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Publication numberUS1304656 A
Publication typeGrant
Publication dateMay 27, 1919
Filing dateJan 15, 1918
Priority dateJan 15, 1918
Publication numberUS 1304656 A, US 1304656A, US-A-1304656, US1304656 A, US1304656A
InventorsSamuel D Butterworth
Original AssigneeSamuel D Butterworth
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Method and apparatus for loading automobiles.
US 1304656 A
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Description  (OCR text may contain errors)

S. D. BUTTERWORTH. 7 METHOD AND APPARATUS FOR LOADING AUTOMOBILES.

APPLICATION FILED JAN. \5. I918.

1,304,656. A Patented May 27, L919.

3 SHEETSSHEET 1.

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S. D. BUTTERWORTH.

METHOD AND APPARATUS FOR LOADING AUTOMOBlLES.

APPLICATION FILED. MN. 5. i918.

Patented May 27, 1919.

3 SHEETS-SHEET 2.

V 3 vwamtox SAMUEL Dfiwmzwox TH S. D. BUTTERWORTH.

METHOD AND APPARATUS FOR LOADING AUTOMOBILES.

APPLICATION FILED JAN. SY 1918.

Patented May 27, 1919.

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SAMUEL'D. BUTTERWORTH, OF LANSING, MICHIGAN.

METHOD AIPI'ARATUS FOR LOADING .AJJIlltlZOIBIIiElit.

To all whom it mayco ncem: I

Be it known that I, SAMUEL D. BU'rI'nR- won'rH, a citizen of-the United States, residing at Lansing, in the county of Ingham and State of Michigan, have invented a new and useful Improvement in Methods and Apparatus for zLoading Automobiles, of

. which the followin is a specification.

This invention re ates to amethod of loading automobiles and also the apparatus. It is the desire during the presentshortage of freight cars to use fiat cars for loading and carryin automobiles, but the ordinary fiat carwill only carry two automobiles when loaded in the customary way. This is-obviously a rather expensive way of shipping. It is the-object of the .present invention to make flat cars available for carrying a maximum number of automobiles.

' in the drawings,

Figure 1 is anelevation of a fiat car show ing an'automobile being driven into its final position. A

Fig. 2 shows a fiat car completely loaded.

Fig. 3 is an enlarged detail view of the framework and the automobile in final position.

Fig. 4 is an end elevation of the framework.

Fig. 5 is a detail showing the oblique braces for the frame-Work.

Fig. 6 is a detail includin the section of a wheel showing how the w eel is strapped down.

Fig. 7 is a section of the stirrup that holds the front wheels. Fig. 8 is a plan view of the same. v

Fig. 9 is a side elevation part1 in section of one of theskids up which the ont wheels are driven.

Fig. 10 is a perspective of the'approach the skid.-

The outline of a Fat car is apparent in Figs. 1 and2. Mounted upon its platform' is a rectangular frame-work comprising really two frames of angle irons at each side of the car. Each frame is bracedlongitu dinally by the diagonalsa and transversely by the diagonals'b. Note inFig. 5 that these diagonals Z) are'provided with two'- bolt holes Specification of Letters Patent.

Patented May 27, 1919.

Application filed January 15, 1918. SerialNo. 211,927.

so that the upper one can be used when the diagonal is attached directly to the platform of the car and the lower" one can be used where a small plank 0 is interposed between the foot of the diagonal and the platform so as to give a footin to the diagonal, which might nototherwise e possible by reason of the damaged edge of the flat car platform. In Fig. 4 is shown a pair of diagonals which can be used at the ends of the frames for connecting the two frames together in the form of a bracin X. These are usually not put in place unti the car is loaded, as it may be necessary to drive the automobiles the length of several cars before they reach the loading place. j

A stirrup for the front wheels of the automobile is formed by the device shown in Figs. .7 and 8, comprising a pair of angle bars 6, e, which bridge the tops of the frames and also thereby; serve to tie the frames together, and which are bolted'to the top angle bars of each frame. Note'that the top longitudinal angle bars of each frame are rovi'dedwith a plurality'of bolt holes f. 'Fhis enables the crossing angle bars to be bolted at olifierent positions along the frame-work -to accommodate the frame-work to cars of flanges are bolted the strips 71., which at the 1 end toward which theautomobile approaches,

continue down to form a rest 2' to receive the end of the skid y (Fig. 1)., The skid is .de-

-tailed in Fig. 9 and also shown in Fig. 4. "Referring to Fig. 9, the skid is made u in the main by a trough-like member whic at its upper end is provided with a pair of holes is, through which may 'be dropped pins-- which also dro through the holes m (Fig. 8) of the rests t at temporarily hold thetop of the skid to the stirrup. The base of the trough like'member is supported on a pair of legs Z and also on an oblique brace 11.. The legs protrude slightly forward of-the skid to form a seat upon which may be rested the upper end of the approach skid p.

This skid and approach construction is important, for it enables loadin in a way that would not otherwise be possi le. Referring to Fig. 1, it will be seen that the car is driven up first the approach p and then the front on to the skid. After the approach is taken away, the front wheels continue the rest of the way up while the rear wheels are driven along on a level. After the front wheels are in the stirrups, the skids themselves may be removed and used in the same mannerto lift the second car into the next succeeding pair of stirrups. v

The front wheels may now be locked securely in the stirrups by means of the clamping strips i which are bolted through slots to the strips 7t and provided with a raised portion to bridge the wheel felly between the spokes. The slotted construction enables the clampin strip to beapplied to the wheels regardl to drop into the stirrup.

The rear wheels are ehocked both front and back by the inverted V s and the block t respectively. The canvas is assed between the spokes and over the feily and nailed on by the cleats a (Fig. 6).

The car is, therefore, firmly held both at the front and rear and the cars themselves become part of the bracing of the framework. It is very evident that by reason of their oblique disposition, not onlydoes each occupy less horizontal space but they are caused to overlap in about half-the horizontal space that each one -occupies. Hence the number that can be gotten into a' given length of platform is very much increased. It is also to be borne in mind that no tackle or other lifting devices are necessary to-place the cars. They are driven into their place by their own power. The unloading operation is simpl a reversal of the operations already descri ed.

What I claim is:

1. The method of loading automobiles on a frame-work and platform, which consists in driving the front wheels up an inclined skid and approach to the skid, removing the approach, continuing the driving of the car to its final position, and securing the front wheels to the frame-work.

2. The method of loading automobiles upon a frame-work and platform, which consists in driving the front wheels over a skid and approach, removing the ap roach, con- 7 tinuing the driving until the ront wheels ess of just where they happen ing the second, carfm overlapped relation with respectto the first car.

3. A framework for loading automobiles, comprising apair of frames, pairs of cross bars connectin the tops ofthe frames, and stirrups located at the ends of the cross bars for supporting the front wheels of the auto,- mobiles and supporting the automobiles in inclined a'nd overlapped relation.

4. A framework for loading automobiles, comprising a pair of frames between which automobiles may be driven, cross bars connectingthe tops of the frames, stirrups supported at the top vof the frame and comprising each a pair of side strips, and a clamping' strip to engage over the front wheel to secure the same in place and support the automobiles in inclined and overlapped relation.

5. The method of loading automobiles second car to brin the second car in overlapped relation wi respect to the first car.

6. The combination of a frame-work for loading automobiles, {comprising a pair of frames between which the automobiles may be driven, stirrups at the top of the frame for supportin a air of automobile wheels, and removab e srids by which one set of wheels may be forced up into the stirrups and the skids removed.

7. The combination of a frame-work for loading automobiles, having a pair of frames between which the automobiles may be driven, and pairs of stirrups located at the top of the frame to hold each a pair of automobile wheels, skids and removable approaches, the said approaches being removable when the forward set of wheels is driven up part way to the top of the skids, after which the forward set of driven the rest of the way up the skid.

8. A frame-Work for loading automobiles, comprising a pair of frames between which automobiles may be driven, stirrups comprising side strips having oontinuations forming rests for the top end of the skid, and clamping means between the side strips for engaging the front wheels of an automobile which is driven up the skid into the stirrup and holding the automobiles in inclined and overlapped relation.

9. In a frame-work for loadin automobiles, a pair of frames between w ich automobiles may be driven, and a lurality of stirrups supported at variab e positions wheels may be 1,804,656 Y I r 3 along the tWo frames to support the autd moblles in diagonal and overlapped relation and be adjustable to accord with varying wheel bases of the automobiles.

10. In a frame-work for loading automobiles on flat oars, one or more uprlght members on the frame-Work, and transverse diagonal braces having each a pair of holes by SAMUEL D.- BUTTERWORTH.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US5071298 *Nov 19, 1990Dec 10, 1991Conzett Dale CTransport carrier for vehicles
WO1988008404A1 *Apr 18, 1988Nov 3, 1988Tiltrack IncTransport system for wheeled vehicles
Classifications
U.S. Classification410/13, 414/228, 410/30, 188/32, 410/19
International ClassificationB60P3/073
Cooperative ClassificationB60P3/073
European ClassificationB60P3/073