U.S. patent number 3,915,327 [Application Number 05/412,997] was granted by the patent office on 1975-10-28 for cargo container.
This patent grant is currently assigned to Goodyear Aerospace Corporation. Invention is credited to John W. Lovich, Oscar W. Meller, Frank C. Morse, Walter F. Sprick.
United States Patent |
3,915,327 |
Lovich , et al. |
October 28, 1975 |
Cargo container
Abstract
Disclosed is a unique igloo cargo container having three doors
on the front thereof to allow complete and total access to the
interior of the container. Two of the doors are interchangeable and
enclose the side portions of the front of the container. A center
door engages with the top and bottom of the cargo container and the
side doors so as to complete the total enclosure. The center door
is equipped with a latch having a bevelled wedge for engagement
with a channel in the base of the container. The bevelled wedge, as
it engages with the channel, causes sealing engagement among the
three doors and the framework of the cargo container. There is also
presented a slight variation on the unique latch primarily
disclosed. The varied latch has an extended linkage rod so that the
actuating arm of the latch may be positioned other than at that
point on the center door where engagement is to be made with the
cargo container framework.
Inventors: |
Lovich; John W. (Akron, OH),
Morse; Frank C. (Akron, OH), Meller; Oscar W. (Akron,
OH), Sprick; Walter F. (Phoenix, AZ) |
Assignee: |
Goodyear Aerospace Corporation
(Akron, OH)
|
Family
ID: |
23635354 |
Appl.
No.: |
05/412,997 |
Filed: |
November 5, 1973 |
Current U.S.
Class: |
220/1.5; 217/62;
220/345.5 |
Current CPC
Class: |
B62D
33/04 (20130101); B65D 88/14 (20130101) |
Current International
Class: |
B62D
33/00 (20060101); B62D 33/04 (20060101); B65D
88/14 (20060101); B65D 88/00 (20060101); B65D
007/00 (); B65D 043/12 () |
Field of
Search: |
;220/1.5,41,345-347
;217/62,63,78,79 ;49/404
;312/101,102,109,110,138,199,201,257A,293,294,295,308,333,334,335
;206/467,468 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Petrakes; John
Attorney, Agent or Firm: Oldham & Oldham
Claims
What is claimed is:
1. A cargo container having a basic structure of a base and a top,
two end panels interconnecting the base and top, and a back panel
connected to the top, base, and end panels thus defining an open
container, further comprising:
verticle door frame channel members attached to each of the end
panels;
a header interconnecting the door frame channel members and
attached to the top;
two side doors slidingly engaged among the header, base and door
frame channel members;
a center door removably engaged among the header, base and side
doors;
a latch assembly positioned on the center door adaptable to make
gripping engagement with the base thus affectuating interlocking
engagement between the two side doors and the center door; and
wherein the header and base have tracks therein for slidingly
receiving the side doors and are further characterized by insertion
means in the center thereof for receiving the side doors into said
tracks, the center door being engaged at said insertion means.
2. The cargo container as recited in claim 1 wherein the door frame
channel members are characterized by the presence of verticle
recesses therealong and wherein one side edge of each of the side
doors has a cap thereon complementary to the recesses such that
sealing engagement may be affectuated between the two.
3. The cargo container as recited in claim 2 wherein the other side
edge of each of the side doors is capped with a T-shaped edge
member and wherein the side edges of the center door are capped
with L-shaped edge members, the T-shaped and L-shaped edge members
being adaptable to interlockingly engage each other.
4. The cargo container as recited in claim 1 wherein the header
contains a top track therealong, the side doors having slides along
the top edges thereof making sliding interlocking engagement with
the top track, and wherein the base has a bottom track therein, the
side doors having slides along the bottom edges thereof to make
sliding interlocking engagement with the bottom track, the top
track-slide engagement restricting downward vertical movement of
the doors and the bottom track-slide engagement restricting upward
vertical movement of the side doors.
5. The cargo container as recited in claim 1 wherein the latch
assembly is housed within a recess in the center door and comprises
a handle pivotally mounted to the door, the handle having a head at
one end thereof and a wedge attached to the handle perpendicular to
the length thereof, and wherein a plunger rests upon the base and
opposite head such that contact of the head upon the plunger
affectuates separating motion between the center door and the
base.
6. The cargo container as recited in claim 5 wherein the bottom
edge of the center door has a tongue therealong, the base below the
center door has a groove therealong, and the wedge of the latch
assembly is bevelled and positioned such that actuating movement of
the latch handle forces the bevelled wedge into the groove below
the center door and forces the tongue into the groove in tight
interlocking engagement.
7. A cargo container, comprising:
a front framework of a header and base separated by and
interconnected with vertical door frame elements;
first and second side doors having slides at the top and bottom
thereof, the slides respectively engaging with tracks in the header
and base of the container;
a center door engaging with the header, base, and two side doors
thus completely enclosing the front framework;
a latch assembly positioned on the center door and operatively
engaging the base, such engagement inhibiting the interpositional
movement of the first and second side doors and the center door;
and
wherein said base and header have receiving slots therein at the
centers thereof, said slots receiving said side doors therein for
engagement with said tracks, said center door engaging the base and
header at said slots.
8. The cargo container as recited in claim 7 wherein the two said
doors are interchangeable as to their positional relationship with
the center door.
9. The cargo container as recited in claim 8 wherein the side doors
have T-shaped elements along one vertical edge thereof and the
center door has L-shaped elements along both vertical edges
thereof, the T-shaped elements of the side doors lockingly
interengaging with the L-shaped elements of the center door.
10. The cargo container as recited in claim 9 wherein each of the
side doors has a reinforcing plate thereon with protrusions
extending therefrom in vertical interlocking and horizontal sliding
engagement with the track in the base of the container and wherein
the top of each side door is capped with a T-shaped element in
vertical locking and horizontal sliding relation with the track in
the header.
11. The cargo container as recited in claim 7 wherein the latch
assembly is positioned in a recess centrally located in the center
door and comprises,
a handle pivotally mounted to the door;
a linkage rod operatively connected to one end of the handle;
and
a bevelled blade and head combination pivotally connected to the
center door at the bottom thereof and further connected to the
linkage rod opposite the handle, the bevelled blade and head making
engagement with the base to sealingly engage and disengage the
center door therewith.
Description
BACKGROUND OF THE INVENTION
Heretofore it has been known that various types of cargo containers
have been utilized in the transportation industry. Most generally,
these cargo containers are accessible by virtue of a single door on
the cargo container or two doors, one on each side of the cargo
container. In order to allow complete access to the interior of the
cargo container these doors must generally be large in size and
thus difficult to handle by a single operator.
Consequently, it is an object of the instant invention to present a
cargo container which allows access to the total interior thereof
by virtue of three separate and distinct doors, each of which is
easily handled by a single operator.
A further object of the invention is to present a cargo container
having three doors wherein each of the three doors interengages
with another of the three doors and with the framework of the cargo
container.
Yet aanother object of the invention is to present a cargo
container having three doors wherein the middle door engages with
each of two end doors and wherein the middle door has associated
therewith a bevelled wedge-like latch member which affectuates
sealing engagement among the doors by engagement with the base of
the cargo container.
These objects and other objects which will become apparent as the
detailed description proceeds are achieved by a cargo container
having a basic structure of a base and a top, two end panels
interconnecting the base and top, and a back panel connected tothe
top, base, and end panels thus defining an open container, further
comprising verticle door frame channel members attached to each of
the end panels; a header interconnecting the door frame channel
members and attached to the top; two side doors slidingly engaged
among the header, base, and door frame channel members; and center
door removably engaged among the header, base, and side doors; and
a latch assembly positioned on the center door adaptable to make
gripping engagement with the base thus affectuating interlocking
engagement between the two side doors and the center door.
For a true understanding of the invention in its preferred
embodiment, reference should be had to the detailed description and
accompanying drawings wherein:
FIG. 1 is a plan view of the cargo container of the invention;
FIG. 2 is a plan view of the cargo container having the doors
thereof removed;
FIG. 3 is a cut-away frontal view of the cargo container;
FIG. 4 is a sectional view of the cargo container taken along the
line 4--4 of FIG. 3;
FIG. 5 is a sectional view taken along the line 5--5 of FIG. 3 and
shows the engagement of a side door with the vertical framework of
the container;
FIG. 6 is a sectional view taken along the line 6--6 of FIG. 3
showing the engagement of the center front door with the center of
the cargo container;
FIG. 7 is a sectional view taken along the line 7--7 of FIG. 3;
FIG. 8 is a sectional view taken along the line 8--8 of FIG. 3
showing the engagement of the center door with the base of the
cargo container;
FIG. 9 is a frontal view of the latch of the cargo container;
FIG. 10 is a sectional view taken along the line 10--10 of FIG. 9
and the latch in its latched position;
FIG. 11 is a sectional view taken along the line 11--11 of FIG. 3
showing the interengagement of the center door with a side door;
and
FIG. 12 is a frontal view of a latch assembly for use with the
cargo container and having a linkage rod attached thereto.
Referring now to the drawings, and more particularly FIG. 1, an
appreciation of the exterior structural design of the invention may
be had. Here it can been seen that the cargo container, designated
generally by the numeral 10, comprises a top 22 connected to a back
member 11 and right and left end panels 18, 20. Each of the end
panels 18, 20 are preferably of 0.040 inch thick aluminum
stiffeners 13 attached thereto for rigidity. The back panel 11 is
similarly constructed with six equally spaced vertical channel
stiffeners connected thereto. The top of the bach panel has an
aluminum angle riveted to the top of the back panel 11 which is
drilled to provide for screw attachment with the top 22. As can be
seen, the end panels 18, 20 are angled into the top 22, that angle
preferable being approximately 30.degree. from the vertical. The
engagement of the angled portions of the end panels 18, 20 with the
top 22 is facilitated by means of the channel angle members 32
which are appropriately affixed to the top and the end panels. The
back 11, and end panels 18, 20 are fixedly attached to a base 24 in
a manner which will become apparent hereinafter.
Door frame channel members 34, 36 are respectively attached to the
end panels 18, 20 and to a header 38 which is in turn attached to
the top 22. Engagement between the door frame channels 34, 36 with
the header 38 is made by means of the angled clips 40 lying flush
with and attached to the respective door frame channels and header.
The combination of the front portion of the base 24, the header 38,
and the door frame channel members 34, 36 provides for the basic
frontal design of the cargo container.
As can further be seen in FIGS. 1 and 2, there are are provided
three doors, a cneter door 12 and side doors 14 and 16 which make
engagement between the header 38, the base 24, and the door frame
members 34, 36. The doors 14 and 16, as will be apparent
hereinafter, are interchangeable. Each of the door members is
characterized by the presence of fabric handles 28 affixedly
attached thereto for purposes of facilitating the handling of the
respective doors. The center door 12 is further characterized by
the presence of a latch assembly 26 at the bottom thereof for
purposes of achieving interlocking engagements among the doors, the
base 24, the header 38, and the door frame channel members 34, 36.
Each of the end panels 18, 20 has attached thereto a strap 30 to
facilitate the movability of the cargo container 10.
Referring now to FIG. 3, a more detailed showing of the structure
of the invention may be seen. Here it can be specifically noted
that the header 38 is connected to the respective door frame
channel members 34, 36 by means of the clips 40, one on each side
of the joint formed between the header and door frame members. It
should be noted that clips 40 are preferably interconnected by
means of bolts 41 passing therethrough so that dismanteling of the
cargo container may be readily achieved with ordinary hand tools.
It can be further noted from the cut-away portion of the drawing
that the back panel 11 is strengthened by means of the vertical
channel members 42 equally spaced therealong. Although not shown,
the top 22 is constructed and strengthened in a manner similar to
that of the back panel 11. Further detailed description of the
structure of the cargo container 10 will now be had by reference to
sectional views taken from FIG. 3.
FIG. 4 is a cross sectional view of the right end portion of the
cargo container 10 taken along the line 4--4. Here it can be seen
that hat channel members 44 are provided along the top 11 in a
manner parallel to the header 38. It can further be seen that hat
channel members 46 are provided in a transverse manner to the
vertical channel members 42 to further increase the rigidity of the
back panel 11. Along the entire length of the back panel 11 and
attached thereto is a cap 48 having a groove 49 formed therein. A
T-shaped interlocking member 52 is connected to the base 24 so as
to engage with a groove 53 contained within an attached edge member
50 which is similarly connected to the base 24. As can be seen, the
T-shaped interlocking member 52 is fixedly attached to the base 24
and the edge member 50 by bolts 54 and is further connected to the
member 50 by the tongue and groove engagement as shown at 55. A
second portion of the T-shaped interlocking member 52 engages in a
groove 49 of the cap 48 so as to achieve a total weather-seal
engagement between the back panel 11 and the base 24. It should be
noted that the engagement between the back 11 and the base 24 is
moveable by virtue of the slidable engagement between the T-shaped
member 52 and the groove 49 of the cap 48. Thus, compression on the
top of the cargo container will allow some movement of the back 11
with respect to the base 24 before deformation of the back 11 will
be realized.
The header 38 is fixedly attached to the top 22 at the front edge
of the cargo container. The header 38 is characterized by the
presence of a top track 56 extruded or formed therein. The side
doors 14, 16 are characterized by a slide 58 fixedly attached along
the top edges of the doors. The slides 58 are formed so as to mate
with the top tracks 56 formed within the header 38 along the
respective side portions thereof. The front edge portion of the
base 24 in the areas of the side doors 14, 16 are characterized by
the presence of a front extruded channel member 60 attached
thereto, the channel member 60 being characterized by the presence
of a bottom track 62 extruded or otherwise formed therein. The
bottoms of the side doors 14, 16 have attached thereto slides 64
designed so as to slidingly engage with the track 62.
As can be seen in FIG. 5, which is a cross sectional view taken
along the line 5--5 of FIG. 3, the door frame channel member 34 is
formed so as to have a receptacle 66 defined thereby. The edges of
the side doors 14, 16 have a door edge member 68 fixedly attached
thereto, the member 68 making sealing engagement with the
receptacle 66. Thus, it can be seen that the side doors 14, 16 may
be slid along the bottom track 62 and the top track 56 into sealing
engagement with the receptacle 66 formed in the vertical door
frames.
Attached to one of the bottom corners of each of the side doors 14,
16 there is a triangular shaped doubler 76 as shown in FIGS. 3 and
7. The triangular doubler 76 is applied to each side of the doors
14, 16 so as to strengthen that portion of the door. The doubler 76
and the door 16 are then capped at the bottom thereof with a
channel member 74 which is continuous from and similar in nature to
the slide 64. The channel 74 and doubler 76 are fixedly attached to
the door 16 by means of bolts 78 or other appropriate means. The
channel 74 has received in the bottom thereof a plurality of
channel nuts and bolts 73. The bolt heads 75 are circular in nature
and of such size as to be receivingly engaged in the bottom track
62. It should be noted that the head 75 is slidingly received in
the track 62 and is not removable therefrom except by sliding. On
the contrary, the slide 64 is slidingly received in the bottom
track 62 but is removable therefrom by vertical motion of the doors
14, 16. Thus it can be seen that the channel nut and bolt assembly
along the triangular doubler portion of the doors provides for
engagement between the side doors 14, 16 with the bottom tracl 62
such that disengagement between the doors 14, 16 and the track 62
is prohibited.
FIG. 6 is a sectional view taken along the line 6--6 of FIG. 3 and
shows the cross sectional characteristic of the header 38 at that
portion thereof where the center door 12 will be placed. Here again
it can be seen that the header 38 is characterized by the presence
of a track 70, the depth of which is substantially less than that
of the track 56 due to the presence of the cutaway portion 72. The
track 70 is of sufficient depth that when the bottom of the door 12
is appropriately engaged with a track in the base 24 the track 70
will engage with the top edge cap 77 which is fixedly attached atop
the door 12.
As can be seen in FIG. 8, the center of the door 12 has attached
thereto at the bottom thereof an extruded edge member characterized
by the presence of a tongue 80 at the bottom thereof. Along the
central portion of the base 24 where the center door 12 will be
properly engaged, a groove 82 is provided in the extruded edge
member. The groove 82 is of such nature as to make sealing
engagement with the tongue 80 but is readily removable therefrom by
merely lifting the door 12 in an upward and outward manner so as to
disengage the tongue and groove engagement achieved by the elements
80, 82.
FIG. 9 is a detailed showing of the latch assembly 26 which is
attached to the center door 12. As can be see, the latch assembly
26 comprises a handle 84 rotatable about a pivotal pin 86, the
pivotal pin 86 being mounted on a block 88. As should be apparent
from cross sectional views of the doors 12, 14, 16, and the base 24
of the cargo container 10, these elements are all constructed of
aluminum clad balsa wood. Thin aluminum skins are provided with
end-grain balsa wood therebetween thus presenting a sturdy
lightweight element. The latch assembly 26 of the instant invention
is recessed within the front of the center door 12. The recess is
created by removing the front aluminum skin of the door and the
balsa wood lying directly thereunder. The recess is bounded by the
line 90 with the area between the lines 90, 92 being arcuate in
nature. The recess provides a means for protecting the handle and
allows the front face of the cargo container to be planar in nature
with no protruding elements. For purposes of strengthening the
inner skin 94 of the door 12 which is exposed by the recess, a
reinforcing plate 96 is fixedly attached to the back of the inner
skin 94. The block 88 is fixedly attached to the inner skin 94 and
reinforcing plate 96 by means of the spacers 89 which hold the
handle 84 at a predetermined distance from the skin 94. A plunger
98 is movably contained within a housing 100 such that the plunger
98 rests on the base 24. The handle 84 has a head 102 at one end
thereof and a wedge 104 with a bevelled portion 105 perpendicular
to the length of the handle 84. The handle 84 further has a hole
108 at one end thereof, the hole 108 securing the handle by
engagement with an eye bolt 106 fixedly attached to the skin and
reinforcing plate 94, 96. Security wire may be passed through the
eye bolt 106 and hole 108 to secure the handle in its closed
position. An arcuate portion 109 is fixedly retained within the
recess, the arcuate portion providing means for engagement with the
hole 108 of the handle 84 when the handle 84 is pivoted about the
pin 86 to release the latch. A protrusion 110 is contained upon the
arcuate portion 109, the protrusion 110 providing means for
engagement with the edge of the hole 108 so as to retain the handle
84 in an open position.
With a basic understanding of the door and latch assemblies of the
invention, specific notice will now be given to the operation of
the same. As is best shown in FIG. 2, a side door, for example 14,
may be placed so that the bolt heads 75 are received within the
milled slots 59 in the base 24. At this point the slide 58 at the
top of the door passes through the cut-away portion 72 in the
header 38 at the center thereof, the slide 64 making engagement
with the bottom track 62. With the side door so positioned, it may
be slid to the right, for the righthand door 14, or the left, for
the lefthand door 16, such that the slide 58 will make engagement
with the top track 56 and such that the bolt heads 75 will make
vertical locking engagement with the bottom track 62. When the door
14 is slid completely to its left most position such that the door
edge member 68 is received within the receptacle 66, this door is
sealingly held by the top track 56 interacting with the slide 58
and the bottom track 62 in engagement with the bolt head 75. At
this time the left door 16 may be similarly placed into the milled
out slots 59 and the cut-away portion 72 and slid to the left to
make similar engagements with the header 38, left door frame 36 and
the base 74.
With the side door so engaged, the center door 12 may be readily
positioned by first shoving the upper edge thereof into the track
70, as shown in FIG. 1, and then placing the bottom edge 80 of the
center door 12 into the appropriate groove in the extruded edge
member of the base 24. The tongue 80 on the bottom edge of the
center door 12 is then forced into engagement with the groove 82 in
the extruded edge member of the base 24 by the downward motion of
the handle 84 of the latch assembly 26. It should of course be
understood that while engaging the center door 12 with the cargo
container and the other doors, the latch assembly 26 has the handle
thereof restrained on the protrusion 110 of the arcuate portion
109. The downward motion of the wedge 104, beginning with the
bevelled edge 105 within the groove in the extruded edge member,
forces the tongue 80 into the groove 82 to effectuate interlocking
engagement therebetween. As can be seen, the aggregate width of the
wedge 104 and the tongue 80 is such that it substantially fills the
groove within the extruded edge member on the base 24 so that a
tight engagement is made between the tongue 80 and the groove
82.
With reference now to FIG. 11, a sectional view of the
interengagement between the center door 12 and the side door 16 may
be seen. As is readily noted from reference to the Figure the side
door 16 is capped along the vertical edge thereof by a T-shaped
edge member 112. It should of course be understood that the edge of
the side door 114 is similarly capped. The center door 112 on each
of the vertical edges thereof is capped by an L-shaped edge member.
With the side doors 14, 16 positioned as described hereinabove and
shown in FIG. 2, the center door, when placed into its proper upper
and lower tracks, causes engagement between the T-shaped edge
members 112 and the L-shaped edge members 114. When the latch
assembly 26 is actuated so as to secure the center door 112, the
side doors 14, 16 are tightly secured by the engagement between the
members 112 and 114. It should of course be noted that the T-shaped
members 112 result in a reversibility or interchangeability between
the doors 14 and 16.
With reference now to FIG. 12, a slight variation on the theme of
the cargo container latch assembly 26 may be seen. It should of
course be understood that with the latch assembly heretofore
discussed the operator must bend substantially to the ground in
order to engage or disengage the latch. In order to facilitate such
engagement and disengagement, the instant invention may adapt the
use of the latch assembly 121 as shown in FIG. 12. As can be seen,
such a latch assembly teaches that a handle 124 be pivotally
mounted about a pivotal pin 128 and connected at one end thereof to
a linkage rod 126. The linkage rod is in turn connected to a
bevelled blade 130 and a head 131 respectively similar to the
bevelled blade 104, 105 and head 102 of the latch assembly 26. The
bevelled blade 130 is adaptable to make the sealing engagement
between the tongue 80 and the groove 82 as described hereinabove.
The bevelled blade 130 and the head 131 are pivotally about a
pivotal pin 133. When the handle 124 is pivoted about the pivotal
pin 128 to a position substantially horizontal with respect to the
base 24, the bevelled blade 130 is engaged so as to cause the
engagement between the tongue 80 and the groove 82. When the handle
124 is lifted upward and pivoted about the pin 128, the linkage rod
126 is forced downward pivoting the head 131 about the pivotal pin
133 and causing engagement with the plunger 132 contained within
the housing 134. Again, this actuation is similar to that described
with reference to the plunger 98 of the latch assembly 26. As the
handle 124 is lifted the bevelled blade 130 is disengaged from the
groove in which it has been retained and frees the tongue 80 from
the groove 82 such that the plunger will lift the door upward and
rock the tongue 80 out of the groove 82. It should of course be
understood that the linkage rod 128 is contained within a recess
116 and a handle 124 within a recess 120 similar to the recess
described with reference to latch 26. A reinforcing pin 118
strengthends the recessed area and there is of course provided an
arcuate portion 122 for purposes of protecting the handle 124.
Thus it can be seen that the objects of the invention have been
achieved by the apparatus presented hereinabove. While in
accordance with the Patent Statutes only the preferred embodiment
and best mode contemplated by the inventor for carrying out the
invention have been presented and described in detail, it is to be
understood that the inventin is not limited thereto or thereby.
Consequently, for an appreciation of the scope and breadth of the
invention reference should be had to the appended claims.
* * * * *