided with feet for supporting form having transverse thrust receiving members arranged in pairs spaced in accordance with the spacing of the lifting jacks and with said pairs spaced equal distances from opposite ends of the platform whereby said truck and platform may be reversibly related end for end.

S. In freight handling apparatus, a motor truck provided with liftin jacks spaced in definite relation and an independent carrier platform having transverse channels spaced in accordance with the spacing of the lifting jacks to form seats therefor.

9. In combination, a truck having an upright end wall or dash, lifting jacks spaced longitudinally on the truck from the end wall and a carrier platform having side sills and transverse beams, the beams being spaced from one end of the truck distances corresponding to the spacing of the jacks from the truck end wall.

10. In combination, a truck having an upright end wall or dash, lifting jacks spaced longitudinally on the truck from the end wall and a carrier platform having side sills and transverse beams, the beams being spaced from each end of the truck distances corresponding to the spacing of the jacks from the truck end wall.

11. In combination, a truck having an upright abutment, lifting jacks spaced longitudinally on the truck from the abutment and a carrier platform having side sills and transverse beams, the beams being spaced from each end of the truck distances corresponding to the spacing of the jacks from the truck abutment.

12. In combination, a truck having an upright resilient abutment, lifting jacks spaced longitudinally on the truck from the abutment and a carrier platform having side sills and transverse beams, the beams being spaced from each end of the truck distances corresponding to the spacing of the jacks from the truck abutment.

In witness whereof, I have hereunto set my hand this 16th da of April, 1920.

WILLA D C. BRINTON.

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