U.S. patent application number 10/562179 was filed with the patent office on 2007-06-07 for loading and unloading stand for palletless parking system.
Invention is credited to Wan Young Lee.
Application Number | 20070128009 10/562179 |
Document ID | / |
Family ID | 36148528 |
Filed Date | 2007-06-07 |
United States Patent
Application |
20070128009 |
Kind Code |
A1 |
Lee; Wan Young |
June 7, 2007 |
Loading and unloading stand for palletless parking system
Abstract
The palletless rack type parking system is comprising of plural
fork bars arranged with a right angle to the car, and the fork bars
comprising a front fork row for sustaining front wheels of the car
and a rear fork row for sustaining rear wheels of the car;
longitudinal beam arranged in a right angle against the fork bar,
and supporting below the fork bar; plural rollers being arranged
along a width of the fork bar, the upper portion of the roller
protruding above the top of the fork bar so as to allow wheels of
the car to be rolling-contacted; a floor covering above the
longitudinal beam of the parking space except the fork bar row
area; and a position adjustment unit for transferring the car along
the longitudinal direction of the fork bar so as to park the car on
the accurate place.
Inventors: |
Lee; Wan Young; (Seoul,
KR) |
Correspondence
Address: |
SHERIDAN ROSS PC
1560 BROADWAY
SUITE 1200
DENVER
CO
80202
US
|
Family ID: |
36148528 |
Appl. No.: |
10/562179 |
Filed: |
June 29, 2005 |
PCT Filed: |
June 29, 2005 |
PCT NO: |
PCT/KR05/02037 |
371 Date: |
December 22, 2005 |
Current U.S.
Class: |
414/253 |
Current CPC
Class: |
E04H 6/186 20130101 |
Class at
Publication: |
414/253 |
International
Class: |
E04H 6/00 20060101
E04H006/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 11, 2004 |
KR |
10-2004-0081055 |
Claims
1. A palletless rack type parking system comprised of a plurality
of racks having a loading fork and a stacker crane for loading a
car onto or unloading from the rack, and the stacker crane having a
transfer fork arranged in a right angel to the loading fork, the
transfer fork moving up or down in respect to the loading fork, the
palletless rack type parking system comprising: plural fork bars
arranged lengthwise with an interval to each other and with a right
angle to an approaching direction of the car, and the fork bars
comprising a front fork row for sustaining front wheels of the car
and a rear fork row for sustaining rear wheels of the car, and the
front fork row being spaced away from the rear fork row;
longitudinal beam arranged in a right angle against the fork bar,
and supporting below the fork bar, so that an passage end of the
fork bar takes a form of cantilever, and fixedly mounting each fork
bar on the rack; plural rollers being arranged in a proper interval
in the fork bar and the roller's rotation center arranged along a
width of the fork bar, the upper portion of the roller having an
excessive protrusion above the top of the fork bar so as to allow
wheels of the car to be rolling-contacted; a floor covering above
the longitudinal beam of the parking space except the fork bar row
area; and a position adjustment unit for transferring the car along
the longitudinal direction of the fork bar so as to park the car on
the accurate place.
2. The palletless rack type parking system according to claim 1,
wherein: the fork bar has approximate U shape, and the roller is
rotationally assembled at each longitudinal wall of the fork bar,
and a plurality of foreign substance outlets is formed at the floor
of the fork bar along a longitudinal direction.
3. The palletless rack type parking system according to claim 2,
wherein: a cover is further provided on the top of the fork bar so
as to prevent the entry of the foreign substance.
4. The palletless rack type parking system according to claim 3,
wherein: a support hole is formed at both longitudinal walls of the
fork bar, an upper portion of the support hole is left open so as
to support rotation of the roller's shaft, plural pushers are each
longitudinal side of the cover covering the upper opening of the
fork bar and perpendicularly push the shaft of the roller toward
the lower portion of the longitudinal wall.
5. The palletless rack type parking system according to claim 1,
wherein: the fork bar has approximate U shape, and the roller is
rotationally assembled at each longitudinal wall of the fork bar,
and a cover is provided on the top of the fork bar so as to prevent
the entry of the foreign substance.
6. The palletless rack type parking system according to claim 1,
wherein: the position adjustment unit is comprised of a pair of
guide rails which are installed between two longitudinal beams
being parallel to each other, a slider installed between the guide
rails for making a reciprocation along the guide rail, plural push
bars mounted on the slider in a right angle and projecting upright
through the space between the fork bars, and for pushing wheels of
the car in either a right or left direction, and an actuator for
pushing the push bars.
7. The palletless rack type parking system according to claim 6,
wherein: a halt tab is provided at a middle upper surface of the
fork bar, by which the further sliding movement of the car is
restricted when the car moves in a traverse.
8. The palletless rack type parking system according to claim 7,
wherein: an auxiliary halt tab can additionally be installed at the
upper exterior of the roller provided at the free end portion of
the fork bar, by which excess sliding of the car is prevented.
9. The palletless rack type parking system according to claim 1,
wherein: a projection tab is provided at the lower middle portion
of the fork bar of the transfer fork with a proper height.
10. The palletless rack type parking system according to claim 1,
wherein: a stopper is further provided for preventing the excessive
entry of the car along the fork bar.
11. The palletless rack type parking system according to claim 10,
wherein: the stopper is a wheel stop roll that is mounted on the
floor between the front wheel and a front bump of the car, which
contacts with the front wheel.
12. The palletless rack type parking system according to claim 11,
wherein: the stopper is further provided a bumper wall having a
proper height that is installed behind the wheel stop roll, which
is in contact with the front bumper of the car.
13. The palletless rack type parking system according to claim 1,
wherein: the fork bars are placed on two binder beams which have a
channel form and are arranged in a right angle to the fork bar and
spaced away in a parallel manner, and the binder beam is assembled
with the longitudinal beam therethrough.
14. The palletless rack type parking system according to claim 1,
wherein: a weight sensor is installed at the central portion of the
longitudinal beam, by which the deflection owing to the load of the
car is measured, by which makes decision whether or not the car is
loaded or unloaded.
Description
TECHNICAL FIELD
[0001] The present invention relates to a loading and unloading
stand for palletless parking system, by which a few cars can park
on a loading rack in an automatic loading/unloading way without
using a pallet, and more particularly to the loading and unloading
stand for palletless parking system, in which the stand is
installed in a parking space of a rack for loading/unloading cars,
by which the car can be loaded into or unloaded from the rack
quickly and safely, and also the stand is used as the standby space
for occupants of the car.
BACKGROUND ART
[0002] In recent years, a rapid increase of vehicles causes the
absolute lacking phenomena of parking places, so it becomes serious
social problems of raising the difficulty of parking following by
the traffic congestion and the environmental pollution.
Particularly, the problem of parking places becomes more serious in
very busy midtowns due to limited parking places.
[0003] In an effort to solve such problems of a shortage of parking
places in busy cities, there have been attempted a variety of
solutions, for example, strengthening of parking regulations and
enacting of ordinances which oblige building owners to establish
parking places in or around their building. However, the expansion
of parking places couldn't help having a limitation due to the
difficult of securing lands in busy cities.
[0004] Therefore, as a solution for effectively parking many
vehicles on limited areas is proposed a parking system that stores
vehicles on floors in parking spaces using a mechanical drive unit,
which is being widely used.
[0005] Such parking systems are generally classified into several
types such as a circulation type system, a puzzle type system, and
an elevator type system, etc., in accordance with a drive system.
The elevator type system is widely used, which can simply and
rapidly enter a vehicle into a designated parking space or deliver
it therefrom.
[0006] In the elevator type system, a plurality of racks
longitudinally arranged in a lattice form in each parking space is
provided at a predetermined interval. A transfer equipment e.g., a
lift or a stacker crane is equipped in the space between each rack
in order to transfer the car. For instance, particular code numbers
are designated to each car and stand, and the transfer equipment is
interoperated with the controller so that the car can automatically
be loaded or unloaded.
[0007] Such an elevator type system is further classified as a
pallet type and a palletless type depending on the presence of a
pallet. Considering the structure of the parking system and time
for the loading or unloading process, the tendency is to increase
the adoption of the advantageous palletless type system.
[0008] The palletless type parking system is disclosed in Japanese
Patent Laid-open Publication No. Heisei 5-52058, and Heisei
8-120964, and Utility Model Laid-open Publication No. Heisei
5-85953, and Korean Patent Laid-open Publication No.
10-2004-0024178. In this system, a stand of a rack and a fork of
transfer equipment are comprised of a plurality of parallel bars.
The parallel bars are arranged in a lattice form and in an up and
down manner. The car can be loaded/unloaded between the stand and
the transfer equipment.
[0009] However, since the conventional system is constructed as
described above, the system has a problem in that there may be no
guarantee for stable loading/unloading of car, and for safety
take-on/take-off of occupants.
[0010] Since no car is loaded on an individual pallet, but a car
placed on the transfer fork is directly moved using the transfer
fork, there is no guarantee for a car to be loaded on the accurate
parking place. Furthermore, it has more difficulty for a car to
move onto the fork bars spaced away in a regular interval from each
other. Worse yet, it accompanies danger that the occupants of the
car should walk on the unstable fork bars on the loading/unloading
process.
DISCLOSURE OF THE INVENTION
[0011] Accordingly, the present invention has been made with taking
the above problems occurring in the prior art into consideration,
and an object of the present invention is to provide a loading and
unloading stand for palletless parking system in which the car can
be loaded/unloaded in the accurate place using a transfer equipment
e.g., stacker crane, and also the occupants to get on/off the car
safely.
[0012] In order to accomplish the above object, in a palletless
rack type parking system comprised of a plurality of racks having a
loading fork and a stacker crane for loading a car onto or
unloading from the rack, and the stacker crane having a transfer
fork arranged in a right angel to the loading fork, the transfer
fork moving up or down in respect to the loading fork: the
palletless rack type parking system is comprised of plural fork
bars arranged lengthwise with an interval to each other and with a
right angle to an approaching direction of the car, and the fork
bars comprising a front fork row for sustaining front wheels of the
car and a rear fork row for sustaining rear wheels of the car, and
the front fork row being spaced away from the rear fork row;
longitudinal beam arranged in a right angle against the fork bar,
and supporting below the fork bar, so that an passage end of the
fork bar takes a form of cantilever, and fixedly mounting each fork
bar on the rack; plural rollers being arranged in a proper interval
in the fork bar and the roller's rotation center arranged along a
width of the fork bar, the upper portion of the roller having an
excessive protrusion above the top of the fork bar so as to allow
wheels of the car to be rolling-contacted; a floor covering above
the longitudinal beam of the parking space except the fork bar row
area; and a position adjustment unit for transferring the car along
the longitudinal direction of the fork bar so as to park the car on
the accurate place.
[0013] In accordance with a preferred feature of this invention,
the position adjustment unit is comprised of a pair of guide rails
which are installed between two longitudinal beams being parallel
to each other, a slider installed between the guide rails for
making a reciprocation along the guide rail, plural push bars
mounted on the slider in a right angle and projecting upright
through the space between the fork bars, and for pushing wheels of
the car in either a right or left direction, and an actuator for
pushing the push bars.
[0014] In accordance with a preferred feature of this invention, a
projection tab is provided at the lower middle portion of the fork
bar of the transfer fork with a proper height.
[0015] According to the present invention, a loading and unloading
stand for palletless storage system enables the car to be
loaded/unloaded in the accurate place using a transfer equipment
e.g., stacker crane, and also the occupants to get on/off the car
safely.
[0016] Therefore, the present invention has an advantage, in quick
and precise loading or unloading of the car into or from parking
spaces can be accomplished and the operational reliability can be
improved, considerably.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The above and other objects, features and other advantages
of the present invention will be more clearly understood from the
following detailed description taken in conjunction with the
accompanying drawings, in which:
[0018] FIG. 1 is a front view of a palletless rack type parking
system having a loading and unloading stand according to a present
invention;
[0019] FIG. 2 is a plan view taken along line II-II of FIG. 1;
[0020] FIG. 3 is a plan view schematically showing a loading and
unloading stand installed on a palletless rack type parking
system;
[0021] FIG. 4 is a plan view schematically showing a loading and
unloading stand;
[0022] FIG. 5 is a side view of taken from a point "V" of FIG.
4;
[0023] FIG. 6 is a cross-sectional view taken along line VI-VI of
FIG. 5;
[0024] FIG. 7 is an exploded perspective view of a fork bar of a
loading and unloading stand;
[0025] FIG. 8 is a cross-sectional view of a fork bar assembly;
[0026] FIGS. 9 to 11 are side views showing various embodiments of
a fork bar of a loading and unloading stand according to the
present invention;
[0027] FIGS. 12 and 13 are a plan and a side view showing another
embodiment of a fork bar of a loading and unloading stand,
respectively;
[0028] FIG. 14 is a partially cutoff plan view showing an essential
portion of a loading and unloading stand;
[0029] FIG. 15 is a cross-sectional view taken along line XV-XV of
FIG. 14;
[0030] FIG. 16 is a side view showing a stopper of a loading and
unloading stand;
[0031] FIGS. 17 to 21 are side views sequentially showing loading
process of a loading and unloading stand; and
[0032] FIGS. 22 to 26 are side views sequentially showing unloading
process of a loading and unloading stand.
BEST MODE FOR CARRYING OUT THE INVENTION
[0033] This invention will be described in further detail by way of
exemplary embodiments with reference to the accompanying
drawings.
[0034] Referring to FIGS. 1 and 2, a palletless rack type parking
system S, provided with a loading and unloading stand according to
a present invention, is comprised with a plurality of racks R
longitudinally arranged in a lattice form to have a loading fork
L.sub.F on each parking space and a stacker crane S.sub.C provided
between two adjoining racks R for moving in a three axis direction,
the stacker crane S.sub.C having a transfer fork T.sub.F which
moving toward, up or down, retracting from the side of the loading
fork L.sub.F, and the stacker crane S.sub.C for loading/unloading a
car V to/from the loading fork L.sub.F.
[0035] The structure is illustrated in Korean Patent Laid-open No.
10-2004-0024178 which has already been applied by the applicant, in
which the loading fork L.sub.F is comprised of a front fork row
F.sub.1, and a rear fork row F.sub.2 being spaced away from each
other and the front fork row F.sub.1, sustaining front wheels of
the car V and the rear fork row F.sub.2 sustaining rear wheels of
the car V.
[0036] The inventive loading and unloading stand 1 of the
palletless pack type parking system is preferably provided at a
predetermined parking space of the rack R, e.g. at a rim near the
entrance of a first floor of the rack R.
[0037] The loading and unloading stand 1, as shown in FIGS. 3 to 6,
is comprised of a plurality of fork bars 10 arranged lengthwise
with a predetermined interval to each other, a longitudinal beam 20
arranged in a right angle against the fork bar 10 for fixedly
mounting each fork bar 10 on the rack R, a plurality of rollers 30
rotationally mounted in each fork bar 10 with partly exposed upper
portion, a floor 40 covering above the longitudinal beam 20 of the
parking space except the fork bar row area 10a, 10b, and a position
adjustment unit 50 for providing a sliding movement to the car V
placed on the fork bar 10 along the roller 30.
[0038] The fork bar 10, similar to the loading fork L.sub.F of the
rack R, has a structure in which a front fork row 10a sustains
front wheels W.sub.f of the car V and a rear fork row 10b sustains
rear wheels W.sub.r of the car V, and the front fork row 10a is
spaced away from the rear fork row 10b. The front fork row 10a, as
shown in FIG. 5, has an arch configuration with which each fork bar
10 can contact the circumference of the front wheel W.sub.f in
order to maintain a stable support of the front wheel W.sub.f as
well as to provide the accurate stop position of the car V. The
rear fork row 10b has a wide width in order to sustain the rear
wheels W.sub.r of various cars V having different length.
[0039] The diverse configurations of the fork bar 10 can be
employed considering the structural stability of the fork bar and
also the mounting way of the roller 30.
[0040] As shown in FIGS. 7 and 8, the fork bar 10 has approximate U
shape in order to accommodate most portion of the roller 30
therein, and has a support hole 12 at each longitudinal wall 11
through which a shaft 31 of the roller 30 is rotationally
assembled.
[0041] However, the fork bar 10 has a top open structure, foreign
material can be stacked on the inner floor of the fork bar 10 after
long-time use, resulting the interference with a rotation of the
roller 30. Therefore, as a means for preventing the foreign
substance accumulation, a plurality of foreign substance outlets 14
is formed at the floor 13 of the fork bar 10 along a longitudinal
direction.
[0042] The prevention means for foreign substance accumulation can
be configured as shown in FIGS. 9 and 10, in which a cover 15 is
provided on the top of the fork bar 10 so that the upper part of
the roller 30 is partially exposed, by which the entry of the
foreign substance into the fork bar 10 can be prevented.
Furthermore, as shown in FIG. 11, the prevention means for foreign
substance accumulation is provided at the floor 13 of the fork bar
10, and at a same time the cover 15 is provided at the upper
opening of the fork bar 10.
[0043] Since the roller 30 will be worn by long-time use, the
roller 30 must be taken out from the fork bar 10 to be maintained
or replaced. To get easy access to the roller 30, as shown in FIGS.
12 and 13, an upper portion of the support hole 12 formed at the
longitudinal wall 11 is left open. That is, the support hole 12 is
configured with a U shape. Furthermore, each longitudinal side of
the cover 15 covering the upper opening of the fork bar 10 has a
pusher 16 that perpendicularly pushes the shaft 31 of the roller 30
toward the lower portion of the longitudinal wall 11. This
structure can prevent the separation of the roller 30 from the fork
bar 10 as well as the inflow of foreign substance into the fork bar
10. Also, the easy assembly and disassembly of the roller 30 can be
secured.
[0044] The fork bar 10 may be attached on the longitudinal beam
using a welding. However, since the roller 30 and other elements
are installed in the fork bar 10, it is preferable that the fork
bar 10 is made as a separation element and the fork bar 10 is
placed on the longitudinal beam 20 in order to get convenience in
process. To get the convenience, as shown in FIGS. 6 and 7, fork
bars 10 are placed on two binder beams 18 which have a channel form
and are arranged in a right angle to the fork bar 10 and spaced
away in a parallel manner. The longitudinal beam 20, comprised of a
first and a second longitudinal beans 21 and 22, runs through the
inner channel of each binder beam 18. Two beams 20, 18 are
assembled with a bolt 23.
[0045] On the other hand, in the middle rack R.sub.2, as shown in
FIGS. 1 to 3, two cars can be loaded on the single middle rack in
opposite direction, so that two transfer forks T.sub.F can approach
same loading fork L.sub.F in opposite directions. This may bring
about possibility of the safety accident to the occupants in the
get-in or get-out process. Thus, in the stand of the present
invention, any one of the transfer forks T.sub.F approaches to only
one side of the loading fork L.sub.F, by which the other side of
the loading fork L.sub.F can be secured as the occupants'
passage.
[0046] In the loading and unloading stand 1 of the present
invention, the loading fork L.sub.F of the rack R can be served not
as a parking station, but merely as a temporary waiting station for
the car V that is loaded or unloaded. That is, it is not necessary
that the transfer fork T.sub.F of the stacker fork S.sub.C must
approach toward or retract from both sides of the stand 1.
Furthermore, the marginal width for the car loading and unloading
process can be secured as much as possible, so that it increases a
safe-ability to the loading and unloading process of the car V.
[0047] In the edge rack R.sub.1, there is no passage space for the
occupants. Thus, as shown in FIG. 3, a special passage for the
occupants can be reserved at a fixed end of the fork bar 10.
[0048] No matter where the stand 1 is installed at the edge rack
R.sub.1 or at the middle rack R.sub.2, as shown in FIGS. 5 and 6,
the longitudinal beam 20 is comprised of the first longitudinal
beam 21 that supports the one end of the fork bar 10 and the second
longitudinal beam 22 that supports the middle of the fork bar 10.
On the other end of the fork bar 10 takes a form of cantilever.
[0049] Each end of the longitudinal beam 20 is connected with a
post P, and a traverse beam B that is placed between two adjacent
posts P, respectively. The first and second longitudinal beams 21
and 22 can be substituted as a longer side beam of the rack R.
[0050] Since the second longitudinal beam 21 supports the lower
portion of the middle of the fork bar 10, it needs marginal space
for operation of the transfer fork T.sub.F so that the movement of
the transfer fork T.sub.F does not interfere with the fork bar 10
when the transfer fork T.sub.F approaches toward, moves up/down,
and retracts from the fork bar 10 while unloading the car V.
[0051] The marginal space can be secured by a projection tab 17
provided at the lower middle portion of the fork bar 10 of the
transfer fork T.sub.F with a proper height. Otherwise, the
projection tab 17 can be provided at the lower portion of the fork
bar 10 of the stand 1. Alternatively, the projection tab 17 can be
installed at both the fork bar 10 of the transfer fork T.sub.F and
the fork bar 10 of the stand 1, respectively.
[0052] Because the second longitudinal beam 22 should receive most
load of the car V by nature, as shown in FIGS. 4 and 5, a weight
sensor such as deflection sensor 90 can be installed at the central
portion of the second longitudinal beam 22, by which the deflection
of the second longitudinal beam 22 can be measured. The deflection
sensor 90 can check the payload of the car V during the loading
process. Thus, it is important to decide whether or not the car V
is loaded or unloaded, so that the operation of the stacker crane
S.sub.C can be controlled.
[0053] If the deflection sensor 90 perceives an overweight car V,
the deflection sensor 90 generates a signal and the signal is sent
to a warning buzzer or a warning light (not shown), by which the
buzzer or the light is activated on, so that an operator can be
aware of the dangerous situation.
[0054] On the other hand, as shown in FIG. 5, since the shaft 31 of
the roller 30 is rotationally installed at the support hole 12
formed at both longitudinal walls 11 of the fork bar 10, the
rotational direction of the shaft 31 is the same as the approaching
or the retracting direction of the car V toward/from the stand 1.
Plural rollers 30 are arranged in a proper interval in the fork bar
10 along a longitudinal direction of the fork bar 10.
[0055] The smooth car movement, along the longitudinal direction in
the loading and unloading operation, cannot be acquired in the case
that the interval of each roller 30 is too wide or the upper
portion of the roller 30 has an excessive protrusion above the top
of the fork bar 10. Therefore, it is important that the distance
between the roller 30 decreases and the top portion of the roller
30 can be exposed as little as possible to allow the roller 30 to
make smooth rolling contact.
[0056] In the parking space, the floor 40 completely covers the
longitudinal beam 20 and the outer area of the fixed end area of
the fork bar 10 except the front fork row 10a and the rear fork row
10b. The floor 40 is at the same level as the upper surface of the
fork bar 10. Preferably, a wall 41 is installed along the outer
block of the floor 40 where no loading and unloading of the car V
can be established, which secures the safety of the occupants. A
ceiling 42 is provided above the floor 40 as shown in FIG. 5.
[0057] The position adjustment unit 50 can be employed as various
configurations. For instance, as shown FIGS. 14 and 15, the
position adjustment unit 50 is comprised of a pair of guide rails
51 which are installed between two longitudinal beams 21, 22 being
parallel to each other, a slider 52 installed between the guide
rails 51, plural push bars 53 mounted on the slider 52 for pushing
the car V in either a right or left direction, and an actuator 54
for pushing the push bars 53.
[0058] The pair of guide rails 51 has a channel configuration, in
which each opening is facing each other, and one end of the guide
rail 51 is firmly connected to the first longitudinal beam 21 and
the other end of the guide rail 51 is firmly connected to the
second longitudinal beam 22.
[0059] The slider 52 has two wheels 55 which are installed in the
guide rail 51, and a drive motor 56 that is connected to one wheel
55, the slider 52 can make reciprocation between the first
longitudinal beam 21 and the second longitudinal beam 22.
[0060] The push bar 53 is mounted on a support plate 57 for making
an interaction to the fork bar 10. Each end of the push bar 53 has
a protrusion 53a that is projected upright. The protrusion 53a is
contacted with a sidewall of the wheels W.sub.f, W.sub.r of the car
V.
[0061] One end of the support plate 57 is connected with the slider
52 using a hinge 58, and another end of the support plate 57 is
connected with the slider 52 using a piston rod 54a of the actuator
54 that is mounted upright on the slider 52.
[0062] The car V must be loaded on the accurate parking spot, no
matter if the car V has a different width. Preferably, a halt tab
59 can be provided at a middle upper surface of the fork bar 10, to
which the wheels W.sub.f, W.sub.r of the car V are contacted when
the car V moves in a traverse, thus restricting the further sliding
movement of the car V.
[0063] That is, when in the loading process, the sliding of the
wheels W.sub.f, W.sub.r is interrupted by the halt tab 59, which
can provide the accurate loading position of the car V.
[0064] However, regardless of the width of the car V, the halt tab
59 cannot provide the loading and the unloading position
accurately, but merely determine the limit for the sliding of the
car V toward the loading position. The substantial sliding of the
car V can be established by the reciprocation of the slider 52
actuated by the push bar 53.
[0065] Therefore, the wheels W.sub.f, W.sub.r can be stopped before
the wheels' contact to the halt tab 59. Particularly, even if the
inertia is applied to the car V that is sliding on the roller 30,
no wheels W.sub.f, W.sub.r can hurdle the halt tab 59.
[0066] Such a halt tab 59 has the same height as or more higher
than the roller 30 that is extruded up from the fork bar 10. It is
more important that the halt tab 59 is made by material having
superior frictional force to prevent the slide of the wheels
W.sub.f, W.sub.r effectively.
[0067] It does not matter that only one halt tab 59 is installed at
each fork bar 10. It is desirable that an auxiliary halt tab 59a
can additionally be installed at the roller 30 provided at the free
end portion of the fork bar 10. It is why the car V will not be
excessively offset toward the free end of the fork bar 10, or will
not be detached from, while the wheels W.sub.f, W.sub.r of the car
V having a wide width are in contact with the halt tab 59 provided
at the middle of the fork bar 10.
[0068] A stopper 60 is further, as shown in FIG. 5, provided
between the front fork row 10a of the stand 1 and the front post P,
which prevents the excessive entry of the car V into the front post
P. The stopper 60 may take various configurations, for instance, as
shown in FIG. 16, a wheel stop roll 61 can be mounted on the floor
40 between the front wheel W.sub.f and the front post P, which
contacts with the front wheel W.sub.f so as to block the further
access of the wheel W.sub.f to the front post P.
[0069] However, since the distance between the front wheel W.sub.f
and the front bumper can be different depending on the model of the
car V, as shown FIG. 5, it is feared that the front bumper of a
large size car can collide against the post P of the rack R even if
the front wheel W.sub.f is contacted with the wheel stop roll
61.
[0070] It is more desirable that a bumper wall 62 having a proper
height is installed between the wheel stop roll 61 and the wall 41,
which is in contact with the front bumper of the car V so it will
restrain the access of the car V. The bumper wall 62 as well as the
wheel stop roll 61 can prevent the excessive entry of the car V
regardless of the size of the car V, which shelters the rack R.
Further, if in some cars, the distance between the front wheel
W.sub.f and the front bumper is out of limit in respect to the rack
R, no loading of the car having out of limit can be advanced.
[0071] As shown FIG. 4, number 70 is a falling prevention sill that
is installed at an edge of the floor 40, toward which the transfer
fork T.sub.F of the stacker crane S.sub.C moves. Number 80 is a
buffer post that is installed at both sides of the stand 1, by
which the rack is protected from the collision of the car V at any
time.
[0072] The operation of the palletless rack type parking system S,
provided with a loading and unloading stand according to the
present invention will be described herein below with reference to
FIGS. 17 and 26.
[0073] Firstly, as shown in FIG. 5, when in a loading process of
the car V, the car V approaches into the stand 1 of the rack R, and
when the front wheels W.sub.f are placed on the front fork row 10a,
the car V pulls up. The length of the fork bar 10, as shown in FIG.
4, is twice as long as a width of the car V, thus being able to
park a car V in two columns in the stand 1. However, in this
present invention, only one car V must approach into the stand 1,
which allowing the car V to be loaded safely and easily.
[0074] Further, since the wheel stop roll 61 that is in contact
with the front wheel W.sub.f and the bumper wall 62 that is in
contact with the front bumper of the car V are installed between
the front fork row 10a and the front post P, excessive approaching
of the car V can be effectively prevented, and the each wheel
W.sub.f, W.sub.r is safely placed on respective fork row 10a, 10b.
At this time, as shown in FIG. 17, the position adjustment unit 50
is at the farther side of the fixed end of the fork bar 10 and each
inside protrusion 53a of the push bar 53 is at the lowest position,
which provides no interruption to the wheels W.sub.f, W.sub.r.
[0075] After the car V stops, the occupants get out the car V and
step out onto the stand 1 through the floor 40. The drive motor 56
of the slider 52 runs and the slider 52, as shown in FIG. 18, moves
to the free end of the fork bar 10 along the guide rail 51. Each
outer protrusion 53a of the push bar 53 is contacted to the
sidewall of the wheels W.sub.f, W.sub.r respectively so that the
car V is moving to the free end of the fork bar 10.
[0076] The wheels W.sub.f, W.sub.r placed on the rollers 30
protrude above the fork bar 10 which allow rotation to the rollers
30 by the thrust force of the push bar 53 generated by the movement
of the slider 52. The wheels W.sub.f, W.sub.r move smoothly to the
free end of the fork bar 10.
[0077] Successively, as shown in FIG. 19, as the slider 52 arrives
at the second longitudinal beam 22, the rotation of the drive motor
56 stops and the sliding movement of the wheels W.sub.f, W.sub.r
ends. In some cars having extra wider width, the wheels W.sub.f,
W.sub.r already contact the auxiliary halt tab 59a before the
slider 52 reaches to the second longitudinal beam 22, thus halts
the sliding of the car V and refuses the loading of the car V.
[0078] Furthermore, when the deflection sensor 90 installed at the
middle of the second longitudinal beam 22 detects the over-payload
of the car V in respect with the allowable weight, the loading of
the car V is also refused, and the weight warning is issued.
[0079] After accomplishing the normal loading, the drive motor 56
turns in a reverse direction. As shown in FIG. 20, the slider 52
moves back toward the first longitudinal beam 21, and stays in
place, being adjacent to the first longitudinal beam 21. If the
slider 52 remains at the place near the second longitudinal beam
22, no entry of the transfer fork T.sub.F into the fork bar 10 can
be achieved due to the interruption between the slider 52 and the
transfer fork T.sub.F.
[0080] Next, the stacker crane S.sub.C on the standby starts the
operation, and the transfer fork T.sub.F installed on the stacker
crane S.sub.C, as shown in FIG. 21, approaches toward, moves up or
down, retracts from the fork bar 10 of the stand 1 in a linear
manner. Finally, the transfer fork T.sub.F having the car V thereon
searches for the empty loading fork L.sub.F of the rack R, and
moves to the loading fork L.sub.F in order to park the car V on the
loading fork L.sub.F.
[0081] When in the unloading process of the car V, as shown in
FIGS. 22 to 26, the above steps can be used in the reverse order.
On issuing the unloading signal, the stacker crane S.sub.C
approaches to the loading fork L.sub.F of the corresponding rack R.
The car V placed on the loading fork L.sub.F is loaded onto the
transfer fork T.sub.F. The transfer fork T.sub.F reaches the
loading and unloading stand 1 and unloads the car V onto the fork
bar 10 as shown in FIG. 22.
[0082] Subsequently, as shown in FIG. 23, the slider 52 on the
standby, near the first longitudinal beam 21, moves toward the
second longitudinal beam 22, and the movement of the slider 52
stops after each protrusion 53a provided at the fixed end of each
push bar 53 contacts with the outer rim of the wheels W.sub.f,
W.sub.r placed on the fork bar 10.
[0083] Next, as shown in FIG. 24, the actuator 54 lifts up the
protrusion 53a provided at the free end of the push bar 53. The
protrusion 53a is extruded up through the space between the fork
bars 10, and the push bar 53 maintains its horizontal state.
[0084] Thereafter, as the drive motor 56 runs in a reverse
direction, the slider 52 starts to move back toward the first
longitudinal beam 21 as shown in FIG. 25. Each free end protrusion
53a of each push bar 53 is contacted with the inner rim of the
wheels W.sub.f, W.sub.r, so that the wheels W.sub.f, W.sub.r move
toward the fixed end of the fork bar 10.
[0085] The wheels W.sub.f, W.sub.r placed on the rollers 30
protruded above the fork bar 10 give rotation to the rollers 30.
The wheels W.sub.f, W.sub.r move smoothly toward the first
longitudinal beam 21. As the slider 52 reaches the first
longitudinal beam 21, the drive motor 56 stops so that the sliding
wheels W.sub.f, W.sub.r also do not proceed.
[0086] As soon as the car V is placed in the unloading position,
the actuator 54 is OFF and the free end 53a of the push bar 53 is
return to the lower position as shown in FIG. 26. After
accomplishing the above process, the occupants get in the car V.
The car V leaves the parking space, thus finishing the unloading
process.
INDUSTRIAL APPLICABILITY
[0087] As described above, according to the present invention, a
loading and unloading stand for palletless storage system enables
the car to be loaded/unloaded in the accurate place using a
transfer equipment e.g., stacker crane, and also the occupants to
get on/off the car safely.
[0088] Furthermore, only one car can be parked in the parking
spaces where two cars can park in two columns, thus securing the
wider waiting space for being required at the loading/unloading
process. That leads to the easier access of the car. Particularly,
the loading and the parking position of the car can be maintained
consistently.
[0089] Therefore, the present invention has an advantage, in quick
and precise loading or unloading of the car into or from parking
spaces can be accomplished and the operational reliability can be
improved, considerably.
* * * * *