US2466728A - Freight bracing - Google Patents

Description

April 12, 1949. s. M. NAMPA FREIGHT BRACING 3 Sheets-Sheet 2 Original Filed March 12, 1942 IN ENTQR,

' ATTORNEYS.

April 12, 1949. s. M. NAMPA FREIGHT BRACING 3 Sheets-Sheet 3 Original Filed March 12, 1942 INVENTOR SuZo Nam ATTORNEYS Patented Apr. 12, 1949 FREIGHT BRACING Sulo Michael Nampa, Detroit, Mich., assignor to Evans Products Company, Detroit, Mich., a corporation of Delaware Original application March 12, 1942, Serial No. 434,357. Divided and this application February 8, 1943, Serial No. 475,082

14 Claims. (01. 105-369) The present invention relates to improved loading apparatus for freight articles of different types, and for use in vehicles or other storage spaces, and more particularly, to improved equipment of this nature having certain parts which are built into or combined with a vehicle, such as a railway freight car, or other storage space, and having certain other parts which are adjustably and variously cooperable with the built-in parts, the several parts of the equipment cooperating to hold (that is, for example, to brace, support or carry, space, wedge or provide shelves, partitions or bins for) a wide variety of freight articles. This application is a division of applicants copending application Serial No. 434,357, filed March 12, 1942, now abandoned (a continuation thereof, Serial No. 740,330, having been filed April 9, 1947), and is directed to improved apparatus for moving freight articles to, or wed ing or bracing such articles in, a desired position in a storage space, which apparatus is disclosed in said parent applications Applicant's above-identified parent application discloses and claims certain features of a loading organization which, as specifically disclosed, comprises two series of upright supportin members arranged at the respectively opposite sides of, and permanently secured to, a freight car; wall members which are adjustably and removably supported by the uprights; and cross members which are disposed to be supported at their ends by wall members at the opposite sides of the car, so that the cross members extend across the car. The cross members may be used to form or to support bulkheads, to form or support decking arrangements, to support cooperating upright and horizontal members utilized to subdivide the storage space longitudinally, as well as for a variety of other purposes, all as set forth with greater particularity in the parent application.

The present apparatus is particularly concerned with the application to the freight, of bulkheads or other holding members, which serve to secure the freight articles in proper position on the floor of the car on decks, or the like, so as to prevent them from shifting movements in response, for example, to road shocks or shocks which are in cidental to switching operations.

In a generic sense, the improvement, involves a tool having load engaging and anchor portions between which a force may be applied. The tool may be anchored to a fixed part of the storage space at any of a plurality of points therein, after which the load engaging portion may be applied to the load. With the parts thus engaged, a force 2 may be applied between the anchor and load engaging portions, in response to which the load may be moved to or tightly held in a desired position. An important feature of the invention resides in arranging the tool so that it may be anchored to one of the afore-mentioned wall members, at any point along the latter's length, in which event the load engaging portion of the tool is applied to an associated cross member, and the tool thus serves to advance the cross memher along the wall member. The latter movement may be utilized to advance freight articles to or tightly wedge them in a desired position. The

' invention thus comprehends an improved tool for freight loading, and improved combinations comprising the tool and cooperating freight loading members.

With the above as well as other considerations in view, the principal objects of the present invention are to r rovide an improved arrangement, as outlined above, which aresimple and which may be economically and efficiently utilized; to

provide such arrangements embodying an improved wedging tool; to provide such arrangements including an improved combination of a wedging tool with additional freight loading elements; and to generally, improve and simplify freight loading operations.

Other and more detailed objects of the invention appear in the following description and in the appended claims.

In the drawings, which show preferred but illustrative embodiments of the invention, and throughout the several views of which correspondin reference characters are used to designate corresponding parts:

Figure 1 is a general view in perspective of a freight holding arrangement in conjunction or in combination with which the improved tool of the present invention may be utilized;

Fig. 2 is a fragmentary view, taken along the line 22 of Fig. 1;.

Fig. 3 is a perspective view, illustrating the practice of the invention;

Fig. 4 is an enlarged perspective view of the present wedging tool; 1

Fig. 5 is a view in horizontal section, illustrating a preferred method of connecting one of the previously mentioned uprights to the supportin structure of the car;

Fig. 6 is a view of one of the wall members shown in Fig. 1;

Fig. '7 is a fragmentary view showing additional details of the supportin brackets associated with the wall memberof Fig. 6;

Figs. 8 and 9 are views in vertical section, taken, respectively, along the lines 8-8 and 9-9 of Fig. 7;

Fig. 10 is a view corresponding generally to Fig. 8, but showing the wall member in a tilted position to which it may be moved for adjusting purposes;

Fig. 11 is a plan view of one of the cross members shown in Fig. 1;

Fig. 12 is a fragmentary view in side elevation of the end portion of the cross member of Fig. 11; Figs. 13 and 14 are views in vertical section taken, respectively, along the lines l3--l3 and Fig. 15 is a' plan view of a modified or rockable cross member, also shown in Fig. 1; and

Fig. 16 is aview in vertical section, taken along the line I6-l6 of Fig. 15.

It will be appreciated from a complete understanding of the inventive features to be claimed in this application, that in a generic sense they may be embodied in or used with a wide variety of freight loading or other material handling systems. The disclosure of these features in particular forms, and as embodied in or used with particular types of loading apparatus, is, consequently, to'beregarded in an illustrative and not in a limiting sense.

Referring first to Figs. 1 and 2, the illustrated arrangement comprises generally corresponding series of upright supporting members arranged in aligned relationship at the opposite sides of a freight car 32; a series of wall members 34 which are disposed at opposite sides of the car and are adjustably supported by and between adjacent pairs of uprights 30; a series of cross members 36, the length whereof is adjustable, as described below; and a cross member 38, the length whereof is adjustable, but which also comprises a rotatable mid or freight-engaging section 254. It will be understood that, if desired, both ends of the freight car may be equipped as indicated for the one end in Fig. 1 and that, in fact, in usual practice both ends would be so equipped. A description of the equipment for one end of the car is thus thought to be sufficient.

It will be noticed that the floor of the car immediately adjacent the end thereof is illustrated as being occupied by a freight article I, such as a crate, and the cross member 35, which engages the face of the crate serves as a bulkhead, which wedges it against the end of the car and prevents shifting thereof. Above the freight article I an additional article I is illustrated, which article is supported upon a deck constituted by a pair of cross members 36, which are spaced apart lengthwise of the car. The article f is wedged in place by means of the special cross member 38, the midsection whereof is rotatable relative to the end portions so as to conform to the angled face of the article I. In the drawings, it is assumed that the articles 1 and J" are sufficiently wide to span the full width of the car.

In the preferred use of the wedging tool 3!, shown in Figs. 3 and 4, the jaw 33 thereof is enchored to one of the wall members 34 and the load engaging portion 35 thereof is brought into engagement with the body of a cross member 36, which is to be used for wedging purposes. Thereafter, the handle 31 of the tool is swung in a counterclockwise direction, as viewed in Fig. 3, which action forces the correspondingend of the cross member 36 to advance along the wall member 34 in the direction of the freight article. Such movement may either serve to initially position the freight article against the end of the 4 car, or to tightly wedge it in place in such position. Such preferred method of utilizing the wedging tool may best be understood after a description of the illustrated complete organization.

Considering first the structure of the wedging tool, it comprises the previously mentioned handle 31, which may be suitably secured into a short sleeve 39. The sleeve 39 is secured, as by welding along the line 4!, and along a corresponding upper line, to the side or main frame plates 43. These relatively stiff frame plates are rigidly spaced apart by sleeve 39, and by pin 358, which is secured in holes 360 in each plate, and also serves as a pivot for the freely rotatable sliding roller sleeve 35, previously referred to as a load engaging portion. The jaw member 33, which may be and preferably is formed as a steel forging, is generally U-shaped with opposing faces and with two opposed sets of identical curved teeth 45, which are complemental to and may be mated with the hereinafter described teeth 50 on the side wall members 34. The use of the two opposed sets of teeth 45-enables the same tool to be used on either the right or left-hand sides of the car. The space between the two sets of teeth 45 is proportioned to accommodate the combined thicknesses of the hereinafter described teeth 50 and the angle portions 10b of the corresponding wall member 34. Jaw 33 is pivotally connected to the plates 43 by the pivot pin 33a'.

Considering now the constructions of the other above-mentioned elements of the illustrated freight loading system, the uprights 30 may themselves constitute the vertical members of the car structure. Preferably and as shown, however, particularly in Fig. 5, the uprights 30 are relatively wide plate-like members, which are secured to the inner faces 42 of the corresponding car uprights 44. As shown in Fig. 5, these uprights M are of usual outwardly presenting channel form, having outwardly turned flanges 46 to which the outer paneling 48 of the car is secured, as by means of rivets 50. It will be understood that the uprights 44 may be conventionally secured to the floor and roof structures 52 and 54 of the car. The uprights 30 are illustrated as being welded, as indicated at 56, to the associated car uprights 44, and it will be understood that the welded joints may extend continuously or interruptedly throughout the full length of the uprights 30. It is to be noted that it is preferred to use uprights 30 of relatively heavy metal, so that these uprights, in addition to affording a support for the cooperating freight loading elements, also serve to reinforce and strengthen the car structure as a whole.

As shown, the uprights 30 extend from the floor of the car entirely to the roof structure, although it will be understood that for certain classes of loading, in which the unit weight of the freight is too large to permit loading of the car entirely to the roof, the uprights 30 may be extended only part way from the floor to the ceiling.

For cooperation with the hereinafter described wall members 34, each upright 30 is provided on its outer face with two vertical rows of evenly spaced, tooth-like projections 60, the crowns and roots whereof are preferably of rounded form and which projections 60, consequently, are of rack-like form. This construction affords, as described below, a very efllcient, adjustable connection between the wall members and the uprights, which allows a very close spacing, for example, one-half inch, between adjusted positions. Teeth 60 may be variously applied to the uprights 30,

, and are illustrated as formed separately therefrom in convenient lengths, which are secured, as by welding, to the uprights.

It will be understood that preparatory to the installation of. the uprights 38, it is preferred to remove the usual wood paneling or lining of the car, which lining normally affords a buffer surface for the freight. In order to provide such a bufler surface, it is preferred to maintain the inner surfaces of the uprights 38 free of projecting portions, and it is further preferred to secure panels, such as 62, to the car walls, in the spaces between the uprights 38, the inner faces of the panels 62 being substantially flush with, but

projecting slightly inwardly of, the surfaces of.

the uprights 38. The panels 62 maybe formed of wood or other like material and, desirably, may be provided with graduations or markings 64 so as to facilitate the location of the wall members, at opposite sides of the car, at the same elevation. In order to accommodate the cross members 34, a space is left between the opposed edges of each upright 38 and the adjacent panel 62. Various means for securing the panels 82 to the car structure are described in the parent application and need not be described here.

Referring particularly to Figs. 1, 2 and 6 through 10, the wall members 34 are illustrated as comprising generally an angle member 18, the longer flange 18a whereof is arranged vertically and the shorter flange 18b is arranged horizontally. The shorter flange 18b is provided on its upper surface with a series of tooth-like projections 68, which are similar in form to the previously mentioned projections 68 and which may, in fact, be identical therewith. As shown, the projections 68 are formed separately of the angle member 18 and are secured thereto as by welding bays may be vertically aligned with each other and the teeth 68 thereon form a continuous series of teeth over which a cooperating cross member, as 36, may be moved, as described below. It will be noted from Fig. 6, that the teeth 88 are so proportioned that, allowing for a slight spacing between the ends of successive wall members 34, the end tooth on one member 34 is spaced from the end tooth on the adjacent bar by substantially the same distance as the spacing between adjacent teeth 68 on the individual members. This allows the just-mentioned continuous movement of a cross member 36, for example, from one wal member 34 to the next succeeding one.

Each end of each angle member 18 is provided with a forged or otherwise formed bracket 14,

having a base portion 16, which abuts and is secured to the outer face (considered from the insideof the car) of the corresponding angle member 18. Each bracket 14 also has an upper and outwardly offset portion 18, the inner and vertical face whereof is provided with a series of tooth-like projections 88, which are complemental to the previously described tooth-like projections 88 on the upright.

The bracket 14 also comprises a wall or web 82 ing discussed below.

4 the flanges 18b. The buffers 84 present a rela- Preferably and as illustrated, each cross member 34 is provided at its-underside with a buffer bar 84, made of wood, for example, and which is secured to the angle member 18 by means of studs 88 passed through the buffer and through the base I6 of each bracket 14. As clearly a ars, the buffers 84 extend inwardly of the ca a distance slightly in excess of the distance represented by tively large surface to the freight and prevent the same from being injured by being pushed against the toothed flanges. The wall members 34 are shown in Figs. 1, 2, 6, 'I, 8 and 9 in the applied or connected positions,

I in which the outer faces of the flanges 18a thereof bear against the inner faces of the corresponding uprights 38, and in which the-tooth-like projections 88 are interlocked with a corresponding number of the teeth 88 on the outer faces of the uprights 38. The center of mass of each wall member 34 is positioned to the left, as viewed in Fig. 8, of the junction between the bearing areas 18a and the uprights 38. Consequently, even while in an unloaded condition, the .weight of each wall member 34 urges it in a counterclockwise direction, about its longitudinal axis, as viewed in Fig. 8, and serves to hold the mating tooth- like projections 88 and 88 in properly interlocked rela-' tion to each other. If desired, a biasing spring, such as 98, may be provided at each end of each member 34, so as .to positively urge the member in the just-mentioned interlocking direction. It will be understood, too, that when a vertically downward load is applied to each cross member 34, such load acts to augment the just-mentioned interlocking tendency and holds the tooth-like projections in solid interlocking relationship.

In order to adjust the members 34 vertically, it is only necessary to rock them, about their longitudinal axis, in a clockwise direction from the locked position shown in Fig. 8 to the adjusting position shown in Fig. 10. This movement spaces the associated upright 38 and the teeth 68 carried thereby between the points d and e (Fig. 10) on the member 34, and it is to be noted that the spacing between the latter two points is slightly in excess of the combined thickness of the member 38 and the teeth 68. Consequently, when the member 34 is so rocked, it may be freely moved vertically upwardly or downwardly to any desired position of adjustment along the uprights 38. If; during the course of such an adjusting movement, the member 38 is released, the natural tendency thereof to rotate counterclockwise, as viewed in Fig. 10, causes it to again assume a locked position, even though the operator fails to rock it back to the vertical. position of Fig. 6.

In order to remove the wall members 34, it is only necessary to rock them, as described above, and to thereafter tilt them, so as to elevate one end to a position above the other end. This tilting movement brings the horizontal distance between the bracket portions 18 to a value less than the horizontal spacing between the opposed edges of the adjacent uprights 38, and enables the wall member 34 to be freely withdrawn 7 through the slots between the uprights and the buffer panels 82. It is noted that the width of these slots is sufllcient to accommodate this movement. A reverse movement enables the members 34 to be applied to the uprights 30, as will be understood.

In practice, a relatively large number of the wall members 84 are preferably provided so that each bay (the area between adjacent uprights 30) at each side of the car may be provided with several wall members. Since the individual wall members 34 are independently adjustable, any desired distribution of the wall members along the sides of the car may be provided. In certain cases, the staggered relation shown in Fig, l is utilized. In other instances, as where it is desired to furnish a car with platforming or decking, it is desirable to have a plurality of wall members, positioned in successive bays, at the same elevation so as to provide, in efiect, a single wall member greater in length than the width of any one bay.

One of the cross bars 38 is shown in detail in Figs. 11 through 14. The intermediate portion I of the main length of the bar is preferably formed of wood so as to present a satisfactory buffer surface to the freight articles engaged thereby and while such intermediate portion may, if desired, be formed of a single piece of Wood, it is preferred to form it of two similar strips I02 and I04. These wooden strips I02 and I04 are stiffened and separated by a steel Z-bar I08, which, as will be understood, may be rolled or otherwise formed into shape. The respectively opposite ends of the bar 38 are provided with heads or jaws I and I22, which may be and preferably are identical to each other except in the hereinafter mentioned respects which enable the head I20 to move telescopically into or out of the body of the bar so as to enable the length of the bar to be adjusted.

The head or holding unit I20 comprises a generally U-shaped steel member I24. The base portion of the member I24 has a tubular stub shaft I28 secured thereto as by welding. A relatively heavy member I28, which may' be a steel casting but is preferably a forging, and which is provided on the underside of its outwardly projecting portion I30 with a series of tooth-like projections I32, is secured within the U-shaped member I24, as by welding along the line indicated at I34 in Fig. 11.

The member I28 is provided with a stiffening rib I38 which extends across its top surface and is provided with an enlarged central bore which receives the post I38. The recessed areas at either side of the rib I36 may be provided with suitable indicia, such as the words lock and "open, to indicate locking and unlocking positions for the arrow on the top of the post I38. The underside of member I28 is substantially flat except for the previously mentioned outwardly projecting portion which carries the downwardly presenting tooth-like projections I32. Any suitable number of teeth I32 may be utilized, seven being illustrated in Fig. 11. It will be understood, of course, that these teeth are complemental in form to the teeth 80 on the upper surfaces of the wall members 34, so as to enable them to mesh therewith. The outer ends of the several teeth I32 are joined together by a riblike member I 44 which, consequently, closes the outer ends of the grooves between the several teeth I32. The rib I44 is thus effective to interlock with the ends of the several teeth 80 which mesh with the teeth I32 and prevent axial movement of the head I20 to the right relative to the member 34, as viewed in Fig. 11. The other ends of the grooves between successive teeth I32 are closed by the adjacent body portion of the member I28, as is indicated at I48, which body portion, consequently, serves to prevent or limit movement of the head I20 to the left relative to the member 34.

It will be appreciated that in view of the rounded character of the teeth and I32, the cross members 36 may, after having been seated upon the cooperating oppositely disposed members 34, be pushed lengthwise of the members 34, during which movementthe cross bar 36 moves vertically sufficiently to enable the crests of the teeth I32 to ride over the crests of the teeth 80.

In order to prevent vertical dislodgment of the bar 38, there is provided a rotary latch I50, which is either formed integrally with or is fixed to the lower end of the previously mentioned post I38, and the upper end whereof is formed as a hex nut I52, for engagement by a suitable wrench. The latch I50 may also be a forging. The periphery of the body of the latch I50 is shaped, as shown in Fig. 11, to have an arcuate portion I54 and a flat portion I58. The portions I54 and I58 are joined together by curved portions which define two recesses I58 and I80 for cooperation, respectively, with a stop pin I82 and a detent I84. The stop pin I82 is fitted into the member I28 and projects downwardly for cooperation with the just-mentioned recesses. The detent I84 comprises a ball which is received in a pocket I86 in the member I28 and is urged to the position shown by a spring I10. The parts are shown in Figs. 11, 12 and 13 in the locked position, in which the rounded locking portion having the surface I54 is disposed below and in substantially abutting relation to the underside of the flange 1012 on the cooperating wall member 34. In this position, the pin I62 engages the recess I58 and prevents further rotation of the latch member I50 in a clockwise direction, as viewed in Fig. 11. In this position, also, the detent I84 engages the recess I80 and yieldably resists rotation of the latch member I50 in a counterclockwise or unlocking direction. It will be understood, however, that by rotating the nut I52 in a counterclockwise direction, the latch I50 is correspondingly rotated, during which rotation the detent I84 rides along the -upper surface. of such rotation brings the latch I50 to the unlocked position in which the pin I82 cooperates with the recess I80 to prevent further such rotation, and in which the detent cooperates with the recess I58 to yieldably hold the latch I 50 in the unlocked position. This unlocking movement brings the member I50 out from under the flange 10b on the wall member 34 and enables the corresponding end of the bar 38 to be freely lifted away from the wall member.

After the latch I50 and the above described cooperating elements are assembled in place relatlve to the member I28, a supporting plate In is welded or otherwise secured to the legs of the U-shaped member I24.

In order to enable the cross bar 38 to be freely adjustable in length, so as to accommodate variations in the width of the car, the previously mentioned tubular post I26 is telescopically received within a fitting comprising two relatively short channel members I12 and I14, which are secured together, as by welding at the points I18, in backto-back relation. The wood strips I02 and I04 constructed in accordance are extended beyond the corresponding end of the Z-bar. A leg of the channel member I12 thus abuts the end of one flange of the Z-bar and the opposite leg of the other channel member I14 thus abuts the end of the other flange of the Z-bar. These abutting joints may be completed by welding or otherwise, as will be understood, and, as shown, through-rods I90 may be passed through and through the flanges the strips I02 and I04 01' the members I12 and I14 to secure these parts together.

The webs of the channel members I 12 and I14 are provided with semi-circular portions I80 and I82, which together define a cylindrical sleeve to receive the tubular post I26 and to accommodate this sleeve, the outer ends of the wooden strips I02 and I04 are cut away to afl'ord a recess having the upper and lower surfaces I02b and I04b. In order to limit the degree to which the post I26 may move relative to the sleeve, and in this instance, to also prevent rotation of the head I20 relative to the cross bar 36, the arcuate portions I80 and I82 are slotted, as indicated at I84 and I66. to receive the corresponding ends of a. cross pin I86, which is fitted in the tubular post I26.

The opposite or right-hand head I22 of the cross bar 36 may and preferably does embody the same construction described with reference to the left-hand head I20, with the exception that the right-hand head I22 is not provided with the tubular post I24 of the head I22 is directly welded to the extended end portions of the flanges I08 of the Z-bar I06, so that the head I22 is rigidly connected to the body of the bar as and all adjustments in length of the bar 36 are afforded by the slidable (in this case, freely slidable) but non-rotative connection between the head I20 and the body of the bar.

The special bar 38 shown generally in Figs. 1 and 2, and in detail in Figs. 15 and 16, may be with the description of bar 36, except that it also includes arotary or tilting feature which is achieved by building into the bar an axially extending pin received in the sleeve to provide an axial pivot. These two elements, the pin and the sleeve, are secured between the heads 250 and 252 of the bar and the intermediate portions of the bar, and include suitable stop means to prevent the bar from coming apart axially.

More particularly, as shown in Figs. 15 and 16, the intermediate portion 254 of the bar may be and preferably is constructed as described in connection with Figs. 11 and 14. The left-hand head 250 may be and preferably is constructed as described in connection with the head I20 (Fig. 11) with the exception that the rearwardly extending post 256, associated therewith, is provided with an annular groove or depression 258 which receives a'rib 260 provided in the cooperat ing socket 262. The socket 262 is illustrated as comprising two similarly arranged forging portions 264 and 266, secured together in back-toback relation. The opposed faces of the portions 264 and 266 are provided with semi-circular grooves (provided with corresponding portions of the rib 260), which cooperate to define a recess to receive the post 255. It will be understood that,

in assembly, the head 250 is positioned adjacent one of the portions 264 and 266, with the post 256,

properly seated in the groove therein, after which the other portion is fitted over the post, enabling the operation to be completed by securing the por- I26. Instead, the U-shaped member tions 264 and 266 together as by welding along the joints 268.

With the construction as thus far described, it will be appreciated that the head 250 is freely rotatable, about the axis of the post 256, relative to the bar 38. A further feature resides in the provision of means whereby the head 250 may be locked in selected'positions of adjustment. As shown, the locking is accomplished by providing the upper socket portion 264 with an opening 210 suited to freely receive the shank of a stud 21I, and by providing the lower socket portion 266 with an enlarged opening 212, which receives a locking cam 214, which cam may be and preferably is arranged to be vertically slidable within the opening 212, but is not rotatable therein. The bore 212 opens into the cylindrical sleeve which I receives the post .256, and it will be understood that by turning the-stud 212, the cam 214 may be drawn upwardly into solid engagement with the surface of the post 256, whereby to clamp or look the post 256 between the cam 214 and the sleeve-like surface on the upper socket portion 264. The post-engaging face of the cam 214 is complemental to the portion of the post engaged thereby.

The socket 262 may be and preferably is secured to the body of the bar 38 in the manner described for the connection between the socket members I12 and I14 and the body I00 of the bar 36 (Fig. 11).

The right-hand head 252 may be and preferably is construe ed as described in connection with the head 250, with the exception that the post 280 associated therewith is of greater length and is provided at its extreme left-hand end with an annular rib or enlargement 282. The post 260 and the rib 282 are received in a socket 284, which may be and preferably is formed of a single forging. The socket 280 is provided with a bore 286, which snugly but slidably receives the body of the post 280 and is also provided with an enlarged counterbore 288, which snugly but slidably accommodates the annular rib 282. A limit to the inward movement of the head 252 relative to the body of the cross bar 38 is afforded, of course, by the abutting engagement between the back of the head 252 and the right-hand end of the socket 284. Similarly, a limit to the lengthening movement of the bar is afforded by the engagement between the annular rib 282 and the right-hand endof the counterbore 288. It will be understood that the head 252 and the socket 284 .may be assembled together by first passing the post 280 axially through the socket and by thereafter Securing the rib 282 to the post 280 by welding along the joint 290. After the members 252 and 284 are thus assembled together, the socket 284 may be secured to the body of the bar 38 in the manner described in connection with the socket 282.

By way of a summary of the operation of the freight holding elements described above, and a particular description of the preferred use of the wedging tool, it may be noted that the wall members 34 may be appropriately distributed relative to the uprights 30 to accommodate the sizes of the freight articles to be loaded. Thereafter, the article i, for example, may be moved into place in the car, after which the deck for the article I may be erected by applying the lilustrated decking cross members 36 to their associated and previously positioned wall members 34. Also, as will be obvious, the article f may be suitably deposited upon its deck. The loading 11 operation may be completed by applying the bulkheading cross members 36 and 36 to the respective articles I and j.

The latches I63 associated with these cross members normally occupy the retracted positions, when not in use, and these members may, consequently, bepreliminarily positioned simply by resting the ends thereof upon the corresponding wall member's. be manually advanced into initial engagement with the surfaces of the corresponding articles. With the member 36 thus reliminarily positioned, for example, the wedging tool 3| may be applied to the wall member 34 at one end of the member 36, by fitting the jaw 33 thereof over the toothed portion of the wall. member 34. This brings one series of teeth 46 on the wedging tool into meshing engagement with a corresponding number of the teeth 66 on the wall member 34, and brings the other series of teeth 45 into abutting relation to, or immediately adjacent, the underside of the flange 16b on which the teeth 63 are supported. It will be noticed that the spacing between the opposed sets of teeth 46 is sufllcient to accommodate the vertical dimension of the teeth 66 and the flange b of-the member 34. The jaw 33 may thus be freely fitted over or withdrawn from the member 34 in a direction normal to the length of the latter, but when it is so positioned, it cannot be moved lengthwise of the member 34. The jaw 33 thus firmly anchors the tool 3i to the member 34.

Preparatory to the step of fitting the jaw 33 over the member 34, the jaw 33 is preferably rotated about the pin 33a relative to the handle 31. so that, when the jaw is applied, as aforesaid, the handle 31 is spaced at a relatively wide angle from the cross member 36. It will be understood, also, that the jaw 33 is fitted to the cross member 34 at a point sufficiently near the cross member 36 to bring the roller 36 into engagement with the face of the cross member 36. Thereafter the handle 31 may be forced in a counterclockwise direction, as viewed in Fig. 3, which action causes the roller 36 to roll along the face of the member 36 from its initial point of engagement to a point nearer the end thereof. During and by virtue of this movement, the member 36 is forced towards the corresponding freight article, caus ing a. take-up of any space between the end adjacent articles, or between it and the end of the car or an associated bulkhead. Having effected this take-up movement at one end of the member 36, a similar operation may be performed at the other end thereof since, as previously mentioned, the tool may be used either right-handed or left-handed. If one such take-up movement is not sufllcient to effect the desired amount of wedging, it will be appreciated that the tool may be repositioned at the respective ends of the member 36, and additional take-up movements may be eflected.

After the cross member 3 6 is advanced to its desired wedging point, the latches I66 at the respective ends thereof may be turned into locking position, which, it will be recalled, positively locks the heads at the ends of the member to the corresponding wall members 34. In many instances, in which the freight articles are relatively incompressible, the normal interlocking between the teeth 66 and I32 is sufficient to temporarily hold the members 36 in their proper position. In such instances, the tool 3| may be removed before the latches I63 are turned into locking position. In other instances, it may be When so positioned, they may 12 desirable to utilize the tool 3i to hold the member 36 in its wedged position until the corresponding latch I56 is turned into locking position.

The wedging of the rockable cross member 33 may be similarly effected, as will be understood. In connection with this member, it may be additionally noted that it is preferred to leave the mid-section thereof freely rotatable until the wedging operation is completed, and to thereafter secure it in the rocked position, by tightening the holding means described in connection with Fig. 16.

Considering another but related aspect of the above system, it will be noticed that the advance of the cross bars, such as 36 and 36, along the bay members 34, under the influence of a manually applied force or under the influence of the wedging or bracing force, is a non-rotary or sliding motion, during which the cross bar proceeds with a bumping or wave-like motion, as the interfitting teeth ride into and out of usual meshing engagement. Throughout the entire such advance, however, the co-engaging teeth remain effective to support the full weight of the cross bar, thus relieving the operator of this duty. It will be noted, also, that the weight of each cross member acts to hold it seated on its cooperating members 34, which seating relation is obtained not only with the illustrated horizontal disposition of the side bay members, but is also obtained to a materially beneficial degree with side bay members which extend at any of a relatively wide range of angles to the horizontal.

Although only a single embodiment of the invention has been described, it will be appreciated that various changes may be made in the structural aspects thereof, all within the spirit and scope of the invention.

What is claimed is:

1. In a freight loading system, the combination of a freight load engaging member. means including a support for supporting the member, the member and the support having co-engaging interlocking means which enable the member to interlockingly engage the support at any of a plurality of points along the support. said interlocking means being adjustable to permit or prevent movement of the member along the support, and an adjusting member having means engageable respectively with the said support and with the first-mentioned member and including means whereby a force may be applied through it between said first-mentioned member and said support, so as to force said first-mentioned member along said support from one said point to another, while said interlocking means is adjusted to permit such movement.

2. In a freight loading system for applying a force to and adjustably moving a freight loading member, the combination of a support having a plurality of interlocking surface means distributed thereover for direct supporting engagement by the loading member, and an adjusting member having means cooperable with the loading member and having additional means engageable with any of the said surface means so that when a said force is applied to the adjusting member the said engaged surface means act as an anchor point for the adjusting member and cause said force to be transmitted to and move the loading member.

3. In an adjusting tool for cooperation between a freight loading member to which a force is to be applied, to effect an adjusting movement operable and engaging means, the said engaged surface means acting as an anchor so that said force is transmitted to and moves the loading member.

4. In a system for bracing a, freight load, the combination of a freight load engaging member, means including a support for supporting the member, the member and the support having coengaging interlocking means which enable the member to interlockingly engage the support at any of a plurality of points along the support, said interlocking means opposing movement of the member along the support, but permitting such movement in response to an adjusting force and while said member directly engages and its weight is supported by said support, and an adjusting member having means engageable respectively with the said support and with the first-mentioned member and including means whereby a force may be applied through it be tween said first-mentioned member and said support, so as to force said first-mentioned member along said support from one said point to another.

5. In a system for applying an adjusting force to a freight loading member, the combination of a support having a plurality of interlocking surface means distributed thereover for direct sup- 3 porting engagement by the loading member, said interlocking means opposing movement of the load along the support, but permitting such movement in response to an adjusting force and while said loading member directly engages and its weight is so supported by said member, and an adjusting member having means cooperable with the loading member and having additional means engageable with any of the said surface means so that when a said force is applied to the adjusting member the said engaged surface means act as an anchor point for the adjusting member and cause said force to be transmitted to the loading member.

6. The combination of claim 1 wherein the adjusting member has means which engage the said interlocking means on the support.

7. The combination of claim 2 wherein the adjusting member has means which engage the said interlocking means on the support.

8. The combination of claim 1 wherein the interlocking means on the support comprises a series of tooth-like projections distributed along the support in the direction in which the force is to be applied, and wherein the adjusting member is provided with a complemental series of tooth-like projections which mesh with the aforesaid projections.

9. In an adjusting tool for co-operation between a freight loading member to which a bracing force is to be applied and a support having a rack-like member extending therealong in the direction in which the bracing force is to be applied, said rack-like member being arranged for direct interlocking engagement by the loading member, the combination of means cooperable with the loading member, additional means including a plurality of'rack-like teeth complemental to the first mentioned teeth, and means for applying a force between the said cooperable means and the last-mentioned means While the said teeth are interengaged with each other, the

said interengaged teeth acting as an anchor 50 that said force is transmitted to the loading member.

10. The combination of claim 9 wherein the additional means of the tool comprises a jaw containing the teeth of the tool, which jaw is adapted to be fitted over the teeth of the support from the side thereof.

11. The combination of claim 9 wherein the additional means of the tool comprises a jaw containing two opposed and similar sets of teeth whereby the tool may be fitted over the support in either of two diametrically opposite positions.

12. In a freight loading system for applying a force to and adjustably moving a freight loading member, the combination of a support having a plurality of interlocking surface means distributed lengthwise thereof for direct supporting engagement by the loading member, and an adjusting member having a pair of relatively movable elements, one of said elements having means adapting it to cooperate with any of said surface means to afford an anchor for said adjusting member, the other said element having a portion engageable with said loading member and effective to apply force thereto in response to the application of a force to the adjusting member tending to cause relative movement between said elements, and means for applying a said force to said adjusting member.

13. The combination of claim 12 wherein said last-mentioned means comprises lever means carried by the first-mentioned element and which fulcrums about said one element.

14. The combination of claim 12 wherein said force applied to the adjusting member causes said other element to advance, in a direction lengthwise of said support, relative to said one element.

SULO M. NAMPA. REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name a Date 1,049,655 Boller et a1. Jan. 7, 1913 1,097,338 Lampert May 19, 1914 1,388,103 Dorau Aug. 16, 1921 2,056,704 Anderson Oct. 6, 1936 2,091,869 McCurdy Aug. 31, 1937 2,178,792 Holmboe Nov. 7, 1939 2,268,394 Hebert Dec. 3.0, 1941 2,287,852 Zyard June 30, 1942

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