Patent Description:
The present disclosure relates to the transfer and movement of international shipping containers in port and transfer terminal facilities. In particular, the present disclosure relates to an overhead transport system and route management system for transporting shipping containers from one location in a port, terminal or warehouse facility to other location(s).

Graham <CIT> discloses a system for transferring cargo in large containers. The system comprises a trestle network having a plurality of portions, each of the portions comprising a plurality of separate lanes. A first transfer-way interconnects one end of all the lanes of both portions, and a second transfer-way interconnects the other ends of all the lanes to form a plurality of complete and interconnected loops on the trestle network. One of the portions of the network is disposed above one terminal area and another of the portions of the network is disposed above another terminal area. A transfer vehicle travels on the trestle network, and is adapted to receive and deliver containers from and to one of the terminal areas below the trestle network when the transfer vehicle is in one of the lanes.

Brickner <CIT> discloses a grid rail container handling and storage system. The system includes (a) a high density container storage yard having an overhead grid rail system providing access to storage locations in the yard, (b) a loading and unloading buffer for the container storage yard, (c) a crane for loading and unloading containers from or to the buffer, and (d) a plurality of shuttle vehicles for movement on the overhead grid rail system to different locations in the container storage yard. Each shuttle vehicle has an active track switching mechanism for selectively switching through passive overhead rail switches.

Benedict et al. <CIT> discloses a system for storing and transporting shipping containers with an overhead grid guide track structure. At least one transfer unit is moveably mounted to the grid guide track structure and includes a selectively operable drive mechanism for moving the at least one transfer unit along the tracks of the grid guide track structure. A container engaging mechanism is suspended from a hoist mechanism carried by the at least one transfer unit for raising and lowering the container engaging mechanism. The container engaging mechanism cooperatively engages a shipping container so that an engaged shipping container can be conveyed to a selected location beneath the overhead grid guide track structure.

Tabler <CIT> discloses a slip tube system for transporting a load along a conveying path of an overhead conveyor system. A stationary frame has at least one rotating shaft with a shaft axis extending along the conveying path of the stationary frame, and a movable carriage configured to transport a load along the conveying path. A slip tube is placed on one or more of the rotating drive shafts. As the drive shaft rotates, traction is developed between the rotating shaft and an inner surface of the slip tube, and between an outer surface of the rotating slip tube and the driven wheels attached to the carriage to provide sufficient drive force to propel the carriage and the load along the conveying path.

Approximately <NUM>% of non-bulk cargo worldwide is transported via intermodal containers arranged on ships. When these containers arrive at ports (either by land or by sea) they are moved onto or from ships, trains, and trucks.

Transferring containers from one mode of transportation to another is time and energy intensive. Loading/unloading ships is often conducted at the ground level with various mechanical machines such as cranes, trucks, forklifts, and straddle carriers. Often these machines burn fossil fuels and are inefficiently applied.

One particular problem with current methods for transferring intermodal shipping containers is that they require a large amount of ground space for maneuvering the containers into place. Containers can be up to <NUM> feet (<NUM> meters) long, and can weigh in the range of <NUM>-<NUM> tons (<NUM>-<NUM> metric tons). Ground space is a premium at and around busy ports. Another problem with current methods for transferring containers is that the large amount of time taken to unload ships often leads to port congestion and container backlog.

To alleviate many of these problems, the use of overhead rail transportation systems has been suggested. An overhead monorail solution provides advantages that would significantly improve container port operations, however it is not without its challenges. One challenge in particular involves quickly loading/unloading intermodal containers of various sizes onto the overhead rail transportation system.

What is needed is a carrier system designed for efficient material handling and transferring of intermodal containers from one form of transportation to another, and transporting containers from one area to another (for example, port area to inland terminals). The carrier works via an overhead rail transportation system to help eliminate, or at least reduce, backlogs at ports and clear up port congestion.

In some embodiments, the carrier would not directly utilize fossil fuel and as a result would reduce port pollution often caused by traditional methods.

According to an aspect of the invention, there is provided a fixed or adjustable motorized container carrier as in claim <NUM>.

The trolley assembly is motorized and comprises a gearbox. The trolley assembly can include a connection-flange point configured to connect the motor to the wheel; a top guide wheel; a bottom guide wheel; and/or an anti-tilt wheel.

In some embodiments, the bumpers can be made of a rubber and a shock absorbing assembly.

In some embodiments, the motor is electric and/or utilizes a regenerative power system.

In some embodiments, the locking mechanisms are four-corner locking pin mechanisms configured to support weight of, hold, and transport a container.

In some embodiments, the trolley assembly is connected to the body via a king pin.

In some embodiments, the wheel is made of carbon steel and/or coated with rubber or synthetic polymer.

In some embodiments, the locking mechanisms are twist locks.

The container carrier includes a load wheel configured to ride along a suspended railway; a trolley assembly; and/or end beams configured to align a locking mechanism with a container such that the container is carried below the trolley assembly. The trolley assembly is motorized. In some embodiments, the motor is electric. In some embodiments, the motor utilizes a regenerative power system.

In some embodiments, the bumpers are made of a shock absorbing assembly.

In some embodiments, the trolley assembly locking mechanism is a four-corner locking pin mechanism configured to lift, lower, hold, and transport the container. In some embodiments, the locking mechanisms are twist locks.

In some embodiments, the trolley assembly is connected to the body via a kingpin. In some embodiments, the load wheel is made of carbon steel. In other or the same embodiments, the load wheel is coated with rubber.

In some embodiments, the suspended railway is a monorail. In some embodiments, the monorail comprises a flanged track; an enclosed track and/or patented track.

In some embodiments, the end beams are fixed and configured to interact with various sized containers. In some embodiments, the trolley assembly is configured to move along the length of the body of the container carrier wherein the body comprises tubular longitude members that are supported by said end beams. In some embodiments, the tubular longitude members are round.

The following is a detailed description of a fixed motorized container carrier (FMCC), a motorized adjustable container carrier (MACC), and a motorized trolley container carrier (MTCC).

<FIG> is an isometric view of fixed motorized container carrier <NUM>. Fixed motorized container carrier (FMCC) <NUM> includes, among other things, motorized trolley assemblies <NUM>, body <NUM>, container engagement devices <NUM> mounted on end beams, first bumper <NUM> and second bumper <NUM>. In some embodiments, container engagement devices <NUM> are twist locks.

Motorized trolley assemblies can include, among other things, wheel clean-sweep plate(s) <NUM>, motor(s) <NUM>, support frames with cross beam connector(s) <NUM>, gearbox(es) <NUM>, load wheel assemblies <NUM>, king pin(s) <NUM>, top guide wheel(s) <NUM>, bottom guide wheel(s) <NUM> and anti-tilt guide wheel(s) <NUM>.

Motorized trolley assemblies <NUM> can be self-propelled. Motorized trolley assemblies <NUM> are configured to move FMCC <NUM> along rail <NUM> on overhead track <NUM> (see <FIG>). In some embodiments, track <NUM> is a monorail. In some embodiments, motorized trolley assemblies <NUM> can operate in multiple directions. In some embodiments (such as the one shown in <FIG>) track <NUM> is flanged.

In some embodiments, track <NUM> is an "inverted-u" enclosed type track. In at least some of these embodiments, wheels <NUM> are at least partially enclosed in track <NUM>. In some embodiments, track <NUM> is a patented type track. In other embodiments, track <NUM> is a single rail track in which body <NUM> is suspended from motorized trolley assemblies <NUM> with a "c-frame structure" (not shown) that wraps around track <NUM> and connects to at least one motorized trolley assembly <NUM> located on the upper side of track <NUM>. Track <NUM> can be made up of, but is not limited to, steel beams and/or reinforced concrete beams.

In one embodiment, FMCC <NUM> has one motorized trolley assembly <NUM>. In some embodiments, FMCC <NUM> can have a plurality of motorized trolley assemblies <NUM>. In the embodiment shown in <FIG>, FMCC <NUM> has two motorized trolley assemblies <NUM> each with four load wheel assemblies <NUM>. In some embodiments, each of motorized trolley assemblies <NUM> has one, two, three, four, five, six, seven, or eight load wheel assemblies <NUM>. In yet another embodiment, FMCC <NUM> has three motorized trolley assemblies <NUM>. In some embodiments, motorized trolley assemblies <NUM> of FMCC <NUM> are redundant in nature, meaning that if one or more motorized trolley assemblies <NUM> fail, FMCC <NUM> can still function.

Load wheel assemblies <NUM> can be configured to operate with attached gearbox(es) <NUM> and motor(s) <NUM> (driven wheels). In other or the same embodiments, load wheel assemblies <NUM> can be configured to operate without gearbox(es) <NUM> and motor(s) <NUM> (free wheels).

<FIG> shows FMCC <NUM> with two four-wheel trolley assemblies <NUM>, each with two free wheels and two driven wheels. In other embodiments, trolley assemblies <NUM> can have two wheels. The driven wheel design is redundant in nature, meaning that if one or more of motors <NUM> or gearboxes <NUM> fail, FMCC <NUM> can still travel along track <NUM>, as long as one gearbox-motor set remains functional.

In some embodiments, motorized trolley assemblies <NUM> are activated based on the power requirements of FMCC <NUM>. For example, at times FMCC <NUM> can use less power, such as when it is not carrying a container, it is possible to activate only a single assembly. In instances when more power is useful, such as when FMCC <NUM> is carrying a heavy container, multiple assemblies <NUM> can be activated. This configuration saves both energy and wear on motorized trolley assemblies <NUM>.

In some embodiments, motor(s) <NUM> and/or gearbox(es)<NUM> of motorized trolley assemblies <NUM> are synchronized, meaning they maintain appropriate synchronized speed (wheel rpm) for straights and turns. In some embodiments, this is done via variable frequency drive control systems.

The horsepower and/or motor count of motorized trolley assemblies <NUM> can be configured based on the specific demands of the environment in which FMCC <NUM> is to be deployed. In some embodiments, such as the ones shown in <FIG>, two motors <NUM> are used on each motorized trolley assembly <NUM>.

Motorized trolley assemblies <NUM> can drive load wheel assemblies <NUM> and corresponding connection-flange points for various-sized motors <NUM>. Motor(s) <NUM> can be selected to induce various accelerations and/or maintain velocities. In some embodiments, FMCC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). In some embodiments, FMCC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). Motor(s) <NUM> can be configured based on the specific demands of the environment in which FMCC <NUM> is to be deployed.

In some embodiments, motor(s) <NUM> is/are electric motors such as AC and/or DC electric motors. In other or the same embodiments, motor(s) <NUM> can be, among other things, heat engines (including combustion engines) and/or physically powered motors. In some embodiments, multiple types of motors <NUM> are present on a single FMCC <NUM>.

When motors <NUM> are electric, FMCC <NUM> has the added benefit of reducing pollution caused by the burning of fossil fuels.

In some embodiments, motor(s) <NUM> can include internal braking mechanisms (not shown) and/or an energy recapture system that recover energy from braking. In other or the same embodiments, external brakes can be utilized. In some embodiments, the external brakes are discs and/or can brake multiple wheels at once.

In some embodiments, motor(s) <NUM> are mounted vertically to create a narrow profile. In certain embodiments, the power transfer from motor shaft to load wheel <NUM> is conducted through gearbox <NUM>. In some embodiments, gearbox <NUM> is a helical bevel gearbox. In other embodiments, gearbox <NUM> can comprise, among other types, spur gear(s), spiral gear(s), or straight bevel gear(s). In certain embodiments, gearbox <NUM> can drive multiple wheel assemblies <NUM> at once. In other or the same embodiments, gearbox <NUM> can include a differential.

In some embodiments, gearbox <NUM> transfers the power through a <NUM>-degree change in direction. In certain embodiments, gearbox <NUM> can have several gearing ratios to increase the efficiency of motorized trolley assemblies <NUM>. In some embodiments, gearboxes <NUM> and/or motors <NUM> are configured to bolt-on to motorized trolley assemblies <NUM> for ease of replacement.

Various parts of the FMCC <NUM>, including the side plates and cross beam connector <NUM> of motorized trolley assemblies <NUM> and body <NUM> can be constructed from various materials including steel plating. Exposed steel can be coated to slow or prevent corrosion and/or rusting. Various parts of the FMCC <NUM>, including the side plates and cross beams <NUM> of motorized trolley assemblies <NUM> and body <NUM> can be constructed from various standard structural shapes.

Load wheel assemblies <NUM> can include a shaft and bearing design. In some embodiments, the shaft and bearings are made of high-grade premium alloys. In some embodiments, load wheels <NUM> can be attached to a high-grade premium alloy normalized steel shaft which is press fitted into a cylindrical roller bearing assembly. Load wheels <NUM> can be secured to the shaft via a carbon steel end cap fastened with tapered head machine screws.

In certain embodiments, the cylindrical roller bearing assembly includes high speed roller bearings at each end fitted into a bearing support tube. The support tube can have carbon steel walls with end covers that are fastened at both ends via machine screws.

The friction surface of load wheel <NUM> can be made of a variety of materials depending on the properties desired. For example, for high demand applications load wheel <NUM> can be made of, among other things, flame hardened forged carbon steel. In situations where noise reduction is desired, load wheels <NUM> can be a special steel alloy and/or have partial and/or complete coatings of natural and/or synthetic rubber(s)/polymer(s). In some embodiments, partial coatings can resemble tires. Load wheels can be coated with polyurethane. In some embodiments, load wheels <NUM> are pneumatic tires.

In some embodiments, FMCC <NUM> can utilize direct positive mechanical engagement or external assist for inclines and declines, via cables/ropes, gears, or chains drives when above <NUM>% grade. In some embodiments, FMCC <NUM> can climb grades over <NUM>%.

In some embodiments, load wheel <NUM> has an outside diameter of essentially <NUM>, although other sizes can be used as well.

In certain embodiments, load wheels <NUM> are configured to be easily removed from motorized trolley assembly <NUM> for maintenance and/or replacement. In some embodiments, this is accomplished via a bolt-on retaining flange.

In some embodiments, motorized trolley assemblies <NUM> have various guide wheels configured to keep load wheels <NUM> in an optimum, or at least improved, alignment with track <NUM>. Guide wheels can be coated with, among other things, rubber and/or polyurethane. In some embodiments, guide wheels can be pneumatic tires. In the embodiment shown, top guide wheels <NUM> and bottom guide wheels <NUM> keep FMCC <NUM> aligned to track <NUM>. Anti-tilt wheels <NUM> keep motorized trolley assembly <NUM>, and therefore FMCC <NUM> as a whole, from tilting horizontally when load-shifting occurs.

In some embodiments, wheel clean-sweep plates <NUM> are mounted on either or both sides of some, if not all, load wheel assemblies <NUM> and provide for continuous removal of obstructions or debris that can accumulate on rail <NUM>. In some embodiments, wheel clean-sweep plate <NUM> as a whole, or just the portion that moves over rail <NUM>, can be made of a replaceable and serviceable high-density, synthetic material to remove obstructions. In some embodiments, wheel clean-sweep plate <NUM> is made of a steel plate. In some embodiments, wheel clean-sweep plate <NUM> can incorporate non-adhesive properties that allow for improved discharge of debris collected on a face of wheel clean-sweep plate <NUM>.

In some embodiments, motor(s) <NUM>, particularly electric motors <NUM>, can receive power-feed from power supply buss(es) installed along the main track. In certain embodiments, these power buss(es) can have corresponding and aligned power pick-up shoes on each motorized trolley assembly <NUM> for power transfer into the motors and/or for feeding regenerated power back into the system during deceleration, braking and track decline sections.

Body <NUM> is connected to motorized trolley assemblies <NUM>. In some embodiments, body <NUM> is connected to motorized trolley assemblies <NUM> via king pin(s) <NUM> (see <FIG>) and bracket <NUM>. This configuration allows for easy replacement of motorized trolley assemblies <NUM>.

Kingpin(s) <NUM> can include a ball swivel top flange, designed with a thrust bearing, configured for descending through from the top, and out the bottom, of bracket <NUM>. Kingpins <NUM> can rotate within the allotted passageway and can have the ability to absorb vertical and lateral forces. In some embodiments, the lower end of kingpins <NUM> can have full-circle, eyelet-designed bracket through which a secondary pin is placed, thus joining it with the top of body <NUM>. This configuration allows the system to be readily hooked and unhooked for service and maintenance.

In other embodiments, body <NUM> is directly connected to motorized trolley assemblies <NUM>. This direct connection can be accomplished by, among other things, a steel universal joint, a steel eyelet-to-eyelet, or a steel hook-to-eyelet connection.

First bumper <NUM> and second bumper <NUM> are attached to body <NUM>. In some embodiments, first bumper <NUM> and second bumper <NUM> are symmetrically designed since FMCC <NUM> can operate bi-directionally. Bumper assemblies can be made of, among other things, spiral spring-loaded tubes with rubber externals or a similar shock absorbing material such as, but not limited, to leaf-springs or gas shock absorbers. In certain embodiments, first bumper <NUM> and second bumper <NUM> are configured so that containers being carried by separate FMCCs <NUM> cannot, or are at least less likely to, hit each other. First bumper <NUM> and second bumper <NUM> also help reduce, if not eliminate, damage caused by collisions between multiple FMCCs <NUM> and/or external objects.

The spacing created by first bumper <NUM> and second bumper <NUM>, can also aid in maintaining safety-rated weight distribution on over-head track <NUM> and support structure when FMCC <NUM> are in an accumulated state.

In certain embodiments, bumpers <NUM>/<NUM> are attached to body <NUM> by a telescoping mechanism so their length from the center of body <NUM> can be adjusted depending on the length of container <NUM>.

Body <NUM> can have various extruding end beams <NUM> with container engagement devices <NUM> configured to interact with container <NUM>. In some, if not most embodiments, end beams <NUM> are fixed relative to each other and are not readily moved.

In some embodiments, FMCC <NUM> has multiple end beams <NUM> that are positioned in such a way that container engagement devices <NUM> on FMCC <NUM> can interact with various sized containers <NUM> without having to have end beams <NUM> repositioned. For example, in the embodiment shown in <FIG>, the four exterior end beams <NUM> are configured to interact with container <NUM> of a first length (for example <NUM> feet). The same FMCC of <FIG> could also interact with a second container (not shown) with a second length (for example <NUM> feet), via the four interior end beams <NUM>. In some embodiments, a container of a third length (for example <NUM> feet) can interact with two interior beams <NUM> and two exterior beams <NUM>.

This use of multiple fixed end beams <NUM> and their corresponding container engagement devices <NUM> allows a single FMCC <NUM> to be used with containers <NUM> of various lengths, without having to adjust its features, either manually or electronically. Often the length of container <NUM> is one of a few standard sizes.

These versatile FMCCs <NUM> lead to less down time in which the spacing of container engagement devices <NUM> would have to be reconfigured, and/or fewer movable parts which are more likely to break than fixed beams.

Although <FIG> only shows four end beams <NUM>, FMCCs <NUM> can have various numbers of end beams and as a result, a single FMCC <NUM> can be configured to work with a large number of containers. In some embodiments, such as the embodiment shown, end beams <NUM> have container engagement devices <NUM> located on each end. In other embodiments, end beams <NUM> terminate at body <NUM> and have only one container engagement device <NUM> per each end beam <NUM>.

In some embodiments, container engagement devices <NUM> are twist locks that connect directly to shipping containers <NUM> using the industry standardized four-corner pin locking system. In some embodiments, container engagement devices <NUM> are rotated electronically with dedicated electric motors. In some embodiments, a pair of container engagement devices <NUM> are turned with a linkage assembly powered by a single motor. In some embodiments, container engagement device <NUM> rotation can be driven by electric-driven linear actuators.

In certain embodiments, various armatures are attached to body <NUM>, such that the same FMCC <NUM> can be used with containers of various sizes. In some embodiments, the armatures are configured to coordinate with shipping containers <NUM> of various lengths including, but not limited to <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) and/or <NUM> feet (<NUM> meters).

In some embodiments, a single FMCC <NUM> is configured to work with multiple sized shipping containers <NUM>.

In some embodiments, FMCC <NUM> is configured to work under various external forces including, but not limited to, temperatures ranging from -<NUM> degrees Celsius to <NUM> degrees Celsius, wind gusts up to <NUM> kilometers per hour, rain, sleet, hail, and/or snow.

<FIG> is an isometric view of fixed motorized container carrier <NUM> on track <NUM> with shipping container <NUM>. Fixed motorized container carrier <NUM> also includes electronic controls <NUM>. Electronic controls <NUM> can be powered through a shoe and buss system, such as the one discussed earlier. In some embodiments, electronic controls <NUM> include controls and power units. In some embodiments, the controls monitor and manage information from the sensor(s) located on the FMCC <NUM>.

In some embodiments, shipping container <NUM> is a shipping container. In some embodiments, the length of shipping container <NUM> is a standard size such as, but not limited to, <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) or <NUM> feet (<NUM> meters).

In some embodiments, track <NUM> is a monorail, separate from the support structure (steel or otherwise). In other or the same embodiments, track <NUM> is integrated with the structure (steel or otherwise).

Although this device has been described as being used with intermodal shipping containers, it can also be employed in other settings such as transporting passenger cars from ferries.

Motorized Adjustable Container Carrier (MACC) <NUM> is shown in <FIG>. MACC <NUM> is designed to provide automatic, hands free adjustment of its own effective frame size to suit the pickup of variously sized shipping containers.

<FIG> is an isometric view of MACC <NUM>. Motorized adjustable container carrier (MACC) <NUM> includes motorized trolley assemblies <NUM>, body <NUM>, and bumpers <NUM>. Motorized adjustable container carrier (MACC) <NUM> can include, among other things, container engagement devices <NUM> (which are twist locks in some embodiments) mounted on end beams <NUM>.

Motorized trolley assemblies <NUM> include motor(s) <NUM>, gearboxes <NUM>. Motorized trolley assemblies <NUM> can include, among other things, wheel clean-sweep plate(s) <NUM>, load wheel assemblies <NUM>, king pin(s) <NUM>, top guide wheel(s) <NUM>, bottom guide wheel(s) <NUM> and anti-tilt guide wheel(s) <NUM>.

Motorized trolley assemblies <NUM> are self-propelled. Motorized trolley assemblies <NUM> are configured to move MACC <NUM> along rail on overhead track <NUM> (see <FIG>). In some embodiments, track <NUM> is a monorail. In some embodiments, motorized trolley assemblies <NUM> can operate in both directions. In some embodiments, track <NUM> is flanged.

In some embodiments, track <NUM> is an "inverted-u" enclosed type track. In at least some of these embodiments, wheels <NUM> are at least partially enclosed in track <NUM>. In some embodiments, track <NUM> is a patented type track.

In other embodiments, track <NUM> is a single rail track in which body <NUM> is suspended from motorized trolley assemblies <NUM> with a "c-frame structure" (not shown) that wraps around track <NUM> and connects to at least one motorized trolley assembly <NUM> located on the upper side of track <NUM>. Track <NUM> can be made up of, but is not limited to, steel beams and/or reinforced concrete beams.

In one embodiment, MACC <NUM> has one motorized trolley assembly <NUM>. In some embodiments, MACC <NUM> can have a plurality of motorized trolley assemblies <NUM>. In the embodiments shown in <FIG>, MACC <NUM> has two motorized trolley assemblies <NUM> each with four load wheel assemblies <NUM>. In some embodiments, each motorized trolley assembly <NUM> has two load wheel assemblies <NUM>. In yet another embodiment, MACC <NUM> has three motorized trolley assemblies <NUM>. In some embodiments, motorized trolley assemblies <NUM> of MACC <NUM> are redundant in nature, meaning that if one or more motorized trolley assemblies <NUM> fail, MACC <NUM> can still function.

Load wheel assemblies <NUM> can be configured to operate with attached gearbox(es) <NUM> and motor(s) <NUM> (driven wheels).

<FIG> shows MACC <NUM> with two four-wheel trolley assemblies <NUM>, each with two free wheels and two driven wheels. In other embodiments, trolley assemblies <NUM> can have two wheels. In some embodiments, the driven wheel design is redundant in nature, meaning that if one or more of motors <NUM> or gearboxes <NUM> fail, MACC <NUM> can still travel along track <NUM>, as long as one gearbox-motor set remains functional.

In some embodiments, motorized trolley assemblies <NUM> are activated based on the power requirements of MACC <NUM>. For example, when little power is needed, such as when MACC <NUM> is not carrying a container, only one assembly <NUM> may be activated. In instances when more power is required, such as when MACC <NUM> is carrying a heavy container, multiple assemblies <NUM> can be activated. This configuration saves both energy and wear on motorized trolley assemblies <NUM>.

In some embodiments, motor(s) <NUM> and/or gearbox(es) <NUM> of motorized trolley assemblies <NUM> are synchronized, meaning they maintain appropriate synchronized speed (wheel rpm) for straights and turns. In some embodiments, this is done via variable frequency drive control systems.

The horsepower and/or motor count of motorized trolley assemblies <NUM> can be configured based on the specific needs of the environment MACC <NUM> is to be deployed. In some embodiments, such as the ones shown in <FIG>, two motors <NUM> are used on each motorized trolley assembly <NUM>.

Motorized trolley assemblies <NUM> can drive load wheel assemblies <NUM> and corresponding connection-flange points for various-sized motors <NUM>. Motor(s) <NUM> can be selected to induce various accelerations and/or maintain velocities. In some embodiments, MACC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). In some embodiments, MACC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). Motor(s) <NUM> can be configured based on the specific needs of the environment MACC <NUM> is to be deployed.

In some embodiments, motor(s) <NUM> is/are electric motors such as AC and/or DC electric motors. In other or the same embodiments, motor(s) <NUM> can be, among other things, heat engines (including combustion engines) and/or physically powered motors. In some embodiments, multiple types of motors <NUM> are present on a single MACC <NUM>.

When motors <NUM> are electric, MACC <NUM> has the added benefit of reducing pollution caused by the burning of fossil fuels.

In some embodiments, motor(s) <NUM> are mounted vertically to create a narrow profile. The power transfer from motor shaft to wheel <NUM> is conducted through gearbox <NUM>. In some embodiments, gearbox <NUM> is a helical bevel gearbox. In other embodiments, gearbox <NUM> can include, among other types, spur gear(s), spiral gear(s), or straight bevel gear(s). In certain embodiments, gearbox <NUM> can drive multiple wheels <NUM> at once. In other or the same embodiments, gearbox <NUM> can include a differential.

Various parts of MACC <NUM>, including the side plates and cross beam connector <NUM> of motorized trolley assemblies <NUM> and body <NUM> can be constructed from various materials including steel plating. Exposed steel can be coated for anti-corrosion and anti-rusting. Various parts of MACC <NUM>, including the side plates and cross beam connector <NUM> of motorized trolley assemblies <NUM> and body <NUM> can be constructed from various standard structural shapes.

The friction surface of load wheel <NUM> can be made of a variety of materials depending on the properties desired. For example, for high demand applications the load wheel <NUM> can be made of, among other things, flame hardened forged carbon steel. In situations where noise should be minimized, or at least reduced, load wheels <NUM> can be a special steel alloy and/or have partial and/or complete coatings of natural and/or synthetic rubber(s)/polymer(s). In some embodiments, partial coatings can resemble tires. Load wheels can be coated with polyurethane. In some embodiments, load wheels <NUM> are pneumatic tires.

In some embodiments, MACC <NUM> can utilize direct positive mechanical engagement or external assist for inclines and declines, via cables/ropes, gears, or chains drives when above <NUM>% grade. In some embodiments, MACC <NUM> can climb grades over <NUM>%.

In some embodiments, motorized trolley assemblies <NUM> has various guide wheels configured to keep load wheels <NUM> in an optimum, or at least improved, alignment with track <NUM>. Guide wheels can be coated with, among other things, rubber and/or polyurethane. In some embodiments, guide wheels can be pneumatic tires. In the embodiment shown, top guide wheels <NUM> and bottom guide wheels <NUM> keep MACC <NUM> aligned to track <NUM>. Anti-tilt wheels <NUM> keep motorized trolley assembly <NUM>, and therefore MACC <NUM> as a whole, from tilting horizontally when load-shifting occurs.

In some embodiments, wheel clean-sweep plates <NUM> are mounted on either or both sides of MACC <NUM> of some, if not all, load wheels assemblies <NUM> and provide for continuous removal of obstructions or debris that can accumulate on rail <NUM>. In some embodiments, wheel clean-sweep plate <NUM> as a whole, or just the portion that moves over rail <NUM>, can be made of a replaceable and serviceable high-density, synthetic material to remove obstructions. In some embodiments, wheel clean-sweep plate <NUM> is made of a steel plate. In some embodiments, wheel clean-sweep plate <NUM> can incorporate non-adhesive properties that allow for improved discharge of debris collecting on the face of wheel clean-sweep plate <NUM>.

Body <NUM> is connected to motorized trolley assemblies <NUM>. In some embodiments, body <NUM> is connected to motorized trolley assemblies <NUM> via kingpin(s) <NUM> (see <FIG>) and cross beam connector <NUM>. This configuration allows for easy replacement of motorized trolley assemblies <NUM>.

Kingpin(s) <NUM> can include a ball swivel top flange, designed with a thrust bearing, configured for descending through from the top, and out the bottom, of cross beam connector <NUM>. Kingpins <NUM> can rotate within the allotted passageway and can have the ability to absorb vertical and lateral forces. In some embodiments, the lower end of kingpins <NUM> can have a full-circle, eyelet-designed bracket through which a secondary pin is placed, thus joining it with the top of body <NUM>. This configuration allows the system to be readily hooked and unhooked for service and maintenance.

The bumpers <NUM> are attached to body <NUM>. In some embodiments, bumpers <NUM> are symmetrically designed since MACC <NUM> can operate bi-directionally. Bumper assemblies can be made of, among other things, spiral spring-loaded tubes with rubber externals or a similar shock absorbing material such as, but not limited, to leaf-springs or gas shock absorbers. In certain embodiments, bumpers <NUM> are configured so that containers being carried by separate MACC <NUM> cannot, or are at least less likely, to hit each other. Bumpers <NUM> also help reduce, if not eliminate, damage caused by collisions between multiple MACCs <NUM> and/or external objects.

The spacing created by bumpers <NUM>, can also aid in maintaining safety-rated weight distribution on over-head track <NUM> and support structure when MACCs <NUM> are in an accumulated state.

In certain embodiments, bumpers <NUM> are attached to body <NUM> by a telescoping mechanism so their length from the center of body <NUM> can be adjusted depending on the length of container <NUM>.

In some embodiments, trolleys <NUM> will move along the length of the body <NUM> to adjust for the different sizes of containers. Body <NUM> consists of tubular longitude members <NUM> that are supported by the end beams <NUM>. The end beams <NUM> holes and brackets <NUM> allow it to slide along the tubular longitude members. There is a locking pin that secures the end beam into hole <NUM> for a first position for example <NUM> ft) position and hole <NUM> for a second position (for example, <NUM> ft).

In some embodiments, the sequence of operation for configuring MACC <NUM> to move a 20ft container to a 40ft container is as follows. A first trolley <NUM> can remove the self-seating locking pin from hole <NUM> and then move out from the center and slide on the tubular longitude member <NUM> while a second trolley <NUM> is stopped. When the first trolley <NUM> reaches the appropriate position, the self-seating locking pin can be inserted in hole <NUM>. Next, the second trolley removes its self-seating locking pin from hole <NUM> and moves out from the center the track and slides on tubular longitude member <NUM> while the first trolley is stopped. When the second trolley <NUM> reaches the position the self-seating locking pin will be insert in hole <NUM>.

In some embodiments, tubular longitude members <NUM> are round tubes. In other embodiments, tubular longitude members <NUM> are rectangular tubes.

In some embodiments, holes can be placed in various positions along tubular longitude members <NUM> to coordinate with shipping containers <NUM> of various lengths including, but not limited to <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) and/or <NUM> feet (<NUM> meters).

In some embodiments, a single MACC <NUM> is configured to work with multiple sized shipping containers <NUM>.

In some embodiments, MACC <NUM> is configured to work under various external forces including, but not limited to, temperatures ranging from -<NUM> degrees Celsius to <NUM> degrees Celsius, wind gusts up to <NUM> kilometers per hour, rain, sleet, hail, and/or snow.

<FIG> is an isometric view of motorized adjustable container carrier <NUM> on track <NUM> with shipping container <NUM>. Motorized adjustable container carrier <NUM> also includes electronic controls <NUM>. Electronic controls <NUM> can be powered through a shoe and buss system. In some embodiments, electronic controls <NUM> includes controls and power units. In some embodiments, the controls monitor and manage information from the sensor(s) located on MACC <NUM>.

In some embodiments, the length of shipping container <NUM> is a standard size such as, but not limited to, <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) or <NUM> feet (<NUM> meters).

Motorized Trolley Container Carriers (MTCC) <NUM> is a container moving device, designed to provide automatic, hands free adjustment of its own positions to suit the pick-up of variously sized shipping containers. Motorized Trolley Container Carrier (MTCC) <NUM> can included, among other things, motorized trolley assemblies <NUM> and container engagement devices <NUM> (which are twist locks in some embodiments) mounted on end beams <NUM>.

Motorized trolley assemblies can include, among other things, wheel clean-sweep plate(s) <NUM>, motor(s) <NUM>, gearboxes <NUM>, load wheel assemblies <NUM>, king pin(s) <NUM>, top guide wheel(s) <NUM>, bottom guide wheel(s) <NUM> and anti-tilt guide wheel(s) <NUM>.

Motorized trolley assemblies <NUM> can be self-propelled. Motorized trolley assemblies <NUM> are configured to move MTCC <NUM> along rail on overhead track <NUM> (see <FIG>). In some embodiments, track <NUM> is a monorail. In some embodiments, motorized trolley assemblies <NUM> can operate in both directions. In some embodiments, track <NUM> is flanged.

In some embodiments, track <NUM> is an "inverted-u" enclosed type track. In at least some of these embodiments, wheels <NUM> are at least partially enclosed in track <NUM>.

In some embodiments, track <NUM> is a patented type track.

In other embodiments, track <NUM> is a single rail track in which body is suspended from motorized trolley assemblies <NUM> with a "c-frame structure" (not shown) that wraps around track <NUM> and connects to at least one motorized trolley assembly <NUM> located on the upper side of track <NUM>. Track <NUM> can be made up of, but is not limited to, steel beams and/or reinforced concrete beams.

In some embodiments, MTCC <NUM> can have a plurality of motorized trolley assemblies <NUM>. In the embodiment shown in <FIG>, MTCC <NUM> has two motorized trolley assemblies <NUM> each with four load wheel assemblies <NUM>. In some embodiments, each motorized trolley assemblies <NUM> has two load wheel assemblies <NUM>. In yet another embodiment, MTCC <NUM> has three motorized trolley assemblies <NUM>. In some embodiments, motorized trolley assemblies <NUM> of MTCC <NUM> are redundant in nature, meaning that if one or more motorized trolley assemblies <NUM> fail, MTCC <NUM> can still function.

<FIG> show MTCC <NUM> with two four-wheel trolley assemblies <NUM>, each with two free wheels and two driven wheels. In other embodiments, trolley assemblies <NUM> can have two wheels. The driven wheel design is redundant in nature, meaning that if one or more of motors <NUM> or gearboxes <NUM> fail, MTCC <NUM> can still travel along track <NUM>, as long as one gearbox-motor set remains functional.

In some embodiments, motorized trolley assemblies <NUM> are activated based on the power requirements of MTCC <NUM>. For example, when little power is needed, such as when MTCC <NUM> is not carrying a container, only one assembly <NUM> may be activated. In instances when more power is required, such as when MTCC <NUM> is carrying a heavy container, multiple assemblies <NUM> may be activated. This configuration saves both energy and wear on motorized trolley assemblies <NUM>.

The horsepower and/or motor count of motorized trolley assemblies <NUM> can be configured based on the specific needs of the environment MTCC <NUM> is to be deployed. In some embodiments, such as the ones shown in <FIG>, two motors <NUM> are used on each motorized trolley assembly <NUM>.

Motorized trolley assemblies <NUM> can drive load wheel assemblies <NUM> and corresponding connection-flange points for various-sized motors <NUM>. Motor(s) <NUM> can be selected to induce various accelerations and/or maintain velocities. In some embodiments, MTCC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). In some embodiments, MTCC <NUM> can reach speeds exceeding <NUM> kilometers per hour and move containers weighing up to <NUM>,<NUM> lbs. (<NUM>,<NUM>). Motor(s) <NUM> can be configured based on the specific needs of the environment MTCC <NUM> is to be deployed.

In some embodiments, motor(s) <NUM> is/are electric motors such as AC and/or DC electric motors. In other or the same embodiments, motor(s) <NUM> can be, among other things, heat engines (including combustion engines) and/or physically powered motors. In some embodiments, multiple types of motors <NUM> are present on a single MTCC <NUM>.

When motors <NUM> are electric, MTCC <NUM> has the added benefit of reducing pollution caused by the burning of fossil fuels.

In some embodiments, motor(s) <NUM> are mounted vertically to create a narrow profile. In certain embodiments, the power transfer from motor shaft to wheel <NUM> is conducted through gearbox <NUM>. In some embodiments, gearbox <NUM> is a helical bevel gearbox. In other embodiments, gearbox <NUM> can comprise, among other types, spur gear(s), spiral gear(s), or straight bevel gear(s). In certain embodiments, gearbox <NUM> can drive multiple wheels <NUM> at once. In other or the same embodiments, gearbox <NUM> can include a differential.

Various parts of MTCC <NUM>, including the side plates and cross beam connectors <NUM> of motorized trolley assemblies <NUM> can be constructed from various materials including steel plating. Exposed steel can be coated for anti-corrosion and anti-rusting. Various parts of MTCC <NUM>, including the side plates and cross beam connectors <NUM> of motorized trolley assemblies <NUM> can be constructed from various standard structural shapes.

In some embodiments, MTCC <NUM> can utilize direct positive mechanical engagement or external assist for inclines and declines, via cables/ropes, gears, or chains drives when above1 percent grade. In some embodiments, MTCC <NUM> can climb grades over <NUM>%.

In some embodiments, motorized trolley assemblies <NUM> has various guide wheels configured to keep load wheels <NUM> in an optimum, or at least improved, alignment with track <NUM>. Guide wheels can be coated with, among other things, rubber and/or polyurethane. In some embodiments, guide wheels can be pneumatic tires. In the embodiment shown, top guide wheels <NUM> and bottom guide wheels <NUM> keep MTCC <NUM> aligned to track <NUM>. Anti-tilt wheels <NUM> keep motorized trolley assembly <NUM>, and therefore MTCC <NUM> as a whole, from tilting horizontally when load-shifting occurs.

In some embodiments, wheel clean-sweep plates <NUM> are mounted on either or both sides of MTCC <NUM> of some, if not all, load wheel assemblies <NUM> and provide for continuous removal of obstructions or debris that can accumulate on rail <NUM>. In some embodiments, wheel clean-sweep plate <NUM> as a whole, or just the portion that moves over rail <NUM>, can be made of a replaceable and serviceable high-density, synthetic material to remove obstructions. In some embodiments, wheel clean-sweep plate <NUM> is made of a steel plate. In some embodiments, wheel clean-sweep plate <NUM> can incorporate non-adhesive properties that allow for improved discharge of debris collecting on the face of wheel clean-sweep plate <NUM>.

Kingpin(s) <NUM> can include a ball swivel top flange, designed with a thrust bearing, configured for descending through from the top, and out the bottom, of cross beam connector <NUM>. Kingpins <NUM> can rotate within the allotted passageway and can have the ability to absorb vertical and lateral forces. In some embodiments, the lower end of kingpins <NUM> can have full-circle, eyelet-designed bracket through which a secondary pin is placed, thus joining it with the top of end beam <NUM>. This configuration allows the system to be readily hooked and unhooked for service and maintenance.

In other embodiments, end beam <NUM> is directly connected to motorized trolley assemblies <NUM>. This direct connection can be accomplished by, among other things, a steel universal joint, a steel eyelet-to-eyelet, or a steel hook-to-eyelet connection.

In some embodiments, bumpers are attached to trolley <NUM>. In some embodiments, bumpers are symmetrically designed since MTCC <NUM> can operate bi-directionally. Bumper assemblies can be made of, among other things, spiral spring-loaded tubes with rubber externals or a similar shock absorbing material such as, but not limited, to leaf-springs or gas shock absorbers. In certain embodiments, bumpers are configured so that containers being carried by separate MTCC <NUM> cannot, or are at least less likely, to hit each other. Bumpers also help reduce, if not eliminate, damage caused by collisions between multiple MTCC <NUM> and/or external objects.

The spacing created by bumpers, can also aid in maintaining safety-rated weight distribution on over-head track <NUM> and support structure when MTCC <NUM> are in an accumulated state.

In some embodiments, trolleys <NUM> will move along the length of the track <NUM> to adjust for the different size of containers.

In some embodiments, the sequence of operation for changing the MTCC <NUM> from being arranged to move a container of a first length (for example, <NUM> ft) to a container of a second length (for example <NUM> ft) is as follows. Each of two trolleys <NUM> will move out from the center. When trolleys <NUM> reach a proper distance, each trolley <NUM> will stop.

In some embodiments, trolleys <NUM> will move to coordinate with shipping containers <NUM> of various lengths including, but not limited to <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) and/or <NUM> feet (<NUM> meters).

In some embodiments, a single MTCC <NUM> is configured to work with multiple sized shipping containers <NUM>. In some embodiments, the length of shipping container <NUM> is a standard size such as, but not limited to, <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters), <NUM> feet (<NUM> meters) or <NUM> feet (<NUM> meters).

In some embodiments, MTCC <NUM> is configured to work under various external forces including, but not limited to, temperatures ranging from -<NUM> degrees Celsius to <NUM> degrees Celsius, wind gusts up to <NUM> kilometers per hour, rain, sleet, hail, and/or snow.

<FIG> is a side view of motorized trolley container carrier <NUM> on track <NUM> with 40ft shipping container <NUM>.

<FIG> is a side view of motorized trolley container carrier <NUM> on track <NUM> with 20ft shipping container <NUM>.

Motorized trolley container carrier <NUM> also includes electronic controls. Electronic controls can be powered through a shoe and buss system, such as the one discussed earlier. In some embodiments, electronic controls include controls and power units. In some embodiments, the controls monitor and manage information from the sensor(s) located on the MTCC <NUM>.

Claim 1:
A fixed or adjustable motorized container carrier for transporting a shipping container on a suspended overhead track (<NUM>) having a first rail and a second rail (<NUM>), where said first rail and said second rail are spaced apart, parallel, and extend longitudinally along the suspended overhead track, the fixed or adjustable motorized container carrier comprising:
(a) a first trolley assembly and a second trolley assembly (<NUM> or <NUM>) able to be mounted on said first rail and said second rail (<NUM>), each of said first trolley assembly and said second trolley assembly comprising:
(i) a support frame structure having a first section comprising a first interior frame spaced apart from a first exterior frame, a second section comprising a second interior frame spaced apart from a second exterior frame, and a crossbeam (<NUM> or <NUM>) interconnecting said first and second sections;
(ii) a first pair of load wheels and second pair of load wheels (<NUM> or <NUM>) engaging said first rail and said second rail, respectively, said first pair of load wheels mounted and extending laterally inwardly within said first section of said support frame structure, said second pair of load wheels mounted and extending laterally inwardly within said second section of said support frame structure;
(iii) first and second motor/gearbox sets (<NUM>, <NUM> or <NUM>, <NUM>) mounted on said support frame structure, said first and second motor/gearbox sets when actuated inducing rotation of said first pair of load wheels and said second pair of load wheels along said first rail and said second rail, respectively; and
(iv) a rotatable coupling (<NUM> or <NUM>) extending downwardly from said crossbeam; and
(b) a carrier body (<NUM> or <NUM>) comprising
(i) a first bumper and a second bumper (<NUM>, <NUM> or <NUM>) extending longitudinally outwardly from oppositely disposed outer ends of said carrier body (<NUM> or <NUM>);
wherein said carrier body is suspended from each trolley assembly by said rotatable coupling.