US3439821A - Container transfer system - Google Patents

Description

April 22, 1969 A. M. HAND 3,439,821

CONTAINER TRANSFER SYSTEM Filed May 29. 1967 Sheet of 4 56 5e 50 4a 46 44 42 l L Figa Fig. 5

INVENTOR. A. M. HAND agent April 22, 1969 A. M. HAND CONTAINER TRANSFER SYSTEM Fild May 29, 1967 IM/Ewm/z A. M- HAND Zon Fig. Il

agent April 22, 1969 A. M. HAND CONTAINER TRANSFER SYSTEM sheet 9 @f4 Filed May 29. 1967 Fig. la

INVEN'IUR.

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agent April 22, 1969 A. M. HAND CONTAINER TRANSFER SYSTEM Filed May 29, 1967 Fig. 20

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lg PER gon, Mxla'r A AGE/vr United States Patent @ffice 3,439,821 Patented Apr. 22, 1969 3,439,821 CONTAINER TRANSFER SYSTEM Albert M. Hand, Etobicoke, Ontario, Canada, assignor to Steadman Industries Limited, Rexdale, Ontario,

'Canada Filed May 29, 1967, Ser. No. 641,885 Int. Cl. B60p 1/64; B65j 1/16; B66f 1/04 U.S. Cl. 214-516 26 Claims ABSTRACT OF THE DISCLOSURE The system comprises a container with socketed corner castings; a chassis; bolsters for supporting and locking the container on the chassis and carriages reciprocable on the chassis below the container with upwardly extending spaced pawls disengageably engageable with the corner castings for moving the container back and forth on the holsters.

The present invention relates generally to freight containers of the relatively massive type capable of holding the complete payload of a vehicle, or at least a very substantial proportion thereof. A container of the kind described is demountably mountable on the chassis of a vehicle and may constitute, in effect, the freight containing body of the vehicle. More specifically, the invention relates to transfer mechanism and locking means for use in association with such a container.

This general type of demountable freight container is now becoming fairly well known in the freight transportation industry and it is not thought that further detailed description of the container itself or of the uses to which it may be put is necessary. Suice it to say that in a dernountable freight container system of the kind contemplated facilities are required for transferring the container between vehicles or between a vehicle and some other form of support. Facilities are also required for securing the container to a vehicle such as a truck, trailer or railcar, and for supporting and/or handling the container when it is removed from a vehicle. For convenience the term container handling means will be used herein to designate not only hooks and like attachment devices for cables which may be used to lift or pull the container but also for all types of supports, such as legs, for the demounted container.

It is a broad general object of the invention to provide improved container transfer facilities.

It is a further object of the invention to provide improved container securing facilities which may be used in conjunction with the improved container transfer facilities aforesaid.

It is a related object of the invention to provide an improved container handling system wherein container transfer and securing means are co-operable with means at the lower corners of the container which form an integral part thereof.

It is contemplated that the container transfer and securing facilities of the invention may be utilized in cooperation with a standard corner casting forming part of freight containers. That is to say, attempts are now being made in the transportation industry to standardize at least the lower corner castings of freight containers and it is contemplated that the facilities of the invention will be able to co-operate with such standardized corner castings. It will be appreciated that if standardization in this respect is achieved then the facilities of the present invention will be co-operable with virtually every such standardized container whereby the need for specialized cooperating facilities on a container to be handled, transferred or secured will be obviated.

One illustrative embodiment of the invention will now be described by way of example with reference to the accompanying drawings wherein:

FIG. 1 is a fragmentary perspective View of one corner of a freight container as contemplated by the invention showing a corner casting forming part thereof;

FIG. 2 is a side elevation showing a freight container mounted upon a road semi-trailer;

FIG. 3 is a perspective view of a container-receiving bolster mounted on the trailer shown in FIG. 2, illustrating container securing means at the ends of said bolster;

FIG. 4 is an exploded view of the container securing means illustrated in FIG. 3;

FIG. 5 is a section of the line V--V of FIG. 3 but showing certain parts in elevation;

FIG. 6 is a perspective view of container transfer mechanism in accordance with the invention;

FIGS. 7, 8 and 9 are schematic views illustrating transfer of a freight container by means of the apparatus illustrated in FIG. 6;

FIG. 10 is a fragmentary sectional view of the apparatus of FIG. 6 taken generally on the line X-X of FIG. 1l;

FIG. 11 is a fragmentary top plan view showing part of the apparatus of FIG. 6;

FIG. 12 is a perspective view of container handling means;

FIG. 13 is a fragmentary view of a stub forming part of the handling means of FIG. 12, showing it in the condition which it assumes when engaged with a container;

FIG. 14 is a horizontal section on the line XIV- XIV of FIG. 13; l

FIG. 15 is a perspective view showing the handling means of FIG. l2 about to be inserted into a container corner casting;

FIG. 16 is a view generally corresponding to FIG. 15 but showing the handling means fully engaged in the corner casting;

FIGS. 17 and 18 are schematic views generally corresponding to those of FIGS. 8 and 9 but illustrating the operation of an alternative form of transfer mechanism in accordance with the invention;

FIG. 19 is a fragmentary perspective view showing an auxiliary structure mounted on a freight container for co-operation with transfer mechanism in accordance with the invention;

FIG. 20 is a section on the line XX-XX of FIG. 23, showing also a fragment of a freight container;

FIG. 2l is a plan view of the mechanism showing in FIG. 22;

FIG. 22 is a section on the line XXII-XXII of FIG. 20, and

FIG. 23 is a side elevational view of an alternative form of transfer mechanism in accordance with the invention, parts of the supporting structure therefor, which are shown in FIG. 20, being omitted from this figure for the sake of clarity.

A freight container 2 as contemplated by the invention is illustrated in FIG. 2 in mounted position on a vehicle, constituted in the present instance by a road semitrailer 4.

The lower right-hand corner of the container 2 is illustrated on an enlarged scale and in perspective in FIG. 1. The container 2 is rectangular in plan and each of the four lower corners thereof embodies a corner casting 6 of the type shown in FIG. l, said corner castings being integral, structural parts of the container 2 as a whole.

It is contemplated that the casting 6 will have at least three walls 6a, 6b, and 6c which are accessible externally at the side, end and bottom of the container respectively, as shown, said walls being apertured to provide sockets 8a, 8b and 8c respectively. The precise conformation of the corner casting 6 may be varied. It is contemplated, however, that sufficient space will be provided to the rear of the sockets 8a to 8c to permit engagement therein of the transfer, handling and securing facilities to be described hereinafter. Conveniently the casting 6 may be box-shaped.

The sockets 8a, and 8b and 8c may comprise differently contoured apertures in the casting walls 6a, 6b and 6c. As shown the socket 8a is elongated with smoothly rounded ends, the socket 8b is circular and the socket 8c is generally rectangular but with bowed ends. It will be understood that in the case of each of the four corner castings 6 the socket 8a is disposed vertically at the side of the container, the socket 8b is disposed vertically at the end and the socket 8c is disposed horizontally at the bottom of the container.

In accordance with the invention the container 2 is supportable on a vehicle chassis by holsters which extend, in spaced, parallel relation, widthwise of the chassis, that is to say normal to the longitudinal axis of the chassis in a horizontal plane. Such holsters are designated 10 in FIG. 2 where the trailer chassis is indicated at 12.

Attention is now directed to FIGS. 3 to 5 inclusive wherein a container securing device in accordance with the invention is illustrated. In FIG. 3 a single bolster 10 is shown in perspective together with fragments of the vehicle chassis 12. The bolster 10 may include a substantially horizontal elongated support plate 14 upon which the base of the container 2 may rest and a substantially vertical guide plate 16 which restrains the mounted container 2 against fore and aft movement upon the chassis 12, that is to say in the widthwise direction of the support plate 14. For convenience the faces of the plates 14 and 16 which engage the container 2 will be termed the inner faces of said plates.

A container securing device or lock generally indicated by the letter L is provided at at least one end, and preferably at both ends, of the bolster 10` as shown. Where more than one lock L is provided it will be understood that the several locks are identical in construction and that accordingly a description of one such lock is sufiicient for present purposes.

The lock L, which is illustrated in greater detail in FIGS, 4 and 5, includes a latch 20 pivotally mounted on the bolster 10. The latch 20 carries a detent 22 and is swingable between an unlocked position indicated in broken line in FIG. 5, wherein the detent 22 does not project inwardly of the bolster beyond the inner face of the guide 16, and a locked position illustarted in full line in the same figure wherein the detent 22 projects beyond the inner face of the guide plate 16.

A corner casting 6 forming part of the container 2 is also shown in chain dotted line in FIG. and it will be clear from said ligure that with the latch 20 in its unlocked position the container 2 is free to move longitudinally of the bolster in the direction of the width of the vehicle without interference from the detent 22. Conversely with the latch in its locked position the detent 22 engages in the circular socket 8b 4and thereby restrains the container 2 against movement longitudinally of the bolster 10.

It is envisaged that the latch 20 be spring biased towards its locked position. If the container 2 is being slid on to the bolster 10 (as by the container transfer means hereinafter described) from the end thereof adjacent to the lock L, the latch 20 is initially in its unlocked position and when the container 2 has been moved part way into the bolster the latch 20 may be actuated towards its locked position. However the latch 20 cannot fully assume its locked position until the socket 8b registers with the detent 22. Accordingly the detent 22 would bear resiliently against the end of the container 2 until the latter has been moved completely onto the bolster, at which time the socket 8b would register with the detent 22 which would forthwith snap into said socket preventing, or at least severely limiting, further movement of the container along the bolster.

If a second lock L were provided at the opposite end of the bolster, said second lock could then be actuated from its unlocked to its locked position since the corresponding socket 8b on the adjacent corner casting 6 would then be in correct position to receive the detent 22 of the second lock.

In practice two bolsters 10 are provided on a vehicle chassis 12, as shown in FIG. 2, and it is preferred to provide a lock L at each end of each bolster, that is two locks on each bolster.

As shown in FIGS. 4 and 5 the latch 20 may include a pair of bearings 24-26 coupled together by a yoke 28, and an arm 30 extending upwards from the bearing 24 and carrying the detent 22. To permit the previously described swinging movement of the latch 20 the bearing 24 is rotatable on a pin 32 carried by a pair of gussets 34-34 secured in the angle formed between the bolster support plate 14 and a vertically disposed back plate 36 which, in effect, forms a downward continuation of the guide plate 16 in the region of the lock L. As seen in FIG. 3 the guide plate 16 is cut away at 38 to permit the arm 30 and the detent 22 to pass there-through and the back plate 36 is apertured at 40 for the same purpose.

To procure swinging of the latch 20 a fluid operated actuating means or motor is provided. Said motor, which may be coupled to a supply of pneumatic power on the vehicle, such as that used for powering air brakes, includes a cylinder 42, a piston (not shown) and a piston rod 44 normally biased towards a retracted position relative to the cylinder by a spring 46. The cylinder 42 is provided, at the end thereof from which the piston rod projects, with a pair of external lugs 48-48 which carry a pin 50 upon which the bearing 26 is turnable. The free end of the piston rod 44 is pivotally anchored to the back plate 36, for example, by means of a clevis 52 mounted on the end of the rod. The clevis 52 passes through a hole 34 in the plate 36 and is pivotally connected to an anchor strip 56 secured to the back plate. It will be appreciated that by this arrangement the cylinder 42 is supported only by the lugs 48-48 and the piston rod 44 and is thereby coupled both to the latch 20 and the bolster 10.

Normally the spring 46 holds the cylinder 42 in the full line position inFIG. 5 wherein the latch 20 is maintained under spring pressure in its locked position. When air under pressure is introduced into the cylinder 42 the piston rod 44 is projected therefrom--or rather, since the rod 44 is anchored, the cylinder moves to the right, FIG. 5, relative to the rod and assumes the borken line position of FIG. 5. Such movement of the cylinder 42, of course, causes the latch 20 to pivot about the pin 32 to the unlocked position thereof also shown in broken line in FIG. 5. When the cylinder 42 is vented the spring 46 will return the parts to their full-line positions.

Attention is now directed to FIGS. 6 to ll inclusive wherein container transfer mechanism T in accordance with the invention is illustrated. The apparatus shown in these figures is intended for use in conjunction with a corner casting of the type shown in FIG. 1 and can, of course, also be used in conjunction with the container securing means illustrated in FIGS. 3, 4, and 5.

FIG. 6 shows a bolster 10a which is generally similar to the bolster 10 but whose support plate 14a is preferably substantially narrower than the support plate 14 to permit engagement of the container transfer mechanism with the container 2 in a manner to be described.

When the container 2 is to be transferred between vehicles, as for instance between a rail car and a road semi-trailer, the two vehicles may be drawn up side by side and the container 2 may be slid laterally from bolsters on one vehicle to correspondingly spaced holsters on the other. The transfer mechanism T may be embodied in a road vehicle which acts as a transfer vehicle. That is to say it may serve as an intermediate vehicle on to which a container 2 is transferred temporarily from another vehicle before being retransferred to a third vehicle, the advantage of this arrangement being that only a single transfer vehicle 4may be needed at a depot.

Basically the transfer mechanism T comprises a carriage 60 for a plurality of clutch means or dogs 62. The carriage in the present instance is mounted for horizontal reciprocating movement in the direction of the width of a vehicle whose chassis is indicated at 12a in a guide 64 located beneath the support plate 14a of the bolster a. The guide 64 is partly offset from the bolster 10a in the direction of the length of the vehicle. With this arrangement the dogs 62 normally extend upwards from the carriage 60 adjacent to the support plate 14a and project above the level of the upper surface of the support plate as shown best in FIG. 6.

Reciprocating means for the carriage 60 may comprise a hydraulic piston and cylinder motor 66 which is secured to the guide 64 and whose piston rod 68 is coupled to a lug 70 on the carriage. The carriage 60 is provided at each end with a double hook 72 which is preferably pivotally vattached to the carriage as at 74 and spring biased upwards as by a spring 76a The hook 72 may include a shank 78 which is arranged to permit rotation of the hook 72 through at least 180 about the axis of the shank between a pulling position, shown at left-hand side of FIG. 6, and a pushing position show'n at the right-hand side of the same figure. The function ofthe hook 72 in each of its said positions will appear hereinafter.

The carriage 60 may be hollow and boxlike and each of the dogs 62 is biased upwards to a projected position shown at the left-hand side of FIG. 10 by a spring 80 and is depressible to a retracted position shown at the right-hand side of the same figure. The terms projected and retracted in the present connection refer to the position of the dog 62 relative to the carriage 60. Each dog 62 has a thrust surface 62a and an inclined cam surface 62b in more or less diametrically opposed relation to the thrust surface.

The action of the transfer mechanism T is illustrated diagrammatically in FIGS. 7 to 9, wherein for clarity only the mechanism T and container 2 are shown. It is assumed, however, that the container 2 at the right-hand side of FIG. 7 is disposed on one vehicle and the transfer means T is disposed on another vehicle to which it is desired to transfer the container either temporarily, as in the case of the transfer vehicle previously mentioned, or otherwise.

The rest position of the transfer mechanism T is shown in FIG. 7 wherein the piston rod 68 is disposed in a position intermediate between its fully projected and its fully retracted positions and the double hook 72 at the right-hand end of the transfer means T is disposed in its pulling position.

The motor 66 is then actuated to move the piston rod 68 to its fully projected position whereby the carriage 60 is carried to the right as shown in FIG. 8. It will be noted that the double hook 72 includes a pair of cam surfaces 82 and 84 which are directed respectively outwards and inwards in relation to the vehicle upon which the transfer mechanism T is mounted. As the carriage 60 moves to the right in the manner previously described the cam surface 72 engages the corner casting 6 of the container 2 and continued movement of the carriage causes the hook 72 to be cammed downward against the bias of the spring 76, as shown in broken line of FIG. 7, until the hook is able to pass underneath the casting 6. When the hook comes into registration with the socket 8c of the casting 6 the hook snaps into engagement with said socket as shown in FIG. 8.

Thereafter tl'ie motor 66 is actuated to move the piston rod 68 to its fully retracted position whereby the container 2 is partly pulled off the vehicle from which it is desired to be transferred. Thereafter the action of the motor 66 is reversed so as to move the piston rod 58 to its fully projected position. As the carriage 60 then moves to the right the cam surface 82 on the hook 72 engages the edge of the socket 8c and the camming action thus produced forces the hook downwards and out of engagement with the socket. The hook 72 then slides along the undersurface of the container 2 until the dog 62 at the right-hand end of the carriage 60 engages in the socket 8c.

The manner in which the dogs engage in the socket 8c is believed obvious, the cam surface 62h of the dog coacting with the casting 6 to urge the dog initially downwards as it passes under the casting and spring causing the dog to snap upwards into engagement with the socket 8c when the dog and socket come into registration. Subsequent retraction of the piston rod 68 causes abutment of the thrust surface 62a of the dog 62 with the edge of the socket 8c and further sliding movement of the container 2 olf the first vehicle and onto the vehicle 4.

The reciprocating action of the carriage 60 is then repeated a sufficient number of times to move the container step-by-step until it is disposed squarely on the vehicle carrying the transfer mechanism T, as indicated in broken lines in FIG. 9. FIG. 9 shows in full line the piston rod 68 in its intermediate position during its retraction stroke, one dog 62 being engaged in the socket 8c and another underlying the base of the container 2. Obviously the dogs 62 are preferably spaced apart at intervals on the carriage 60 to permit the thrust surfaces on successive dogs to engage the socket 8c upon successive reciprocations of the carriage 60.

When it is desired to unload the container 2 from the vehicle 4 the same procedure is followed but in reverse. That is to say the initial engagement of the transfer mechanism T with the container 2 is effected by a dog 62 and the final engagement is effected by the hook 72 disposed in its pushing position.

It may sometimes be necessary to unload the container 2 from the same side of the vehicle 4 as that over which is was loaded. To enable this to be done the dogs 62 may be arranged rotatably on the carriage 60 whereby the thrust surface 62a may be presented selectively towards either side of the vehicle. One way in which this adjustment may be effected is illustrated in FIGS. 10 and 11 wherein each dog 62 has a pinion 86 mounted rigidly thereon, said pinion and dog being rotatable by means of a rack 88 which may extend over substantially the full length of the carriage 60 for engagement with similar pinions on the other dogs 62 and which is reciprocable by means of an externally accessible handle 90. Of course, reciprocation of the handle 90 and the rack 88 has the effect of rotating the dogs 62 through 180 to present the thrust surface 62a in a diametrically opposite position.

Of course, it will be appreciated that the transfer mechanism T is preferably provided in association with both holsters 10a which respectively accommodate opposite ends of the container 2 and upon which the corner castings 6 are slidable. With this arrangement both said transfer mechanisms may be operated in synchronism.

An alternative form of container transfer mechanism in accordance with the invention is shown in FIGS. 17- 23 and is generally designated by the reference T'. As far as possible parts of transfer mechanism T have been given the same reference numerals as the corresponding parts of transfer mechanism T, but primed.

Transfer mechanism T operates in a substantially similar fashion to mechanism T but differs therefrom in certain constructional details.

The mechanism T' comprises a carriage 60 mounted for reciprocating movement on a vehicle chassis 12. It is contemplated that a carriage 60' will be mounted adjacent to each of a pair of bolsters extending widthwise of a vehicle chassis in much the same way as the carriage 60 previously described. An exemplary carriage 60 is 7 shown in FIGS. 20 and 23 adjacent a bolster 10b which is similar to the bolster 10a.

The carriage 60' carries clutch means in the form of pairs of pawls 62'-62' spaced at intervals along its length. Each pawl 62 has a thrust surface 62a' and a cam surface 62b' in opposed relation to each other thereon. As clearly shown in FIG. 22, wherein a single pair of pawls 62--62 constituting one clutch means is illustrated, the thrust surfaces 62a' on the pawls of each pair face in opposite directions.

The pawls 62' normally extend upwards relative to the carriage 60 but are resiliently depressible downwards relative to the carriage and are retractable to an inoperative position relative to the carriage, as will be described in greater detail hereinafter.

All the pawls 62 whose thrust surfaces 62a face in the same direction are retractable in unison to their inoperative positions leaving only one pawl 62 of each pair in its upwardly extending position. For present purposes all pawls 62 on the carriage 60 whose thrust surfaces face in the same direction are termed a set.

When it is desired to transfer a container 2 to or from the bolster 10b one or other set of pawls 62 is retracted to the inoperative position shown at the right hand side of FIG. 22. As will he seen from FIGS. and 23 the set of pawls remaining in its opstanding position projects through a slot 10c in and extending the full length of the support plate 14b of the holster 10b.

Let it he assumed that a container 2 is positioned on the bolster 10b as shown in FIG. 20, which container is to be transferred to another vehicle. The carriage is then -moved in one direction relative to the chassis 12, as by an hydraulic piston and cylinder motor 66', until one of the set of upstanding pawls 62' snaps into a socket 8c in a corner casting 6 of the container 2. It will be understood that the said pawl may have been previously depressed relative to the carriage 60' as suggested for example hy the extreme right hand pawl in FIG. 18 (a1- though this ligure shows a container being transferred to the bolster 10b) by reason of its engagement with the base of the container 2 or with the underside of the corner casting 6. Alternatively the pawl may already have been engaged with the socket 8c before the carriage 60 was moved.

The depressed position of a pawl 62' may coincide with its retracted, inoperative position, although in the latter position the pawl cannot spring into its upstanding position even when it is otherwise free to do so.

After engagement of a pawl 62' in the socket 8c, continued movement of the carriage 60' in the same direction causes the thrust surfaces 62a' of the pawl to engage the edge of the socket 8c and thereby push the container along the bolster 10b.

When the motor 66' reaches the limit of its stroke in one direction it is reversed, whereby the cam surface 62b of the pawl 62 is engaged with the edge of the socket 8c, procuring downward camming of the pawl as movement of the carriage continues, and consequent disengagement of the pawl from the socket 8c.

Movement of the carriage 60' in the reverse direction is continued until the pawl 62 adjacent to the rst mentioned pawl 62 engages in the socket 8c, after which the direction of the motor 66 is again changed and the previously described step is repeated. This procedure is repeated as many times as is necessary to procure stephy-step sliding movement off the holsters 10b.

For transferring a container from another vehicle to the holsters 10b the set of pawls 62 of which one is shown in retracted position in FIG. 22 is raised as shown in FIGS. 17 and 18, and the reverse procedure to that described above in connection with transfer from the holsters 10b is followed. Of course the set of pawls used for this operation pulls the container 2 on to the holsters 10b. It is believed that the operation of the mechanism T in this mode will be quite clear from FIGS. 17 and 8 18 which respectively show the first and second steps of the operation.

In describing the two modes of operation of the mechanism T', namely the pushing mode and the pulling mode, it has been assumed that the container 2 is being pushed or pulled as the case may be over the same side of the vehicle chassis 12. However it is contemplated that the mechanism T may be operable to transfer a container over either side of the chassis 12. It will be appreciated, therefore, that if a container is to be pushed or pulled over the opposite side of the chassis from that described herein, the functions of the sets of pawls described above are reversed.

It will be seen that the actual operation of the transfer mechanism T is very similar to that of the mechanism T. However the mechanism T' is preferably not provided with hooks such as 72, the end pawl 62 at each end of the carriage 60' serving the same purpose as the hooks 72.

To facilitate initial engagement of an end pawl 62 with the container 2 a structure such s bracket 106, FIG. 19, may he releasably attached to one side of the container corner casting 6 to extend laterally from the container as shown. The bracket 106 is formed with a socket 106a which may be similar in shape to the socket 8c and with which a pawl 62 can co-operate in the same manner as with the socket 8c.

The attachment means for the bracket 106 may comprise a rotatable shaft 108 journalled in the bracket 106 and having an elongated retaining member 110 at one end. The retaining member 110 may be passed through the socket 8a in the corner casting 6 and subsequently rotated, via the shaft 108, to a position in which it cannot he withdrawn from the slot.

The construction of the mechanism T will now he discussed in more detail.

The carriage 60' may be generally channel shaped in section, as best shown in FIG. 20, and is preferably slidable on slides 112 arranged below the bolster 10b.

Each pawl 62 is preferably carried by one arm of a hell-crank lever 114. The levers 114 of each pair of pawls 62--62 are preferably pivoted side-hy-side on a common pin 116 extending transversely of the carriage 60. A spring 118 operates upon the other arm of each bellcrank lever 114 to bias it to maintain the pawl 62 carried hy that lever in its upward extending position. Upward movement of the pawls 62' may be limited by the abutment of the levers 114 with stops 119 on the carriage 60'.

A motor in the form of a pneumatic piston and cylinder device 120 may be connected to the same arm of the hell-crank lever 114 as the spring 118 via a lost motion, pin-and-slot connection 122-123. As shown, the ends of the motor 120 and the spring 118 remote from the lever 114 are anchored to the carriage 60 by means of an anchor plate 124.

Preferably each hell-crank lever 114 is provided with its own motor 120 and spring 118 and the motors 120 actuating the levers 114 of one set of pawls are coupled together for operation in unison.

With the piston rod of the motor 120 retracted in its cylinder the spring 118 is permitted to urge the pawl 62 upwards to its normal position, although the pin-and-slot connection 122-123 allows resilient depression of the pawl 62 relative to the carriage 60' as explained above.

Upon extension of the piston rod of the motor 120 the bell-crank lever 114 is rotated clockwise, as seen in FIG. 22, to retract the pawl 62 to its inoperative position against the bias of the spring 118.

It will be seen from FIGS. 20 and 2l that the pawls 62 are mounted on their respective hell-crank levers 114 in laterally offset relation relative thereto so that the pawls of each pair are in alignment with each other and also with the remaining pawls 62 on the carriage 60',

such alignment being, of course, in the direction of movement of the carriage.

Attention is now directed to FIGS. 12 to 16 inclusive wherein container handling means H are illustrated. The handling means H may be used in association with either or both of the container lock L and the transfer means T or T'.

The handling means H provide a stub which is engageable in and with the corner casting 6 and which may serve as the basic element of any one of a number of container handling devices. By way of example, part of a container supporting or propping leg is shown at 92 in broken line in FIG. 12 and in full line in FIGS. 15 and 16 and it will be understood that the stub of the invention, herein designated 94, may form an integral part of such a propping leg.

In the present embodiment stub 94 comprises a hollow body 96 having a cross-sectionally reduced hub 98 rigidly secured to one end thereof. In cross-section the hub 98 has an elongated shape preferably corresponding generally to the contour of the socket 8a in the casting 6. A retainer 100, preferably of uniform cross-section with the hub 98 is rotatably mounted on the end of said hub.

As clearly shown in FIG. 14 the hub 98 is formed with an axial bore in which a shaft 102 is journalled. The shaft 102 is rigidly attached to the retainer 100 at one end and at the opposite end which projects through an aperture in the body 96 carries a handle 104 by which the shaft is rotatable.

In its normal position, wherein it is disengaged from the casting 6, the stub 94 is arranged with the retainer 100 approximately in registration or alignment with the hub 98 as shown in FIGS. 12 and 15. The combined stem formed by the hub 98 and the retainer 100 is thus enabled to pass freely through the socket 8a when it is desired to engage the stub 94 with the casting 6.

Once the retainer 100 has passed through the thickness of the wall 6a of the casting 6 as shown in FIG. 14 the shaft 102 is rotated through approximately 90 by means of the handle 104 whereby the retainer 100 is disposed crosswise to the hub 98 as illustrated in FIGS. 13 and 14. By reason of the elongated shape of the socket 8a such crosswise disposition of the retainer 100 in relation to the hub 98 prevents withdrawal of the retainer through the socket 8a and holds the hub firmly engaged in said socket as shown in FIGS. 14 and 16. Of course, when it is desired to disengage the stub 94 from casting 6 the shaft 102 is simply rotated a further 90 to bring the retainer 100 back into registration with the hub 98 whereby the retainer is again free to pass through the socket 8a.

It will be understood that the 90 angle suggested above is a purely arbitrary value and that in fact, for the purposes of the invention, the shaft may be rotated through any angle which suices to dispose the retainer 100 appreciably out of alignment with the hub 98 whereby to prevent withdrawal of the retainer through the socket 8a.

Means may be provided for holding the shaft 102 and retainer 100 in the crosswise or other non-aligned position thereof while the stub 94 is engaged with the casting 6 although it is contemplated that the friction between the retainer 100 and the inner surface of the casting wall 6a will suice to prevent accidental rotational displacement of the retainer.

It should also be understood that whereas only one container handling means H has been described it is quite feasible that one such means be provided for each corner casting 6 of a given container, whereby, for example, the container 2 may be provided with and supported by four legs 92 when demounted from a vehicle.

VFrom the foregoing it will be apparent that the invention has provided an improved container transferring and securing system for use in association with demountable freight containers provided with corner castings of the type described. It should be understood, however, that circumstances may exist wherein `it is desirable to use one or other of the container transferring and securing means herein described in association with containers provided with other types of co-operating means and the invention is deemed to extend to the apparatus described even when used with such containers.

The embodiments of the invention described and illustrated herein are exemplary forms only of the present inventive idea and many changes and modifications may be made therein without departing from the scope of the invention, all such changes and modifications being such as readily to manifest themselves to persons skilled in the art to which the invention relates.

What I claim is:

1. A container transfer system comprising:

a container;

a vehicle chassis;

spaced means for supporting said container at a slight elevation above the surface of said chassis and on which said container is slidaible from one edge of the chassis to the opposite edge thereof;

at least one carriage mounted for reciprocal movement on said chassis and rela-tive to its edges below a container supported on said support means;

a plurality of clutch means spaced apart along said carriage and normally extending upwardly therefrom for engagement with co-operating means on the undersurface of said container, said clutch means being however resiliently depressible for disengagement from said co-operating means;

thrust and cam surfaces provided on each of said clutch means, the thrust surface being effective tp transmit pulling or pushing forces to said container when engaged with said co-operating means and said carriage is moved in one of its directions, and the cam surface procuring depressing of said clutch means and disengagement thereof from said co-operating means when the carriage is moved in its other direction,

clutch positioning mechanism for selectively positioning all of said clutch means in unison to transmit pulling or pushing forces to said container when engaged with said co-operating means.

2. A container transfer system as claimed in claim 1 wherein:

each of said clutch means comprises a pair of pawls;

each pawl in each pair having a said cam surface and a said thrust surface in opposed relation thereon;

said thrust surfaces on the pawls of each said pair facing in opposite directions;

each said pawl normally extending upwards relative to said carriage but being resiliently depressible downwards relative to said carriage, and being retractable to an inoperative position relative to said carriage rendering it incapable of engagement with said cooperating means;

all of said pawls whose thrust surfaces face in one direction being retractable in unison to said ino-perative position permitting successive engagement of those pawls whose thrust surfaces face in the other direction with said co-operating means upon successive reciprocations of said carriage to procure stepwise movement of a said container in said other direction relative to said chassis;

all of said pawls whose thrust surfaces face in said other direction being retractable in unison to said inoperative position permitting successive engagement of those pawls Whose thrust surfaces face in said one direction with said co-operating means upon successive reciprocations of said carriage to procure stepwise movement of a said container in said one direction relative to said chassis.

'3. A constainer transfer system as claimed in claim 2 wherein:

said pawls of each pair are aligned with each other and with the pawls of the other clutch means in the direction of movement of said carriage. 4. A container transfer system as claimed in claim 2 wherein:

each said pawl is carried by a lever pivotally connected to said carriage and biased to maintain said pawl in its upward extending position. 5. A container transfer system as claimed in claim 4 wherein:

said lever is a double-armed bell-crank lever carrying said pawl on one arm, and spring biasing means constituting part of said clutch positioning mechanism operates on the other arm of said bell-crank lever to bias it as aforesaid. 6, A container transfer system as claimed -in claim 4 wherein:

said lever is a double-armed bell-crank lever carrying said pawl on one arm, and a motor constituting part of said clutch positioning mechanism is connected to the other arm of said bellcrank lever, said motor being operable to pivot said bell-crank lever and thereby retract said pawl to its inoperative position. 7. A container transfer system as claimed in claim 6 wherein:

said motor is a pneumatic piston and cylinder arrangement; all said motors connected to bell-crank levers whose pawls have thrust surfaces facing in the same direction being coupled together for operation in unison. 8. A container transfer system as claimed in claim 4 wherein:

spring biasing means constituting part of said clutch positioning mechanism operates upon the other arm of said bell-crank lever to bias it as aforesaid, and a motor constituting a further part of said clutch positioning mechanism is connected to said other arm of said bell-crank lever; said motor being operable to pivot said bell-crank lever and thereby retract said pawl to its inoperative position; said motor Ibeing connected to said other arm through a lost-motion connection permitting limited pivoting of said lever against said spring biasing means when said pawl is depressed relative to said carriage. 9. A container transfer system as claimed in claim `8 wherein:

each said clutch means includes a pair of said bellcrank levers disposed side-by-side; the pawls of each said clutch means being mounted on said levers in laterally offset relation relative thereto so that said pawls are aligned in the direction of movement of said carriage. 10. A container transfer system as set forth in claim 1 wherein:

said support means comprises a pair of bolsters arranged in spaced parallel relation. 11. A container transfer system as claimed in claim 10 wherein:

said co-operating means on the underside of said container comprises a socket. 12. A container transfer system as claimed in claim 2 wherein: L

said support means comprises a pair of bolsters arranged in spaced parallel relation; said carriage is disposed adjacent each bolster; and said co-operating means on the underside of said container comprises a socket. 13. A container transfer system as claimed in claim 12 wherein:

a said socket is formed in the underside of each of a plurality of corner casting on lower corners of said freight container; at least one of said corner castings is slidable on each of said bolsters during sliding of the freight container as aforesaid; one said carriage is positioned adjacent to one of said lbolsters for co-operation with the socket formed in the corner casting slidable thereon; the other said carriage being positioned adjacent to the other of said bolsters for co-operation with the socket formed in the corner casting slidable on said other bolster. 14. A container transfer system as claimed in claim 13 wherein:

each of said bolsters is formed -with a slot extending longitudinally thereof, and said pawls of each said carriage normally extend upwards from said carriage through said slot of the bolsterl adjacent thereto for eo-op'eration with the socket of the corner casting slidable on said adjacent bolster. 15. A container transfer system as claimed in claim 11 wherein:

said container includes structure extending laterally therefrom in which an additional socket is formed; said additional socket being positioned for co-operation with one said clutch means of said carriage. 16. A container transfer system as claimed in claim 15 wherein:

said structure is releasably attachable to said container. 17. A container transfer system as in yclaim 10 wherein: each said bolster comprises a substantialy horizontal elongated support plate upon which a freight container base may rest;

a guide connected to said support plate and having an inner face engageable with a said container to limit horizontal movement of said containerin a direction widthwise of said support plate, and

a container lock; said lock comprising:

a lat-ch pivotally mounted on said bolster, a detent carried by said latch; said latch being `biased towards a locked position wherein said detent projects beyond said guide inner face for engagement with a socket formed in said container thereby limiting movement of said container longitudinally of said bolster, and an actuating means for pivoting said latch to an unlocked position wherein said detent fioes not project beyond said guide inner ace. 18. A container transfer system as claimed in claim 17 wherein:

said actuating means is a pneumatic piston and cylinder arrangement coupled to said latch and to said bolster. 19. A container transfer system as claimed in claim 17 wherein:

said container lock is disposed adjacent to one end of said bolster and a further container lock, substantially identical with said rst mentioned `container lock, is disposed adjacent to the other end of said bolster. 20. A container transfer system as claimed in claim 1 wherein:

said freight container is formed with vertically disposed sockets at opposite ends thereof; said support means is constituted by a pair of bolsters arranged for supporting opposite ends of said freight container on the vehicle chassis, and each said bolster comprises:

a substantially horizontal, longitudinally extending support plate upon which said freight container base may rest, and

a guide connected to said support plate and having 13 an inner face engageable with said container adjacent said socket at one end thereof to limit horizontal movement of said container in a direction widthwise of said support plate; and a container lock on each said bolster, said lock comprising:

a latch pivotally mounted on said bolster; a detent carried by said latch; said latch being biased towards a locked position wherein said detent projects beyond said guide inner face for engagement with said socket adjacent said guide, thereby limiting movement of said container yboth longitudinally and vertically of said bolster, and actuating means for pivoting said latch to an Iunlocked position wherein said detent does not project beyond said guide inner face and said container is freed to move longitudinally of said bolster; said container being movable longitudinally of said bolsters until said sockets register with said detents permitting the detents to snap into the sockets and said latches to assume their said locked position. 21. A container transfer system as claimed in claim 20 wherein:

said container is provided with two said sockets at each end thereof and each said bolster is provided with two said container locks for respective co-operation with said two sockets. 22. A container transfer system as claimed in claim 21 wherein:

said sockets are formed in lower corner castings of said container. 23. A container transfer system as claimed in claim 20 wherein:

said co-operating lmeans comprises at least one further socket disposed on the underside of said container. 24. A container transfer system as claimed in claim 23 wherein:

two said vertical-ly disposed sockets are formed at each end of said container in corner castings forming part of said container and two said further sockets are formed at each end of said container in the undersides of said corner castings; one said carriage being disposed adjacent one of said bolsters for co-operation with said further sockets at one end of said container and a further carriage, substantially identical with the tirst mentioned, being disposed adjacent the other of said bolsters for cooperation with said further sockets at the other end of said container. 25. A container transfer system as claimed in claim 2 wherein:

said freight container is provided with two vertically disposed sockets formed in lower corner castings at opposite ends thereof;

said support means is constituted by a pair of bolsters arranged for supporting opposite ends of said freight container on the vehicle chassis, and each said bolster comprises:

a substantially horizontal, longitudinally extending support plate upon which said freight container base may rest, and

a guide connected to said support plate and having an inner face engageable with said container adjacent said socket at one end thereof to limit horizontal movement of said container in a direction widthwise of said said support plate; and

container locks each said bolster for co-operation respectively with the said two vertically disposed sockets, each lock comprising:

a latch pivotally mounted on said bolster; a detent carried by said latch; said latch being biased towards a locked position wherein said detent projects beyond said guide inner face for engagement with said socket adjacent said guide, thereby limiting movement of said container both longitudinally and vertically of said bolster, and actuating means for pivoting said latch to an unlocked position wherein said detent does not project beyond said guide inner face and said container is freed to move longitudinally of said bolster; said container lbeing movable longitudinally of said bolsters until said sockets register with said detents permitting the detents to snap into the sockets and said latches to assume their said locked positions. 26. A container transfer system as claimed in claim 24 wherein:

said bolsters are disposed horizontally and in parallel relation on the said chassis and extend in a direction normal to the longitudinal axis thereof, and said carriages are mounted for horizontal reciprocating movement in a direction parallel to said bolsters; `said detents being operable, in the locked position of said latches, substantially to prevent 'movement of said container in the idrection parallel to said bolsters.

References Cited UNITED STATES PATENTS 1,73 6,935 11/1929 Navarre 198-221 2,668,614 2/1954 Lawson 198-221 3,219,218 11/1965 Hand 214-516 3,254,875 6/1966 Dempster et al. 214-516 X ALBERT I. MALSAY, Primary Examiner.

U.S. Cl. X.R.

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