GB Patent 955594 - Mechanical load handling, transfer and storage equipment

Description

COMPLETE SPECIFICATION

Mechanical LoadHandling, Transfer and StorageEs3uipment

We, TEXE TRIAX COMPANY, a Corporation organised and existing under the laws of the

State of Ohio, United States of America, of 11955, Shaker Boulevard, Cleveland 20, State of Ohio, United States of America, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the followingstatement:

This invention relates to improvements in mechanical storage equipment and more particularly to load transfer and storage apparatus, and is a divisional application from our

Patent Application No. 15308/60 (Serial No.

955,593).

An object of the present invention is to provide a load transfer, handling, and/or storage apparatus, characterized by stacking and maximum number of loads in minimum vertical and horizontal space in any portion of or in the full height from floor to ceiling in a wall type, load stacking storage frame so as to put unused space to work; handling loads with minimum breakage and/or spoilage automatically storing and retrieving each load by push button control; storing articles in process of manufacture at the manufacturing location instead of at a remote location so as to absorb surges of work in process near the manufacturing operations; having a load receiving position, a load storage position or a plurality of load storage positions, a load discharge position, and a load carrier for moving a load between these positions; having at least some or all of this load carrier movement being automatically effected by an operator using a control at a control position; having amultiplicity of functions provided by some components; providing assurance of satisfactory operation of the apparatus under all conditions, and especially if settling of its base occurs or if some misalignment is encountered in operation; having coaction of the component storage frame and carrier frames such that minimum space is wasted in the load storage frame by operation of these frames and maximum space is retained for storage of loads W; having for a load storage frame unique method of assembly, ease of assembly, - accuracy after assembly, and rigidity of construction; having positive drive to and/or braking action of the different frames of the load carrier; having flexibility of- some of the components to permit move ment of component parts under adverse conditions and to correct misalignment; having guides to minimize deflection of long members; having automatically operated limit switches and trips therefor carried by component frames of the apparatus to maintain these limit switches and/or trips in proper alignment at all times; having suitable guide means to assure proper entry of a frame of the load carrier into the storage frame in all positions; having means responsive to approaching movement of a load carrier frame at any position or the location of that frame in a position foraulomatically moving the load carrier to another position; having operational features including thermal overload protection, manual operation, safety over travel protection, safety jam action to prevent a load carrier from moving a load into a loaded storage frame position to cause damage, and/or service by the load carrier of the load storage frame at positions on either of two opposite sides of the travel zoneofsaid carrier; having cantilever support of the load on the load carrier with means to prevent tipping thereof; having guides for power lines connecting relatively movable frames for protection thereof during this relative movement; having means for relatively moving the frame components; and/or having many other features disclosed herein.

A further object of the present invention is to provide an apparatus characterized by the ease of assembly of its component parts, its structural simplicity, strong and sturdy nature, automatic mode of operation, labor saving features, operating efficiency, ease of operation and use, - low operating cost, and/or multiplicity of advantages.

Other features of this invention reside in the arrangement and design of the parts for carrying out their appropriate functions.

Other objects and advantages of this invention will be apparent from the accompanying drawings and description and the essential features will be set forth in the appended claims.

Tn the drawings.

Fig. 1 is a schematic perspective view looking toward the left at the right hand side of a load carrier and at a left panel of a load storage frame with this schematic view showing the mode of operation of the invention and showing by arrows travel sequences frequently described hereinafter;

Fig. 2 is a schematic sectional view taken generally along the line22 in Fig. 1;

Fig. 3 is a schematic vertical sectional view of the invention taken generally along any of the lines3-3 in Figs. 1 and 2;

Fig. 4 is a schematic view of the invention taken generally along the line 4-4 in Fig. 1;

Fig. 5 is a perspective view of a portion of the load storage frame, a horizontal jig for assemblying transverse frame sections of this load storage frame, and the dotted line path of travel each section follows during erection;

Fig. 6 is a vertical view of the load carrier and load storage frame taken generally along line6-6 in Figs. 1 and 2;

Fig. 7 is a vertical view of the load carrier and load storage frame taken generally along the line7-7 in Fig. 1;

Fig. 7A is a vertical sectional view taken along the line7A-7A in Fig. 7;

Fig. 7B is a horizontal sectional view taken generally along the line7B-7B in Fig. 7;

Fig. 8 is a horizontal sectional view taken generally along the line8-8 in Figs. 7 and 9 through the load carrier with the laterally movable and load support frames thereof removed;

Fig. 9 is a vertical sectional view of the load carrier taken generally along the line9-9 in Fig. 8 with the vertically movable frame moved up to a storage opening level;

Fig. 10 is a horizontal sectional view taken generally along the line10--10 in Fig. 9;

Fig. 11 is a horizontal sectional view taken generally along the line11-11 in Fig. 9 through the load carrier;

Fig. 12 is a top view of the load support and laterally movable frames of the load carrier and of a portion of the left and right storage frame panels taken generally along the line12-12 in Fig. 9;

Fig. 13 is a side view of the load carrier and of the switches and trips for controlling the horizontal movement of the load carrier with this view taken generally along the line13-13 in Fig. 7 and line13-13 in Fig. 12 but with the vertically movable frame of the carrier in the lowest position with no load thereon;

Fig. 1 is a vertical sectional view through the load carrier taken generally along the line14-14 in Fig. 12 with the corners of the

U-shape channel members at the left and right ends of this view cut away on the vertically movable frame to show portions of

U-shape channel members of the storage frame therebehind in section;

Fig. 15 is a vertical view of a limit switchLS-15 and its tripLST-15 removed from the load carrier with this view of these parts taken generally along the line15-15 in

Fig. 14;

Fig. 16 is a vertical sectional view taken generally along the line16-16 in Fig. 13 but with the laterally movable frame nearly fully extended in the solid line position and fully extended in the dot-dash line position into the right hand load storage frame panel to actuate the associated limit switch;

Fig. 17 is a vertical sectional view through the load carrier taken generally along the line17-17 in Fig. 12;

Fig. 18 is a top plan view taken generally along the line18-18 in Fig. 17;

Fig. 19 is a vertical sectional view taken generally along the line19-19 in Fig. 8;

Fig. 20 is a vertical view taken generally along the line20--20 in Fig. 19;

Fig. 21 is an electrical diagram of main power lines, driving motors, motor brakes, and hydraulic flow diagram for moving and controlling the frames of the load carrier;

Pigs. 22A and 22B are respectively upper and lower component parts oE the main electrical control diagram. with the schematically shown limit switches in Figs. 2, 3 and 4 shown schematically therein;

Figs. 23H and 24V are respectively electrical diagrams of the horizontal and vertical counter circuits;

Before the apparatus and method here illustrated and described is specifically described, it is to be understood that the invention here involved is not limited to the structural details, arrangement of parts, or method steps here-shown and described since an apparatus embodying the present invention may take various forms. It is also to be understood that the phraseology or terminology herein employed is for purposes of description and not of limitation since the scope of the present invention is denoted by the appended claims.

INTRODUCTION AND INTRODUCTORY

DESCRIPTION

The load transfer, load handling and/or load storage apparatus disclosed herein is described generally in this section withrefer ence to Pigs.1-4, and then the invention is described in detail in later sections of the specifications with respect to Figs.5-24V.

Load storage frame F has a generally planar work face portion FFL and a carrier travel zoneKZ in Fig. 1 located along a side thereof along which a load carrier or carriage K travels and carries a load W or

XW. Work face portion FFL has horizontally and vertically arranged in checkerboard pattern in a vertical plane along horizontal directions DHR and DHF and along vertical directionsDVU and DVD frame openingsF-2 in frame F with a load support surfaceF-1 at and extending away from each of these openingsF-2 on the side opposite carrier travel zoneIZZ. These openings and surfaces are vertically aligned in horizontally spaced apart bays or stacks FB with each vertically aligned opening or surface in any one bay being at a different level or shelf FL.

Frame F and carrier K provide a plurality of load transfer positions. These include a load receiving or discharging bay aligned, travel zone, load transfer position P1, alsosonzetimes referred to as a reference, starting, or control position P1; a load receiving or discharging level aligned travel zone, load transfer position P2; a load receiving or discharging load support, load transfer position

P3; a load storage bay aligned, travel zone, load transfer position P4; a load storage level aligned, travel zone, load transfer position PS; a left load storage support, load transfer position P6; and, as shown in Fig. 2, a right load storage support, load transfer position P7 to be discussed in more detail hereinafter. Load W is received into the apparatus at position P3, is transferred to any suitable storage position P6 (or P7 in

Fig. 2) by carrier K with position P6 being merely illustrative of one of the many load storage support positions P6 (or P7 at the opposite side of zoneKZ in Fig. 2) which may be located in any one of the checkerboard arranged openingsF-2 with suitable load support surfacesF-1 at each of the many positions P3, P6 or P7.

Load W may be of any suitable type, such as articles, whether raw materials, in process or finished articles, carried by a skid, pallet, bin, tray, compartmented carrier, etc. Although only the load W is discussed in detail hereinafter, the apparatus will handle either small loads W or large loads WA, as shown in Fig. 6. The articles may be carried on an open skid or pallet, as shown by load W in Figs, 12 and 14.

Each load support surfaceF-1 is provided in Fig. 3 by two parallel load support membersF-3 at each openingF-2 with these members being of substantially identical cross section at each opening and arranged in horizontally spaced apart relationship asmirror images. Each load support memberF-3 in Fig. 3 is of generally U-shape in cross section with the parallel legs of the Ushapes being horizontally arranged. Generally

U-shape is intended to include not only the U-shape illustrated but also C-shape, a double L-shape with one L inverted and with the vertical flanges secured together, etc. A load support surfaceF-1 is on top of the upper horizontal legs on the two opposed membersF-3.

A load carrierK is provided for moving load W from one of these positions to another with the load being moved in the carrier travel zone KZ horizontally by load carrier frame H and vertically by carrier frame V relative to stationary frame F, and being moved by carrier frame E and J between travel zone KZ and any of the load support surfacesF-1 through its associated openingF-2. Carrier K has these aforementioned frames for load carrying including horizontally movable frame H also called a load advancer and retriever or horizontal carriage, driven in travel zoneKZ in horizontal forward direction DHF or horizontal reverse direction

DHR between positionsP1 andF4 in Fig.

1 by motorHM in Figs. 6 and 21; vertically movable frame V also called an elevator or vertical carriage, movable vertically in vertical up direction DVU or vertical down direction

DVD between positions P1 and P2 or positionsP4 andP5 in Fig. 1 by motor VM in

Figs. 8 and 21 with this vertical movement being along mastH-1 in Fig. 2 secured to and vertically extending up from the remainder of frame H laterally movable frame

E, also called a load inserter and extractor, movable in horizontal or lateral left direction

DEL or lateral or horizontal right direction

DER in Fig. 1 between position PEL and

PEC or PER and PEC at position P7 at position P3 or P6 by a motor EM in Figs.

8 and 21 and load support frame J, also called a jack, movable in vertical up direction DJD or vertical down direction VJD in

Fig. 1 between a load supporting or up position PJU and a load released or down position PJD at positions P3, P6 or P7 by motor

JM in Figs. 8 and 21. These directions of movements of load carrier frames H, V, E,

J and are shown in solid line arrows in the drawings and the electrical or hydraulic components for causing these respective movements upon energization have the respective directions of movements they cause shown in dotted line arrows closely associated therewith.

Frame F includes a right frame panel

FAR in Fig. 2 having a right work face portion FFR arranged with left work face portion FFL on left frame panel FAL in two parallel planes straddling travel zone

KZ. At each position PS, there is a left panel storage position P6 and a right panel storage position P7 straddling carrier K in position P5 with position P7 having a load support surface F-1, opening F-2, and two load support members F-3 shown in

Fig. 3 in the same manner as the corresponding left panel position P6 so that carrier frame E may move to left out position PEL in position P6 in the left panel or to right out position PER in position P7 in the right panel, whichever is desired by the operator of the apparatus.

The invention described includes a control means for controlling the movement of the frames of its carrierK orXK for transferring its load W between a selected first support surfaceF-I at one load transfer position

P2 and P3 to a second selected load support surface at another of these positionsP5 and

P6 or P7 by sequential movement of the frames of the carrier. The invention will be described by sequential movement of the frames in the following manner. Carrier

K will be in positionFl. Then, carrier K will move in out direction DO from positionP1 to positionP3 and in in direction DI from positionP3 to positionP6 by frame

V moving in direction DVU from position

P1 to position P2 in Fig. 1, frame E moving from in position PEC to left out position

PEL in direction DEL, frame J moving in direction DJU from position PJD to PJU to engage and lift the load W off the load support surfaceF-1 at position P3, frame

E moving in direction DER from positionFFL to position PEC to place load W in position P2, frame V or XV moving in direction DVD from position P2 to position

P1, carrier K moving from position P1 in direction DHF to position P4 by propelling frame H, frame V moving in direction DVU from positionP4 to position PS, frame E moving in direction DEL from positionP5 to P6, and frame J moving in direction DJD from position PJU to PJD to transfer load

W onto load support surface F-1 at position P6. Then, carrier K will move in out direction DO from positionP6 to position

P1 or P4 by frame E moving in direction

DER back to position PEC in position P5 without load W and frame V moving in direction DVD to position P4. Frame H moves carrier K from positionP4 automatically back to position P1. Then, the empty carrierK will be retumed back to positionP6 to pick up load W thereat by movement of frame J in direction DJU from position PJD to position PJU at position P6 so as to pick up and return load W back to position P3 for discharge from the apparatus by having frame

J move in direction DJD at positionP3 from position PJU to position PJD. It will be readily apparent that this same control means may be used for transferring load W from one position P6 andP5 to another positionF6 andF5 in frame F; and in the same manner in Fig. 2 for position P7 as has been described for position P6, and in Fig. 2 between different positions P6 and P7.

Load W includes a flat bottomed skid

W-1 in Fig. 14 on which articles or other members may be carried to make the complete load W. Load W is handled by having its bottom load support surfaces W-2 on skid W-1 and surfaces W-3 on skid W-1 engaged respectively by load support surfacesF-3A andJ--3 on frames F and J.

By using the load stacking concept, it is possible to stack the maximum number of loads in minimum vertical and horizontal space in full height from floor to ceiling so as to put unused space to work. It is possible to stack a maximum number of loads with minimum aisle or travel zone width. The apparatus handles the loads with minimum breakage or spoilage, and as will be more apparent hereinafter, automatically stores or retrieves each load by push buton control.

The storing of articles in process of manufacture at the manufacturing location is easily performed instead of at a remote location.

Then, it utilizes the manufacturing plant's vacant overhead air space, absorbs surges of work in process storage near the manufacturing operations, keeps the plant aisles clean and safe and free from clutter, minimizes labor cost, etc. The apparatus is relatively simple, considering the number of complex operations performed, and has low maintenance.

The remainder of the specification will describe the invention in generally the following manner.

There will be described framesF, H, V,

E and J and their component parts; the drives for and movements of frames H, V,

E and J by motors HM, VM,EM andJM; and the power circuits and the arrangement of their electrical components. The movement of a load W received by the apparatus for storage will be described with this movement being from position P1 to position P2,

P3, P2, P1, P4, P5, P6 where the load is stored in left hand panel FAL. Then, movement of the empty carrier K will be described from position P6 to position P5 and

P4, and back to position P1. Then, the empty carrier K or XK will be returned to position

P6 to withdraw load W or XW from storage in frame F and return it back to positionP3 for discharge from the apparatus. The same operation will be described for storing and removing a load from position P7 in Fig. 2 in right hand panel FAR. Then, the invention will be described as to the effect of manual control of the movements of thecomponent frames of the carrier, safety over travel feature for the carrier, safety feature to prevent damage by moving the carrier with a load into a loaded opening in the storage frame, and thermal overloads on the

electrical components thereof. Then, there

will be more general comments on advant

ages, and the specific features of the inven

tion.

The reference numerals have been picked to

relate to similarity of functions of the different

components of the apparatus. In general, the

letters and the reference numerals refer as

follows: B for motor brake or load storage

frame bay; C for motor starter coil, solenoid

coil for valve control, center position, or

relay coil; D for direction of travel, down

direction, or down position; E for laterally

movable frame E or component parts, driv

ing motor and component parts for moving

one of these frames between thepositibns; or

the position of one of these frames; F for

load storing frame, its component parts, foward direction, or fast speed of a motor;

H for horizontal frame H or component parts,

driving motor and component parts driven

thereby, the position of this frame, or hori

zontal direction; I for the in direction; J

for load supporting frame J or component

parts, driving motor and component parts

driven thereby, or the position of thisframe;

K for load carrier, and for advancing or re

turning travel sequences; L for power line

or storage frame level, or left direction or

position; LC for latching relay latching coil;

LR for latching relay; LS for automatically

actuated limit switch; LST for limit switch

trip; M for motor, motor driven components

for moving a carrier frame, or manual return

ing sequence of the frames; N for counter

circuit component in Figs. 23H or 24V, or

for the counter therein; 0 for the out direc

tion; OL for overload relay component; P

for carrier or load position; R for right direc

tion or position, reverse direction, or relay;

S for slow motor speeds, or manually or auto

matically operated switches; T for trans

former or terminals connecting component

electrical diagram on different drawing sheets;

U for the up direction or up position; UC

for latching relay unlatching coil; V for

verticaldirection, - vertically movable frame

V or component parts, driving motor and

component parts driventhereby,--or the posi

tion - of this frame; W for load or weight;

Y for fluid control valves; and Z for load

carrier travel zone or miscellaneous com

ponents. The numbers following the dash

in each reference number relate to the num

ber of the relay or switch contact, component

of one of the frames, and/or component part

driven by the motor causing motion of a

carrier frame.

To avoid repetition, the - described move

ment of carrier K between the positions has

been schematically shown in Fig. 1 as

"Travel Sequence No.1K, 2K, 3K, or 4K".

Each sequence is once completely defined

hereinafter as to the movement of the frames

of carrierS: between the positions, and as to

the circuits formed and broken and the actions

of the switches required for this movement

Then, each sequence is subsequently referred

to by number.

FRAMESF, H, V, E, AND J AND

THEIR COMPONENT PARTS

In Figs.5-24V, load storage frame F,

horizontally movable frame H, vertically mov

able frame V, laterally movable frame E and

load support frame J are generally designated

byP, H, V, E and J respectively with the respective components of these frames

designated, whenever possible, by F, H, V, E

and J followed by a hyphen and a number, for example load support memberF-3.

Load storage frame F is shown in Figs.

1, 2, 3, 4, 5, 6, 7,7A, 7B, 9 > 12 and 13.

This frame F has left workface portion FFL and rightworkface portion FFR arranged in

two parallel planes in Fig. 5 with load carrier travel zone KZ therebetween. Each face portion has horizontally and vertically arranged load storage frame openingsF-2 therein formed by the structural members thereof and load support membersF-3 forming load support surfacesF--l at and extendingoutwardly from each face and opening.

Storage frame F may be of any vertical height or horizontal extent but only a portion thereof is shown in Fig.S for purposes of illustration and description of the method of constructing and erecting frame F and thestructure thereof.

A suitable method of constructing frame F is as follows. First, pour cement base ZB with a level and planar top surface for receiv

ing the storage frame F. Second, weld together in horizontal jigZJ the load support membersF-3 and other structural members to form identical, separate and horizontally

oriented transverse frame sectionsF--5. Each

of these transverse frame sectionsF--5 has an inner rectangular shape defining travel zoneKZ and being the approximate cross sectional

shape of this zone to establish uniform zone width, an outer rectangular shape forming

the outer boundaries of the load support

surfacesF-1, two vertically extending inner

structural members <RTI F 9 defining the work

face portions FFL and FFR of the left

and right panels FAL and FAR respectively

to establish a uniform width to zoneKz flvo parallelouter structural membersF10,

and structural members <RTI F-9 andF-10 welded to opposite ends of the load support membersF-3 and welded at top and bottom

to top andbottom structural membersF-7

andF-8 so as to form the inner rect

angular shape with membersF-9 and the

outer rectangular shape withmembers F--10

considered with memberF-7 andF-S. Itis preferred that the component members of transverse frame sectionF-S be welded together in jig ZJ so that the shape thereof will be fixed; however, any suitable method ofattachment could be used if not all of the advantages of the present invention are desired. Third, swing these completed sectionsF-S by a pivoting action on bottom memberF-S sequentially in a clockwise direction in Fig. 10, as shown by the diagonally extending section F-5, along the dotdash line of movement from horizontal orientation in jig ZJ to vertical position for assembly with the remainder of frame F on base ZB.

Fourth, connect sequentially spacing membersF-6 by bolt and nut unitsF-1 1 in

Fig. 7A at opposite ends of adjacent membersF-6 to adjacent memberF-10 of sectionF-S to space these sections F-5 horizontally apart as identical frame sections

HORIZONTAL DRIVING MOVEMENT OF

FRAME H BY MOTOR HM

Means is provided for moving horizontally movable frame H of load carrier K horizontally relative to load storage frame F in opposite horizontal forward and reverse directions DHF and DHR between positionsP1 and P4 into alignment with or away from any preselected load bay FB.

In Figs. 6, 7, 8, 9 and 13, many drive components for driving frame H of carrier

K by motorHM are designated by the reference numeral HM followed by a hyphen and a number, for example, drive beltHM-i.

Motor HM is a two speed, reversible electric motor secured to frame H. Motor HM and brake HMB in Fig. 21 are both contained within a common housing in Figs. 6, 8 and 13.

As motor HM rotates, it drives drive beltHiM-i, of the timing belt type with teeth provided to assure synchronization and to prevent slip; speed reducer HM-2 on frame H; and speed reducer output shaft

HM-3 of speed reducerHM-2. The frameH is driven at the upper end of mast

H-1 from shaft HM-3 in Figs. 6 and 7 through lower universal joint HM-5, center shaftHM-4, upper universal joint HM-5 and upper driven shaftHM-6. Shaft HM-3 has on its lower end and shaftIIM-6 has on its upper end drive pinions or gears

HM-8 rotatably carried by top and bottom ends of mast H-1 meshing with upper and lower gear racks F-14 and F-15 respectively on frame F at the top and bottom of zoneKZ to drive frame H horizontally in direction DHF or DHR with these shafts

HM-3 and HM-6 each rotatably mounted in bearing blocks HM-7 on frame H. The frame H also has rotatably mounted thereon on the upper and lower ends thereof idler pinions HM-9 in Figs. 6, 7 and 9 each rotatable about a vertical axis parallel to the axis of rotation of shafts HM-3 andHM-6.

Each of these pinions HM-8 and HM-9 has a back up rollerHM-10 rotatably secured to frame H and rolling on the opposite side of its rail member F-16 and F-17 in

Figs. 7 and 9 to maintain the pinion gear in driving relationship with the respective rackF-14 orF-i 5. The frame H also has mounted on brackets on each mast section

H-1A orH-iB two vertically spaced apart guide rollersHM-1 1 traveling in channel membersF-13 to minimize lateral sway of mastH-i. The weight of frame H is supported by two support rollers HM-12 rotatably secured to frame H and rolling on lower railF-i7.

- It should now be apparent that rotation of reversible motor HM in one direction will move frame H in direction DHF and in the opposite direction will move frame

H in direction DHR.

VERTICAL DRIVING MOVEMENT OF

FRAME V BY MOTOR VM

Means is provided for moving vertically movable frame V of load carrier K vertically relative to load storage frame F and horizontally movable frame H in opposite vertical up and down directions DVU and DVD between positionsP1 andP2 or P4 andP5 into alignment with the preselected level FL at a load support surfaceF-i.

In Figs. 6, 7, 8, 9 and 13, many drive components for driving frame V of carrier

K by motor VM are designated by the reference numeral VM followed by a hyphen and a number, for example, drive beltVM-i.

Motor VM is a two speed, reversible electric motor. Motor VM and brake VMB in

Fig. 21 are both contained within a common housing in Figs. 8 and 9.

As motor VM onfranie V rotates, it drives a speed reducerVM-2, mounted on frame V, by a drive belt VM-1 of the timing type. Hollow output sleeve VM-3 in Fig.

8 of speed reducer VM-2 has telescopically mounted therein live shaft VM-4 keyed thereto to permit relative axial movement of shaft VM-4 in sleeve VM-3 for assembly purposes with the left end of this shaft

VM-4 in Fig. 8 rotatably mounted in outboard bearing VM-7 on frame V.

Pinion gearsVM-5- and VM-6 are secured to opposite ends of this line shaft VM-4 and coact respectively with parallel, vertical racks H-3B and H-3A on mast H-1 to drive frame V upwardly in direction DVU on forward rotation of motor VM and downwardly in direction DVD o nreverse rotation of motorVM.

Frame V is rotatably supported and guided on mast H-1 during vertical movement. At its upper end, pairs of rollers VM-8 and

VM-10 are rotatably mounted on frame V, and at its lower end, pairs of rollers VM-9 and VM-11 are rotatably mounted on frame

V. Each of the two rollers VM-8 and of the two rollers VM-9 engage one of two opposite, parallel, inside channel surfaces of

U-shape channel frame member H-1A or

H-1B, as shown in Figs. 6, 8, 9, 10 and 13, and each of the two rollers VM-10 and of the two rollers VM-11 engage the connecting surface at the bottom of the channel in

U-shaped frame member H-1A orH-i B, as shown in Figs. 6, 11 and 13.

It should now be apparent that rotation of reversible motorVAl in one direction will move frame V in direction DVU and in the opposite direction will move frame V in direction DVD.

LATERAL DRIVING MOVEMENT OF

FRAME E BY MOTOR EM

Means is provided for moving laterally

movable frame E of load carrierK laterally

relative to load storage frame F and vertically

movable frame V in opposite lateral left

and right directions DEL and DER between

centered or in and left out of right out posi

tions PEC and PEL or PER in alignment with

load support surface F-1 in out position

PEL or PER at load transfer position P3,

P6 or P7 for permitting transfer of load W

relative to this load support surface between

frame J and F.

In Figs 8, 9, 12, 13 and 14, many drive

components for drivingframe- E in Figs. 6

and 7 of carrierK by motor EM are designated by the reference numeral EM followed

by a hypen and a number, for example,

driving belt EM-1.

Motor EM is a single speed, reversible

electric motor.Motor EM and brake EMB

in Fig. 21 are both contained within a-com

mon housing in Fig. 8.

As motorEM, mounted on frame V,

rotates, it drives worm gear type speed

reducer EM-2 in Figs. 8 and 9 on frame

V by a driving belt EM-1 of the timing

type. Speed reducer EM-2 drives shaft

EM-4, rotatably mounted on frame V, by

a belt EM-3A driven by an output sheave

EM-3 on speed reducer EM-2. Idler

sprocket EM-6 in Figs. 8, 12 and 14 is

rotatably mounted on frame V and driving

sprocket EM-5 in Figs. 8, 12 and 13 is

secured to shaft EM-4 rotatably mounted on

frame V with a flexible means, such as

sprocket chainEM-7, folded twice back

upon itself in S-shape, trained around these

sprockets in the manner illustrated, and con

nected by opposite end portionsEM-7A andEM-7B toframe E so these opposite

end portions of this chain EM-7 move with

frame E while sprockets EM-5 and EM-6,

or other suitable wheel means, rotate about

vertical parallel axes on frame V.

Frame E is suitably guided in travel

between positions PEC, PEL and PER. Frame

E has twelve rollers EM-8 in Figs. 12,

13 and 14 rotatably mounted on frame E for

rotation about parallel and horizontal axes

to support frame E in the proper vertical posi

tion and and guide it in its lateral or horizontal

direction of movement between parallel mem

bersV-3 of frame V and parallel members

F-3 of frame F on respective horizontal

surfaces V-3D and F-3D. Four rollers

EM-9 in Figs. 12, 13 and 14 are rotatably

secured to frame E for rotation about four

vertical and parallel axes to restrict lateral movement of frame E in direction DHF and

DHR during the travel of frame E in opposite

horizontal directions DEL and DER with

these rollers EM-9 adapted to bear against

the connecting vertical surfacesV-3C andF-3C of the U-shape channels V-3 andF-3 of frames V and F respectively RollersEM-S travel on and are supported by channel type frame memberF-3 when in storage frame F and travel on and are supported by channel members V-3 when on frame V.

It should now be apparent that rotation of reversible motor EM in one direction will move frame E in direction DEL and in the opposite direction will move frame E in direction DER.

VERTICAL DRIVING MOVEMENT OF

FRAME J BY MOTOR JM

Means is provided for moving load support frame J of load carrier K vertically relative to load support surfaceF-i on load storage frame F and relative to laterally movable frame E in opposite vertical up and down directions DJU and DJD between load supporting or up and load released or down positions PJU and PJD at a load support surfaceF-i in out position PEL or PER of frame E at load transfer positions P3, P6 or P7 for transferring load W relative to this load support surfaceF-i between frames

J and F for picking up load W from or depositing load W on load support surfaces

F-1 by load support surface J-3 on frame

J in left or right panel FAL or FAR.

In Figs. 8, 9,12, 13, 14, 17, 18, 19, 20 and 21, many drive components for driving frame J in Figs. 6 and 7 or carrier K by motor JM are designated by the reference numeral JM followed by a hyphen and a number, for example, driving beltJM-1.

Motor JM is a single speed, reversible electric motor. Motor JM and brake JMB in

Fig. 21 are both contained within a common housing in Figs. 8 and 9.

As motorJM on frame V rotates, it drives in Figs. 8, 9 and 19 rotatable lead screw nutJM-3, rotatably mounted on frame V, by a driving bekJM-1 of the timing type driving pulley JM-2 keyed against rotation on nut JM-3 by dowel pin JM-2B and rotatable on stationary cylinder JM-7 by bearing JM-2A secured to cylinder JM-7 by straddling retainer rings. Piston lead screw JM-4 is carriedby plunger JM-6 with this lead screw JM-4 and plungerJM-6 telescopically movable within cylinder

JM-7 by plunger JM-6 traveling in bronze sleeve bearing JM-7A of cylinder JM-7 and keyed against rotation with respect thereto by pin key JM-5, extending through screw JM-4, with its opposite ends traveling in parallel grooves JM-7B in the wall of cylinder JM-7 secured to frame V by mounting bracket JM-7C in Fig. 20. A flexible fluid line JM-8, having U-shaped portion

JM-8A in Figs. 12, 13, 14 and 21, connects the end of cylinder JM-7 in Figs. 19 and 21 to each of the four single acting jack motorsTM-9 in Figs. 12, 17, 18 and 21 connected in parallel thereto, located at the four corners of frame J, and operatively connecting frames E and J.

As motorJM rotates in the direction for moving frame J up in direction DJU, it advances piston JM-6 toward the left in

Fig. 19 to force fluid from cylinderTM-7 into the lower end in Fig. 17 of jack cylinders

JM-10B of each jack motor JM-9 in Fig.

12 to raise along a generally vertical axis plunger JM-10A therein of each of these jack motors JM-9 to thus raise frame J, with which these plungers engage in Fig. 17, from position PJD to position PJU determined by the bottom of screwE-6 at the right of Fig. 14, and at each of the four corners of frame E in Fig. 12, bearing against frame J. Screw E-6 has a screw driver slot in its top end reached through holeJ-4 in frame J for vertically adjusting position PJU and screw E-6 threaded into a hole in frame portion E-7 of frame E.

As motorJM rotates in the opposite direction to move frame J in down direction DJD, four extension springsTM-i 1, connecting frame E and each piston JM-10A in Figs.

17 and 18, pull piston JM-10A downwardly to permit gravity to lower frame J as piston

JM-6 is moved toward the right in Fig.

19 by motor JM to withdraw the fluid from each of the four single acting jack motor <RTI JM-9.

When piston JM-6 is in its right hand position in Fig. 19, reservoir JM-7R will replace any fluid lost in cylinder JM-7 due to leadkage or will permit the fluid in cylinder

JM-7 to adjust its volume to compensate for temperature change. When piston JM-6 is in this right hand position, fluid may travel between cylinder JM-7 and reservoir

JM-7R through cutout JM-6A in piston

JM-6 and through the bore of seal JM-7S.

As piston JM-6 moves toward the left and cutout JM-6A moves past seal JM-7S to move frame J in direction DJU, this seal will engage the cylindrical periphery of piston

JM-6 to cut off flow between cylinder

JM-7 and reservoirTM-7R.

It should now be apparent that rotation of reversible motor JM in one direction will move frame J in direction DJU and in the opposite direction will move frame J in direction DJD.

SOME FEATURES OF FRAMES E AND J

During movement of frame E in direction

DEL and DER relative to frame V, it is desirable that electric power conduit portion

ZE in Figs. 12, 13, 14 and 22B and hydraulic power conduit portion JM-8A in Figs. 12, 13, 14 and 21 be protected against damage during this movement while they connect power component motorTM-9 and power component switchLS-15 respectively on

frames E and J and other power components

on frame V. Two pair of U-shaped channels

V-5, E-5 and V-5, E-5 in Fig. 14

extend parallel to each other with open ends

of theU-shapes facing each other in each pair

and lying in a generally horizontal plane

extending in the directions DEL and DER

of motion of laterally movable frame E.

Channels V-5 are carried by frame V and

the channels E-5 by laterally movable frame

E. These power conduits have flexible U

shape portions ZE and JM-8A lying in said

generally horizontal plane with the legs of

these U-shape portions lying in these channels,

so that these flexible portions will remain

captured in this generally horizontal-plane by

said 'channels in minimum vertical space while permitting movement of laterally movable

frame E between in position PEC and out

position PEL or PER.

Frames E and J, and the parts carried

thereby,take up minimum vertical space inframe F in position PEL or PER and maxi

mum space is reserved for loads W for many

reasons.

First, a major portion of frames E and J is located below load support surfacesF-3A

in position PEL or PER. Load storage frame F has two parallel U-shape members

F-3 in Figs. 6 and 14 located in a horizontal

plane on opposite sides of frame E and having the open mouth of each U-shape facing the

laterally movable frame E in the out position

PEL or PER. Load support surface F-3A for load W and guide surfacesF-3D for

frame E being respectively the top surfaces of

the upper and lower legs of the U-shape membersF-3. Load storage frame F has horizontally extending guide surface F-3D located at a level spaced below load support

surfaceF-3A. Guide means, such as rollers

EM-8 on frame E, engaging guide surface

F-3D during travel between positions PEC,

PEL and PER with at least a portion of laterally movable frame E and load support frame J located in Fig. 14 on thelevel of

the vertical space between these guide and

support surfacesF-3D andF-3A to pro

vide a compact construction.

Second, all four fluid driven motors JM-9

are at least partially located in out position

PEL or PER on this same level of the

vertical space between said guide and support

surfacesF-3D andF-3A.

Third, one can therefore use lower height

supporting legs on load W, or even no legs

with a planar bottom surface on load W,

and less vertical space between loads W in

frame F is required for operation of frames

E and J. Support surfaces W2 and W3 in

Fig. 14 on the bottom of load W may be

generally coplanar because load support sur

faceF-3A on load storage frame F engaging

support surface W-2 on load W and the

load support surface J-3 on load support frame J engaging support surface W-3 on load W are generally coplanar in out position

PEL or PER during at least a portion of the movement of load support frame J between its load-supporting and released positions PJU and PJD.

POWER CIRCUITS AND ARRANGEMENT OF

ELECTRICAL COMPONENTS

Suitable control means is provided for controlling the movement of the frames H, V, E and J of carrier K for transferring loads W from one load support surface F-1 at one load transfer position to another selected support surfaceF-i at another load transfer position with suitable sequential movement of the frames with the movement being, for example, from position P3 to position P6 or from position P6 to position P3.

The complete electrical and hydraulic flow diagram includes a main electrical power circuit in Fig. 21, a hydraulic flow diagram in

Fig. 21, component top and bottom parts of a main electrical control diagram in Figs.

22A and 22B, and component parts of electrical diagrams in Figs. 23H and 24V respectively of the horizontal and vertical counter circuit components. The component dia

grams in the different drawing figures are tied together by common terminals T-1 and T-2 in Figs. 21, 22A, 23H and 24V and by terminalsT-3, T-4, T--5, T-6, T-7, T

8, T-9, T-10 and T-11 in Figs. 22A and 22B.

In this complete electrical diagram, the

drawings have coils and contacts controlled by each coil. Main start relay coil 3R-C

controls contacts3R-i, 2 and 3; pick-up discharge relay coil 4R-c controls contacts 4R-1, 2, 3, 4, 5, 6, 7 and 8; relay coil

HN1R-C controls contacts HN1R-1 and 2; relay coilHN2R-C controls contactsHN2R-1, 2 and 3; relay coilVNIR-C controls contactsVN1R-i and 2; relay coilVN2R-C controls contactsVN2R-1, 2 and 3; brake relay coil HB-C controls contacts

HB-1, 2, 3 and 4; starter coil HFF-C controls contactsHFF-1, 2, 3, 4, 5 and 6; starter coil HFR-C controls contacts HFR

1, 2, 3, 4 and 5; starter coil HSF-C controls contactsHSF-1, 2, 3, 4 and 5; starter coilHSR-C controls contactsHSR-1, 2, 3, and 4; brake coil VB-C controls contactsVB-1, 2, 3 and 4; starter coil VFD-C cotrols contactsVFD-i, 2, 3, 4 and 5; starter coil VFU-C controls contactsVFU-1, 2, 3, 4, 5 and 6; starter coil VSU-C controls contacts VSU-1, 2, 3, 4 and 5; starter coil

EL-C controls contacts EL-1, 2, 3 and 4; starter coil ER-C controls contactsER- 1, 2, 3 and 4; starter coil JD-C controls contacts JD-1, 2, 3, 4, 5, 6 and 7; starter coil

JU-C controls contacts JU-1, 2, 3, 4, 5, 6 and 7. Thermal overload circuit breaker coils HFOL-C1, HFOL-C2, HSOL-C1,

HSOL-C2, VFOL-C1, VFOL-C2, VSOL -C1, VSOL-C2, EOL-C1, EOL-C2,

JOL-C1 and JOL-C2 control respectively the thermal overload contacts HFOL-1,

HFOL-2, HSOL-1, HSOL-2, VFOL-1,

VFOL-2, VSOL-1, VSOL-2, EOL-1,

EOL-2, JOL-1, and JOL-2. Each of these contacts is illustrated in its normal or unactuated position assumed when its controlling coil is unenergized or the thermal overload coil is not over heated. Whena, relay coil is energized or a thermal overload coil is over heated, its controlled contacts move to the opposite or actuated position until de-energization takes place or the overload is corrected so that its controlled contacts move back to the normal or illustrated position.

Latching relays are also provided. Latching relay latching coil 1LR-LC and latching relay unlatching coil 1LR-UC control associated contacts1LR-1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13; and latching relay latching coil 2LR-LC and latching relay unlatching coil 2LR-UC control contacts 2LR -1, 2, 3, and 4. These contacts are illustrated in the drawings in their normal, unactuated and unlatched position. When a latching coil is energized, it moves its armature to move its controlled contacts to the actuated or opposite position to that illustrated in the drawings, and the latch of the unlatching coil is spring loaded to move at right angles to the latching coil armature into engagement with a notch in the latching coil armature to lock its controlled contacts in actuated position even after the latching coil is de-energized. However, when the unlatching coil is energized (while the latching coil is not energized), it pulls the latch from the armature of the latching coil so that its controlled contacts can move back to their normal or illustrated position when the armature of the latching coil returns to its original position.

Each motor and its controlling starter coil has shown closely associated therewith on the drawings a dotted line arrow indicating the direction of carrier frame movement, corresponding to the direction of movement in Fig.

1, caused by energization thereof. Motor

HM for horizontally moving frame H in direction DHF or DHR moves frame H at fast speed in reverse direction DHR by energizing starter coil HFR-C, at fast speed in the forward direction DHF by energizing starter coil

HFF-C, at slow speed in the reverse direction by energizing starter coil HSR-C, and at slow speed in the forward direction bv energizing starter coil HSF-C. MotorVM for vertically moving frame V in direction

DVD or DVU moves frame V at fast speed in the downward direction DVD by energizing starter coil VFD-C, at fast speed in the upward direction DVU byenergizing starter coil VFU--C, at slow speed in thedown ward direction by energizing starter coil VSD-C, and at slow speed in the upward direction by energizing starter coil VSU-C. Motor

EM for laterally moving frame E in direction DEL or DER moves frame E in the leftward direction DEL by energizing starter coil

EL-C and in therightward direction DER by energizing starter coil ER-C; and motor

JM for vertically moving frame J in direction DJD or DJU moves frame J in the downward direction DJD by energizing starter coil JD-C and in the upward direction DJU by energizing starter coil JU-C.

The motor starter coils are interlocked mechanically, as shown by the vertical dotted connecting lines, to prevent simultaneous engagement of fast speed starter coils or of slow speed starter coils for motors HM and VM, or of the starter coils for motors EM orTM, and are interlocked electrically to prevent simultaneous engagement of both the fast and slow speed starter coils by contacts HSR-1,

HSF-5, HFR-1, HFF-5, VSD-5,VSU-1, VFD-1, and VFU-1, each opened upon energization of its controlling coil, to prevent simultaneous engagement of both fast and slow speed starter coils for a particular motor.

In the electrical drawings, the limit switches

LS-1 having switches LS-1A and LS1B; LS-2; LS-3 having switches LS-3A and L3-3B; LS-4 having switches LS4A and LS-4B; LS-5; LS-6 having switchesLS-6A and LS-6B;LS-7; LS -8 having switches LS-8A and LS-8B;

LS-9 having switchesLS-9A and LS9B; LS-10 having switchesLS-10A and

LS-10B; LS-11 having switches LllA and LS-11B;LS-12L having switchesLS-12LA and LS-12LB;LS-12R having switchesLS-12RA and LS-12RB; LS -13 having switchesLS-13A and LS13B; LS-14 having switchesLS-14A and

LS-14B; LS-15; and LS-16 and their respective trips having corresponding LST numbers, are shown schematically in Figs. 2, 3, 4, 22A, 22B, 23H and 24V on the frame

H, V, E J or F on which they are carried.

The direction of relative movement of each of the movable frames H, V, E and J for individually actuating each of these switches by its trip is shown in these figures of the drawings as asolid line arrow and has a reference number to correspond with the direction of movement shown in Fig. 1. Each of these switches having A and B component switches, such as switchLS-3, have these component switches mechanicallyinterlocked, as shown by the dotted lines so that both components are simultaneously moved in the same direction hy the common trip, such as trip LST3. TripsLST-1, LST-2, LST-3, LST -4 and LST-5 are carried on frame F in

Figs. 4 and 13 respectively in Fig. 13 on the leftmost tie memberF-S, as the top trip surfaces LST-2 and LST-3 of the other tie membersF-S at each bay FB, and as trips

LST-4 and LST-5 by frame members F9; switchesLS-1, LS-2, LS-3, LS-4, andLS-,S are carried by frame H in Figs.

4 and 13; tripsLST-6, LST-7, LST-g,

LST-9 andLST-14 are carried by mast

H1 of frame H in Figs. 2 and 9; switches

LS-6, LS-7, LS-8, LS-9, LS-12L,

LS-12R, LS-13, LS-14 and LS-16 are carried by frame V in Figs. 2, 9, 11, 12 and 13; tripsLST-12L, LST-12R, and LST -13 are carried by frame E in Figs. 2, 12, 13 and 14; and switch LS-15 is carried by frame J and trip LST-15 is slidably carried by frame J in Figs. 2, 14 and 15. The general location of these limit switches and their trips is shown in Figs. 2, 3, 4, 22A, 22B, 23H and 24V in a schematic manner on their associated frames except for switches LS-10 having switchesLS-10A and LS-10B, and switch LS-11 having switches LS-11A andLS-11B carried by frame V. These last mentioned switches are shown on theirequiva: lent frames in parenthesis in these drawing figures and they will be similarly oriented when Fig. 19 is turned with its top edge downwardly so as to correspond with these switches in Figs. 3 and 22B. For example, even though switch LS-10 and its tripLST-10 are both on frame V in Fig. 19 (trip LST10 is movably mounted on frame V), they are illustrated in Figs. 3 and 22B as if they were on their equivalent frames E and J since movement of frame J relative to frame E causes tripLST-10 to move relative to and to actuate switchLS-10.

Some of the aforementioned limit switches and their trips are adjustable to permit proper set up of the apparatus. In Figs. 2, 9 and 11, tripsLST-6, LST-7, LST-S, LST9 andLST-14 are each vertically adjustable along the length of mast section H-1B by loosening and tightening its associated lock screwH-1BS for movement along the length of common channelH-1BC on mast section

H-1B in Figs. 9 and 11 while switches LS -6, LS-7, LS-8, LS-9 and LS-14 are fixed in Figs. 2 and 9 to frame V. In Figs.

4, 9 and 13 limit switchesLS-1, LS-2, LS -3, LS-4 and

Limit switches LS-2 and LS-3 in Figs. 4

and 13 are actuated only during movement of

frame H in direction DHF. In Figs. 2 and

9, limit switches LS-7 and LS-8 are actu

ated only during movement in direction DVU.

The manually actuatable control elements or

buttons are located for convenient control.

Switch buttons S andS1 in Fig. 7 are always

located at control position P1, switch buttons

82, S3,- SL; SR, SV, SE, HNS3 and VNS3

are carried by carrier K and are in control

positionP1 when carrier K is in this position

for easy control thereof by the operator.

Although the electrical components in these

drawings might be arranged among the frames

in any suitable manner, it has been found con

venient, and especially economical of the

amount of wiring required, to have the elec

trical components arranged in a certain man

ner at a preferredlocationto provide many

advantages disclosed herein. Power lines

LI, L2 and L3 are supported over head along

the length of travel zone KZ by frame mem

bersF-7, circuit breaker coil ZC, and

switches S andS1 are located in Figs. 7 and

21 on frame F at positionP1 for positive

control by the operator of the apparatus at all

times. Frame H carries thereon, or in the

control box carried thereby, latching relay

coils 1LR-LC and 1LR-UC; relay coils

3R-C and4R-C; coils HB-C, HFF-C,

HFR-C, HSF-C, andHSR-C and their

controlled contacts; motor HM and its brake

HMB; coils HFOL-C1 and HSOL-C1 with

their controlled contacts; all of the horizontal

counter circuit components in Fig. 23H in

cluding its switch buttons HNS3 in Fig. 7;

and switch buttons S2, S3, SL and SR, some

of which are shown in Fig. 7. Frame V car

ries thereon, or in the control box carried

thereby, coils VB-C, VFD-C, VFU-C,

VSD-C,VS U-C, EL-C, ER-C,JD--C,

and JU-C and their controlled contacts;

counter circuit components in Fig. 24V in

cluding its switch buttons VNS3 in Fig. 7; switch buttons SV and SE; motors VM and

TM; their brakes VMB and JMB; and coils

VFOL-CI, VFOL-C2, VSOL-C1, VSOL

-C2, EOL-C1,EOSC2, JOL-C1, and

JOL-C2 and their controlled contacts.

The electrical components are shown in

Figs. 21, 22A, 22B, 23H and 24V of the

drawings with all these limit switches and

other switches having their contacts in the

position with all coils de-energized with con

trolled contacts in normal position; and where

in empty carrierK is in control, reference

or start position P1 with no load W thereon

and frame J is in its down position PJD so

that all components appear in properpos@tion

as the cycle of operation is begun to be des

cribed.

The circuits are energized as follows: Cir

cuit No. 1 is formed in Fig. 21 from line L1

through closed contacts S-1 and S-3 of switch S, and control circuit transformer T to line L3. Lines L1, L2 and L3 extend horizontally along the top of frame F in Figs. 5 and 7 to provide power to the electrical components in Figs. 21, 22A, 22B, 23H and 24V when main switch S is closed. The whole system is de-energized and the first circuit is broken by pressing stop buttonS1 to form circuitNo. 2 in Fig. 21 from lineL1 through closed contact S1-1 of stop button S1, circuit breaker coil ZC to trip out a conventional circuit breaker in lines L1, L2 and L3 above the location of switch S in Fig. 21 to de-energize lines L1, L2 and L3 in Fig. 21 below switch S, and line L2. Releasing switch button S1, breaks circuit No. 2 to reestablish energization when the disconnect switch handle of this conventional circuit breaker is moved to on position after the circuit breaker is reset

PICKING UP LOAD W FORSTORING-(I)

EMPTY LOAD CARRIER K TRAVELING IN

THE FEED OUT DIRECTION DO FROM

POSITIONP1 THROUGH POSITION P2 TO

POSITION P3 TO PICK UP LOAD W

THEREAT-FIGS. 1, 2, 3, 4 andS-24V

Automatic means is provided for moving empty carrier K in direction DO from positionP1 to position P3 into alignment with preselected load support surfaceF-1 at position

P3 for picking up load W from load support surfaceF-1 in left panel FAL by sequentially having vertically movable frame V moved in up direction DVU from positionP1 to position P2, laterally movable frame E moved in lateral left direction DEL from position

PEC to position PEL, and load support frameJ moved in vertical up direction DJU from position PJD to position PJU to pick up load

W from load support surfaceF-1 at position P3.

The action hereinafter described is defined as "AdvancingTravel Sequence No. 1KX' schematically shown in Fig. 1. This sequence includes the movement of the frames of carrier K from position P1 to position P3, and includes the circuits formed and broken

and the action of the switches required for -this purpose. The only circuit now formed is circuit No. 1 energizing transformer T in

Fig. 21.

Pushing pick-up-discharge switch button

S3 at positionP1 in Fig. 7 forms many circuits to move carrier K from positionsP1 to

P3. Since position P3 is on the left, carrier K must service left frame panel FAL.

This action is assured by forming circuit No.

3 from terminals T-1 in Figs. 21 and 22A through closed contacts S2-1 of stop button switch S2, closed contact S3-2 of switch

S3; relay unlatching coil 2LR-UC, and terminals T-2 in Figs. 22A and 21. Energizing coil 2LR-UC will move all contacts controlled thereby to illustrated or unactu

ated position so that left panel FAL will be

serviced. Next, the pick-up-discharge relay

coil 4R-C is energized to move carrier K

through the load pick-up-discharge cycle. This

is accomplished by forming circuit No. 5 from

terminal T-1 in Fig. 22A through closed

contact S2-a of stop switch S2, closed switch

contact S3-3 of switch S3, coil4R-C, and

terminal T-2. Latching relay latching coil

1LR-LC is energized by forming circuit No.

6 from terminal T-1 in Fig. 22A through

closed contact S2-1 of stop button switch

S2, normally open contact 4R-2 now closed

by energized coil4R-C, normally closed con

tact 3R-1, latching relay latching coil 1LR

-LC, and terminal T-2. Main start relay

coil 3R-C is energized by circuit No. 8

formed from terminal T-1 in Fig. 22A

through closed contact S2-1 of stop button

switch S2; normally open contact 4R-2 now

closed by energized coil4R-C; normally

open contact 1LR-1 closed by energized coil

1LR-LC; coil 3R-C; closed overload con

tacts HFOL-1, HFOL-2, HSOL-2,

VSOL-2, VSOL-1, VFOL-2, VFOL-1,

EOL-1, EOL-2, JOL-1 and HOL-2,

and terminal T-2. Although circuit No. 6

is - broken after coil 3R-C has been ener

gized to open contact 3R-1, all contacts con

trolled by latching relay coil 1LR-LC re

main in actuated position until their unlatch

ing coil 1LR-UC in Fig. 22B is energized

later in the cycle. The pick-up-discharge

relay coil 4R-C is kept energized by holding circuit No. 9 formed from terminal T-1

in Fig. 22A through normally open contact

3R-3 now closed by energized coil 3R-C,

normally open contact 1LR-2 closed by

energized latching coil 1LR-LC, normally

open contact 4R-1 closed by energized coil

4R-C, coil 4R-C, and terminal T-2. Now,

switchS3 may be released to break circuits

Nos. 3 and 5. Note that energizing coil

4R-C opens contact 4R-3 in Fig. 22A so

that frame H of carrier K cannot travel hori

zontally because coils HB-C, HFR-C, HFF

-C, HSR-C andH8F-C cannot be ener

gized. After switchS3 is released, coil 3R

-C is kept energized by maintaining circuit

No.10 - formed after coil 4R-C has been

energized with this circuit No. 10 extending

from terminal T-1 in Fig. 22A through

closed contact S2-1 of stop switch S2;

closed pick-up-discharge switch contact S3

1; normally open contact4R-6 now closed

by energized coil4R-C; coil3R-C; closed

overload contacts HFOL-1, HFOL-2,

HSOL-1, HSOL-2, VSOL-2, VSOL-1,

VFOL-2, VFOL-1, EOL-1, EOL-2,

JOL-1 and JOL-2; nd terminal T-2.

Vertically movable frame V is moved by

motor VM in vertical up direction DVU at

slow speed from position P1 to position P2

and then is stopped at position P2. Circuit

No.12 is formed to cause disengagement of brake VMB in Fig. 21 with this circuit extending from terminal T-1 in Fig. 22A through normally open contact 3R-3 now closed - by energizing coil3R-C, switch LS -13B closed by trip LST-13 on frame E in center position PEC, terminals T-7 in

Fig. 22A to Fig. 22B, normally open contact 4R-4 in Fig. 22B now closed by energized relay coil4R-C, normally closed contacts HFR-5 and HFF-6, normally open contact 1LR-7 closed by energized latching coil 1LR-LC, normally closed switch LS8A (opened when frame V is in position P2), brake relay coil VB-C, terminals T-4 in

Fig. 22B to Fig. 22A, and terminal T-2 in

Fig. 22A. Energizing brake relay coil VB-

C forms circuit No. 13 in Fig. 21 by closing contacts VB-2, VB-3 and VB-4 to energize and disengage brake VMB. Energizing coil VB-C closes normally open contact

VB-1 to start frame V moving at slow speed vertically upwardly in direction DVU by setting up circuit No. 15 formed from terminal

T-1 in Fig. 22A through closed switch LS -8A in the manner described for circuit No.

12 and then through normally open switch

LS-16 held closed by trip LST-16 on frame

E in position PEC, normally open contact

VB-1 now closed by energized coil VB-C, normally closed switchLS-6A, normally open contact 1LR-9 closed by energized latching coil 1LR-LC, normally open contact 4R-7 now closed by energized coil 4R-C, vertical slow speed up motor starter coil VSU-C, and normally closed contacts VFD-1 and VFU-1, terminals T-4 in Fig. 22B to

Fig. 22A, and terminal T-2 in Fig. 22A.

This forms circuit No. 16 in Fig. 21 to energize motor VM for moving frame V in direction DVU at slow speed with circuit No. 16 formed from lines L1, L2 and L3 through normally open contacts VSU-2, VSU-3 and VSU-4, now closed by energized coil

VSU-C, and thermal overload coils VSOL

C1 and VSOL-C2 to motor VM. When the -upwardly moving frame V reaches position P2, the upward movement of frame V in direction DVU is stoppedWhen trip LST 8 opens switchL8-SA in Fig. 22B. Opening switchLS-8A by tripLST-S with frame

V in positionP2 breaks circuits Nos. 12 and 15 to respectively break circuits Nos. 13 and 16 to engage brake VMB and to stop motorVM.

Laterally movable frame E is moved by motor EM in lateral left direction DEL from in position PEC at positionP2 to left out position PEL at position P3. Closing switch

LS-8B by trip LST-8 when frame V is in position P2 starts movement of frame E by forming circuit No. 17 from terminalT-1 in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R-C; terminals T-3 in Figs. 22A to 22B; closed

switch LS-8B in Fig. 22B; normally closed

contacts SE-1 of switch SE, VFD-5 and

VFU-5; normally closed switches LS

12LA and LS-12RA (closed as long as frame

E is not in position PEL or PER); normally

open contact1LR-13 closed by energizing-latching coil 1LR-LC; normally closed contact2LR-I closed since circuit No. 3 was formed to energize coil 2LR-UC; normally

closed contact ER-1; coil EL-C; terminals

T-4 in Fig. 22B to Fig. 22A; and terminal

T-2 in Fig. 22A. Energizing coil EL-C

forms circuit No. 19 in Fig. 21 from lines L1,

L2 and L3 through normally open contacts

EL-2, EL-3 and EL-4, now closed by

energized coil EL-C, and thermal overload

coil EOL-C1 and EOL-C2 to energize and -disengage brake EMB and to energize motor

EM to advance frame E in direction DEL

under load W at position P3. When the

frame E has reached the outer end of its -travel at positions PEL and P3, normally

closed switchLS-12LA in Fig. 22B is

opened by tripLST-12L on frame E to break circuit No. 17 to de-energize coil EL

-C to break circuit No. 19 so as to stop

motor EM and to engage brake EMB to stop

motion of frame E in direction DEL in position PEL.

The description of "Advancing Travel

Sequence No. 1K" schematically shown in

Fig. 1 has now been completed.

Empty load support frame J is moved by motor JM in vertical up direction DJU from load released position PJD to load supporting position PJU to pick up load W from load support surface F-1 at position P3. FrameJ is raised into load contact by forming circuit No. 20 from terminal T-1 in Fig. 22A

along the path of circuit No. 17 through normally closed contact VFU-5 and then through normally open switch LS-12LB now held closed by trip LST-12L on frame E in position PEL, normally closed switch LS-10A

(closed while frame J is not in position PJU), normally closed contact JD-1, coil JU-C, terminals T-4 in Fig. 22B to Fig. 22A, and terminal T-2 in Fig. 22A. Energizing coil

JU-C forms circuit No. 22 in Fig. 21 top energize motor JM and disengage brake JMB with this circuit extending from lines L1, L2 and L3 through normally open contacts JU-2,

JU-3 and JU-4, closed by energized coilJU-C, and thermal overload coils JOL-C1 and JOL-C, to motor JM and brake JMB.

Motor JM moves frame J in direction DJU to position PJU to lift load W off support surface <RTI F-1 onto frame J. When frame J approaches up position PJU, normally closed switch LS-10A is opened by trip LST-10 to break circuit No. 20 but coil JU-C is kept energized until the beginning of the return motion to positionP1 by a parallel, maintaining circuit No. 23 formed from terminal

T-1 in Fig. 22A through closed switch LS

-12LB along the same path as circuit No.

20 and then through normally open contact

1LR-11 closed by energized latching coil

1LR-LC, normally open contact JU-1 now

closed by energized coil JU-C, coil JU-C,

terminals T-4 in Fig. 22B to Fig. 22A, and

terminal T-2 in Fig. 22A. Circuit No.

23 was formed to be sure unlatching coil

1LR-UC has firmly unlatched it s controlled

contacts by circuit No. 24 to be described

hereinafter before coil JU-C is de-energized

to stop motorJM.

PICKING UP LOAD W FOR STORING-(2)

LOAD CARRIER K TRAVELING IN THE FEED

IN DIRECTION DI CARRYING LOAD W FROM

POSITION P3 THROUGH POSITION P2 TO

POSITION P1-FIGS. 1, 2, 3, 4 and 5-24V

Automatic means is provided for moving

load W on carrier K in direction DI from

positionP3 to positionP1 by sequentially

having laterally movable frame E moved in

lateral right direction DER from position PEL

to position PEC, and vertically movable frame

V moved in direction DVD from position P2

to position P1.

Unlatching coil 1LR-UC in Fig. 22B is

energized to withdraw by frame Jl@ad W

from frame F at position P3 back onto frame

V at position P2 and then lower frame V to

position P1. When frame J has reached

position PJU, normally open switch LS

10B is closed by trip LST-10 to form cir

cuit No. 24 from terminal T-1 in Fig. 22A

through normally open contact 3R-3 now

closed by energized coil 3R-C, terminals

T-3 in Figs. 22A to 22B, normally open

switch LS-10B in Fig. 22B now closed by trip LST-10 by frame J approaching posi

tion PJU, normally open contact JU-6 closed

by energized coil JU-C, unlatching coil

1LR-UC, terminals T-4 in Fig. 22B to

Fig. 22A, and terminal T-2 in Fig. 22A.

Energizing coil 1LR-UC opens contact

1LR-11 to break circuit No. 23 so as: (1) to de-energize coil JU-C to break circuit No.

22 to stop motor JM when frame J reaches

position PJU and (2) to break circuit No. 24

by opening contact JU-6. When unlatch

ing coil 1LR-UC is energized, all contacts

1LR-1 to 1LR-13 are returned to their illustrated, unactuated and normal position to return load W and carrier K to position P1.

When unlatching coil 1LR-UC is energized, it breaks circuit No. 8 used for energizing coil 3R-C by opening the normally open contact 1LR-1, but coil 3R-C is kept energized by maintaining circuit No. 10 earlier formed. Opening contact 1LR-2 breaks circuit No. 9 maintaining pick-up-discharge relay coil 4R-C energized but circuit No. 26 had been formed, when frame V moved out of position P1, to maintain coil 4R-C energized with circuit No. 26 extending from terminalT-l in Fig. 22A through normally open con tact 3R-3 closed by energized coil 3R-C, normally open contact 4R-8 closed by energized coil 4R-C, normally closed switch LS -9B held open by trip LST-9 on frame H with frame V at positionP1 but now closed since frame V is above position P1, terminals T-8 in Fig. 22A to Fig. 22B, terminals T-6 in Fig. 22B to Fig. 22A, normally open contact 4R-1 now closed by energized coil4R-C, coil4R-C, and terminalT-2.

The action hereinafter described in defined as "Returning Travel Sequence No. 2K" schematically shown in Fig. 1. This sequence includes the movement of the frames of carrier

K from position P3 to position P1, and includes the circuits formed and broken and the action of the switches required for this purpose. Now, all circuits have been broken except circuit No. 1 energizing transformer

T in Fig. 21, circuit No. 26 energizing coil 4R-C in Fig. 22A, and circuit No. 10 energizing coil 3R-C in Fig. 22A; and energized coil 1LR-UC has unlatched its controlled contacts so they are now in the illustrated position.

Laterally movable frame E is moved by motor EM in lateral right direction DER from left out position PEL at position P3 to in position PEC at position P2. The frame E and load W carried thereby are moved out of frame F onto the center of frame V in position P2 by circuit No. 27 formed from terminal T-1 in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R-C; terminals T-3 in Figs. 22A and 22B; normally open switch LS-8B in Fig.

22B held closed by trip LST-8 on frame H at position P2 at level FL; closed contact

SE-1 of switch SE; normally closed contacts

VFD-5 and VFU-5; terminals T-10 in

Fig. 22B to Fig. 22A; normally closed switchLS-13A in Fig. 22A closed since frame E is in position PEL; terminalsT-1 1 in Fig.

22A to Fig. 22B; normally closed contacts 1LR-10, JU-7, JD-7, 2LR-3 and EL1 in Fig. 22B; coil ER-C; terminals T-4 in Fig. 22B to Fig. 22A; and terminal T-2 in Fig. 22A. Energizing coil ER-C energizes motor EM and disengages brake EMB to move the frame E and load W out of frame

F by circuit No. 29 in Fig. 21 formed from lines L1, L2 and L3 through normally open contacts ER-2, ER-3 and ER-4, now closed by energized coil ER-C, and thermal overload coils EOL-C1 and EOL-C2 to motor EM and brake EMB. When the frame

E has reached positions PEC and P2, switch

LS-13A is opened by trip LST-13 on frame E to break circuit No. 27 to de-energize coil ER-C and thus break circuit No.29 to de-energize and to engage brakeEMB and to de-energize motor EM.

Vertically movable frame V is moved by motorVM in vertical down direction DVD at fast speed and then at slow speed from positionP2 to positionP1 and then is stopped at position P1. Frame V is moved in direction DVD from positionF2 to positionP1 in the following sequential steps: (1) energizing motor VM for causing fast speed travel of frame V in direction DVD from position

F2 to an approach position before position

P1, (2) energizing motor VM for causing slow speed travel of frame V in direction DVD from this approach position to position P1, and (3) stopping motor VM and frame V in position P1.

Fast vertical travel by frame V from position P2 to the approach position before positionP1 now occurs. When the frame E reaches the center position PEC, normally open switches LS-13b and LS-16 are closed by trips LST-13 and LST-16 on frame E. Closing switches LS-13B andL8-16 form circuit No. 30 to disengage brake VMB and to energize motor VM for high speed downward motion. Closing switches LS-13B and LS-16 forms circuit

No. 30 extending from terminal T-1 in

Fig. 22A through normally open contact 3R -3 now closed by energized coil 3R-C, normally open switch LS-13B held closed by trip LST-13 on frame E in its center position PEC, normally closed switch LS-9B (held open only when frame V is in position P1 or P4); terminals

T-8 in Figs. 22A to Fig. 22B, normally closed contacts 1LR-6 in Fig. 22B, normally open switch LS-16 on frame E held open by trip LST-16 on frame E in position

PEC, brake coil VB-C, terminals T-4 in

Fig. 22B to Fig. 22A, and terminal T-2 in

Fig. 22A. Energizing coil VB-C reforms circuit No. 13 to energize and disengage brake

VMB. Energizing coil VB-C forms circuit No. 31 extending from terminal T-1 in

Fig. 22A through normally closed contact1LR-6 in the manner recited for circuit No.

30 and then through normally open contact

VB-1 now closed by energized coil VB-C, normally closed contact 1LR-8, normally closed switch LS-14A, high speed down motor starter coil VFD-C, normally closed contacts VSD-5 and VSU-1, terminals

T-4 in Fig. 22B to Fig. 22A, and terminal

T-2 in Fig. 22A. Energizing coil VFD

C forms circuit No. 33 in Fig. 21 to energize motor VM with this circuit extending from lines L1, L2 and L3 through normally open contacts VFD-2, VFD-3 and VFD4, now closed by energized coil VFD-C, and thermal overload coils VFOL-C1 and

VFOL-C2 to motor VM.

As frame V reaches the approach position before the position P1, motor VM has its fast speed drive disengaged and its slow speed vertical drive engaged at the approach position before position P1. When frame V approaches its starting position P1, normally closed switch LS-14A is opened by trip LST-14

on frame H to break circuit No. 31 to deenergize coil VFD-C to break circuit No.

33 to de-energize the high speed motor VM.

However, opening switchLS-14A by trip

LST-14 closes switch LS-14B to form circuit No. 34 to energize the motor VM for slow speed downward movement Circuit No. 34 extends from terminal T-1 in

Fig. 22A through normally closed contact

1LR-8 along the same path as circuit No.

31 and then through normally open switch

LS-143 now closed by tripLST-14 since frame V is approaching position P1, vertical low speed down starter coil VSD-C, normally closed contacts VFD-1 and VFU-1, terminals T-4 in Fig. 22B to Fig. 22A, and terminal T-2 in Fig. 22A. As frame V moves downwardly in direction DVD and switch

LS-14B opens to break circuit No. 34, coil

VSD-C is kept energized by holding circuit

No. 36 formed along the same path as circuitNo. 34 but through normally open contact

VSD-1 now closed by energized coil VSD -C instead of through parallel switch LS

143. Energizing coil VSD-C forms circuit No. 37 in Fig. 21 to energize motor <RTI VAl with this-circuit extending from lines LI, L2

andL3 - through normally open contacts VSD-2, VSD-3 andVSD-4, now closed by energized coil VSD-C, and thermal overload coils VSOL-C1 and VSOL-C2 to motor

VM.

As frame V reaches position P1, motorVM and frame V stop. When frame V reaches position P1, trip LST-9 on frame H opens normally closed switch LS-9B. Opening switch LS-9B breaks circuit No. 36 to deenergize coil VSD-C to break circuit No.

37 to de-energize and stop motor VM and breaks circuit No. 30 to de-energize coil

VB-C to break circuit No. 13 to re-engage brake VMB to stop frame V at position P1.

Coils 3R-C and 4R-C are de-energized.

When switch-LS-9B opens, coils 4R-C and 3R-C are de-energized because opening -switch LS-9B by trip LST-9 breaks circuit No. 26 holding coil 4R-C energized.

When coil 4R-C is de-energized, it breaks circuit No. 10 by opening normally open contact4R-6 so as to de-energize coil3R-C.-

The description of "Returning Travel

Sequence No. 2K" schematically shown in

Fig. 1 has now been completed.

Now, all frames of carrier K are in postionP1, allcircuits are de-energized except circuit No. 1 to transformer T in Fig. 21, and-all- contacts are in their normal and illustrated positions. CarrierK is in control positionFl,, so as to be easily viewed by theoperator -at this position and to receive further travel instructions from the operator.

STORING LOAD W IN LEFT PANEL FAL-

(1) LOAD CARRIERK TRAVELING IN THE

FEED IN DIRECTION DI CARRYING LOAD

W HORIZONTALLY IN DIRECTION DHF

FROM POSITION P1 TO POSITION P4-FIGS.

1, 2, 3, 4 and 5-24V

Automatic means is provided for moving load W and load carrier K horizontally relative to load storage frame F in horizontal forward direction DHF and along feed in direction DI from positionP1 to position

P4 into alignment with a preselected load storage bayFB at load transfer position P4 by having horizontally movable frame H moved in forward direction DHF from positionP1 to Position P4.

The control means includes manually actuatable elements, such as push button switches

HNS3 and VNS3 in Figs. 23H and 24V, and button switches SL, S3 and SR located at and manually actuatable at reference or control positionP1 in Fig. 7 for controlling thereat all movements of the frames H, V, E and J of carrier K and for preselecting at positionP1 load transferpositions P3, P4,

P5, P6 and P7 and for controlling the movement of frames H, V, E and J thereto. The control means includes manually actuatable control elements HNS3 and VNS3 actuatable to correspond with the horizontal andvertical- locations of load transfer positionsP4 and PS. The load carrierK is moved to and stopped at selected load transfer positions P4 andP5 in response to earlier actuation of the control elements HNS3 and

VNS3 corresponding to the horizontal and vertical locations of this load transfer positionP5 while load carrier K is at a control positionP1 spaced from positions P4 and

PS.

Now, the operator preselects position PS in a particular bay FB and level FL for storing in frame F the load W on carrier K by pushing the key push switches HNS3 and

VNS3 respectively. Assume for purposes of illustration and description that the operato corresponding to the side panel FAL or FAR when carrier K is at control positionP1 spaced from the selected load transfer positionP5 or P7 and the carrierK is moved automatically to selected load transfer position P6 or P7. This use for button SL for servicing position P3, instead of position P6 which will now be described, has been earlier described during pick up of load W at position

P3.

For purposes of illustration and description, let us assume that the operator presses the start left switch button SL to store load W in the left hand panel FAL.

After the start left button SL has been pushed, some circuits are set up. Latching relay latching coil 1LR-LC is energized by circuit No. 38 formed from transformer terminalsT-l in Figs. 21 and 22A through closed contact S2-1 of stop button switch

S2, closed contact SL-1 of start left switch button SL, normally closed contact 3R-1, latching relay latching coil 1LR-LC, and transformer terminals T-2 in Figs. 22A and 21 to energize coillLR-LC. Energizing coil 1LR-LC forms circuit No. 40 from terminalT-l in Fig. 22A through closed contact SL-1 of switch SL along the path of circuit No. 38 and then through normally open contactlLR-l closed by energized coil 1LR-LC; main start relay coil3R-C; closed overload contactsHFOL-l, HFOL2, HSOL-1, HSOL-2, VSOL-2, VSOL -1, VFOL-2, VFOL-1, EOL-1, EOL2, JOL-1 and JOL-2; and terminalT-2.

Pushing start left button switch SL also forms circuit No. 41 to energize latching relay unlatching coil 2LR-UC with circuit No.

41 formed from terminal T-1 in Fig. 22A through the closed contacts S2-1 of stop button switch82, the closed contactsSL-2 of start left button switch SL, latching relay unlatching coil 2LR-UC, and terminalT-2.

Energizing coil 2LR-UC will move all its controlled contacts to illustrated or unactuated position so that left panel FAL will be serviced bv frame E.

After the start left button switch SL is released, circuits Nos. 38, 40 and 41 are broken, but main start relay coil 3R-C is kept energized by maintaining circuit No. 43 formed from terminal T-1 in Fig. 22A through closed contact S2-1, normally open contact 3R-2 now closed by energized coil3R-C; normally open contactlLR-l closed when latching coil 1LR-LC was energized; coil3R-C; closed overload contactsHFOL -1, HFOL-2,HSOI-1, HSOI---2, VSOL -2, VSOL-1, VFOL-2, VFOL-1, EOL -1, EOL-2, JOL-1 and JOL-2; and terminalT-2. Although circuit No. 38 is broken after energized coil 3R-C opens contact3R--1 to de-energize latching coillLR-LC, all contacts controlled by coil 1LR-LC remain locked in the actuated posi

tion until unlatching coil 1LR-UC in Fig.

22B is energized later in the cycle.

The action hereinafter described is defined

as "Advancing Travel Sequence No. 3K"

schematically shown in Fig. 1. This sequence

includes the movement of the frames of car

rier K from position P1 to position PS, and

includes the circuits formed and broken and

the action of the switches required for this

purpose. The only circuits now formed are

circuit No. 1 energizing transformer T in Fig.

21, and circuit No. 43 energizing coil 3R-C

in Fig. 22A; and coil 1LR-LC has latched

all of its controlled contacts in their actuated

position.

Horizontally movable frame H is moved

by motorBM in horizontally forward direc

tion DHF at fast speed and then at slow speed

from positionP1 to position P4 and then is

stopped at position P4 at the preselected

twenty-fifth bayF3. - Frame H is moved in

direction DHF from positionP1 to position

P4 in the following sequential steps: (1) ener

gizing motor HM for causing fast speed travel

of frame H in direction DHF from position

P1 to an approach position before position

P4, (2) counting bays FB approached by

frame H on counter HNN in Fig. 23Huntil

preselected twenty-fifth bay FB is approached

with frameH. in this approach position, (3)

energizing motor HM for causing slow speed

travel of frame H in direction DHF from this

approach position to position P4, and (4) stop

ping motor HM and frame H at preselected

twenty-fifth bayFB in position P4.

Fast horizontal travel by frame H from position P1 to the approach position before

position P4 now occurs. After coil 3R-C

has been energized, brake coil HB-C is energized by circuit No. 44 formed from terminal

T-l in Fig. 22A through normally open

contact 3R-3 now closed by energized coil

3R-C, normally open switchLS-13B now

closed by tripLST-13 on frame E in position PEC, normally closed switchLS-3A

(only opened by trip LST-3 on each frame tie member F-8 when frame H is hereinafter

aligned sequentially with a bay FB), normally

closed contact 4R-3, coil HB-C and termi

nalT-2. Energizing coilH3-C ener

gizes coil HFF-C by forming circuit No. 45

from terminal T-1 in Fig. 22A through

normally closed contact 4R-3 along the path

followed by circuit No. 44 and then through normally open contact HB-1 now closed by

energized coil HB-C, normally open contact

1LR-5 previously closed by energized latch

ing coillLR-LC, normally closed switch

LS-lA, normally closed contactHN2R-l,

fast speed coil HFF-C, normally closed con

tacts HSR-1 and HSF-5, and terminal T

2. When circuit No. 44 was formed and

coil HB-C was energized, circuit No. - 47

was formed in Fig. 21 to disengage brake

HMB with this circuit extending from lines

L1, L2 and L3 through normally open contacts HB-2, HB-3 and HB-4 now closed by energized relay coil HB-C to brake HMB.

When the coil HFF-C is energized by circuit No. 45, circuit No. 48 is formed in Fig.

21 to energize motor HM for causing forward fast horizontal travel of frame H with circuit No. 48 in Fig. 21 extending from lines

L1, L2 and L3 through normally open contacts HFF-2, HFF-3 and HFF-4, now closed by energized coil HFF-C, and thermal overload coils HFOL-C1 and C2 to motor HM.

As frame H travels in direction DHF, other circuits are formed. Switch LS-5 returns to its normally closed position (having been held opened by trip LST-5 on frame

F in starting position P1) since frame H is no longer in starting position P1 and maintaining circuit No. 50 in Fig. 22A has been formed to keep coil 3R-C energized with this circuit following thesame path as circuit

No. 43 but with the current flowing through normally closed switch LS-5 (closed since not held open by trip LST-5 at positionP1), instead of through normally open contact 1LR-1 closed by energized coil 1LR

C and arranged in parallel with switch LS5. Since travel of frame H in direction

DHF causes switch LS-3A to be opened at each bay FB by trips LST-3 on frame tie membersF-S in Fig. 4, circuits Nos. 51

and 52 are formed to maintain coils HFF-C and HB-C energized after each opening of

switchLS-3A will break circuits Nos. 45 and 44 respectively. Energizing coil HFF -C forms circuit No. 51 to maintain coil

HFF-C energized with circuit No. 51 being the same as circuit No. 45 except extending through normally open contact HFF-1 now

closed by energized coil HFF-C instead of through switchLS-3A with which it is

arranged in parallel. After coil HFF-C has been energized, circuit No. 52 is formed to

lock in brake coilH3-C when switch LS

3A is opened by trip LST-3 during travel of frame H with circuit No. 52 extending from terminalT-I in Fig. 22A throughnor mally open contact 3R-3 now closed by energized coil 3R-C, closed switch LS

13B held closed by trip LST-13 on frame

E, normally open contact HFF-1 now closed by energized coil HFF-C, normally closed contact 4R-3, coil HB-C, and terminal T2. The opening of switch LS-3A by trip

LST-3 at each bayFB will not break these circuits.

The moving frame H travels down zoneKZ at fast speed to count baysFB and then at slow speed and then is stopped at the preselected twenty-fifth bayFB at position P4.

This action takes place in two steps. First bays FB are counted as frame H approaches each bayFB at fast speed, and second, frame

It is slowed down and stopped at positionP4.

Counting bays FB approached by frame H

on counter HNN until the preselected twentyfifth bay FB is approached now occurs. As frame H travels down zoneKZ, trips LST2 on frame tie membersF-S, arranged one at each bay FB in Figs. 4 and 23H, closes normally open switch LS-2 momentarily so that the continued horizontal travel of frame

H in direction DHF creates a pulsing action in switch LS-2 and in circuit No. 54 formed by the closing thereof. This circuit No. 54 is formed from terminals T-1 in Figs. 21

and 23H through closed contactHNS4-1 of

switch HNS4, normally closed reset switch

contact HNS1-2, closed switch LS-2, sole

noid HNC, closed contact HNS4-2 of switch

HNS4, and terminals T-2 in Figs. 23H and

21 since toggle switch HNS4 is normally

closed. Counter HNN is of any suitable

type, with respective units and tens number

wheels HNN-W1 andHNN-WlO adapted

to be driven through drive shaft HNN-1

thereof in the same manner as number wheels

13 by drive shaft 22 disclosed in lines9-28,

column 2, page 1 of this patent. This drive

shaft HNN-1 is stepped along to advance

units number wheels HNN-W1 one num

ber thereon for each pulse by solenoid HNC

of any suitable type drive. Counter- HNN

has contact points HNN-C1 and HNN

C10 driven by respective number wheels

HNN-W1 and HNN-W10 to sequentially

engage any of ten circularly arranged con

tacts for each of these number wheels, such

as contacts HNN-5B and HNN-20B, and to engage circular grounding strips HNN

CA and HNN-CB connected in series with

the push key switches, such as switches HNS3

-5 and HNS3-20 earlier pushed at posi

tion P1 in Fig. 7 to select the bay FB of

positions P4 and PS, of switch HNS3 in the

same manner as disclosed in the aforesaid

Blackman patent in lines 31-45 and line 65,

column 3 to line 8, column 4 by his contact

points 37 and 38, grounding strip 46, and

contacts 50 to 59.

When frame H has travelled down zone

KZ far enough to approach the twenty-fifth

bay FB and the solenoid HNC has been pulsed twenty-five times to indicate the twenty-fifth bay FB by twenty-five opening and closing

cycles of switchLS-2, the correct count has been reached and new circuits arc formed.

Then, circuit No. 55 is formed from terminal

T-1 in Fig. 23H through closed contact

HNS4-1, normally closed reset switch contactHNS 1-2, closed push key switch contact HNS3-5, counter wheel contact HNN -5B, contact points HNN-C1, counter wheel common grounding stripHNN-CA, closed push key switch contactHNS3-20, counter wheel contactHNN-203, contact points HNN-C10, counter wheel common grounding strip HNN-CB, relay coil HN1R-C, rectifier HNZ2 to provideD-C current to this circuit, suitable resistanceHNZ5, closed contactHNS41 2 and terminalT-2. Filter network HNZ4 is arranged in parallel with a portion of circuit No. 55 to smooth out the ripple in the rectifier A-C current. Arc suppressor

HNZ3 is in parallel with coil HN1R-C.

Energizing relay coil HN1R-C forms circuit

No. 57 to energize relay coil HN2R-C for purposes to be described hereinafter with circuit No. 57 extending from terminalT-l in

Fig. 23H through closed contactHN54-1, normally open contactHNlR-2 now closed by energized coilHNlR-C, relay CoilHN2R-C, closed contactHNS4-2, and terminalT-2.

The operation begins to automatically reset counter HNN by reset motor HNN. Energizing coilHNlR-C energizes and starts reset motor HNN by forming circuitNo. 58 from terminal T-1 in Fig. 23H through closed contact HNS4-1, normally open contact HN1R-1 now closedby energized coil

HN1R-C, reset motor HNM, closed contact HNS4-2, and terminal T-2. As reset motor HNM begins to rotate, motor HNM rotates its cam HNM-2 to move reset switch

HNS1 to open normally closed contact HNS1 -2 and to close normally open contact HNS -1 for the time duration of the rotation of the cam by reset motor HNM. Closing reset switch contactHNS 1-1 forms circuit No.

59 to energize reset motor HNM with circuit

No. 59 formed from terminal T-1 in Fig.

23H through closed contact HNS4-1, closed contactHNS 1-1, reset motor HNM, closed contactHNS4-2, and terminalT-2.

Motor HNM must continue to operate until circuit No. 59 is formed. Since opening contact HNS1-2 breaks circuit No. 55 energizing coil HN1R-C to open contact HN1R -1 to break circuit No. 58 to de-energize motor HNM, suitable means is provided to keep motor HNM energized by preventing breaking of circuit No. 58 until after circuit

No. 59 has been formed. Contacts HN1R1 and HN1R-2 controlled by relay coil

HN1R-C have a time delayed return to illustrated open position after this coil is deenergized because this relay coil HN1R-C is of the convention time delay type with a slug on the core to impede flux drop off and to thus temporarily prevent opening of the relay coil contacts controlled by this coil after these contacts have been closed by energizing the time delay relay coil HN1R-C.

Also, coilHN2R-C must remain energized after circuit No. 57 is broken. Circuit No.

61 is formed by closed contactHNS2-1 to maintain coil HN2R-C energized after contact HN1R-2 opens to break circuit No. 57 after the time delay. Circuit No. 61 is formed from terminal T-1 in Fig. 23H through closed contactHNS4-1, reset switch closed contactHNS 1-1, closed switch contactHNS2-1 of reset switch HNS2, normally open contactHN2R-3 now closed by energized coilHN2R-C, relay coilHN2R-

C, closed contactHNS4-2, and terminalT-2.

The operation of automatically resetting counter HNN by reset motor HNM continues.

When the cam HNM-2 driven by reset motor

HNM completes its cycle, reset switch contactHNS 1-2 is again closed to ready the circuit for the next operation and reset switch contactHNS 1-1 is opened to break circuits

Nos. 59 and 61 with the reset motor HNM having maintained the reset switch contactHNS 1-1 closed for approximately two seconds.

Reset motor HNM also resets counter HNN.

Reset motor HNM, during its rotation, also returns number wheels HNN-W1 and HNN -W10 of counter HNN back to zero by driving reset counter shaft HNN-2 through bevel gears HNM-1 with this resetting action delayed sufficiently so that switch contact HNS1 -1 has closed a brief period after reset motor

HNM has begun its rotation. Then, deenergizing coilHNlR-C by rotation of contact points HNN-C1 and HNN-C10 by shaft HNN-2 will not de-energize coil

HN1R-C so as to break circuits Nos. 57 and 58 to de-energize coil HN2R-C and motor HNM until after circuits Nos. 59 and 61 have been formed by closing contactHNS 1-1. After resetting of counter HNN begins, circuit No. 55 is broken if it did not break by opening contactHNS 1-2; and, after the time delay, circuits Nos. 57 and 58 are broken, if they have not been broken.

*Rotation of counter reset shaft HNN-2 returns all number wheels HNN-W1 and

HNN-W10 to zero in any suitable manner.

As frame H approaches at position P4 preselected twenty-fifth bayFB, motor HM has sequentially its fast speed forward drive disengaged, its slow speed forward drive engaged, and its slowspeed forward drive disengaged, and motor HM is stopped when frame H reaches position P4. This action takes place during the resetting of counter HNN by motor HNM by circuit No. 59.

As frame H reaches the approach position before position P4, motor HM has its fast speed forward drive disengaged and its slow speed horizontal forward drive engaged at this approach position. When coil HN2R-C was energized by forming circuit No. 57, its normally closed contactHN2R-1 in Fig. 22A was opened to break circuitsNos. 45 and 51 to de-energize coil HFF-C; (1) to break circuit No. 48 to de-energize the high speed drive by motorHM, and (2) to break circuits

Nos. 51 and 52 by opening normally open contactHFF-1. The fast forward travel of motor HM is de-energized byde-energiz- ing starter coil HFF-C because energizing coilHN2R-C opens normallydosed contact

HN2R-1 to break circuits Nos. 45 and 51.

When coil HFF-C is de-energized, normally open contact HFF-1 is opened so that holding circuits Nos. 51 and 52 cannot be reestablished. Now, motorHM is energized for slow speed forward travel. Circuit No.

65 is formed by energized coilHN2R-C with circuit No. 65 extending from terminalT-l in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R -C, switch LS-13B closed by trip LST

13 on frame E in position PEC, normally closed switch LS-3A, normally closed contact 4R-3, normally open contact HB-1 held closed by energized coil HB-C, normally open contact 1LR-5 closed when latching

coil 1LR-LC was energized, normally closed

switch LS-1A, normally open contact

HN2R-2 closed by energized coil HN2R

C, horizontal low speed starter coil HSF-C, normally closed contacts HFR-1 and HFS, - and terminalT-2.

As frame H travels toward position P4,

switch LS-2 is opened by disengaging from trip LST-2 to break circuit No. 54. Since it may be necessary to hold in coil HSF-C after coilHN2R-C has been de-energized by reset motor HNM completing its cycle so as to open contact HNS1-1 and to break

circuit No. 61 energizing coil HN2R-C, maintaining circuit No 66 is formed in the same manner as circuit No. 65 but through normally open contactHSF-l, now closed by energized coil HSF-C, and located in parallel with the normally open contact HN2R -2. When coil HSF-C is energized, circuit No. 45 cannot reform to also engage the high speed starter coil HFF-C because normally closed contact HSF-5 in that circuit has been opened by energized coil HSF-C.

Energizing coil HSF-C energizes motor HM for slow speed horizontal forward travel by forming circuit No. 68 in Fig. 21 from power lines L, L2, and L3 through normally open

contacts HSF-2, HSF-3 and HSF-4, now

closed by energized coil HSF-C, and thermal overload coils HSOL-C1 and HSOL-C2 to motor HM.

As frame H reaches position P4, motorHM

and frameH are stopped at the preselected twenty-fifth bayFB in position P4.Asthe frame H reaches the preselected twenty-fifth by FB, normally closed switch LS-3A is opened by trip LST-3 on frame F in Figs.

4 and 22A: (1) to break circuit No. 44 should also break 52 to de-energize coilHf-C to thus break circuit No. 47 to de-energize and re-engage brake HMB, and (2) to break cir

cuits Nos. 65 and 66 to de-energize coil HSF -C to thus break circuit No. 68 to de-energize and stop motor HM so as to stop frame

H at position P4. De-energized coil HB

C opens the normally open contact HB-1 to prevent reforming circuits No. 65 or 66.

STORING LOAD W IN LEFT PANELFAL-

(2) LOAD CARRIER K TRAVELING IN THE

FEED IN DIRECTION DI CARRYING LOAD

W VERTICALLY IN DIRECTION DVU FROM

POSITION P4 TO POSITION P5 ANDLATER

ALLY IN DIRECTION DEL TO DEPOSIT

LOAD W AT POSITION P6-FIGS. 1, 2, 3, 4

and 5-24V

Automatic means is provided for moving

load W and load carrier K in feed in direc

tion DI from position P4 to position P5, to

position P6 into alignment with preselected

load support surfaceF-i at load transfer

position P6 for depositing load W on this

load support surface F-1 in left panel FAL

by sequentially having vertically movable frame V moved in up direction DVU from

position P4 to position PS, laterally movable

frame E moved in lateral left direction DEL

from position FEC to position PEL, and load

support frame J moved in vertical down direc

tion DJD from position PJU to position PJD

to deposit load W on load support surface

F-1 at position P6.

Vertically movable frame V is moved by

motor VM in vertical up direction DVU at

fast speed and then at slow speed from posi

tion P4 to position P5 and then is stopped

at position P5 at the preselected second level

FL. Frame V is moved in direction DVU

from position P4 to position P5 in the fol

lowing sequential steps: (1) energizing motor

VAl for causing fast speed travel of frame

V in direction DVU from positionP4 to an

approach position before position P5, (2)

counting the levels FL approached by frame

V on counter VNN in Fig. 24V until the pre

selected second level FL is nearly reached

with frams V in this approach position, (3)

energizing motor VM for causing slow speed

travel of frame V in direction DVU from this

approach position to position PS, and (4)

stopping motor VM and frame V at the pre

selected second level FL in position P5.

Fast vertical travel by frame V from posi

tion P4 to the approachposition before posi

tionP5 now occurs. When frame H is at

the preselected bayFB, preselected as the

twenty-fifth bay, normally open switch LS

3B willbe, closed by trip LST-3 on frame

Fwith fram H in position P4. This switch

closing form circuit No. 69 from terminal

T-1 in Fig. 22A trough normally open

contact 3R-3 now closed by energized coil

3R-C, normally open switch LS-13B held

closed by trip LST-13 on frame E in center

position PEC, normally open switchLS-3B

now closed by trip LST-3 with frame H in

position P4, terminals T-9 in Fig. 22A to

Fig. 22B, normally closed contact SV-1 in

Fig. 22B of switch SV normally closed con

tactsIIFR-5 andHFF--i, normally open

contactlLR-7 closed when latching coil

'ILR-LC was energized, normally closed

switch LS-8A, brake coil VB-C, terminals

T-4 in Fig. 22B to Fig. 22A, and terminal

T-2 in Fig. 21A. Energizing coil VB-C reforms circuit No. 13 to energize and thus disengage brake VMB in Fig. 21, Fast speed up drive by motor VM is caused by energizing vertical fast speed up starter coil VFU-C by forming circuit No. 71 from terminal T-1 in Fig. 22A through closed switch LS-8A in Fig.223 by the same path followed by circuit No. 69 and then through normally open switch LS-16 held closed by trip LST-16 on frame E in position PEC, normally open contact VB-1 now closed by energized coil

VB-C, normally closed switch LS-6A, normally open contact 1LR-9 closed by energized latching coil 1LR-LC, normally closed contacts VN2R-1 and 4R-5, vertical fast speed up starter coil VFU-C, normally closed contacts VSD-5 and VSU-1, terminals

T-4 in Fig. 22B to Fig. 22A, and terminals

T-2 in Fig. 22A. Energizing starter coil

VFU-C energized motor VM for fast vertical upward travel by forming circuit No. 72 in

Fig. 21 from lines L1, L2 and L3 through normally open contacts VFU-2, VFU-3 and VFU-4, now closed by energized coil

VFU-C, and thermal overload coils VFOL

C1 and VFOL-C2 to motor VM.

As frame V travels in direction DVU, other circuits are formed. Since switc LS-8A is opened and closed at each level FL by trips

LST-8 on frame H during upward travel of frame V in direction DVU to break circuits Nos. 69 and 71, it is necessary to maintain the energization of coils VB-C and

VFU-C by forming circuits Nos. 73 and 75 in Figs. 22A and 22B corresponding respectively with circuits Nos. 69 and 71 but through holding contact VFU-6 normally opened but now closed by energized coil

VFU-C with this contact VFU-6 arranged in parallel with switch LS-8A in circuits

Nos. 69 and 71.

Upward movement of frame V provides a safety feature. Note that control positionFl is lower than load transfer positionP5 so that control elements or buttons VNS3 carried by said vertical movable frame V, although they aremanually actuated in control position P1, move upwardly out of the control position P1 as the frame V moves upwardly to load transfer position P5. Hence, this provides a safety feature so that these buttons

VNS3 move upl with frame V out of the control of the operator.

Counting levels FLaproached by frame V on counter VNN in Fig.24V until the preselected second level FL is approached now occurs. As frame V travels upwardly in zone

KZ, trips LST-7 on frame H at each level

FL in Figs. 2 and 24V close normally open switch LS-7 momentarily so that the continued upward travel of frame V in direction

DVU creates a pulsing action in switch LS-7 and in circuit No. 76 formed by the closing

thereof. This circuit No. 76 is formed from

terminals T-l in Figs. 21 and 24V through

closed contact VNS4-1 of switch VNS4,

normally closed reset switch contact VNS1-2

of switch VNS1, closed switch LS-7, solen

oid VNC, closed contact VNS4-2 of switch

VNS4, and terminals T-2 in Figs. 24V and

21 since toggle switch VNS4 is normally

closed. Counter VNN is of any suitable type,

with units number wheel VNN-W1 adapted

to be driven through drive shaft VNN-1

thereof. This drive shaft VNN-1 is stepped

along to advance units number wheel VNN

W1 one number thereon for each pulse by

solenoid VNC of any suitable type drive, such

as a solenoid and pawl and ratchet wheel

counter drive. Counter VNN has contact

points VNN-C1 driven by number wheel

VNN-W1 to sequentially engage any of ten circularly arranged contacts for this number wheel, such as contact VNN-2B, and to en

gage circular grounding strip VNN-CA

connected in series with the push key switches,

such as switchVNS3-2,- earlier pushed at

position Fl in Fig. 7 to select the level FL of

position P5, of switch VNS3 in the same manner as disclosed in the aforesaid Black

man patent in lines 31-45 and line 65, terminalT-l in Fig. 24V through closed contact VNS4--1, normally open contact

VN1R-1 now closed byenergized coilVNlR-C, resetmotor VNM, closed contactVNS4-2, and terminalT-2. As reset motor

VNM begins to rotate, motor VNM rotates its cam VNM-2 to move reset switch VNSI to open normally closed contact VNS1-2 and to close normally open contactVNSl-l for the time duration of the rotation of the cam by reset motor VNM. Closing reset switch contact VNS1-2 forms circuit No.

82 to energize reset motor VNM with circuit No. 82 formed from terminal T-1 in

Fig. 24V through closed contact VNS4-1, closed contactVNS-1, reset motor VNM, closed contactVNS4-2, and terminalT-2.

MotorVNM must continue to operate until circuit No. 82 is formed Since opening contactVNSl-2 breaks circuit No. 78 energizing coilVNIR-C to open contact

VN1R-1 to break circuit No. 80 to deenergize motor VNM, suitable means is provided to keep motor VNM energized by preventing breaking of circuit No. 80 until after circuit No. 82 has been formed. Contacts VN1R-1 and VN1R-2 controlled by relay coil VN1R-C have time delayed return to the illustrated open position after this coil is deenergized because this relay coil

VN1R-C is of the conventional time delay type with a slug in the core to impede flux drop off and to thus temporarily prevent opening of the relay coil contacts controlled by this coil after these contacts have been closed by energizing the time delay relay coil

VN1R-C.

Also, coil VN2R-C must remain energized after circuit No. 79 is broken. Circuit No. 83 is formed by closed contactVNS2-l to maintain coilVN2R-C energized after contact VN1R-2 opens to break circuit No.

79 after the time delay. This circuitNo. 83 is formed from terminalT-l in Fig. 24V through closed contactVNS4-1, reset switch closed contactVNSl-1, closed switch contactVNS2-l of reset switch VNS2, normally open contactVN2R-3 now closed by energized coilVN2R-C, relay coilVN2R-

C, closed contactVNS4-2, and terminalT-2.

The operation of automatically reseting counter VNN by reset motor VNM continues.

When the camVNM-2 driven by reset motor VNM completes its cycle, reset switch contact VNS1-2 is again closed to ready the circuit forthe next operation and reset switch contactVNSl-1 is opened to break circuits Nos. 82 and 83 with the reset motor

VNM having maintained the reset switch contactVNSI-1 closed for approximately two seconds.

Reset motor VNM also resets counter

VNN. Reset motor VNM during its rotation,

also returns number wheel VNN-W1 of counter VNN back to zero by driving reset counter shaft VNN-2 through bevel gearsVNM-l with this resetting action delayed sufficiently so that switch contact VNS1-1 has closed a brief period after reset motor

VNM has begun its rotation. Then,deener- gizing coil VN1R-C by rotation of contact points VNN-C1 by shaft VNN-2 will not deenergize coilVNlR-C so as to break circuits Nos. 79 and 80 to deenergize coilVN2R--C and reset motor VNM until after circuits Nos. 82 and 83 have been formed by closing contact VNS1-1. After resetting of counter VNN begins, circuit No. 78 is broken, if it has not been broken by opening contact

VNS1-2; and after the time delay, circuits

Nos. 79 and 80 are broken, if they have not been earlier broken. Rotation of counter reset shaft VNN-2 returns number wheel

VNN-W1 to zero in any suitable manner.

As frame V approaches at positionP5 the preselected second level FL, motor VM has sequentially its fast speed upward drive disengaged, its slow speed upward drive engaged, and its slow speed upward drive disengaged, andmotor VM isstopped when frame V reaches the second level FL at position P5.

This action takes place during the resetting of the counter VNN by motor VNM energized by circuit No. 82. When coilVN2R+C was energized by forming circuit No. 79, its normally closed contactVN2R-1 in Fig.

22B was opened to break circuits Nos. 71 and 75 to deenergizecoil VFU~C: (1) to break circuit No. 72 to deenergize the fast speed drive by motorVM, and (2) to break circuits Nos. 73 and 75 by opening normally open contactVFU-6.

As frame V reaches the approach position before the preselected second level FL in position P5, motor VM has its fast speed drive disengaged and its slow speed vertical drive engaged at the approach position beforeposi tion P5. When coilVFU-C is deenergized, the maintaining contactVFU in circuits

Nos. 73 and 75 is moved to its normal open position to break these circuits. However, coilVP-C is maintained energized by circuit No.

69 reformed through switchLS-8A now closed since it has not yet engaged and been opened by tripLST8 at the second level

FL. Now, the fast traveling and vertically up moving frame V begins moving at the slow vertical upspeed. When coilVN2R-C was energized, it changed the vertical speed from fast to slow by opening normally closed contactVN2R-1 to break circuit No. 71 energizing started coil VFU-C to break highspeed circuit No. 72 to motorVM, and then by closing normally open contactsVN2R-2 forming circuit No. 87 to energize vertical slow speed up starter coil VSU-C with circuit No. 87 extending from terminalT-l in Fig. 22A through normally open but now closed contact 1LR-9 in Fig. 22B in the same manner as circuit No. 71 and then through normally open but now closed con

VN2R-C, vertical slow speed up starter coil

VN2R-C, vertical low speed up starter coil

VSU-C, bormally closed contacts VFD-1 and VFU-1, terminals T-4 in Fig. 22B to

Fig. 22A, and terminals T-2 in Fig. 22A.

After reset motor VNM completes its timing cycle and deenergizes coil VN2R-C by breaking circuit No. 83, coil VSU-C is maintained energized by locking circuit No. 89 following the same path as circuit No. 87 but through normally open contact VSU-5 now closed by energized coil VSU-C instead of the parallel path through the normally open contact VN2R-2. When coil VSU-C is energized, circuit No. 16 is reformed to energize motorVM to cause slow upward movement of frame V until frame V arrives at the proper level FL, preselected as the second levelFE.

As frame V travels upwardly toward position P5, switch LS-7 is opened to break circuit No. 76.

As frame V reaches position P5, motor VM and frame V are stopped at the preselected second level FL in position P5. When the switch LS-8A is opened by trip LST-8 with frame V at position P5, circuits Nos. 69, 87 and 89 are broken: (1) to deenergize coil

VB-C to break circuit No. 13 to thus deenergize and engage brake VMB and (2) to deenergize starter coilV & U-C tobreak cir-- cuit No. 16 to deenergize " and stop the slow upward movement caused by motor VM.

The description of "Advancing Travel

Sequence No. 3K" schematically shown in

Fig. 1 has now been completed.

Laterally movable frame E is moved by motor EM in lateral left direction DEL from in position PEC at position P5 to left out position PEL at position P6. The load W is inserted into the preselected opening F-2 at the twenty-fifth bay FB and second level FL and deposited on the supporting surface F-1 on members F-3. Frame E is inserted into the preselected opening F-1 by reforming circuit No. 17 for energizing coil EL-C since normally open switch LS-8B in Fig.

22B is now closed by trip LST-8 with frame

V at the preselected level FL, and since nomally closed contact2LR-l was closed when circuit No. 41 previously energized unlatching coil 2LR-UC. Energizing coil EL-C reforms circuit No. 19 to energize brake EMB to disengage this brake and to energize motor

EM to move frame E in direction DEL.

When the frame E reaches position PEL at the end of its travel, normally closed switch

LS-12LA is opened by trip LST-12L on frame E to break circuit No. 17 to deenergize coilBSC to break circuit No. 19 to stop travel of frame E in position PEL.

Load support frame J is moved by motorJM in vertical down direction DJD from load supporting position PJU to load release posi- tion PJD to deposit load W on load support surface F-1 at position P6. As will be recalled, frame J is in the up position PJU after raising load W off the load support surface

F-1 at the loading position P3 and has remained in this up position PJU throughout its ravel. Therefore, switch LS-10A is open and switch LS-10B is closed by trip

LST-10, and switch LS-11A is closed and switch LS-11B is open in their normal positions free of trip LST-11. Now, when switch LS-12LA is opened by trip LS12L on frame E to stop the movement of frame E in position PEL, switch LS-12LB is closed to form circuit No. 92 to lower frame J and thus deposit the load W on load support surface F-1 of frame F in position

P6. This circuit No. 92 extends from terminal

T-1 in Fig. 22A through normally closed contact VFU-5 along the same path as circuit No. 17 and then through normally open switch LS-12LB in Fig. 22B held closed by trip LST-12L on frame E in position

PEL, closed switch LS-11A, normally closed contact JU-5, coil JD-C, terminals T-4 in Figs. 22B to Fig. 22A, and terminal T-2 in Fig. 22A. When coil JD-C has been energized, motor JM is energized to move frameJ down in direction DJD and brake JMB is energized to disengage this brake by form- ing circuit No. 93 in Fig. 21 extending from power lines L1, L2 and L3 through normally open contacts JD-2, JD-3 and JD-4, now closed by energized coil JD-C, and thermal overload coils JOL-C1 and JOL-C2 to motor JM. Motor JM moves frame J in direction DJD to position PJD to deposit load W onto support surface F-1 from frameJ. When frame J approaches down position

PJD, normally closed switch LS-11A is opened by trip LST-11 to break circuit

No. 92 but coilID-C is kept energized until the beginning of the return motion to position

P1 by a parallel, maintaining circuit No. 94 formed from terminal T-1 in Fig. 22A through closed switch LS-12LB in Fig. 22B along the path followed by circuit No. 92 and then through normally open contact 1LR12 previously closed by energized coil 1LR

LC, normally open contact JD-5 now closed by energized coil JD-C, coil JD-C, and terminals T-4 in Fig. 22B to Fig. 22A to terminal T-2 in Fig. 22A to lock in coil

JD-C. Circuit No. 94 was formed to be sure unlatching coil ILR-UC has unlatched its controlled contacts by forming circuit No.

96 to be described hereinafter before coil

JD-C is deenergized to stoup motorTM.

RETURNING EMPTY LOAD CARRIER K-LOAD

CARRIER K TRAVELING IN FEED OUT

DIRECTION DO FROM POSITION P6

THROUGH POSITIONSP5 and P4 TOFOSI-

TION P1-FIGS. 1, 2, 3, 4 and 5-24V

Automatic means is provided for moving

empty load carrier K in feed out direction

DO from load transfer position P6 to posi

tion P1 by sequentially having laterally mov

able frame E moved in lateral right direction

DER from position PEL at position P6 to

position PEC, vertically movable frame V

moved in down direction DVD from position

P5 to position P4, and horizontally movable

frame H moved in reverse direction DHR

from position P4 to position P1.

Empty carrier K is automatically returned

back to control positionP1 in a plurality of

steps. This return motion is begun by form

ing circuit No. 96 to energizeunlatching coil

1LR-UC with circuit No. 96 extending from

terminal T-1 in Fig. 22A trough normally

open contact 3R-3 now closed by energized

coil 3R-C, terminals T-3 in Figs. 22A to

Fig. 22B, switch LS-11B in Fig. 22B closed

by trip LST-11 since frame J is approaching

position PJD, normally open contact JD-6

closed by the energized coil JD-C, un

latching coil 1LR-UC, terminals T-4 in

Fig. 22B to Fig. 22A, and terminal T-2 in

Fig. 22A. Energizing coil 1LR-UC opens

contact 1LR-12 to break circuit No. 94 so

as: (1) to deenergize coil JD-C to break cir

cuit No. 93 to stop motor JM when frame

J reaches osition PJD and (2) to break cir

cuit No. 96 to deenergize coil 1LR-UC by

opening contact JD-6. When unlatching coil

1LR-UC is energized, all of the contacts

controlled thereby are returned to their nor

mal and illustrated positions to return empty

carrier K to starting position P1. After un

latching coil 1LR-UC is energized by circuit

No. 96, contact 1LR-1 is returned to its

normal open position to break circuit No. 43

for maintaining coil 3R-C energized but coil

3R-C is kept energized by circuit No. 50

formed after frame H left position P1.

Laterally movable frame E is moved by

motor EM in lateral right direction DER

from left out position PEL at position P6 to in

position PEC at position P5 by reforming cir

cuit No. 27 to energize coil ER-C, and circuit No. 29 to energize motor EM and to

energize and disengage brake EMB. When

the frame E has reached positions PEC and

P5, switch LS-13A is opened by trip LST

13 on frame E to break circuit No. 27 to de

energize coil ER-C and thus break circuit

No. 29 to deenergize and to engage brake

EMB and to deenergize motor EM.

The action hereinafter described is de

fined as "Returning Travel Sequence No.

4K" schematically shown in Fig. 1. This

sequence includes the movement of the frames

of carrier K from position P5 to position P1,

and includes the circuits formed and broken

and the action of the switches required for

this purpose. Now, all circuits have been

broken except circuit No. 1 energizing trans

former T in Fig. 21, and circuit No. 50 ener

gizing coil 3R-C in Fig. 22A; and energized

coil 1LR-UC has unlatched its controlled

contacts so that they are now in the illustrated

position.

Vertically movable frame V is moved by

motor VM in vertical down direction DVD

at fast speed and then at slow speed from

position P5 to position P4 and then is stopped

at position P4.

Fast vertical travel by frame V from posi

tion P5 to the approach position before posi

tion P4 now occurs. When frame E reaches

center positionFEC, open switchLS-13B

is closed by tripLST-13 on frame E. This

action reforms circuit No. 30 to energize coil

VB-C, circuit No. 13 to energize and dis

engage brake VMB, circuit No. 31 to ener

gize coil VFD-C, and circuit No. 33 to

energize motor VM.

As frame V reaches the approach position

before the position P4, motor VM has its

fast speed drive disengaged and its slow

speed vertical drive engaged at the approach

position before position P4.When frame V

approaches position P4, normally closed switch:

LS-14A is opened by trip LST-14 on

frame H to break circuit No. 31 to deenergize coil VFD-C to break circuit No. 33 to de

energize the high speed motor VM. However,

opening switch LS-14A by trip LST-14

closesswitch LS-14B to reform circuit No.

34 to energize the motor VM for slow speed

downward movement. Then, there is reformed

circuit No. 36 to hold energized coil VSD-C

after switch LS-14B is opened to break cir

cuit No. 34, and circuit No. 37 to energize

motor VM.

As frame V reaches position P4, motor VM

and frame V are stopped in position P4. When

frame V reaches position P4 at the bottom of

its travel, normally closed switch LS-9B is

opened by trip LST-9 on frame H at posi

tion P4. As switch LS-9B opens, it breaks

circuit No. 36 to deenergize coil VSD-C to

break circuit No. 37 to deenergize and stop

motor VM and breaks circuit No. 30 to de

energize coil VB-C to break circuit No. 13

to reengage brake VMB to stop frame V at

position P4.

As frame V moves in direction DVD, limit

switches LS-7 and LS-8 are not actuated

because of the pivotal mount of their actuating

arms so as to not mix up the counter VNN by

reforming circuit No.76.

Horizontally movable frame H is moved by

motor HM in horizontally reverse direction

DHR at fast speed and then at slow speed

from position P4 to position P1 and then is

stopped at position P1. Frame H is moved in

direction1)HR from positionP4 to position

P1 in the following sequential steps: (1) energizing motor HM for causing fast speed travel of frame H in direction DHR from position

P4 to an approach position before position P1, (2) energizing motor HM for causing slow speed travel of frame H in direction DHR from this approach position to position P1, and (3)stopping motor HM and frame H in position P1.

Fast horizontal travel by frame H from position P4 to the approach position before position P1 now occurs. As switch LS-9B is opened by trip LST-9 with frame V in position P4, switch LS-9A closes. Then, circuit No. 97 is formed from terminalT-l in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R-C, normally open switch LS-13B held closed by trip LST-13 on frame E in center position PEC, normally open switch LS-9A now held closed by tripLST-9, normally closed contact 1LR-3, normally closed contact 4R-3, energized brake coil HB-C, and terminal T-2. Energizing coil HB-C reforms circuit, No. 47 in Fig. 21 to energize and thus disengage brakeHMR. Circuit No.

99 to energize coil HFR-C is formed from terminal T-1 in Fig. 22A along the path followed by circuit No. 97 through normally closed contact 4R-3 and then through normally open contact HB-1 now closed by energized coil HB-C, normally closed contact 1LR-4, normally closed switch LS-4A (held open only in position P1), horizontal high speed reverse starter coil HFR-C, normally closed contacts HSR-1 and HSF-5, and terminal T-2. Energizing coil HFR-C forms circuit No. 100 in Fig. 21 from power lines L1, L2 and L3 through normally open contacts HFR-2, HFR-3 and HFR-3 and HFR-4, now closed by energized coil

HFR-C, and thermal overload coils

HFOL-C1 and HFOL-C2 to motor HM to energize motor HM for fast travel in reverse or return directionI)HR.

As frame H approaches the approach position before the position P1, motorHM has its fast speed drive disengaged and its slow speed horizontal drive engaged at the approach position before position P1. As frame H horizontally approaches this approach position, switch LS-4A is held open by tripLSTH on frame F in Figs. 4 and 13 to break circuit No. 99 to deenergize starter coil HFR

C and thus break circuit No. 100 to deenergize the high speed travel by motor HM.

This action also closes the normally open switch LS-4B to form circuit No. 101 to energize slow speed travel with circuit No.

101 formed from terminal T-1 in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R-C, normally open switch LS-13B held closed by trip

LST-13 on frame B iri position PEC, normally openswitch LS-9Aheld closed by trip LST-9, normally closed contacts

1LR-3 and 4R-3, normally open contact

HB-1 now closed by energized coil HB-C, normally closed contact 1LR-4, normally open switch LS-4B now held closed by tripLST-4, horizontal slow speed starter coilHSR-C, normally closed contacts

HFR-1 andHFF-5, and terminalT-2.

Energizing starter coil HSR-C forms -circuit No. 103 in Fig. 21 from lines Ll, L2 and L3 through normally open starter contacts HSR-2, HSR-3 and HSR-4, now closed by energized coilHSR-C,' and thermal overload coils HSOL-C1 and HSOL

C2 to motor HM to move frame H and carrier

K at slow speed in direction DHR back to starting positionFl.

As carrierK, moves in direction DHR, limit switches LS-2 and LS-3 are not actuated because of the pivotal mount of their actuating arms so as to not mix up the counter HNN by reforming circuit No. 54.

As frame H reaches position P1, motorHM and frame H are stopped in positionP1.

Normally closed switchLS-S is opened by tripLST-S on frame F in startingposition Fl in Figs. 4 and 13 to thus break circuit

No. 50 todee@ergize coil 3R-C and open normally open contact 3R-3 to break circuits

Nos. 97 and 101 to break respectively circuits

Nos. 47 and 103 to deenergize and engage brake HMB and to deenergize motor HM and stop travel movement of frame H in position

P1.

The description of "Returning Travel

Sequence No. 4K" has now been completed as shown schematically in Fig. 1.

Now, all frames of carrier K are in position

P1, all circuits are deenergized except circuit

No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in controlpo@ition P1 so as to be easily viewed by the operator at this position and toreceive further travel instructions from the operator.

Counter HNN in Fig. 23H can be manually reset at position P1. If the counter HNN, through inadvertence or some error, still hasa -number thereon and has not returned to aero when H has now returned to the starting position P1, manually pressing reset button switch HNS2 will restore it to zero by forming circuit No. 104 from terminal T-1 in

Fig. 23H through closed contact HNS4-1, normally open but now closed reset switch contact HNS2-2, reset motor HNM, closed

contact HNS4-2, and terminal T-2. After reset motor HNM has rotated far enough to

close reset switch contact HNS1-1, reset

button switch HNS2 may be released to

break circuitNo. 104 because holding cir

cuit No. 106 has been formed from terminal

T-l in Fig. 23H through closed contactHNS4-l, closed switch contact HNS1-1,

reset motor HNM, closed contact HNS4-2, and terminal T-2 to keep motor HNM energized. When reset motor HNM completes its rotation cycle, its cam HNM-2 will open reset switch contact HNS1-1 in the manner previously described to break circuit No. 106 and deenergize reset motor HNM.

Counter. VNN in Fig. 24V can be manually reset at position P1. If the counter through inadvertence or some error, still has numbers thereon and has not returned to zero when carrier K has now returned to starting position P1, manually pressing reset button switch

VNS2 will restore it to zero by forming circuit No. 107 from terminalT-l in Fig.

24V through closed contactVNS4 1, normally open but now closed reset switch contact VNS2-2, reset motor VNM, closed contact VNS4-2, and terminal T-2. After reset motor VNM has rotated far enough to close reset switch contact VNS1-1, reset button switch VNS2 may be released to break circuit No. 107 because holding circuit No.

108 has been formed from terminal T-1 in

Fig. 24V through closed contact VNS4-1, closed switch contact VNS1-1, reset motor

VNM, closed contact VNS4-2, and terminal

T-2 to keep motor VNM energized. When reset motor VNM completes its rotation cycle, its cam VNM-2 will open reset switch contact VNS1-1 in the manner previously described to break circuit No. 108 and deenergize reset motor VNM.

RETRIEVING LOAD W IN LEFT PANEL FAL

(1) EMPTY LOAD CARRIER K TRAVELING

IN THE FEED IN DIRECTION DI FROM

POSITIONP1 THROUGH POSITIONS P4 and

P5 TOPOSITION P6 TO PICK UP LOAD W AT

POSITIONPS-and (2)Lolu, CARRIER K

CARRYING LOAD WTRAVELING IN THE

FEED OUT DIRECTION DO CARRYING LOAD

W FROM FOSITION P6 THROUGH POSITIONS

P5 and P4 TO POSITION P1-FIGS. 1, 2, 3,

4 and 5-24V

Automatic means is provided for moving empty load carrier K in feed in direction DI from positionP1 to positionP6, picking up load W at preselected positionP6 in left panel

FAL, and then moving in feed out direction

DO from position P6 to position P1 by sequentially having horizontally movable frame H moved in forward direction DHF from positionP1 to positionP4, vertically movable frame V moved in up direction DVU from positionP4 to position P5, laterally movable frame E moved in lateral left direction DEL from position PEC to position PEL, load support frame J moved in vertical up directionDJU from position PJD to position

PJU to pick up load W from load support surface F-1 at position P6, laterally movable frame E moved in lateral right direction DER from position PEL at position PS to positionFEC, vertically movable frame V moved in down direction DVD from position P5 to position P4, and horizontally movable frame H moved in reverse direction DHR from positionP4 to position P1.

If the operator desires to retrieve load W in position P6 earlier deposited in the twentyfifth bay FB and second level FL, he presses in push key switches HNS3-20 and HNS35 to indicate the twenty-fifth bay FB and pushes in push key switch VNS3-2 to indicate the second level FL, as he did before.

Then, he must push the start left buttonswitch SL, until the first four next mentioned circuits are set up and then he may release this button switch as before to start the operation, so as to retrieve load W from left hand panel PAL in positionPS. This action reforms circuit No. 38 to energize latching relay coillLR-LC, circuit No. 40 to energize main start relay coil3R-C, circuit No. 41 to energize unlatching coil 2LR-UC, and circuit No. 43 to maintain energized coil3R-C.

Since there has been formed, andsitll exists, the proper circuits (circuits No. 1 to energize transformer T, and circuit No. 43 to energize coil 3R-C) needed for the "Advancing Travel Sequence No. 3K", carrier K proceeds through this earlier defined "Advancing Travel Sequence No. 3K" with frame H traveling in direction DHF from position P1 to position P4 and with frame

V traveling in direction DVU from position

P4 to position P5.

In position P5, laterally movable frame E is moved by motor EM in lateral left direction DEL from in position PEC at position

P5 to left out position PEL at position P6 by reforming circuit No. 17 to energize coil

EL-C, and circuit No. 19 to energize and disengage brake EMB and to energize motorEM. When frame E reaches position PEL, switch LS-12LA is opened by trip LST12L on frame E to break circuit No. 17 to deenergize coil EL-C to break circuit No.

19 to stop travel of frame E in position PEL.

Load support frame J is moved by motor disengage brake EMB to move frame E from position PEL to position PEC. In position

PEC, trip LST-13 opens switch LS-13A to break circuit No. 27 to deenergize coil

ER-C to break circuit No. 29 to de-energize and stop motor EM and to de-energize and engage brake EMB to stop frame E in position

PEC.

Frame V is moved in down direction DVD to position P4 and frame H is moved in reverse direction DHR to position P1. Since frames V and E are now in positionPS, tripLST-13 on frame E closes switchLS-13B to reform circuits Nos 30, 13, 31 and33 to energize respectively coilV3wC, brake VMB, coilVFDC and motor VM in "Returning

Travel Sequence No. 4K". Since there has been earlier formed, and still exist, the proper circuits (circuit No. 1 to energize transformer T, and circuit No. 50 to energize coil 3R-C) needed for this sequence and since coil ILR-UC. has unlatched its controlled contacts, carrier K now proceeds from these circuits Nos. 30, 13, 31 and 33 through the remainder of this earlier defined "Returning

Travel ,Sequence No. 4K" by having frame V travel in direction DVD and frame H travel in direction DHR back to position P1.

Now, all frames of carrier K are in position

P1, all circuits are deenergized except circuit

No. 1 to transformer T in Fig. 21, and all contacts - are in their normal and illustrated positions. CarrierK is in control positionP1 so as to be easily viewed by the operator at this position and to receive further travel instructions from the operator.

RETRIEVING LOAD W-(3) LOAD CARRIER K

TRAVELING IN THE FEED OUT DIRECTION

DO CARRYING LOAD W FROM POSITION P1

THROUGH POSITION P2 TO POSITION P3 TO

DEPOSIT LOAD W AT POSITION P3 AND

LOAD CARRIER K TRAVELING IN THE

FEED IN DIRECTIOND'I FROM POSITIONP3

THROUGH POSITION P2 TO RETURN TO

POSITION P1- FIGS. 1, 2, 3, 4 and 5

24V

Automatic means is provided for moving loadw and load carrier K in feed out direction DO from positionP1 to position P3, depositing load W at positionP3 in left panelPAL, and then moving in feed in direction DI from position P3 to Position P1 by sequentially having vertically movable frame V moved in up directionDVU from positionP1 to position P2, laterally movable frameE moved in lateral left direction

DEL from position PEC to position PEL, load support frame J moved in vetical down direction DJD from position PJU to position

PJD to deposit load W on load support surface F-1 at position P3, laterally movable frame E moved in lateral right direction

DER from. position PEL to positionFEC, and vertically movable frame V moved in down direction DVD from Position P2 to position P1.

Pushing switch button S3 causes carrier

K to proceed through earlier defined "Advancing Travel Sequence No. 1K" with frame

V traveling in direction DVU from positionP1 to positionP2 and frame E traveling in direction DEL from positionF2 to position

P3.

In positionF3, load support frame J is moved by motor JM in vertical down direction DJD from load supporting position PJU to load released position PJD to deposit load

W on load support surface F-1 of frame F at position P3 by reforming circuit No. 92 by closing switch LS-12LB to energize coil

JD-C, circuit No. 93 to energize motor JM, circuit No. 94 to maintain energized coil

JD-C, and circuit No. 96 to energize unlatching coil 1LR-UC.

Frame E is moved in direction DER to position P2 and frame V is moved in down direction DVD to position P1. Since frame E is now in position P3, switch LS-13A is closed to reform circuit No. 27 to energize coil ER-C and circuit No. 29 to energize motor EM and brake EMB in "Returning

Travel Sequence No. 2K". Since there has been earlier formed, and still exists, the proper circuits (circuit No. 1 to energize transformer

T, circuit No. 26 to energize coil 4R-C, and circuit No. 10 to energize coil 3R-C) needed for this sequence and since coil1.LR UC has unlatched its controlled contacts, carrier K now proceeds from these circuits Nos. 27 and 29 through the remainder of this earlier defined "Returning Travel

Sequence No. 2K" by having frameE travel from positionP3 in direction DER, and frame

V travel in directionDVD back to position

P1.

Now, all frames of carrier K are in position

P1, all circuits are deenergized except circuit

No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control position P1, so as to be easily viewed by the operator at this position and to receive further travel istructions fromtlie operator.

STORING LOAD W IN AND RETRIEVING LOAD

W FROM RIGHT PANEL FAR BY TRAVEL

IN FEED IN DIRECTION DI FROM POSITION

P1 THROUGH POSITIONS P4 AND P5 TO POSI

TION P7 TO STORE LOAD W IN POSITION

F7 AND THEN IN FEED OUT DIRECTION DO

RACK TO POSITIONP1 DURING BOTH STOR

ING AND RETRIEVINGACTIONS-PIGS. 1,

2, 3, 4 and5-24V

Automatic means is provided for moving load carrier K in (1) a storing action carrying load W in feed in direction DI and, movingas an empty carrier in the feed out direction: DO and in (2) a retrieving action moving as an empty carrier in the feed in direction DI and

carrying loadW in feed out direction DO

with each of these actions having carrier K

moving in feed in direction DI from position

P1 to preselected positionP1 in right panel

FAR, depositing load W during the storing

action or picking upl load W during the

retrieving action in positionP7, and than moving in feed out direction DO from posi

tionP-7 to positionP1 by sequentially having

in the storing action horizontally movable

frame H carrying load W and moved in for

ward directionDE from position P1 to

position P4, vertically movable frame V moved

in up direction DVU from positionF4 to

positionPS, laterally movable frame E moved

in lateral right direction DER in Fig. 2

from position PEC to positionFER, load

support frame J moved in vertical down

direction DJD from position PJU to posi

tionPID to deposit load W on load support

surface F-1 at positionP7, laterally mov

able frame E of empty carrier K moved in

lateral left direction DEL from position PER

to position PEC, vertically movable frame V

moved in down direction DVD from position

P5 to position P4, and horizontally movable

frame H moved in reverse direction DHR from position P4 to position P1; and by

sequentially having in the retrieving action

horizontally movable frame H of empty carrier

K moved in forward direction DHF from

position P1 to position P4, vertically movable

frame V moved in up direction DVU from

positionP4 to positionPS, laterally movable

frame E moved in lateral right direction

DER from position PEC to position PER, load

support frame J moved in vertical up direction

DJU from position PJD to position PJU to

pick up load W from load support surface

F-1 at positionP7, laterally movable frame

E carrying load W and moved in lateral

left direction DEL from position PER to

position PEC, vertically movable frame V

moved in down direction DDV from position

P5 to position P4, and horizontally movable

frame H moved in reverse direction DHR

from position P4 to position P1.

If the operator again desires to store load

W in the twenty-fifth bay FB and second

level FL of position P5, he presses in push

key switches HNS3-20 andHNS3-S to

indicate the twenty-fifth bayFB and pushes

in pushkey switch VNS3-2 to indicate the

second level FL, as he did before.

If the operator desires to store load W in

the right hand panel FAR in position P7 in

Fig. 2 instead of in left hand panel PAL in

positionP6, as he, had previously done, the

operator presses the start right switch button

SR to store load W in right hand panelFAR.

After the start right button SR has been

pushed, some circuits are set up. Latching relay latching coil 1LR-LC is energized by

circuit No. 113 formed from transformer ter

minals T-1 in Figs. 21 and 22A through closed contact S2-1 of stop button switch

S2, closed contact SR-1 of start right switch button SR, normally closed contact 3R-1, latching relay latching coil 1LR-LC, and transformer terminals

T-2 in Figs. 22A and 21 to energize coil 1LR-LC. Energizing coil 1LR

LC forms circuit No. 114 from terminal T-1 in Fig. 22A through closed contact SR-1 of switch SR along the path of circuit No. 113 and then through normally open contact 1LR-1 closed by energized coillLR-LC; main start relay coil3R-C; closed overload contactsHFOL-l, HFOL2,HSOL-1, HSOL-2, VSOL-2, VSOL1, VFOL-2, VFOL-1,EOL-1, EOL-2,

JOL-1 and JOL-2; and terminal T-2.

Pushing start right button switch SR also forms circuit No. 115 to energize latching relay latching coil 2LR-LC with circuit No.

115 formed from terminal T-1 in Fig. 22A through the closed contactsS2-1 of stop button switch S2, closed contact SR-2 of start right button switch SR, latching relay latching coil 2LR-LC, and terminalT-2.

Energizing coil 2LR-LC will move all contacts controlled thereby to actuated position so that right panel FAR willbe serviced by frame E.

After the start right button switch SR is released, circuits Nos. 113, 114 and 115 are broken, but main start relay coil 3R-C is kept energized by reforming maintaining circuit No. 43 by normally open contact 3R-2 now closed by energized coil 3R-C and by normally open contact 1LR-1 closed when latching coil 1LR-LC was energized. Although circuit Nos. 113, 114 and 115 are broken respectively after switch SR has been released and after the coil 3R-C has been energized to open contact3R--1 to break circuit No. 113 so that latching coils 2LR

LC and 1LR-LC are deenergized, all contacts controlled by coil 2LR-LC remain locked in the actuated position until button switch SL is pushed to energize coil 2LR

UC when servicing panel FAL, and all contacts controlled by coil 1LR-LC remain locked in the actuated position until the unlatching coil 1LR-UC in Fig. 22B is energized later in the cycle.

Since there has been earlier formed, and still exist the proper circuits (circuit No. 1 to energize transformer T, and circuit No.

43 to energize coil 3R-C) needed for the "Advancing Travel Sequence No. 3K", carrier K proceeds through this earlie defined "Advancing Travel Sequence No. 3K" with frame H traveling in direction DHF from position P1 to position P4 and with frame V traveling in direction DVU from positionP4 to position P5.

In position P5, laterally movable frame E is moved by motor EM in lateral right direction DER from in position PEC at position

PS to right out position PER at position P7.

Closing switch LS-8B by tripLST-S when frame V is in position P5 starts movement of frame E by forming circuit No. 118 from terminal T-1 in Fig. 22A through normally open contact 3R-3 now closed by energized coil3k-C; terminals T-3 in Figs 22A to 22B; switchLS 806 in Fig. 22B closed by trip LST-8 8 at the second levelFL; normally closedcontacts SE-1 of switch SE,VFD-S and VFU5; normally closed switches

LS-12LA and LS-12RA (closed as long as frame E is not in position PEL or PER); normally open contact 1LR-13 closed by energized latching coil 1LR-LC; contact 2LR-2 closed since circuit No. 115 was formed to energize coil 2LR-LC; normally closed contact EL-1; coil ER-C; terminals

T-4 in Fig. 22B to Fig. 22A; and terminal

T-2 in Fig. 22A. Energizing coil ER-C reforms circuit No. 29 in Fig. 21 toenergize and disengage brake EMB and to energize motor EM to advance fromB in direction

DER.When the frame B has reached the outer end of its travel at positionsPER andP7, normally closed switch LS-12RA in Fig.

223 is opened by tripLST-12R on frame

B to break circuit No. 118 to deenergize coil

ER-C to break circuit No. 29 so as to stop motor EM and to engage brake EMB to stop motion of frame E in direction DER in position PER.

Load support frame J is moved by motor

JM in vertical down direction DJD from load supporting position PJU to load released position PJD to deposit load W onto load support surface F-1 of frameF at position P7. FrameJ is lowered to deposit the load by forming circuit No. 120 from terminal T-1 in Fig.

22A along the path of circuit No. 118 through normally closed contact VFU-5 and then through normally open switch LS-12RB now held closed by tripLST 12R on frame E in position PER, normally closed switch

LS-11A (Closed while frame J is not in position PJD), normally closed contact JU-5, coil11)-C, terminalsT-4 in Fig.223 to

Fig. 22A, and terminal T-2 in Fig. 22A.

Energizing coil JD-C reforms circuit No.

93 in Fig. 21 to energize motor JM and disengage brake JMB. Motor JM moves frame

J in direction DJD to position PJD to deposit load W on support surface F-1 from frame

J. When frame J approaches down position

PJD, normally closed switch LS-11A is opened by trip LST-11 to break circuit

No. 120 but coilID-C is kept energized until the beginning of the return motion to positionP1 by a parallel,m'aintaining circuit No. 121formed from terminal T-1 in

Fig. 22Athrough closed switch LS-12RB along the samepath as circuit No. 120 and then through normally open contactlLR- 12 closed by energized latching coillLR-

LC, normally open contact JD-5 now closed by energized coil JD-C, coil JD-C, terminals T-4 in Fig. 223 to Fig. 22A,and terminal T-2 in Fig. 22A. Circuit No. 121 was formed to be sure unlatching coil 1LR-

UC has firmly unlatched its controlled contacts by reforming circuit No. 96 before coil

JD-C is deenergized to stop motor JM.

Empty carrier K is automatically returned back to control position P1 in a plurality of steps. This return motion is begun by reforming circuit No. 96 to energize unlatching coillLR-UC. Energizingcoil -ILR-

UC opens contact 1LR-12 to break circuit

No. 121 so as: (1) to de-energize coil JD-C to break circuit No. 93 to stop motor JM when frame J reaches position PJD and (2) to break circuit No. 96 to deenergize coil 1LR-UC by opening contactsID-6. When unlatching coil 1LR-UC is energized, all of the contacts controlled thereby are returned to their normal and illustrated position to return empty carrier K to starting positionFl. After unlatching coil 1LR-UC is energized by circuit No. 96, contact 1LR-1 is returned to its normal open position to break circuitMo. 43 for maintaining coil3k-C energized but coil3k-C iskept energized by circuit No. 50 formed after frame H left position P1.

Laterally movable frameB is moved by motor EM in lateral left directionDEL from right outposition PER at position P7 to in-position PEC at position P5. The empty frame

E is moved out of frame F onto the center of frame V in position F2 by circuitNo. 124 formed from terminal T-1 in Fig. 22A throughnormally open contact 3R-3 now closed by energized coil3R-C; terminals

T-3 in Figs. 22A and 22B; normally open switchLS-SB in Fig.22B held closed bytripl LST-8 on frame H at position P5 at level FL; closed contact53-1 of switch SE, normally closed contacts VFD-5 and VED 5; terminals T-10 in Fig. 223 to Fig. 22A; normally closed switch LS-13A in Fig.

22A closed by tripLST-13 on frame3 since frame E is in position PER; terminals

T-11 in Fig. 22A to Fig. 22B; normally closed contacts LLR-10, JU-7 and JD-7; contact 2LR-4 closed when latching coil 2LR-LCwas energized by circuit No. 115; normally closed contact ER-1 in Fig. 22B; coil EL-C; terminalsT-4 in Fig. 22B to

Fig.22A; and terminal T-2 in Fig. 22A. energizing coil EL-C energized motor EM and disengages brake1EMB to move the frameB-and load W out of frame F by reforming circuit No. 19 in Fig. 21. When the frame E has reached positions PEC and P5, switchLS-13A is opened by trip LST-13 on frameB to break circuit No. 124 to deenergize coil EL-C and thus break circuit

No. 19 to de-energize and to engage brake

EMB and to de-energize motor EM.

Frame V is moved in down direction DVD to position P4 and frame H is moved in reverse direction DHR to position P1. Since frame V and E are now in position P5, tripLST-13 on frame E closes switchLS-133 to reform circuits Nos. 30, 13, 31 and 33 to energize respectively coil VB-C, brake

VMB, coil VFD-C and motor VM in "Returning Travel Sequence No. 4K". Since there has been earlier formed, and still exists, the proper circuits (circuit No. 1 to energize transformer T, and circuit No. 50 to energize coil 3R-C) needed for this sequence and since coil 1LC-UC has unlatched its controlled contacts, carrier K now proceeds from these circuits Nos. 30, 13, 31 and 33 through the remainder of this earlier defined "Returning Travel Sequence No. 4K" by having frame V travel in direction DVD and frame

H travel in directionus back

P1.

Now, allframes ofcarrier K are in position

P1, all circuits are de-energized except circuti No. 1 To transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control position P1 so as to be easily viewed by the operator at tins position and to receive further travel instructions from the operator.

If the operator desires to retrieve load W in position1,7 earlier deposited in the twentyfifth bay FB and second level FL, he presses in pusk key switches HNS-320 and HNS35 to indicate the twenty-fifth bay FB and pushes in push key switch VNS3-2 to indicate the second level FL, as he did before.

Then, he must push the start right button switch SR, until the first four next mentioned circuits are formed and then he mav release this button switch as before to start the operation, so as to retrieve load W from right hand panel FAR in position17. This action reforms circuit No. 113 to energize latching relay coil 1LR-LC, circuit No. 114 to energize main start relay coil 3R-C, circuit No.

115 toenerg@ze latching coil 2LR-LC, and circuit No. 43 to maintain energized coil3R-C.

Since there has been formed, and still exist, the proper circuits (circuit No. 1 to energize transformer T, and circuit No. 43 to energize coil3R-C) needed for the "Advancing Travel Sequence No. 3K", carrier K proceeds through this earlier defined "Advancing Travel Sequence No. 3K" with frame H traveling in direction DER from position P1 to position P4 and with frame

V travelling in direction DVU from position

P4 to position P5.

In position P5, laterally movable frame E is movedby motor EM in lateral right direction DER from in position PEC at positionP5 ro right out position PER at position1,7 by reforming circuit No. 118 by closing switch

LS-8B to energize coil ER-C, and circuit

No. 29 to energize and disengage brake EMB and to energize motor EM. When frame E reaches position PER, switch LS-12RA is opened by trip LST-12R on frame E to break circuit No. 118 to deenergize coil

ER-C to break circuit No. 29 to deenergize motor EM tostopl travel of frame E inposi tionFEL.

Load support frame J is moved by motorTM in vertical up direction DJU from load released position PJD to load supporting position PJU to pick up load W from load support surface F-1 of frame F at position P7.

Empty load support frame J is moved by motorTM in vertical up direction DJU from load released position PJD to load supporting position PJU to pick up load W from load support surface F-1 of frame F at position

P7. Frame J is raised into load contact by forming circuit No. 127 from terminal T-1 in Fig. 22A along the path of circuit No. 118

through normally closed contactVFU-5

and then through normally open switch LS

12RB now held closed by trip LST-12R

on frame E in position PER, normally closed

switch LS-10A (closed while frame J is not in position PJU), normally closed contact

JD-1, coil JU-C, terminals T-4 in Fig.

22B to Fig. 22A, and terminal T-2 in Fig.

22A. Energizing coil JU-C reforms circuit

No. 22 in Fig. 21 to energize motor JM and disengage brake JMB. Motor JM moves frame

J in direction DJU to position PJU to lift load W off support surfaceF-1 in position

P7 onto frame J. When frame J approaches up position PJU, normally closed switch

LS-10A is opened by trip LST-10 to break circuit No. 127 but coil JU-C is kept energized until the beginning of the return motion to position P1 by a parallel, maintaining circuit No. 128 formed from terminal T-1 in

Fig. 22A through closed switch LS-12RB along the same path as circuit No. 127 and then through normally open contact1LR-l1 closed by energized latching coil 1LR-LC, normally open contact JU-1 now closed by energized coil JU-C, coil JU-C, terminals

T-4 in Fig. 22B to Fig. 22A, and terminal

T-2 in Fig. 22A. Circuit No. 128 was formed to be sure unlatching coil ILR-UC has firmly unlatchedits-controlled contacts by reforming circuit No. 24 to energize coil

1LR-UC before coil JU-C is de-energized to stop motor JM.

Unlatching coil 1LR-UC in Fig. 22B is energized to withdraw by frame J the load

W from frameP at position17 back onto frame V at positionP5 and then move it by frames V and H back to starting position P1.

Reforming circuit No. 24 energizes coil 1LR

UC to open contact 1LR-11 to break circuit No. 128 So as: (1) to de-energize coil

JU-C to break circuit No. 22 to stop motor

JM when frame J reaches position PJU and (2) to break circuit No. 24 by opening contact JU-6. When unlatching relay coil 1LR-UC is energized, the contacts1LR--1 tolLR-13 are all returned to their illustrated, unactuated and normal position to return load W and carrier K to starting position P1.

Laterally movable frame E is moved by motor EM in lateral left direction DEL from right out position PER at position P7 to in position PEC at position P5. When unlatching coil 1LR-UC is energized, contact 1LR-10 is returned to its normally closed position and switch LS-12A is closed in position PER so that circuit No. 124 reforms to energize coil EL-C to reform circuit No 19 to energize motorEM and to energize and disengage brakeEMB to move frameB from position PER to position PEC. In positionFEC, trip LST-13 opens switchLS-13A to break circuit No. 124 to de-energize coil EL

C to break circuit No. 19 to de-energize and stop motor EM and to de-energize and engage brake EMB to stop frame E in position

PEC.

Frame V is moved in down direction DVD to position P4 and frame H is moved in reverse direction DHR to position P1. Since frames V and E are now in position P5, tripLST-13 on frame B closes switchLS---13R to reform circuits Nos. 30, 13, 31 and 33 to energize respectively coilVP-C, brake VMB, coil VFD-C and motor VM in "Returning

Travel Sequence No.4K". Since there has been earlier formed, and still exists, the proper circuits (circuitNo. 1 to energize transformer T, and circuit No. 50 to energize coil 3R-C) needed for this sequence and since coil 1LR-UC has unlatched its controlled contacts, carrier K now proceeds from these circuits Nos. 30, 13, 31 and 33 through the remainder of this earlier defined "Returning

Travel Sequence No. 4K" by having frame

V travel in directionDVD and frameIf travel in directionDUR back to position P1.

Now, all frames of carrier K are in positionFl, all circuits are de-energized except circuit No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control position P1 so as to be easily viewed by the operator at this positionand to receive further travel istructions from the operator.

SAFETYOVERTRAVEL ACTION-HORIZONTAL

MOVEMENT OFFRAME H IN DIRECTION

DHF THROUGH POSITIONF4 PAST LAST

BAY FB-FIGS. 1, 2, 3, 4 andS-24V

There is provided means responsive to overtravel of frame H of carrier K for stopping the carrier; and return means, automatically responsive to this overtravel for starting return movement, for movingframe H by return movement from its overtravel posi- tion back to reference position P1.

As horizontally movable frame H is beingmoved by motor HM in horizontallyforward

direction DHF away from position P1,

earlier defined"Advancing Travel Sequence

No. 3K" is occurring. If frame H is traveling at fast speed, there have been formed circuit No. 44 and/or 52 to energize

brake coil HB-C, circuits No. 47 to energize

brake HMB, circuit No. 45 and/or 51 to energize fast speed coil HFF-C, and circuitNo. 48 to energize motor HM. If frame H is

traveling at slow speed, there have been

formed circuit No. 44 to energize brake

coilH3-C, circuit No. 47 to energize brake

HMB, circuit No. 65 and/or 66 to energize

slow speed coil HSF-C, an

DHR and overtravel is corrected, circuit No.

131 is broken.

Frame H is moved in reverse direction

DER to position PI. Since there has been

earlier formed, and still exist, the proper

circuits (circuit No. 1 to energize trans

former T, and circuit No. 50 to energize coil

3R-C) needed "Returning Travel Sequence

No. 4K" and since coil 1LR-UC has un

latched its controlled contacts, carrier K

now proceeds from circuits Nos. 99 and

100 through' the remainder of this earlier

defined" Returnig Travel Sequence No.

41g; " by having frame H travel in direction

DHR back to position P1.

Now, all frames of carrier K are in posi

tionFl, all circuits are de-energized except

circuit No. 1 to transformer T in Fig. 21,

and all contacts are in their normal and

illustratedpositions. Carrier K is in control

position P1 so as to be easily viewed by the

operator at this position and to receive further

travel instructions from the operator.

SAFETY OVERTRAVEL ACTION - VERTICAL

MOVEMENT OF FRAME V IN DIRECTION

DVU THROUGH POSITIONP5 PAST TOP

LEVELFL FIGS. 1, 2, 3, 4 and5-24V

There is provided means responsive to

overtravel offrame V of carrier K for stopping

the carrier; and return means, automatically

responsive to this overtravel for starting re

turn movement, for moving frames H and V

by return movement from this overtravel

position back to eference position P1.

As verticallymovable frame V is being - moved by motor VM in vertical up direction

DVU away from position P4, earlier defines

Advancing Travel Sequence No. 3K" is

occurring. If frame V is traveling at fast

speed, there have been formed circuit No.

69 and/or 73 to energize brake coil VB-C,

circuit No. 13 to energize brake VMB, cir

cuit No. 71 and/or 75 to energize fast speed

coil VFU-C, and circuit No. 72 to energize

motor VM. If frame V is traveling at slow

speed, there have been - formed circuit No.

69 toenergize 'brake coilVS-C, circuit No.

13 to energizebrake -VMB, circuit No. 87

and/or 89 to energize slow speed coil VSU

C, and circuit No. 16 to energize motor VM.

Whenever during upward travel of frame

V in direction DVU, a dangerous condition

occurs with frame V having a tendency to

travel in direction DVU beyond the top most level FL, normally open switch LS-6B is

closed by tripLST---ii' on frame H in Fig.

22B to form circuitN. 132 to return carrier

1k iminediately in directions DVD and DHR

back to starting position P1. This circuit No.

132 is formed from terminal T-1 in Fig.

22Athrough normally open contact3R-3

now closed by energized coil 3R-C; ter

minals T-3 in Fig. 22A to Fig. 22B; closed switch LS-6B in Fig. 22B; unlatching coil 1LR-UC; terminals T-4 in Fig. 22B to

Fig. 22A; and terminals T-2 in Fig. 22A.

Travel of frame V in direction DVU is stopped by de-energizing motor VM and brake VMB. Energizing unlatching coil 1LR-UC opens normally open contact 1LR-7 in Fig. 22B to break circuits Nos.

69 and/or 73 to de-energize brake coil VB-C to break circuit No. 13 to de-energize brake

VMB and to break circuits Nos. 71, 75, 87 and/or 89 to de-energize coil VFU-C or

VSU-C to break circuit No. 16 or 72 to de-energize motorVM.

Motor VM and brake VMB are energized to move frame V in direction DVD at fast speed. Since frames V and E are now centered on frame H in a position equivalent to position P5, tripLST-13 on frame E holds switch LS-13B closed. Energizing unlatching coil 1LR-UC closes normally closed contact 1LR-6 to reform circuit No.

30 to energize brake coil VB-C to reform circuit No. 13 to energize brake VMB and to reform circuit No. 31 to energize vertical high speed down coil VFD-C to reform circuit No. 33 to energize motor VM.

As the return travel starts in direction

DVD and overtravel is corrected, circuit No.

132 is broken.

Frame V is moved in down direction DVD to position P4 and frame H is moved in reverse direction DHR to position P1. Since there has been earlier formed, and still exist, the proper circuits (circuit No. 1 to energize transformer T, and circuit No. 50 to energize coil 3R-C) needed for "Returning Travel

Sequence No. 4K" and since coil 1LR-UC has unlatched its controlled contacts, carrier

K now proceeds from these circuits Nos. 30, 13, 31 and 33 through the remainder of this earlier defined "Returning TravelSe quence No.4K" by having frame V travel in direction DVD and frame H travel in directionDllR back to position P1.

Now, all frames of carrier K are in position P1, all circuits are deenergized except circuit No. I to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control positionP1 so as to be easily viewed by, the operator at this position and to receive further travel instructions from the operator.

SAFETY JAMACTION-MOVING FRAMES E

And J IN DIRECTION DEL OR DER WITH

ITS CARRIED LOAD W ONTO A LOAD CARRY

ING SURFACE F-1 IN FRAME F IN POSITION

P3, P6 OR P7 WITH FRAME J IN UP POSI

TION PJU-FIGS. 1, 2, 3, 4 AND 5-24V

Means is provided responsive to a load W on a load support surfaceF-l at any load transfer position P3, P6 orP7 for stopping, before collision damage occurs, the travel of laterally movable frameB from in position

PEC toward out position PEL or PER while load support frame J is in raised or load supporting position PJU and for automatically returning laterally movable frame E to in positionFEC and moving frame V from load transfer position P2 orP5 back to reference position P1.

As previously described, laterally movable frame E may be moved in lateral left direction

DEL or right direction DER from position

PEC in position P2 or P5 to position PEL in position P3 or P6 or position PER in position P7 with load support frame J in vertical up position PJU to deposit load W, carried by frame J, on load support surface F-1 in frame F at position P3, P6 or P7.

When frame F has a load W stored on one of its load support surfacesF-l therein and the apparatus attempts to move load W on frame J onto this same surface F-1 with frame J in up position PJU, interference would occur when frame J strikes the load

W in frame P. However, before damage can occur, switchLS-15 in Fig. 22B is closed by tripLST-15 to start the return motion of carrier K back to position P1.

Switch LS-15 is mounted on frame J in Fig. 12, 14, 15 and 22B, and is actuated by tripLST-15 having a long flat trip barLST-lSA with a blockLST-153, having notchLST-lSD therein, secured half way between its ends with bar LST-15A endwise slidably mounted in frame J by four guide blocks J-5 and J-6 on frame J. Two centering springsLST-15C andblock LST-l5B are telescoped over pin J-7, secured at opposite ends to two blocks J-5, for endwise movement thereon so springsLST-lSC resiliently urge block LST-15B and barLST-lSA to centered position so that switchLS-15 will be normally open.

However, moving trip barLST-lSA in Pigs.

12 and 15 endwise in either direction, as will occur when frame J is moved in direction

DEL or DER against a load W in frame F, will cause notch LST-15D to close switch

LS-15 in Fig. 22B.

Whenever during travel of frame E and J in direction DEL into position P3 or P6 or in direction DER into position P7 a dangerous condition occurs with frame J having a jamming action against a load W already in one of these positions in frame F, normally open switch LS-15 in Fig. 22B is closed by trip LST-15 on frame J to form circuit

No. 134 to reture all frames of carrier K immediately to starting position P1. This circuit No. 134 is formed from terminal T-1 in Fig. 22A through normally open contact 3R-3 now closed by energized coil 3R-C; terminals T-3 in Fig. 22A to Fig. 22B; closed switch LS-15 in Fig. 22B; unlatching coil 11R-UC; terminals T-4 in Fig. 22B to Fig. 22A; and terminal T-2 in Fig.

22A.

If the frame E is moving in direction DEL toward position P6 in left panel FAL when it jams against a load W in frame F in position P6, earlier defined "Advancing Travel

Sequence No. 3K" has finished and there have been reformed circuit No. 17 to energize coil El-C, and circuit No. 19 to energize motor EM and brake EMB.

Travel of frame E in direction DEL is stopped. When unlatching coil 11R-UC is energized by closing switch LS-15, normally open contact 11R-13 in Fig. 22B is opened to break circuit No. 17 to deenergize coil

EL-C to break circuit No. 19 to deenergize motor EM and brake EMB.

Motor EM is energized to move frame E in return travel in direction DER. When unlatching coil 1LR-UC is energized by closing switch LS-15, contact 1LR-10 is returned to its normally closed position so that circuit No. 27 reforms to energize coil

ER-C to reform circuit No. 29 to energize motor EM and to energize and disengage brake EMB to move frame E in direction

DER back to position PEC. In position

PEC, trip LST-13 opens switch LS-13A to break circuit No. 27 to deenergize coil ER

C to break circuit No. 29 to deenergize and stop motor EM and to deenergize and engage brake EMB to stop frame B in position PEC.

If the frame E is moving in direction DER toward position P7 in right panel FAR when it jams against a load W in frame F in position P7, " Advancing Travel Sequence No.

3K " has ended and there have been reformed circuit No. 118 to energize coil

ER-C, and circuit No. 29 to energize motor

EM and brake EMB.

Travel of frame E in firection DER is stopped. When switch LS-15 energizes coil 1LR-UC, normally open contact 1LR-13 in Fig. 22B opens to break circuit No. 118 to deenergize coil ER-C to break circuit

No. 29 to deenergize motor EM and brake

EMB.

Motor EM is energized to move frame E in returning direction DEL. When switch

LS-15 closes to energize unlatching coil 1LR-UC, contact 1LR-10 in Fig. 22B is returned to its normally closed position so that circuit No. 124 reforms to energize coil EL-C to reform circuit No. 19 to energize motor EM and to energize and disengage brake EMB to move frame E in direction DEL back to position PEC. In position PEC, trip LST-13 opens switchLS-13A to break circuit No. 124 to deenergize coilELK to break circuit No. 19 to deenergize and stop motor EM and to deenergize and engage brake EMB to stop frame E in position PEC.

As the aforedescribed return travel of frame

E starts in direction DEL or DER and the contact with load W in frame F is broken, circuit No. 134 is broken.

Now, it should be apparent that frame E has returned to position PEC at position

PS; (1) either after being returned in direction DER after advance toward positionP6 was stopped or (2) after being returned in direction DEL after advance toward positionP7 was stopped. In position P5, frame

V is moved in down direction DVD to position P4 and frame H is moved in reverse direction DHR to position P1.

Sinceframes V and E are now in position

P5, tripLST-13 on frame E closes switchLS-13B to reform circuits Nos. 30, 13, 31 and 33 to energize respectively coilV3-C, brake VMB, coil VFD-C and motor VM in "Returning Travel Sequence No. 4K".

Since there has been earlier formed, and still exist, the proper circuits (circuit No. 1 to energize transformer T, and circuit No. 50 to energize coil 3R-C) needed for this sequence and since coil 1LR-UC has unlatched its controlled contacts, carrier K now proceeds from these circuitsN6s. -30, 13, 31 and 33 through the remainder of this earlier defined "Returning Travel Sequence

No.4K" by having frame V travel in direction DVD and frame H travel in direction

DHR back to position P1.

Now, all frames of carrier K are in position P1, all circuits are deenergized except circuit No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control positionP1 so as to be easily viewed by the operator at this position and to receive further travel instructions from the operator.

If frame E is moving in direction DEL toward positionP3 in left panel FALwhen it jams against a load W in frame F in position P3, earlier defined "Advancing Travel

Sequence No. 1K " is occurring and there have been reformed circuit No. 17 to energize coil EL-C, and circuit No. 19 to energize motor EM and brake EMB.

Travel of frame E in direction DEL is stopped. When unlatching coil ILR-UC is energized by closing switchLS-15, normally open contactlLR-13 in Fig. 223 is opened to break circuit No. 17 to deenergize coil

El-C to break circuit No. 19 to deenergize coil EM and brake EMB.

Motor EM is energized tomove frame E in direction DER, and frame V is moved in down direction DVD to position P1. When unlatching coil 1LR-UC is energized, contact 1LR-10 is returned to its normally closed position so that circuit No. 27 reforms to energize coil ER-C to reform circuit No. 29 to energize motor EM and to energize and disengage brake EMB to move frame E in direction DER toward position

PEC in position P2. Since there has been earlier formed, and still exist, the proper circuit (circuit No. 1 to energize transformer

T, circuit No. 26 to energize coil 4R--C, and circuit No. 10 to energize coil3R-C) needed for "Returning Travel Sequence No.

2K" and since coil 1LR-UC has unlatched its controlled contacts, carrier K now proceeds from these circuit Nos. 27 and 29 through the remainder of this earlier defined "Returning Travel Sequence No. 2K" by having frame E travel to position P2 in direction DER and frame V travel in direction DVD back to position P1.

As the return travel of frame E starts in direction DER and the contact with load

W in frame F is broken, circuit No. 134 is broken.

Now, all frames of carrier K in position

P1, all circuits are deenergized except circuit

No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier R is in control positionP1 so as to be easily viewed by the operator at this position and to receive further travel instructions from the operator.

THERMALOVERLOADS-PIGS. 1, 2, 3, 4 and S-24V

The control means has some electrical components, including motors HM, VM, EM andTM. Means is provided responsive to thermal overloading of at least one of these electrical components for automatically stopping carrier K. A manually actuatable element, including switch button S3, S1 or

SR, is provided for automatically moving carrier K back to reference positionP1 after this overload is corrected.

Thermal overload circuit breaker coils and contacts are provided for stopping the drive to carrier K upon over heating of any thermal overload coil in any motor energizing circuit.

When any of the thermal overload contacts

HFOL-1,HFOL--2, HSOL-1, HSOL-2,VPOL-1, VFOL-2,VSOL-l, VSOL-2,

EOL-1, EOL-2, JOL-1 or JOL-2 in

Fig. 22A is oDened by thermal overloading any of thermal overload circuit breaker coils

HFOL-C1, HFOL-C2, HSOL-C1,

HSOL-C2, VFOL-C1, VFOL-C2,

EOL-C1, EOL-C2, JOL-C1 or JOL-C2 in the power lines to the load carrying motor

HM, VM, EM and JM in Fig. 21, movement of carrier K is stopped because opening any of these contacts will break energizing circuit

No. 8, 10, 40, 43, 50 and/or 114 for coil 3R-C.

After the overload is corrected, movement of carrier K may be started by pushing the switch button S3,S1 or SR, earlier pushed at the beginning of the travel, to start the movement of carrier K. Pushing button S3 will reform circuit No. 3 to energize coil 2LR-UC, No. 5 to energize coil4R-C, No. 6 to energize coil 1LR-LC, No. 8 to energize coil3R-C, No. 9 to maintain energized coil 4R-C, No. 10 to maintain energized coil 3R-C, and/or No. 26 to main tain energized coil 4R-C so that coils 3R-C

and 4R-C will be energized. Pushing button SL will reform circuit No. 38 to energize coil 1LR-LC, No. 40 to energize coil3R-C, No. 41 to energize coil 2LR

UC, and/or No. 43 and/or No. 50 to maintain energized coil3R-C. Pushing button

SR will reform circuit No. 113 to energize coil1LR--LC, No. 114 to energize coil3R-C, No. 115 to energize coil 2LR-LC, and/or No. 43 and/or No. 50 to maintain energized coil3R-C.

When overload occurs carrier K may be moving in advancing or returning directions.

If a frame of carrier K is moving in an advancing direction from positionP1 toward preselected end position P3, P6 or P7 when overload occurs, pushing the appropriate switch button will cause carrier K to continue in this advancing direction to service this end position, and then return to positionP1 in the normal manner. If a frame of carrier K is moving in the returning direction from position P3, P6 or P7 toward positionP1 when overload occurs, the frame of carrier

K will start in the forward direction, since coil1LR--LC has been energized and since coil 3R-C and/or coil 4R-C has been energized, to do one of the following events: (1) service an empty surfaceF-l at position

P3, P6 or P7; (2) engage a load by a jamming action in position P3, P6 or P7 so as to actuate switchLS-15 by tripLST--15; or (3) travel to the overtravel limit stop to actuate switch LS-1 orLSV with the count on counter HNN or VNN determining which of these events will occur; and then will move in the returning direction back to position P1. In any situation, the operator at positionP1 will have full control of the operation.

Now, all frames of carrier K are in position P1, all circuits are deenergized except circuit No. 1 to transformer T in Fig. 21, and all contacts are in their normal and illustrated positions. Carrier K is in control position Pf so as to be easily viewed by the operator at this position and to receive further travel instructions from the operator.

MANUALLY CONTROLLEDOPERATION - (1)

HORIZONTAL MOVEMENT OF FRAME H OF

CARRIER K IN DIRECTION DHR, AND (2)

VERTICAL MOVEMENT OF FRAME V OF

CARRIER K IN DIRECTIONDVU-PIGS. 1,

2, 3, 4 andS-24V

During set up or testing of the apparatus, it is desirable that the travel of the carrier

K be limited either to one direction or to the travel of one frame member H or V at a time so as to accurately check the mode of operation and to avoid any damage to the component parts. This mode of control is provided by opening one or more of the switches

SV and SE in Fig. 22B.

If the operator desires only horizontal travel of frame H in direction DHF to positionP4 where all frames of carrier K will stop, he may open contactSV-1 of switch

SV in Fig. 22B. After button SL or SR is pushed, horizontally movable frame H is moved by motor HM in horizontally forward direction DHF from positionP1 to position

P4 in "Advancing Travel Sequence No.

3K", and frame H stops in position P4. The proper circuits will be formed to permit frame H to travel to position P4, and then theopen switch contactsS-V-1 of switch SV will prevent vertical movement of frame

V because circuits Nos. 69 and 71 cannot be reformed to continue earlier defined "Advancing Travel Sequence No. 3K" to energize respectively brake coil VB-C and motor starter coilVT;U--C.

If the operator desires horizontal travel of frame H in direction DHF from positionF1 to P4 and then only vertical travel of frame V in direction DVU to positionP5 where all frames of carrier K will stop, he may open contactSE-l of switch SE in

Fig. 22B. After button SL or SR is pushed, frame H is moved from positionP1 to P4 and vertically movable frame V is moved by motor VM in vertical up direction DVU from position P4 to positionP5 earlier defined "Advancing Travel Sequence No.

3K", and frame V stops in rosition P5.

Proper circuits will be formed to permit frames H and V to travel to position P5, and then the open switch contactsSE--1 of switch SE will prevent lateral movement of frame E in direction DEL or DER because the circuit No. 17 cannot be reformed to energize coil EL-C and circuit No. 118 cannot be formed to energize coil ER-C.

Closing switch SV and SE will permit carrier K to travel to position P6, P7, or one of the overtravel limit stop positions so as to be returned to positionP1 in the manner earlier described.

GENERAL COMMENTS

Some general aspects of the invention which come within the scope of the invention illustrated, are as follows:

First, although frame H is shown as being horizontally movable and frame V is shown as being vertically movable, it should be readily apparent that many of the described features will function well with any suitable directionally movable frame substituted forthese frames to travel in zone KZ with this directionally movable frame movable horizontally, vertically, diagonally, or any combination thereof.

Second, although carrier K has been disclosed as always returning to start or reference positionFl, it should be readily apparent that it is within the scope of this invention to have: said carrier travel directly from posi tion P2 to P5,P5 to P2, P6 to P7, P7 to

P6, and/or between differentP5 positions respectively aligned with different load storage positions P6 or P7 located at different levels FL and/or baysFB in frame F instead of having to travel through positionP1 or

P4 when traveling between these positions.

Third, although a single position P3 has been provided for receiving the load W into the apparatus and for discharging the load W therefrom, it should be readily apparent that the load may be received at position P3 and discharged from the apparatus at a new position spaced therefrom along carrier travel zone KZ, or the load may be discharged at position P3 and received at this aforesaid new position.

Fourth, frame F has been disclosed in Figs.

1 to 3, inclusive, as having load support surfaceF-1 as being part of the same frame in both the positions P3 and P6. It is intended that the word "frame", in referring to frame F, will cover any construction wherein a load support surfaceF-1 on frame F at position P3, or at some load storage position in frame F other than that illustrated as position P6 in Fig. 1, is either rigidly connected with or detachable associated in proper position with a corresponding surface at position P6. For example, frame F in Fig. 1 has load support surfacesF--l at positions P3 and P6 rigidly connected together by welded and/or bolted construction. It will be readily apparent that any properly constructed dolly, cart, lift truck, or surface may be used in frame F to take load W into or away from position P3 for storing in or receiving from stationary load storage position P6 in stationary frame F. If frame F is movable, such as mounted in the body of asemi-trailer, the load support surfaceF--l in position P3 may be any stationary surface, dolly, cart or lift truck which may be moved into proper alignment. Also, load W may be brought to or taken away from the load support surfaceF--l at position P3 in any suitable manner, such as by conveyor, rollers, fork lift truck, etc.

* Fifth frame, Fmay serve as a storage wall backed against the structural wall of any manufacturing plant, or the invention may be used as a storage aisle.

Sixth, the control means of the invention is especially adapted for automatic operation.

This is readily apparent when one considers the travel of the carrier K from position

P4 toP5 to P6 toP5 and back to position

P4, which travel takes place in the same automatic manner as travel from positionP1 to P2 to P3 toF2 and back to positionP1. As frame V moves in direction DVU to approach position P5, frame E is moved from position PEC to position PEL or PER inposition P5 in response to the vertically movable frame V approaching positionP5 so as to actuate switch LS-8 in Fig. 2. As frame E approaches out position PEL or

PER, load support frame J is moved to its opposite position, whether it be position PJU or PJD, in response to frame E being in one of these out positions so as to actuate switchLS-12L orLS-12R in Fig. 2. Then, laterally movable frame E is moved back toposition PEC in theopposite direction DEL or

DER in response to load support frame J being in its new or opposite position so as to actuate switchLS-10 orLS-1l in Fig. 3.

As frame E approaches positionFEC, frame

V is caused to be moved in direction DVD in response to the movement of frame E or

XE actuating switchesLS-13 in Fig. 2.

Seventh, as previously described, frame J may assume either anup position PJU or down positionFJD. If frame J is in the wrong position through inadvertance, it may be moved to the other or right position by running carrier K through one forward and reverse cycle to the loading positionP1 or to position P6 or P7 at any unloaded openingF-2 in the frame F.

Eighth, directionally movable frames H and

V and XV have their movements controlled by the associated circuits and respective counters HNN in Fig. 23H, VNN in Fig. 24V.

The disclosed control means includes counting means responsive to travel of either of these directionally movable frames relative to position P1, P4 orP5 along a horizontal or vertical direction for maintaining directional movement of either of these directionally movable fra maximum space is retained for vertical stacking storage of load W in minimum space in frame F. Some of these features have been mentioned in detail heretofore and only the new ones will be mentioned at this time.

First, frame F will be discussed. Its ease of assembly, accuracy after assembly, and rigidity of construction have been mentioned in the specific description of frame F. Top and bottom tie membersF-7 andP-S in transverse frame sections F-5 are spaced along and extend across carrier travel zone

KZ with these tie members secured to both the left and right frame panels FAL and FAR to maintain generally constant the width of this travel zone KZ along the length thereof so that load carrier K may service any of the openingsF-2 or positions P3, P6 or P7 therealong. The shape of this travel zone

KZ is maintained so that frames V, E andJ will have a clear, vertical, straight line travel between adjacent transverse sections

F-5 in directions DVU and DVD. The upper tie members F-7 have secured thereto power lines L, L2 and L3; rail member

F-16; and the uppe gear rack F-14. The lower tie members F-8 have secured thereto the lower rail memberP-I 7, upon which wheelsHM-12 of carrier frame H travel; and have secured thereto lower gear rack

F-15. Hence, these tie members F-7 and

F-8 register or align frame H for travel by its wheels HM-12 on rail member F-17.

The bottom tie members F-8 provide switch trips LST-2 and LST-3 in Figs. 4 and 13 at each bayFB for tripping switches LS-2 and LS-3 in Fig. 4 in alignment with each

BayFB for controlling movement of carrier

R, and especially its frame H and V, during alignment with any selected bay FB, or load support surface F-1 therein, arranged along direction DHF by pulsing the horizontal counter components in Fig. 23H; stopping travel of frame H in direction DHF; and starting upward movement of frame V in direction DW. Horizontally movable frame

H will be stopped in alignment with any preselected bay FB since the lower tie members F-8 are spaced apart with one at each bay FB because one is in each transverse frame section F-5, and switch LS-3 on frame H coacts with its trip LST-3 on tie member F-8 for stopping horizontal movable frame H at preselected bay FB.

Second, if settling of cement frame baseZB occurs, mastH-l will be maintained in vertical alignment with all vertically aligned openings F-2 in any bay FB. If the left end of the cement base ZB in Fig. 5 settles so as to downwardly incline toward the left racks F-14 and F-15 and rails F-16 and

F-17, or if one end of frame F moves generally vertically relative to the end, mast

H-1 would tend to swing counter-clockwise

from its vertical position to a position inclined upwardly to the left in Fig. 5. However, the structure of the apparatus will prevent this form occurring. Top and bottom pinion gearsHM-S are synchronized to rotate together by their connecting shaft

HM-4 in Fig. 6 and 7 for maintaining mast

H-1 in generally vertical orientation and parallel to the vertically aligned openings

F-2 in each bay FB because upper and lower racks F-14 and F-15 are secured to cross tie members F-7 and F-8 of each transverse frame section F-5. If necessary, frame H can ride on one o its rolling support means or wheelsHM-12 rolling on rail F-17, and its side guide rollers HM11 can move axially or vertically in their side guide channels F-13, so that frame H will travel on only one of its supporting wheels on the horizontally extending single rail member F-17 fixed with respect to the remainder of the load storage frame F. Carrier K is prevented from tilting on rail F-17 by the pinion gear HM-8 engaging racks F-14 and F-15 a spaced distance from this rail and by the guide way engaging means, shown as rollerHM-11, on frame H traveling in the horizontally extending guide way channel member F-13 spaced above rail F-17.

Since the distance between frame membersF-9 is carefully maintained in each transverse frame section F-5 in Fig. 5, width of aisle or travel zone KZ is carefully controlled and rollers HM-11 keep mast H-1 properly aligned in zone KZ. Also, pinion gearsHM-S provide a Positive drive if the direction of travel DHF orDHR is inclined relative to the horizontal because of settling.

Also, if any misalignment of gears HM-8 and racks F-14 and F-15 exists or if bearings HM-7 are misaligned by lateral displacement out of coaxial alignment, compensation for misalignment will be provided by the flexibility of mast H-1 and by universal joints HM-5 in the synchronizing drive of gearsHM-S.

The apparatus will work satisfactorily if the base for frame F, such, as baseZB in

Fig. 5, settles so that one end, corner or edge is lower than another, or if one end of frame F moves generally vertically relative to another, or if any other misalignment occurs. Then, in frame F the bolts in brackets F-13A connecting parallel reinforcing members F-13 and F-14 in Figs. 5 and 7B, extending longitudinally of zone KZ, with frame sections F-5 will cause by a parallelogram action frame sections F-5 to remain parallel, vertical and equally spaced during settling, etc. so that the apparatus will operate properly.

Mast H-1 is flexible. Then, even though misalignment may exist, mast H-1 is flexible so that vertically movable frame V may be moved into alignment with all vertically arranged openings F-2 in any one bay FB for load movement through each of these openings without horizontally moving the horizontally movable frame H. Also, mast

H-1 can be flexible without having load W or XW cause substantial lateral deflection thereof. Whenload W is moved in direction

DVU or DVD and frame E is in position

PEC, the load is located between mast sections H-1A and H-1B to minimize lateral deflection of the mast and to load the mast generally axially.When frame E has been moved in direction DEL or DER and is out of position PEC, the load is located laterally of the mast so that it would normally tend to deflect laterally the flexiblemast a substantial amount. However, lateraldeflection of the mast is minimizedbecause the weight of frame E, and any load W thereon, is supported by engagement of rollers EM-8 with load support members F-3 whenever frame

E is out of position PEC so that this weight does not cause lateraldeflection of the mast.

Mast H-1 is guided and supported. A horizontally extending guide way is provided by channel members F-13 in Fig. 7 carried by load storage frame F and fixed with respect to rails F-17. A guide way slidable engaging means, such as roller HM-11 on mast

H-1, slidably engages this guide way or channel member during horizontal travel of frame H while wheels HM-12 travel on lower rail F-17. This construction minimizes lateral deflection of mast H-1, prevents tilting of frame H on rail F-17; steadies movement of frame V in directions

DVU and DVD up near the top of the mast; if the frame F has settled byrelative rotation of different portionsthereof around an axis extending in direction DHP, causes guide rollers HM-11 and guide rollers

HM-12 to swing frame H, during its movment in direction DHF or DHR, to follow the settling of frame F so that frame B can enter the openings in the storage frame; and causes the path of travel of carrier K on its rail to generally maintainalignment with all openings of frames F if any frame twists about the length of said rail as an axis or said rail changes its straight shape.

Mast H-1 carries the LST switch trips in

Fig 2 to maintain them in proper alignment with their associated limit switches LS on frame V during any settling of the frame F and during relative movement of the frames.

These switches and trips are coacting position responsive means in the aforedescribed control means for detecting the position of vertically movable frame V.

Frame V is properly guided andsupported on mast H-1. Mast H-1 has channels

H-1A and H-1B engaged by rollers VM8, VM-9, VM-10 and VM-11 in Figs. S and 9 for vertically guiding frame V thereon with these frames andany loadCi7 carried thereby supported during vertical movement in cantilever relationship to mast H-1.

Lateral deflection of mast H-1 does not change horizontal orientation of frame V.

Synchronized pinion gearsVAl-5 andVM- 6 in Fig. 8 engagerespectively the horizontally spaced apart, generally vertically extending pairs of gear racks H-3A and H-3B, secured to mast sections H-1A and H-1B (which mast sections are fixed together in lateral spaced relationship on frame H at bottom ends to base H-2; at top ends by connecting member H-1C securing to and spacing apart mast sectionsH--1A, H-13; and at one or more spaced points along its vertical length by two rigid horizontal bars in Fig. 6with each bar not shown in the drawings,extending between a pair of horizontally aligned rollers HM-11 in Fig. 6 behind mast sections H-1A and H-1B,secured atopposite ends to the brackets suppottingthese rollers to maintain the horizontal spacing between sections H-1A and

H-1B, and located in the associated channel

F-13 with these pairs of pinion gears havingsynchronized movements by their connetting shafts VM-4. This synchronized movement forces the frame V to remain parallel to base H-2 during lateral deflection of mast H-1 (this parallel orientation beinggenerally horizontal) even thoughthere may be lateral deflection of mast11-1. Also, connecting member H-1C or XH-1C causes mast sections H-1A and H-1B to move together in later deflection.

Frame Vrequires only one brake VMB.

Sincethese rear racks are generally fixed against vertical movement relative to the frame F with the rotatable pinion gears thereon driven by motorVAl automaticengage ment of the brake VMB onthese motors byth controlmeans during stopping of the motor willprevent, by the gears and gear racks, downward free travel of the frame V.

No separate brake is needed between frame

V and mast H-1.

When the carrier K is in position P2 or

P5, suitable structure isprovided to assure that frameB will properly enter the opening F-2 even though some misalignment may be present. Load storage frame F in Figs. 6 and 14 has two parallel, horizontally or laterally extending guide ways F-3B in frame members F-3 at each load support surface

F-1. Frame V has a similar horizontally or laterally extending guide way V-3B in member V-3. Each of these guide ways has two spaced apart opposed surfaces with each of these surfaces being at least L-shape in transverse section, as shown by horizontal surfaces F-3D, V-3D and by vertical surfaces F-3C, V-3C. A guide or slidable engaging means isprovided on laterally moving frame E for engaging these guide way surfaces with these comprising at least two pairs of rollers on laterally movable frame

E. At least one pair of these rollers EM-9 is rotatable about parallel vertical axes and at least the other pair of these rollers EM8 is rotatable about parallel horizontal axes to roll respectively on the vertical surface

F-3C andV-3C and on the horizontal surfacesF-3D andV-3D. One roller of each pair rolls on each L-shape of memberF-3, V-3 while frame E supports load W in vertically spaced relationship to these rollers. These rollers pull the laterally movable frame E into alignment with frame F even if some misalignment exists; guide passage of frame E between positions PEC and

PEL or PER; and since mast H-1 is flexible, frame B may be easily moved by the rollers into alignment for movement through the openingF-2 into load engageable alignment with the load support surfaceF-l thereat. Since each of these rollersEM-S, EM-9, has a crowned periphery, it will easily insert into member F-3 even though, in each pair of these membersF-3 andV-3 axially or longitudinally aligned along directions

DEL and DER, the rollers and member

V-3 may be twisted or rotationally displaced relative to memberF-3 about this longitudinal axis. As mentioned before, the gear racksF-14 andF--15, H-3A andH-3B, and their associated synchronized meshing pinion gearsHM-S, VM-5 and

VM-6 force frame E to remain horizontal and parallel to frame H during settling or during lateral deflection of mast H-1 in direction DHF or DHR. Therefore, the rollers will easily fit into the channel membersF-3, andespecially since the tops and bottoms of the two sectionsH-lA, H-lB of mast H-1 are tied together at top by member H-1C and at the bottom by the base H-2 of frame H.

During settling or misalignment, any tilting of frame H or V relative to its driving gear racks will not cause disengagement of or dangerous loads on the gear teeth of their drive pinion gearsHM-8, VM-S and VM6, and their gear racks F-14 andF--15, H-3A andH-33. Since all pinion gears have long axial gear tooth extent, these gears will still drivingly engage their racks even though the frame H or V is tilted relative to its driving gear rack, such as when mast

H-1 is laterally deflected or when frame H rides only on one wheel. Also, the teeth of the pinion gears are crowned so no corner bearing action on the teeth will occur during tilting to cause a high tooth stress load.

Means for moving the frame E between its positions is extremely compact to operate in minimum vertical height over and under the loads in frame F. The wheels, or sprockets EM-5 and EM-6 in Figs. 12, 13 and 14 and the flexible means, or sprocket chainsEM-7, lie in a plane parallel to the direction of motion DEL of the frame E so that it can easily reach between the stacked loads W.

Frames F and E are constructed so that maximum strength is obtained with minimum space wasted in frame F so maximum size loads W may be stored therein. Some of these features have been discussed in describing the drives for frames E and J. Also, load storage frame F or XF has in each bay

FB only two vertically extending columnsF-9 straddling each load support surfaceF-i and has in each level FL only two horizontally extending guidesF-3 located at opposite sides of each load support surface

F-1 with one guide carried by each columnF-9. Also, each column F-9serves 'as a single common column for guidesF-3 into adjacent baysFB. Only guide rollers EM8 and EM-9 or XEM-10, XEM-11 and

XEM-12 engage the guide surface F-3C andF-3D during travel between in and out positions PEC and PEL or PER. This simple construction provides maximum strength in minimum space at minimum cost with the last number of component parts.

FrameF is constructed so that the apparatus can handle a load having a greater vertical height than a single openingF-2 or the vertical distance between vertically adjacent load support surfacesF-1. These aresoecitically shown as load WA in Fig. 6.

This is true as long as the width of the load is less than the horizontal dimension of the gapF-30 between facing support or guide membersF-3 in Fig. 6.

Fluid driven jack motors JM-9 in Figs.

12 and 17 are arranged to respectively exert equal vertical forces on the four corners of load support frame J. The motors in each form are connected in parallel with its associated pumpIM-6, TM-7 in Figs. 19 and 21 to be self-equalizing and exert these equal forces.

Minimum space is taken up by this jack motor construction. The piston and cylinder

JM-10B and JM-10A of each motor JM9 are generally aligned with at least some of the rollersEM-S and EM-9 in the direction DEL or DER or travel of laterally movable frame E to provide a compact conseruction with minimum space waste in frame

F. Fluid actuated lifting equipment is desirable if lifting of frame J is to occur in the limited vertical clearance between loads

W. The construction in Figs. 12-18 is especially adapted for operating in this minimum vertical clearance.

When frame V is moved in vertical up direction DVU by a first power means, including motor VM, it is stopped accurately at any preselected level FL so that frame E may be inserted by movement in direction

DEL or DER. Trip LST-8 in Fig. 2 assures stopping at the proper level by serv ing as position responsive means for frame

V for deenergizing motor VM. It is not necessary for frame V to overtravel upwardly in direction DVU and then come back in direction DVD to accurately stop at the proper level. After frame E is moved to position PEL or PER, frame J is moved in direction DJU or DJD by a second power means, including motorJM, operable independently of the first means used to move frame V.

Safety overtravel, jam action and return of carrier K to positionP1 has been described when frame J is in up position PJU to prevent collision damage by trying to move this frameJ~into out pisition PEL or PER at a load bearing surface on frame F. Also, if the bottom of load W in frame F should be bowed downwardly under the weight of the load so that surfaceW-3 in Fig. 3 prevents insertion thereunder of surfaceJ--3 when frame J is in down positionFID, the jam action and the return of carrier K to positionP1 will take place in generally the same manner.

If frame F is constructed with railF-17 in Fig. 6 not perfectly straight, but with a limited amount of horizontal and/or vertical wave therein, all frames of carrier K will work properly. Since frame membersP-16 andF--17 in Fig. 7 are fixed in corresponding positions on all frame sectionsF-i 0, and since all frame sectionsF--10 are identical in shape, any wave in railF--17 will cause a corresponding wave in each of the other frame members and carrier K will always bear the same relationship to each frame sectionF--10 so that all frames of carrier K will operate properly.

Various changes in details and arrangement of parts can be made by one skilled in the art without departing from the scope of the appended claims.

WHAT WE CLAIM IS:

1. A load transfer and storage apparatus comprising a load storage frame having parallel rows of vertical postsdefining a central aisle in said frame and being uniformly spaced along said aisle; said posts having load support means at different levels disposed normal to said aisle and comprising pairs of ledge members, each pair disposed in a common plane, carried by adjacent of said posts, and protruding therefrom toward each other and in directions parallel with said aisle; a pick-up and discharge station; a carrier disposed in said aisle for delivering or retrieving a load at any of said support means in a predetermined cycle of movement; said carrier having load carrying means for moving a load to the different levels of said load support means and laterally out of said aisle in either transverse direction at any selected support means; a plurality of uniform load base means at least one of which is disposed on said load carrying means for each delivery of a load to a selected load support means and is adapted to be left at a selected support means for storing a load thereat; said base means being of uniform size and adapted to carry loads of varying sizes and shapes and store them at selected load support means with said base means each supported only at parallel edge portions thereof by a pair of said ledge members; each said base means being of less width than the spacing between said posts and of greater width than the spacing between said ledge members, and said load carrying means being of less width than the spacing between said ledge members wherebysaia load carrying means can move vertically through the plane of any selected pair of ledge members when laterally extended for lifting a load from or depositing a load at any selected load support means.

2. Apparatus as claimed in claim 1, wherein the uniform load base means comprise a plurality of thin, flat, slab-like pallets, which may be stacked flat and parallel in a minimum space when not in use.

3. Apparatus as claimed in claim 1 or 2, wherein said load carrying means comprise a pair of upright, parallel masts spaced from each other; means for moving said masts horizontally past said load supports; a horizontally disposed, vertically movable frame carried by said masts, means for moving said vertically movable frame up and down said masts; a laterally movable frame carried by said vertically movable frame; and a vertically movable lift frame carried by said laterally movable frame for supporting a load and lifting it from or lowering it onto a load support.

4. Apparatus as claimed in claim 3, comprising an overhead rail carried by said storage frame above said aisle; a base rail disposed substantially directly beneath said overhead rail upon a base surface; said masts having means adjacent to their upper and lower ends for engaging said overhead and lower rails respectively for movement along said aisle; drive means for propelling said masts comprising racks carried by said rails and engaged by drive pinions; power means carried by said masts and connected to said pinions to drive them synchronously; the laterally movable frame carried by said vertically movable frame being extendible out of said aisle into said storage frame at any load support; and the vertically movable lift frame carrying a load and lifting it from or lowering it onto a load support when said laterally movable frame is in its extended position.

5. A load transfer and storage apparatus as claimed in claim 1, wherein said storage frame comprises parallel rows of vertical posts of like number and spacing defining an aisle therebetween, and parallel rows of ver

**WARNING** end of DESC field may overlap start of CLMS **.