States aet [191
`Slutsky et al.
`
`[54]
`
`[76]
`
`[22]
`121]
`
`[52]
`[51]
`[58]
`
`[561
`
`OVERHEAD TRANSPORTER AND
`RELOADER
`inventors: llvan Ivanovich Slutsky, ulitsa
`akademika Komarova, l3, kv. l2;
`Oleg Petrovich Poyarkov,
`Orlovo-Davydovsky pereulok 27/5,
`kv. 98, both'of Moseow, U.S.S.R.
`Sept. 1, 1972
`Filed:
`Appl. No.: 285,859
`
`U.S. Cl ....................... .. 212/12, 198/38, 212/49
`Int. Cl. ............................................ .. 1366c 7/00
`Field of Search ................. .. 212/10, l1, 12, 49;
`198/38
`
`References Cited
`UNITED STATES PATENTS
`
`1,352,076
`
`9/1920 Madden .............................. .. 212/11
`
`[11]
`
`[45]
`
`3,770,137
`Nov. 6, 1973
`
`Primary Examiner—Evon C. Blunk
`Assistant Examiner—H. S. Lane
`Attorney—Eric H. Waters et al.
`
`ABSTRACT
`[ 57]
`A transporter and reloader comprise an overhead rail
`track and a driven trolley travelling on said track. The
`over-head rail track consists of a central rail laid
`through-out the entire course of the trolley travel and
`of auxiliary rails provided at places of reloading of car
`goes at both sides from the central rail but lower than
`the latter, the trolley resting on said auxiliary rails dur
`ing reloading and swinging of the boom. Said trolley is
`provided with a boom turnable horizontally and a loca
`tor keeping said boom along the central rail when the
`trolley is running on the latter.
`
`14 Claims, 15 Drawing Figures
`
`Daifuku Exhibit 1010, Page 1 of 16
`
`

`
`PATENTED NOV
`
`6 I973
`
`3.770.137
`
`SHEET 10!’ 8
`
`Daifuku Exhibit 1010, Page 2 of 16
`
`Daifuku Exhibit 1010, Page 2 of 16
`
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`
`Daifuku Exhibit 1010, Page 5 of 16
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`3.770.137
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`Daifuku Exhibit 1010, Page 6 of 16
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`PATENTEDHUV 61973
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`3,770,137
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`Daifuku Exhibit 1010, Page 7 of 16
`
`Daifuku Exhibit 1010, Page 7 of 16
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`Daifuku Exhibit 1010, Page 8 of 16
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`PATENTEDNUV 61973
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`3.770.137
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`Daifuku Exhibit 1010, Page 9 of 16
`
`Daifuku Exhibit 1010, Page 9 of 16
`
`

`
`1
`OVERHEAD TRANSPORTER AND RELOADER
`
`3,770,137
`
`The present invention relates to overhead inter- and
`intra-shop means of transportation and, more particu
`larly, to transporters and reloaders used for transporta
`tion of loads at shops, depots, etc.
`Used commonly nowadays are overhead monorails
`with a load-carrying trolley running therealong.
`However, such overhead monorails service but a line
`running parallel to their course, not an area. Therefore,
`to feed loads to machines, presses, etc., other transpor
`tation and loading facilities have to be used, which is
`both expensive and inconvenient in use.
`Known in the art are transporters and reloaders com~
`prising overhead trirails and drive-fitted trolley, which
`is equipped with a horizontally swinging boom and rail
`running rollers. Yet, the provision of a trirail track
`throughout the whole course of the trolley leads to a
`great consumption of metal and makes unavoidable the
`provision of intricate switch-overs. Furthermore, it is
`not feasible to provide a trolley as would be borne by
`three rails at a time, as the emerging system cannot be
`defined statically, and when the trolley drive rollers run
`on a midrail, there must be some clearance between the
`side rollers and the side rails to secure gearing of said
`drive rollers. Therefore, every swing of the loaded
`boom wil result in the trolley rollers pressing alter
`nately against either of the side rails, which causes im
`pacting between and higher loads on the trolley and the
`rails.
`Moreover, during the trolley travel, the swinging
`boom cannot be ?xed in a de?nite position, this affects
`the safety of the mechanism in operation, while the
`provision of a load hook for suspension of cargoes at
`the boom end makes it possible to service but a line in
`the form of a circumference with a radius equal to the
`boom length, not an area.
`It is an object of the present invention to provide a
`device for transporting and reloading of cargoes, that
`would retain all the advantages inherent in overhead
`monorail means of transportation, such as simplicity in
`use high, operating efficiency, and non-intricacy of
`switch-overs and, at the same time, would permit the
`delivery of loads to any place of the transportation sys
`tem, regardless of its complexity and invelvement of
`automatic cycles, and the servicing of the area around
`operators’ positions without using there additional re
`loaders.
`In accordance with this and other objects, in the
`overhead transporter and reloader of the present inven
`tion, provided with a system of automatic addressing of
`cargoes and made up of overhead rails, a drive-?tted
`trolley with its rollers travelling on said rails, and a hori
`zontally swinging boom secured on said trolley, accord
`ing to the present invention, the overhead rail track
`consists of a central rail laid along the whole course of
`the trolley and two auxiliary rails laid at both sides of
`the central rail and lower than the latter at places of
`cargo reloading, said auxiliary rails being designed to
`bear, during reloading and boom swinging, the trolley
`which is ?tted with a locator keeping the boom along
`the central rail when the trolley is travelling along the
`latter.
`It is expedient that the distance between the auxiliary
`rails and the central rail be smaller than the vertical dis
`tance between the axles of the trolley rollers travelling
`on the central rail and the axles of the rollers running
`
`20
`
`25
`
`40
`
`45
`
`2
`along the auxiliary rails, the ends of said rails being
`preferably bent outwardly and the drive of the trolley
`being hinged via connecting rods to the latter and fitted
`with rollers for travelling on the central rail.
`Thus, such an embodiment of the transporter and re
`loader makes them more versatile as compared with
`conventional mechanisms, as said transporter and re
`loader permit the servicing of any place within the
`complicated transportation system whose trolley trav
`els alternately on the central rail and the auxiliary ones,
`the position of said trolley at the places of boom swing
`ing being quite stable because it rests on the auxiliary
`rails alone.
`Provision of the locator keeping the boom along the
`central rail during the trolley travel along the latter pre
`cludes the trolley’s tipping and makes its operation
`safer, as there is no chance of cargo’s encounter with
`equipment stored indoors.
`The out-ward bending of the ends of the auxiliary
`rails enables unimpeded ?tting of the side rollers of the
`trolley on the auxiliary rails and hoisting of the trolley
`relative to the central rail, while the hinge joint of the
`drive with the trolley and its provision with rollers for
`travelling on the central rail secures a reliable travel of
`the trolley both on the central rail and the auxiliary
`rails.
`it is preferable that the locator keeping the boom
`along the central rail be made as a spring-loaded pin
`travelling within its holder secured on the boom and a
`feeler mechanism fastened to the trolley, the lateral
`sides of said feeler mechanism being tapered outwardly
`to help press out the pin, said feeler mechanism also
`having a depression coaxial with the pin and intended
`for ?xation of the latter therein; to remove the spring
`loaded pin from the depression, provision is make for
`an electromagnet connected electrically with the sys
`tem of automatic addressing of cargoes, the core of said
`electromagnet being coupled with the pin.
`This embodiment of the locator makes it possible to
`swing the boom in the places of reloading only, i.e. at
`the points where the auxiliary rails are provided.
`In order to transport loads along the boom, the latter
`must be preferably equipped with a carriage, while the
`trolley should be provided with'an arrangement for
`holding said carriage close to the axle of the boom
`swinging when the trolley is travelling along the central
`rail.
`It is expedient that the arrangement for holding the
`carriage close to the boom swinging axle have spring
`loaded rests moving vertically within guides secured on
`the boom and a feeler mechanism secured on the trol
`ley perpendicularly to the boom, the lateral sides of
`said mechanism, tapered outwardly, extending said
`rests to hold the carriage when the boom is being kept
`along the central rail.
`This arrangement increases the reliability of the
`transporter and reloader in operation, as keeping the
`carriage with a load close to the axle of the boom
`swinging precludes the emergence of extra loads acting
`on the construction of the trolley during its travel both
`along straight and curved sections of the overhead
`course and raises the safety of operation.
`It is also preferable to provide a protrusion on the
`feeler mechanism of the arrangement, holding the car
`riage, and to install, on the boom a terminal switch con
`nected electrically with the trolley drive and interacting
`with the protrusion to disconnect said trolley drive dur
`
`Daifuku Exhibit 1010, Page 10 of 16
`
`

`
`3,770,137
`
`40
`
`3
`ing the trolley’s travel on the central rail, the boom
`being kept at an angle to said central rail.
`It is desirable to provide branch monorails at places
`where auxiliary rails are laid, said branch monorails
`being joined with the swinging boom by mean of a cou~
`pling device.
`Owing to the provision of the branch monorails
`joined with the swinging boom and the carriage, the
`load can be transported to any place off the main
`course without help of any additional reloaders or
`switch-overs, which helps provide intricate transporta
`tion systems and both overhead and low-ground stores.
`It is preferable that the coupling device be fashioned
`as a feeler mechanism which is mounted on the boom
`end, with its lateral sides tapered outwardly and having
`a groove in its central part, and a spring-loaded latch
`secured on a branch monorail with the possibility of
`travelling horizontally to enter the feeler mechanism
`groove when the boom joins said branch monorail.
`For a smooth pass-over of the carriage from the
`boom onto a branch monorail, the butt ends of said
`monorail and boom should be preferably made along
`the arches of two respective concentric circumferences
`with a center coinciding with the axle of the boom
`25
`swinging.
`This embodiment of the butt ends of the monorail
`and the boom would help narrow the gaps between the
`boom and the branch monorails being joined, which re
`duces impacting of the carriage rollers at the joints and,
`consequently, decreases the dynamic loads acting on
`the rails and the trolley.
`It is desirable that the transporter and reloader of the
`present invention be provided with an accessory pre
`venting the carriage from falling out of’ the boom or a
`branch monorail after said boom disjoins said branch
`monorail, said accessory being fashioned as two spring
`loaded pins connected to each other in their upper part
`by means of an iron and mounted on the boom end with
`the possibility of vertical travel, a wedge-shaped feeler
`mechanism interacting with the iron to lift said pins,
`and two spring-loaded rests connected to each other in
`their upper part by means of a cantilever plate tapered
`to interact with the iron of the spring-loaded pins and
`to ensure their lift at the moment when the carriage is
`passing over from the boom onto a branch monorail,
`the spring-loaded rests and the wedge-shaped feeler
`mechanism being secured on the latch of the coupling
`device.
`The provision of said accessory helps preclude the
`carriage from falling out of the boom or a branch
`monorail and, thus, contributes to the safety of opera
`tion of the transporter and reloader as a whole.
`Also feasible is the provision of turnable stops dis
`posed at the places of location of the auxiliary rails per~
`pendicularly to the latter, said turnable stops interact
`ing with the carriage to discontinue its movement rela
`tive to a branch monorail; the drive turning said stops
`should be connected electrically with the system of an
`tomatic addressing of cargoes, the location of said turn
`able stops being selected so that, at a place where the
`trolley stops, the imaginary line of continuation of the
`branch monorail cross the axle of boom Swinging.
`Mounted on the rail tracks and turnable by a com
`mand signal from the system of automatic addressing of
`cargoes, the turnable stops help ensure a precise ?xa
`tion of the trolley in the place of its joining with the
`
`35
`
`4
`branch monorail, what is required for a reliable'opera
`tion of the transporter and reloader.
`In order to smooth by stop the trolley or to accelerate
`its movement, the rods connecting said trolley and its
`travel drive should be preferably linked via a shock ab
`sorber.
`The provision of the shock absorber helps preclude
`strong impacting of the trolley against the turnable
`stops at places where it stops and, likewise, sharp jerks
`during its acceleration. All this decreases dynamic
`loads and increases the reliability and service life of the
`whole device.
`The feeler mechanism of the coupling device may
`carry a terminal switch connected electrically with the
`boom swinging drive to disconnect the latter when the
`boom is joining a branch monorail.
`In case the trolley’s travel is made use of for turning
`the boom, the latter is expedient to be ?tted with a
`gear-rack mechanism; and at the places of location of
`the side rails it is preferable to provide extensible stops
`whose travel drives are connected electrically with the
`system of automatic addressing of cargoes, the gear of
`the gear-rack mechanism being secured on the boom
`swinging axle and the racks being-loaded, accommo~
`dated in the guides fastened to the trolley, and
`equipped with elastic stops interacting with the extensi
`ble stops, the latter being separated from the turnable
`stops by a distance determining the angle of the boom
`swinging.
`Thus, this embodiment of the transporter and re~
`loader helps service not only the course line but the op
`erators’ floor space as well: ensures a marked economy
`thanks to avoiding the necessity of additional reloading
`mechanisms, at places of reloading for feeding loads to
`the operators’ positions and to the work areas of ma
`chines; reduces the time required for reloading; pro
`vides better conditions for operating process equip
`ment and transportation facilities, as passage-ways are
`not blocked by additional reloading mechanisms; per
`mits the carriage pass-over from the trolley boom on
`the branch monorails without using switch-overs, said
`branch monorails being arranged within the operating
`range of the trolley boom, which appreciably extends
`the sphere of efficient operation of the proposed ma
`chine.
`The invention will be more apparent from the follow
`ing description of an exemplary embodiment of the
`transporter and reloader, given with reference to the
`accompanying drawings, in which:
`FIG. I is a key diagram of the transporter and re
`loader, according to the invention.
`FlG.2 shows a‘ trolley, a side view;
`FlG.3 shows the trolley, a front view, with a boom
`turned perpendicularly to the rail track;
`FIGA shows a locator for keeping the boom along
`the central rail, a side view;
`FlG.5 shows said locator, a plan view;
`FlG.6 is a cutaway view of unit A shown in FIG. 2;
`FlG.7 shows the position of the trolley with the boom
`joined with a branch monorail;
`FIGB is a cutaway view of unit B shown in FIG. 7;
`FIG.9 is a plan view of unit B;
`FlG.l0 is a cross-sectional view of unit B;
`F161 1 is a showing of one of the embodiments of the
`drive of the boom swinging;
`FlG.l2 shows another exemplary embodiment of the
`drive of the boom swinging;
`
`45
`
`50
`
`65
`
`Daifuku Exhibit 1010, Page 11 of 16
`
`

`
`3,770,137
`
`20
`
`25
`
`5
`FlG.13 shows a longitudinal section of a shock ab
`sorber;
`FIG.14 is a showing of a coupling of the turnable
`stops with a pneumatic cylinder;
`FIG.15 is a cutaway view of unit C shown in FIG. 14.
`A transporter and reloader of cargoes comprises
`overhead rail tracks and a driven trolley I (FIG. I) pro
`vided with rollers 2 and 3 (FIG.2).
`The overhead rail track consists of a central rail 4
`laid along the whole course of the trolley and two auxil
`iary rails 5 provided at places of reloading at both sides
`of the central rail 4 (FIG.3), at a lower level and at a
`distance thereof “D.” These auxiliary rails 5 serve as
`support for the trolley I during reloading.
`The trolley I travels along the central rail 4 with its
`rollers 2 secured in the upper central part of said trolley
`I, and on the auxiliary rails 5 with its rollers 3 secured
`along the edges of said trolley but lower than the rollers
`2.
`The distance “D” between the auxiliary rails 5 and
`the central rail 4 is about 2 to 3 mm smaller than the
`vertical distance between the axles of the rollers 2 run
`ning along the central rail 4 and the axles of the rollers
`3 moving along the rails 5. This arrangement of the
`central and the auxiliary rails ensures a stable position
`of the trolley l at places of reloading, as during reload
`ing said trolley I rests on the rails 5 by its rollers 3 only,
`while the rollers 2 travelling along the central rail 4 are
`elevated above the rail 4 over a distance “E.” Further
`more, as shown in FIG.2, the ends of the auxiliary rails
`5 are bent outwardly to facilitate unimpeded ?tting of
`the rollers 3 onto the rails 5.
`Provided in the lower central part of the trolley I is
`a boom 8 secured as console on a bush 6 and made
`turnable horizontally about an axle 7, said boom being
`fashioned as an I-shaped beam and said bush 6 carrying
`a mass balance 9 counterbalancing the loaded boom 8.
`The boom 8 is equipped with a carriage for displacing
`a load along said boom. The carriage may be essentially
`a telpher 10 which is adapted for hoisting and lowering
`cargoes in addition to travelling along the boom.
`Provided as a drive for moving the trolley is an elec
`tric tractor 11 ?tted with rollers 12 for travelling along
`the central rail 4 and with the system of automatic ad
`dressing of cargoes, said system being not discribed
`herein as it is commonly used in overhead transporta
`tion.
`The electric tractor 11 is coupled with the trolley 1
`via a hinge joint and rods 13, what ensures reliable
`travel of the trolley along both the central rail 4 and the
`auxiliary rails 5.
`To preclude any skewness of the trolley during its
`travel along the central rail 4, it is equipped with a loca
`tor l4 keeping the boom along the central rail 4. Said
`locator 14 is fashioned as a spring-loaded pin 15
`(FIGA) moving within a holder 16 secured on the
`boom 8, and a feeler 17 fastened on the trolley 1. The
`feeler 17 has lateral sides 18 tapered outwardly (FIGS)
`for pressing out the pin 15, and a depression 19 dis
`posed coaxially relative to the pin 15 and intended for
`fixation of the latter therein. To withdraw the spring
`loaded pin 15 from the depression 19, provision is
`made for as electromagnet 20 fastened on the‘boom 8
`and connected electrically with the system of auto
`matic addressing of cargoes, the core of said electro
`magnet being coupled with the pin 15.
`
`6
`To preclude tipping of the trolley 1 during its travel
`along the central rail 4 (FIG.2), it is necessary to ar
`range that the loaded telpher 10 be close to the axle 7
`of the swinging of the boom 8; therefore, the trolley 1
`is ?tted with an arrangement 21 adapted to hold the
`carriage 10 near the axle 7 of the boom swinging.
`Said arrangement 21 consists of spring-loaded rests
`22 (FIG.6) and a feeler 23.
`The rests 22 travel vertically inside guides 24 secured
`on the boom 8, while the feeler 23 is ?xed on the trolley
`1 perpendicularly to the boom 8 and has lateral sides
`25 tapered outwardly to extend said rests 22 when the
`boom is being kept along the central rail 4, and to pre
`vent the telpher 10 from displacement. To preclude the
`possibility of the travel of the trolley l with the boom
`8 being not turned in line with the central rail 4, i.e,
`when the boom is positioned at an angle to the central
`rail, provision is made for a terminal switch 26 secured
`on said boom to be electrically connected with the
`electric tractor 11 and to interact with a protrusion 27
`provided on the feeler 23 to prepare the electric circuit
`of said electric tractor for disconnection.
`The proposed transporter and reloader can service
`both the floor space adjoining the course proper and
`pass over the telpher 10 on to monorails 28 or to a
`boom crane (FIGS. 1 and 7), if said monorails are ar
`ranged at places where the auxiliary rails 5 are pro
`vided at the level of the boom 8.
`The joining of the swinging boom 8 (FIG.7) with a
`branch monorail 28 is achieved by means of a coupling
`device 29 made up of a feeler 30 mechanism (FIG.8)
`mounted on the end of the boom 8 and a spring-loaded
`latch 31 secured on the branch monorail 28. The feeler
`mechanism 30 has lateral sides 32 (FIGS) tapered out
`wardly and a groove 33 made in its central part. The
`latch 31 enters a groove 33 of the feeler mechanism 30
`when the boom 8 joins the branch monorail 28, said
`feeler mechanism 30 and latch 31 being arranged
`within one horizontal plane parallel to the plane of lo
`cation of the boom 8 and the branch monorail 28.
`For protection of the carriage against falling out from
`the boom 8 when the latter disjoins the branch vmono
`rail, the transporter and reloader are ?tted with an ac
`cessory preventing the carriage from falling out, said
`accessory comprising two spring-loaded pins 34
`(F108), a wedge-shaped feeler mechanism 35, and two
`spring-loaded rests 36.
`The pins 34 are mounted on the end of the boom 8
`with the possibility of vertical travel in guides 37
`(FIG.10) and interconnected by means of an iron 38 in
`their upper part.
`The wedge-shaped feeler mechanism 35 is secured
`on the body of the latch 31 of the arrangement 29 to
`interact with the iron 38 of the pins 34 for elevating the
`latter. The spring-loaded rests 36 (FIGS) are also se
`cured on the latch 31 and are connected in their upper
`part, by means of a cantilever plate 39 having tapers 40
`(FIG.10) for interaction with the iron 38 of the pins 34
`and for their simultaneous elevation when the boom is
`joining the branch monorail to ensure the pass-over of
`the carriage-telpher l0 (FIG.7) from the boom 8 onto
`the branch monorail 28.
`To provide a minimum gap between the boom 8 and
`the branch monorail 28, the butt ends of the monorails
`28 and the boom 8 are made to comply with the arches
`of two respective concentric circumferences lying
`within a common horizontal plane and having their
`
`30
`
`35
`
`45
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`55
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`60
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`65
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`Daifuku Exhibit 1010, Page 12 of 16
`
`

`
`3,770,137
`
`center coinciding with the axle 7 of the swinging of the
`boom 8 (as shown on FlG.9) and with a radius “R.”
`For a precise stoppage of the trolley 1 relative to the
`branch monorail 28, turnable stops 41 (FlG.1l) are
`provided at the places where the auxiliary rails 5 are ar
`ranged to be perpendicular to the latter, said turnable
`stops interacting with the trolley l for its stoppage rela
`tive to the branch monorail. The drive (not shown in
`the drawing) turning said stops 41 is connected electri
`cally with- the system of automatic addressing of ear
`goes. The stops 41 are positioned along the rails 5 so
`that at a place where the trolley stops, the imaginary
`line “a — a” (shown in the drawing as a dotted line)
`continuing, as it were the branch monorail 28 crosses
`the boom swinging axle.
`The swinging of the boom 8 can be effected by the
`electric motor 42, or may take place as a result of the
`travel of the trolley 1 proper.
`In the ?rst instance when the boom 8 is swung by
`means of the electric motor 42, the feeler mechanism
`30 of the arrangement 29 carries a terminal switch 43
`connected electrically with said electric motor 42 for
`its disconnection when the boom 8 joins the branch
`monorail 28.
`In the second instance when the boom is swung as a
`result of the trolley travel, said trolley is to carry a gear
`rack mechanism, and extensible stops 44 (FlG.l2) are
`to be provided close to the auxiliary rails 5 and perpen~
`dicularly to the latter, the drives of the travel of said
`stops being connected electrically with the system of
`automatic addressing of cargoes. A gear 45 of the gear
`rack mechanism is ?xed on the axle 7 of the swinging
`of the boom 8, while racks 46 enveloping the gear 45
`of both sides are loaded with a spring 47 and arranged
`within guides 48 secured on the trolley 1. Provided on
`the ends of the racks 46 are elastic stops 49 interacting
`with the extensible stops 44, the latter being separated
`from the turnable stops 41 by a distance “F," determin
`ing the swinging angle “a” of the boom 8.
`For a smooth stoppage of the trolley 1 (FIG.2) and
`its acceleration, the rods 13 connecting said trolley 1
`with the electric tractor 11 are interconnected via an
`oil shock absorber 50 whose casing encloses two pis
`tons 51 (FlG.l3) pressed against each other by springs
`52. Secured to said pistons 51 are rods 53 hinged to the
`connecting rods 13. In case the normal tractive efforts
`are supplemented with dynamic loads developing dur
`ing the acceleration of the electric tractor 11, the pis
`tons 51 retreat under the action of the connecting rods
`- 13 to the walls of the casing and squeeze the springs 52,
`while the pressure ?uid (oil) passes over from extreme
`cavities 54 and 55 to a middle one 56 via a pipe 57 and
`a throttle 58.
`When the load is eliminated, e.g. during braking, the
`pistons 51 are returned by the forces of inertia to their
`original position, and the oil is poured over from the
`cavity 56 to the cavities 54 and 55.
`For a smooth stoppage of the shaft of the electric
`motor 42 (FIGJ!) at the moment the boom 8 joins the
`branch monorail 28 and for reducing the dynamic loads
`acting on the trolley l and the rails 5, the shaft of the
`electric motor 42 is coupled with a worm reducer 60 by
`means of a belt drive 59, a worm wheel 61 of said re
`ducer 60 being secured on the axle 7 of the boom 8 and
`a worm 62 being connected with an intermediate shaft
`63 via a sleeve 64 of the limiting moment.
`'
`
`15
`
`25
`
`35
`
`40
`
`50
`
`65
`
`8
`The overhead transporter and reloader operate as
`follows:
`At a section where sets of loaded suspensions are
`completed, the control device of the automatic system
`of cargo addressing of the electric tractor 11 (F162)
`is given an address indicating a speci?c operator’s posi
`tion to which the trolley is to proceed. All the opera
`tors’ positions — machines, presses, stands, ets., — as
`well as all the mechanisms of the course branches, i.e.
`the switchovers, hoisting sections, etc., are provided
`with corresponding numbers. By setting certain num
`bers to the control device of the automatic addressing
`system, we thereby assign the trolley certain routes to
`a required operator’s position. Communication (light
`signal, telephone, etc.) should be established between
`the control panel of the transportation system and the
`operators’ positions. On its route the control device is
`sues command signals for operating this or that mecha
`nism of the course branching or for stopping the trolley
`at a required operator’s position. '
`With the trolley I loaded, i.e. when the loaded sus~
`pension is elevated by the telpher 10, the latter travels
`along the boom 8 to the axle 7 of the boom swinging.
`Thereafter, the boom 8 makes a turn to set along the
`central rail 4, which is necessary to preclude the tipping
`of the trolley 1 during its travel along the central rail.
`Once the boom 8 is set along the central rail 4, its po
`sition is ?xed by the locator 14. At the moment of
`swinging of the boom 8, the pin 15 (FIGS) is pressed
`out by one of the lateral sides 18 of the feeler mecha
`nism 17 to fall into its depression 19 and, thus, ?x the
`position of said boom. At the same time, the feeler
`mechanism 23 (FlG.6) of the arrangement 21 sinks the
`spring-loaded rests 22 that block the way to the telpher
`10 along the boom 8. Provided in the center of this
`feeler mechanism is a protrusion 27 pressing on the ter
`minal switch 26 when the boom 8 takes its position
`along the rail 4, said terminal switch preparing the
`drive of the electric motor 11 for connection. Thus, the
`trolley 1 turns out to be prepared to proceed unaided
`to a preset operator’s position along both the central
`rail 4 and the auxiliary rails 5. The operator pushes the
`button “Start,” and the loaded trolley takes the way
`along the preset route.
`Prevention of the trolleys from running into each
`other is achieved with the aid of guiding trolleys (not
`shown in the drawing), while prevention of encounter
`of cargo into the operator or parts of equipment pro
`truding upwardly is effected with the aid of spring
`loaded levers 65 (F162) hinged to the trolley 1. When
`striking against an obstacle, these levers 65 make a turn
`and press on the terminal switch 66, thereby discon
`necting the drive of the electric tractor 11. When ap
`proaching its destination, said trolley 1 enters with its
`lateral rollers 3 the side rails 5, the latter providing sup
`port for the trolley when the swinging boom 8 is in op
`eration.
`.
`When rolling with its rollers 3 onto the bent ends of
`the auxiliary rails 5, the trolley 1 is elevated to form a
`gap “E" (FIG.3) between the rollers 2 and the central
`rail 4. This enables the trolley to rest on the auxiliary
`rails 5 alone; as a result, a statically determined system
`emerges, which precludes vibration of the trolley 1
`when the boom 8 is making turns.
`The swinging boom 8 together with the telpher 10 de
`livers cargoes to any place within the radius of said
`boom (as shown in FIG. 1).
`
`Daifuku Exhibit 1010, Page 13 of 16
`
`

`
`9
`The trolley 1 stops on its own nearby a preset opera
`tor’s position (when a number issued on the control de
`vice of the automatic addressing system coincides with
`that of the operator’s position).
`The operator presses the button on the control panel
`of the electric tractor 11 (FIG.2), cuts in the electro
`magnet‘ 20 (FIG.5) which withdraws the spring-loaded
`pin 15 from the depression 19 of the feeler 17, and the
`boom 8 (F163) becomes free to swing about the axle
`7. Note should be made that the cutting-in of the elec
`tromagnet 20 and the swinging of the boom 8 are possi
`ble only when the trolley rests on the auxiliary rails 5.
`Thereafter, the telpher 10 lowers the load to a re
`quired place and another load is suspended by the tel
`pher’s hook.
`A new address is issued tothe control device of the
`system, the operator moves the telpher 10 toward the
`axle 7 of swinging of the boom 8 and turns said boom
`into a position fit for transportation (along the central
`rail 4). This actuatcs the locator 14 (FIG.2) locking the
`boom 8 in a position along the central rail 4 and the ar
`rangement 21 intended for keeping the telpher 10 close
`to the axle 7 of swinging of the boom 8, while the termi
`nal switch 26 (FIG.6) prepares the drive of the electric
`tractor 11 for cutting-in.
`-
`By pressing the button “start” the operator sends the
`trolley to a new address.
`To facilitate servicing of the equipment with protrud
`ing parts and to reduce the length of the trolley, the
`boom 8 can be made collapsible, e.g. consisting of two
`sections hinged to each other with a vertical axis of ro
`tation (not shown in the drawings as it is commonly
`used in hoisting vehicles). The end of such a boom
`carries a hoisting mechanism. By rotating around the
`axle 7 and the hinge joint, the collapsible boom is ready
`to service the whole area within a circumference of a
`radius equal to