MXPA01007189A - Load bearing material handling system having pneumatic and electrical delivery capabilities - Google Patents

Abstract

A load bearing material handling system including a rail (44, 46, 48) having a hanger portion (70), a body portion (74) defining a conduit (98) extending for at least a portion of the length of the rail and a flange portion (72) adapted to movably support a trolley (200, 400) thereupon. The flange portion includes at least one runway surface (86) and at least one kick up surface (90) disposed in spaced relationship with respect to the runway surface so as to define a mounting surface (87) disposed therebetween and which is adapted to support an electrical bus (304) along at least a portion of the length of the rail. Therail supports a pneumatic trolley (200, 400) having a pair of opposed frame members (202) and a housing (204) extending therebetween and which is adapted to supply air to a pneumatically actuated tool (236) which is movably supported by the trolley along the rail. The rail may also support a load bearing trolley (600) as shown in the Figure.

Description

MATERIAL HANDLING SYSTEM WITH LOAD SUPPORT THAT HAS PNEUMATIC AND ELECTRIC SUPPLY CAPACITY DESCRIPTION OF THE INVENTION This application claims the benefit of US Provisional Application Serial No. 60 / 116,050, filed on January 14, 1999. The present invention relates, generally, to material handling systems, and more specifically to systems of handling of materials that have pneumatic, electrical capacities as well as load support. Industrial environments including, for example, light and heavy manufacturing, regular distribution and sales of various industrial equipment and components typically involve pneumatically and / or electrically driven equipment as well as material handling applications. Among other things, industrial environments of this type 'generally include a source of pneumatic power, also known as "factory air" typically used to operate pneumatic equipment, an electric power source used to operate electrical equipment and material handling systems such as cranes and rails that have trucks to support equipment and movement material around the factory or plant. In the related art, pneumatic power is often supplied to the factory by ducts of steel called "black tubes". The black tube typically rises above the factory and crisscrosses the plant. A plurality of branch lines are attached to the black tube and provide ½ "of ID air to pneumatically driven tools and other equipment through the factory, however, the pneumatic power supply systems employed in the related art suffer from several disadvantages. For example, the air flowing through the black tube usually includes moisture that often condenses in the pipe resulting in rust and corrosion, due in part to this corrosion, the black steel pipe and many spreading lines. of it, sometimes leak, often resulting in thousands of dollars of energy loss in certain industrial environments.Where many pneumatically operated tools or other equipment are used, a given factory may be disturbed by a spaghetti-like arrangement of derivative lines and connections to derive lines hanging on the ceiling all providing factory air to the tools This is due, in part, to the fact that pneumatic tools in general do not easily move from the workstation to another workstation without disconnecting the tool from a derived line and reconnecting it to another. This situation contributes to a multiplicity of derived lines and pneumatic tools required to perform properly the given tasks. Where aerial material handling systems are used, the plant environment is further disturbed. Electric power is supplied through the factory in a number of ways. The electrical outputs are strategically placed through the plant. Power cables and voltage keys are used to connect several electrically operated tools and equipment to these outputs. But, where a number of electrically operated tools 10 are used, the power cables and the voltage cables extend the corridor distances and the work areas creating safety risks and to a lesser degree than the ergonomic work environments. . Attempts have been made to simplify these conditions in the related art. It has therefore been proposed to provide a pneumatic conduit including a branch line capable of detachably coupling to the conduit and movable relative to the conduit to provide greater flexibility and ease of mobility relative to the supply pressure to the equipment. pneumatically operated. U.S. Patent No. 4,296,774 issued October 27, 1981; U.S. Patent No. 4,296,775 issued October 27, 1981; U.S. Patent No. 4, 375, 822 'issued March 8, 1983; 25 and North American Patent No. 4,424,827 issued on 10 January 1984 all to Kagi et al. , each one describes examples of said devices. In principle, while the devices described in the patents identified above provide operational environments over the prior art, some disadvantages remain. For example, the devices described in the Kagi et al. , do not help in the supply of electrical power in any given application. In addition, mobile bypass lines are limited in their pneumatic capacity. Additionally, while tools and other lightweight components can be cut in the pneumatic duct, the devices described by Kagi et al., Are generally not adapted for use in material handling applications. Accordingly, there remains a need in the art for a load support material handling system that includes integrated pneumatic and electric power source capabilities. The present invention solves the disadvantages of the related art in a load-bearing material handling system that includes a pneumatic truck and a load-bearing truck, which can be supported on a bridge and platform system and / or a rail of tool that has both pneumatic and electrical power supply capabilities. The bridge rail, the platform rail and the tool rail have essentially the same structure and only vary in size depending on the desired load capacity for the rail. Each rail includes a suspension bar portion by which the rail supports a beam I on a work area track or some other structure. In addition, each rail has a portion of the shoe by which the trucks are supported for straight movement thereon. Finally, each lane has a body portion. The body forms a conduit through which pressurized air is supplied to the pneumatically operated tools. The rails and trucks also have the ability to supply electrical power to the electrically operated tools that are operatively connected to the trucks. More specifically, the shoe portion includes at least one platform surface extending at least a portion of the length of the rail and laterally outwardly with respect to the body. In addition, the shoe portion includes at least one recoil surface extending at least a portion of the length of the rail and arranged in spaced relationship with respect to the platform surface to define a mounting surface located therebetween. The mounting surface is adapted to support an electrical conductive bar along at least a portion of the length of the rail.

In addition, the material handling system of the present invention also includes splice connectors that are located between the adjacent sequential ones of a plurality of rail segments that are coupled together to define the rail. The splice connectors include a sealing portion corresponding in shape to the configuration of the conduit defined by the body and which is adapted to be clamped between adjacent ones of the rail segments. The splice connector also includes a sealing portion that extends from the sealing portion in the direction of the conduit and that is adapted to be arranged in sealing engagement with the inner diameter of the conduit to maintain an air-tight seal between the rail segments. adjacent. The load support material handling system of the present invention also includes a pneumatic truck. The pneumatic truck includes a pair of opposed structure members and a housing extending therebetween and adapted to supply pressurized air to a pneumatically actuated tool that is movably supported by the truck along the rail. Each of the pair of opposing structure members includes at least one truck wheel that is adapted for rolling contact with a platform surface on the rail and at least one safety tab projecting over the plane of the platform surface to prevent the truck from being disconnected from the rail inadvertently. In this way, the pneumatic power can be supplied cleanly and efficiently to the associated tools using mobile pneumatic trucks that have the ability to couple and uncouple the supported rail valves at separate intervals within the rail conduit. The rails do not corrode like the black tube of the prior art. In this way, leaks due to corrosion are eliminated, significantly reducing the associated energy losses. Disrupted work environments are also eliminated due to the spaghetti-like disposition of the derived lines, hoses and connectors to derive the lines as the related technique. These results are achieved in a pneumatic rail and wheelbarrow systems that provide sufficient air flow and the necessary pressure to operate the pneumatic tools. In addition, electric power can also be supplied to power tools as the truck moves along the rail. This feature greatly reduces the need for power cables and extension cords that typically extend the corridor distances and work areas in the art. The load-bearing truck shares certain common characteristics described with respect to the Previous pneumatic forklift. However, the load-bearing truck is specifically adapted to carry relatively heavy loads. More specifically, the load-bearing truck includes a pair of opposing structure members that are arranged relative to each other to form opposite sides. Each structure member has a matching surface which is adapted to be spliced in contact with the corresponding matching surface on the opposite side of the opposite structure member. In addition, each pair of opposing structure members includes at least one truck wheel that is adapted for rolling contact with the platform surface on a rail as well as at least one safety tab projecting above the plane of the surface of rail platform to prevent the truck from being inadvertently removed from the rail. The suspended load thereof may be allowed to rotate about the common axis of the opposite tabs or may be fixed to prevent any movement. The load-bearing truck thus adds an additional dimension to the material handling system of the present invention which allows it to serve to carry heavier loads along rails as well as to serve as part of a bridge system and platform BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic top view of a work environment employing the material handling system of the present invention; Figure 2 is a partial cross-sectional view of a bridge and platform system of the present invention illustrating the load-bearing truck; Figure 3A is a cross-sectional view of the straight rail segment for a rail of the present invention; Figure 3B is a cross-sectional view of another embodiment of the straight rail segment for a rail of the present invention having a load capacity higher than that of the rail shown in Figure 3A; Figure 3C is a cross-sectional view of another embodiment of the straight rail segment for a rail of the present invention having an even higher load capacity than the rails illustrated in Figures 3A-3B; Figure 3D is a cross-sectional view of the half of a curved segment of a rail embodiment of the present invention; Figure 3E is a cross-sectional view of one half of another embodiment of the curved segment of the rail of the present invention; Figure 3F is a cross-sectional view of half of another embodiment of a curved segment of the rail of the present invention; Figure 4 is an end view of a splice connector used between the adjacent rail segments of the present invention; Figure 5 is a cross-sectional side view of the splice connector taken along lines 5-5 of Figure 4; Figure 6 is an end view of an embodiment of an air coupling of the present invention; Figure 7 is a side view of the air coupling illustrated in Figure 6; Figure 8 is an end view of another embodiment of an air coupling of the present invention; Figure 9 is a side view of the air coupling illustrated in Figure 8; Figure 10 is a side view of the air coupling illustrated in Figure 9; Figure 11 is an end view of one embodiment of an end stop for a rail of the present invention; Figure 12 is a side view of the end stop illustrated in Figure 11; Figure 13 is another embodiment of an end stop of the present invention adapted for use in a half-rail application; Figure 14 is a side view of the end stop illustrated in Figure 13; Figure 15 is a side view of a suspension bar of the present invention; Figure 16 is an end view of the suspension bars illustrated in Figure 15; Figure 17 is a partial cross-sectional side view illustrating the rail valve as well as housing an embodiment of the pneumatic truck of the present invention; Figure 18 is an end view of an embodiment of the pneumatic truck of the present invention mounted on a rail; Figure 19 is a side view of an embodiment of the pneumatic truck having power supply capabilities shown on a rail; Figure 20 is an end view of the pneumatic truck having power supply capabilities mounted on a rail; Figure 21 is an end view of a material embodiment of the pneumatic truck mounted on a rail; Figure 22 is a side view in partial cross section of the alternative embodiment of the pneumatic truck illustrated in Figure 21; Figure 23 is a cross-sectional side view of the wheelhouse housing of the alternative embodiment of the pneumatic truck illustrated in Figures 21 to 22; Figure 24 is an opposite cross-sectional side view of the truck housing illustrated in Figure 23; Figure 25 is a side view in partial cross section illustrating the purge valve of the present invention; Figure 25A is a section taken substantially through lines 25A-25A of Figure 25; Figure 26 is a bottom view of the truck housing of the alternative embodiment of the pneumatic truck illustrated in Figure 21 to 24; Figure 27 is an end view of a load-bearing truck of the present invention; Figure 28 is a side view of the load carrying truck illustrated in Figure 27; Figure 29 is an opposite external view of the load support truck illustrated in Figure 27; and Figure 30 is a bottom view illustrating the arrangement of the mounting tabs of the load-bearing trucks of the present invention.

The following description of the preferred embodiments of the present invention is for purposes of illustration only, and not as a means of limitation. Those of ordinary skill in the art will appreciate that the terminology herein is used merely for descriptive purposes and that many modifications and variations of the invention are possible in the light of the teachings that follow. Referring now to Figure 1, a material handling system of the present invention is schematically represented at 40 and shown in an example of a possible work environment. As shown in this, the material handling system 40 includes a bridge system and load support platform, generally indicated at 42, as well as a pneumatic tool rail, generally indicated at 44. Both the bridge and platform system 42 and the rail 44 of tool have pneumatic power supply capabilities and may have electric power supply capabilities as described in more detail below. Additionally, it will be appreciated from the following description that the tool rail 44 may also have load bearing capabilities. In a mode 'illustrated in Figures 1 and 2, the bridge and platform system 42 includes two lanes 46 of parallel platform with a mobile bridge rail 48 suspended therebetween by load carrying 600 trolleys. The cargo support trucks schematically ^ "represented in 600 will be described in more detail below with respect to Figures 27 to 30. In addition, the bridge rail 48 can movably support the pneumatic trucks 200, 400 discussed with respect to Figures 17 to 26 as will be clear from the following description. In Figure 1, the tool rail 44 is V. shows transversely to the working environment with the work stations 54 strategically placed at separate intervals adjacent to the bridge and platform system 42 as well as the tool rail 44. For that purpose, the tool rail 44 includes a plurality of straight segments 56 and curved segments 58 which can also be supported by the floor supports, schematically represented at 60, or attached to the aerial beams I or any other support member associated freight V 20 with the structure in which the work environment can be housed. The sequential adjacent straight and / or curved segments 56, 58 are coupled together to define a continuous rail. Either the pneumatic forklifts 200, 400 or the load carrying trolleys 600 can be supported in a mobile manner along the bridge rails 48, 46, 44, platform or tool, respectively. Pneumatic trolleys 200, 400 are used to selectively provide fluid communication between a pneumatic power source through the rail to a pneumatically operated tool. The load-bearing trucks 600 are used to move the material along the rails or as a load-bearing member in a bridge or platform system. In this way, pneumatically and electrically operated tools and materials can move quickly and easily between the work stations 54. The bridge rail 48 and the platform rail 46 as well as the tool rail 44 will be discussed in more detail below together with Figures 3A to 3F. Bridge Rail, Platform Track and Pneumatic Rails The structure of bridge rail 48 and platform rail 46 as well as tool rail 44 is essentially the same as shown in Figures 3A to 3F and only varies depending on capacity load for each lane as will be described in more detail below. Accordingly, the description that follows is the same for each type of lane 44, 46, 48 identified in the foregoing. Each straight rail segment 56 is manufactured in one piece sections, or 'standard ANSI 6005T5 alloy of extruded integral anodized aluminum. Sections 58 Curved ones are also made of extruded anodized aluminum alloy 6005T5, but illustrated in Figures 3D to 3F, they are manufactured in two half pieces 62. The half pieces form the inner and outer arched rail segments that are joined together to form a segment 58 of curved rail. While the curved rail segments S8 may have electrical power supply capabilities, they do not have pneumatic supply capabilities in the embodiment described herein. However, those of ordinary skill in the art will appreciate that the curved sections 58 can be adapted to pneumatic capabilities from the description that follows. The sequential rail sections are coupled together by spliced connections, generally indicated at 64 in Figures 4 and 5, which serve to seal the joint between the adjacent rail sections in an air-tight manner as will be described in more detail below. In addition, the rails are supplied with factory air through the air couplings 66A-B (Figures 6 to 10). The air coupling 66A is adapted for use at the terminal end of a rail and therefore includes an axially disposed threaded opening 65B that can be coupled to a source of pressurized air. The air coupling 66A also includes reinforcements' 67A which receive the fasteners (not shown) used to mount the air coupling 66A to the lane. Alternatively, an air coupling 66B is adapted for use at an intermediate point of the rail and therefore includes a transversely disposed threaded opening 65B that can be coupled to a source of pressurized air. The air coupling 66B also includes reinforcements 67B receiving the fasteners (not shown) used to mount the air coupling 66B to the rail. In this way, the air couplings 66A-B are adapted to interconnect the rail with a pressure source pneumatic which will be described in more detail below. The terminal end of any rail with such open open ends is obstructed by an end stop 68A-B, examples of which are shown in Figures 11 to 14. The end stops 68A-B also serve as a seal and stop or contain the trucks 200, 400, 600 in any given lane. Referring now to Figures 3A to 3F, the rails include a suspension bar portion, generally indicated at 70, a portion of the shoe, generally indicated at 72, and a body 74 extending between them. The suspension bar portion 70 is adapted to interconnect the rail to a support structure. The suspension bar portion 70 is defined by a pair of separate hooks 76 extending upwards in relation to the body 74 and inwards in arched form towards another of the terminal ends 78 of the hooks 76 to present a space 80 therebetween. The hooks 76 are adapted to couple a plurality of inverted Y-shaped orifices 82 shown in Figures 15 and 16 attached to the connection 84. The orifices 82 extend through the space 80 between the opposing hooks 38. The orifices 82 are suspended by the connection 84 of the I-beams, wheelbarrows or other load bearing members associated with the structure in which the work area is housed. In this way, the lanes can be suspended above the work area. The shoe portion 72 is located opposite the suspension bar portion 70 and serves to movably support any pneumatic truck 200, 400 or load-bearing trucks 600 as they are rolled along the rails. The shoe portion 72 includes at least one platform surface 86 extending at least a portion of the length of the rail and outwardly lateral to the body 74. At least one return surface 90 extends for at least a portion of the length of the rail. a portion of the length of the rail is placed in separate relation with respect to the platform surface 86 to define a mounting surface 87 located therebetween. The mounting surface 87 is adapted to support an electrical conductive bar along at least one portion of the length of the rail as will be described in more detail below with respect to Figure 20. The shoe portion 72 further includes at least one guide roller surface 88 disposed between the surface 86 and the return surface 90 and extending over at least a portion of the length of the rail. More specifically, in the preferred embodiment, the shoe portion 72 defines a pair of parallel platform surfaces 86 that extend along the length longitudinally of the rail and laterally outward relative to the opposite sides of the body 74. The pair of platform surfaces 86 are incorporated in arcuate shaped guide roller surfaces 88 that also extend parallel to each other along the axis axial longitudinal of the rails. Each pair of guide roller surfaces 88 is incorporated in an inwardly extending return surface 90, which extends substantially parallel to, but is separated from the running surface 86 to define a pair of surfaces. 87 mounting. The guide roller surface 88 is engaged by the guide rollers and the return surface 90 which can be engaged by the retraction rollers on the trolleys as will be described below. The body 74 of the rail is defined by a pair of separate side walls 92, a top wall 94, and a lower wall 96 Together these walls 92, 94, 96 form a channel or conduit 98 that extends over at least a portion of the length of the rails and that expands the adjacent sequential ones of the rail segments 56. In this way, the walls 92, 94, 96 define the inner diameter of the conduit 98. The conduit 98 supplies clean air from a pneumatic pressure source (not shown) operatively coupled to the rail through an appropriate coupling 66A-B (Figs. 6-10). As mentioned in the above, a splice connector 64 is arranged between the sequential lane segments 56. With specific reference to Figures 4 and 5, the splice connector 64 includes a sealing portion 69 which corresponds in shape to the configuration of the conduit 98 and which is adapted to fit between the adjacent segments of the rail segments 56. In addition, the splice connector includes a sealing portion 71 extending from the sealing portion 69 in the direction of the conduit 98. In addition, the sealing portion 71 is adapted to be arranged in seal engagement with the inner diameter of the conduit 98. The sealing portion 69 is reinforced with a molding on plates 73 of stainless steel. In addition, sealing and sealing portions 69, 71 are preferably made of a buna-n-70 material and are flexible as well as compressible. In this way, the splice connectors 64 define an air tight seal of the conduit that it extends between segments 56 of adjacent lane. The splice connectors 64 have a thin profile that has been exaggerated in the cross section of Figure 5. Due to C part to this thin profile and the flexible buna-n rubber material 5 used for the connector 64, the splice connectors 64 can be removed from the adjacent rail segments 56 during the maintenance of another shape without disassembling other components of the rail system . Accordingly, the splice connectors 64 facilitate the assembly and disassembly of the load handling material handling system of the present invention. The size of the body 74, as illustrated in the cross-section in Figures 3A to 3C and 3D to 3F may vary depending mainly on the load capacity of any given application. The higher the loads, the longer the body 74 of the lane. At higher load capacities, the body 74 may also include an internal partition wall 100 (Figures 3C to 3D) extending between the side walls 92 and disposed between the walls 94, 96 upper and lower for added resistance. The internal dividing wall 100 also functions to limit the size of the duct 98 which limits the power needed to generate the pneumatic pressure in the duct sufficient to drive the tools. In this way, the lanes have longer bodies 74 that are especially suitable for use in heavier load support applications as in the case of bridge and platform systems 42. Pneumatic Rail Valve Referring now to Figure 17, a plurality of pneumatic rail valves, generally indicated at 102, are supported in separate predetermined positions within the conduit 98 of the rails and the control of pressurized air flow from the conduit 98 to through a corresponding truck housing 204, 404 carried by the respective pneumatic truck 200, 400 as will be described in greater detail below. The pneumatic rail valves 102 each include a valve housing, generally indicated at 106, which extends through the openings 108 in the bottom wall 96 of the conduit 98. For this purpose, there is a number of openings 108 that are separated along the lower wall 96 along the longitudinal length of the rail. Each housing 106 rests on a valve plate 110 movably mounted to the interior of the lower rail wall 96. The valve housing 106 includes a cover 112 that is mounted to a valve body 114. Together, the cap 112 and the valve body 114 define a back pressure chamber 116. A valve member 118 is derived in engagement with a valve seat 120 presented by the valve body 114 under the influence of a spring 122 of Cylindrical helix together with a retainer 124 with weight. The valve member 118 controls the air flow in the ambient lane pressure of an inlet 126 in the housing 106 and within the main valve passage 128. This air then flows past an outlet port 130 on the valve plate 110 and inside the pneumatic truck 200, 400 as will be described in more detail below. The back pressure chamber 116 is in fluid communication with a conical channel 132, by a short connection port 134 located opposite the inlet 126, as seen in Figure 17. The tapered channel 132 is exposed to the rail pressure environment in conduit 98 through a small restriction hole 136 in the narrow end of conical channel 132. Additionally, a control valve, generally indicated at 138, is operable to control the air flow from the conical channel 132 and thus the back pressure chamber 116 through a control orifice 140. The control valve 138 is supported in a graduated vertical orifice 142 that extends through the valve plate 110 to the left of the outlet port 130 as seen in Figure 17. The control valve 138 includes a ferromagnetic head 144 and an axis 146. The shaft 146 terminates in a plunger 148 that seats against an opening in the control hole 140. The control valve 138 is continuously drifts to a closed position with the plunger 148 sealing the control orifice 140 under the influence of a cylindrical propeller spring 150 acting between the valve plate 110 and a retainer ring 152 enclosing the valve shaft 146 of control. However, the control valve 138 can also be moved to cancel the action of the plunger 148 from the opening in the control hole 140. When this occurs, the pressure in the back pressure chamber 116 is immediately reduced as the air flows out of the chamber 116 through the control orifice 140 and eventually out of the port 130 via a bypass 153. This also creates an imbalance of pressure acting on the valve member 118 which is exposed to the rail pressure by the inlet 126. More specifically, an ambient rail pressure acting on the valve member 118 through the inlet 126 in the housing 106 of valve which will cancel the action of the valve member 118 against the bypass force of the cylindrical propeller spring 122 and the retainer 124 with weight. The air in the ambient lane pressure then flows from the conduit 98 in the housing 106, through the valve passage 128, and into the pneumatic truck 200, 400 via the exit passage 130. The air pressure is supplied from the pneumatic truck 200, 400 to a tool as will be described in more detail to continuation . Pneumatic Truck The pneumatic truck 200 is illustrated in Figures 17 to 20. Referring now to Figure 18, the pneumatic truck 200 includes a pair of identical but identical structure members 202. The structure members 202 can be fabricated from standard 6005T5 ANSI aluminum. Extruded annealed, plastic, injectable polymer or any other suitable material. If made of polymer, it has been found that Delrin 577, UV stabilized, an Acetal reinforced with 20% glass filler available from DuPont works well for this purpose. The opposing structure members 202 are interconnected by a base plate 205 extending therebetween at the lower margins of the frame members 202 and below the rail. The base plate 205 can be movably mounted to each structure member 202 by suitable fasteners schematically shown at 206. Each structure member 202 is supported for rolling in contact with the rail. More specifically, each structure member 202 includes one or more wheel wheels 208 rotatably mounted thereto and adapted to roll in contact with a corresponding platform surface 86 of the rail shoe portion 72. For this purpose, each wheel 208 can be rotatably supported by a tree that defines an axis. The shaft ends in a stud 210 that extends through a complementary hole in the structure member 202 and is secured thereto by a retaining nut 212, or any other suitable clamping mechanism. Each structure member 202 also has at least one safety tab 214 projecting over the plane of the associated platform surface 86 of the rail shoe portion 72. In the unlikely event of a catastrophic failure of one or more of the wheelbarrows 208, the safety tab 214 will hold the running surface 86 and prevent the truck 200 from falling out of the rail. Starting from the wheel wheel 208, each structure member 202 generally follows the contour of the shoe portion 72 of the rail. In addition, at least one or more guide rollers 216 are shored or otherwise mounted to each member 202 of structure opposite the guide roller surface 88 of the shoe portion 72. Each guide roller 216 is adapted to roll in engagement with the guide roller surface 88 and helps stabilize the truck 200 relative to the rail. More specifically, the guide rollers 216 are rotated about an axis that is perpendicular to the axis of rotation of the wheel wheel 208 supported on the member 202 of associated structure. Additionally, the truck can also include a recoil roller (not shown in the Figures) that engages the return surface 90 of the rail shoe portion 72. The recoil roller is rotated about an axis parallel to the axis of rotation of the wheel wheel 208. However, the recoil rollers are typically employed in conjunction with the load-bearing trucks 600 illustrated in Figures 27 to 30, which will be described in more detail below. Wheel truck 208 can be manufactured from Delrin 570, which is an injection Acetal, reinforced with 20% glass filler available from Dupont. Additionally, the guide rollers can also be manufactured from Delrin 570 or even Celcon M90 which is also an injection acetal but is available from Hoechst Celanese. Together, the wheelbarrows 208, guide rollers 216, and to the extent that are employed, the recoil rollers facilitate the smooth rectilinear movement of the pneumatic truck 200 along the rail. An air body 218 can be formed integrally with the base plate 205 and is suspended below it. The air body 218 includes a clamp 220 to which a check valve body 222 is coupled. The air flows from the clamp 220 passing a check valve in the check valve body 222 through an elbow 224 and into a flexible tube 226 of polyurethane by means of an accessory 228. The flexible tube 226 provides fluid communication between the pneumatic truck 200 and a pneumatic tool (not shown). Alternatively, the check valve may be incorporated in the housing 204 of the truck 200 at any convenient location as will be clear from the description that follows with respect to Figure 22. A fork 230 is suspended from a load pivot 232 that is extends between the air body 218 and a support body 234. The clevis 230 serves to support a compensator, related hoisting equipment or the like, which is generally indicated in imaginary lines 236. Alternatively, a pneumatically or electrically operated tool can be replaced by the imaginary illustrated device at 236, as will be appreciated by those with Ordinary experience in the technique. For this purpose, the cleat 230 can include a spool 238 captured between the teeth of the cleat 230 by a load bolt 240 and nuts 242. Alternatively, any other type of support structure and fastening mechanism can be employed with the clevis 230 suspending other equipment from the truck 200. Referring now to Figure 17, and as mentioned in the foregoing, the pneumatic truck 200 includes a housing 204 supported on the base plate 205 and extends between the opposing structure members 202. The interior works of the wheelhouse housing 204 operate to selectively open and close the rail valve 102 to provide and respectively interrupt the pressure of the tire to a tool. To this end, the wheelhouse housing 204 includes an air chamber 244 that receives air from the conduit 98 through the rail valve 102. The fluid communication is provided from the air chamber 244 to the flexible tube 226 and at the end to a The tool is pneumatically operated by an axial flow passage 246 in the wheel housing 204 and an S-shaped port (not shown) extending through the clamp 220. The pneumatic pressure can also be supplied to any device (not shown). ) through a secondary port 250 in an axial flow passage 246. However, in the embodiment described herein, the secondary port 250 is sealed at 252. The air flow in the air chamber 244 is controlled by the movement of an actuator such as a head. 254 that is movably supported within the air chamber 244 and is deflected towards the top of the chamber 244 by a cylindrical propeller spring 256 or any other suitable bypass means. The magnetic head 254 is surrounded by a shutter or other device 258 of proper sealing that is operatively connected to the 204 wheelbarrow housing. The magnetic head 254 includes a magnet 260 supported therein. The magnet 260 is adapted to drive the control valve 138 by attracting its ferromagnetic head 144 to thereby cancel the action of the plunger 148 from the opening in the control orifice 140 and the opening of the valve member 118 allowing pressurized air from the duct 98 to flow into the air chamber 244 as described above. The magnetic head 254 can move away from the control valve 138 and against the bypass force of the cylindrical propeller spring 256 by the activation of a lever, generally indicated at 262. This movement closes the control valve 138 which causes the member 118 is seated on the valve seat 120 to thereby interrupt the flow of air within the truck 200. The lever 262 includes a first member 264 operatively coupled to the magnetic head 254 and a second member 266 operatively coupled to a socket. 268 which extends vertically by a notch 270. Both first and second members 264, 266 are rotated together about a pivot 272. While the lever 262 can be made of discrete members 264, 266 and a pivot 272, in the preferred embodiment as described herein, lever 262 is a one-piece plastic device integral that is rotated about the axis of the pivot 272 to impart linear movement to the magnetic head 254. The socket 268 is movably mounted to the valve housing 204 by fasteners 274 which are received in slots 276 in the socket 268. The lever and the socket 262, 268, respectively, are part of a release mechanism, generally indicated in 278 in Figures 18 to 20 as will be described in more detail below. The release mechanism 278 may also include an upper arm 280 and a lower arm 282 that can be integrally formed together as shown in the figures or otherwise operatively fixed together. In the embodiment described in these figures, the lower arm 282 extends generally transverse to the plane of the upper arm 280 and includes an integral downwardly extending downwardly extending hose retention ring 284 formed at the distal end 286 of the arm 282. lower. The ring 284 is adapted to receive and support a portion of pneumatic flexible tubes 226 for a purpose to be described later. In the embodiment illustrated in these figures, the release or decoupling of the truck 200 from any given rail valve 102 and its movement along a rail is effected by the operator by pulling the flexible tube 226. However, those who have ordinary skill in the art will appreciate that a cable or some other suitable device can be replaced by the flexible tube without departing from the scope of the invention. The flexible tube 226 couples the retaining ring 284 which transfers this force from the lower arm 282 to the upper arm 280. As best shown in Figure 19, the upper arm 280 has an L-shape and is swung about a pivot 288 mounted to the bracket 290 bolted to one of the frame members 202. The upper arm 280 also carries a roller 292, shown in imaginary, which is mounted on an axis 294. A triangular-shaped release cam, generally indicated at 296, is formed at the lower end of the socket 288. The release cam 296 presents two cam surfaces 298, 300 arranged in an angular manner. The roller 292 carried by the upper arm 280 is received by the release cam 296 and adapted to engage one or other of the cam surfaces 298, 300 when the upper arm 280 is swung around the pivot 288. When the roller 292 engages one of the cam surfaces 298, 300, the socket 268 moves downward as seen in these figures. The downward movement of the socket 268 causes the lever 262 to oscillate around the pivot 272 shown in Figure 17 which, in turn, moves the magnetic head 254 against the bypass force of the cylindrical propeller spring 256. This movement causes the control valve 138 to close causing the pressure in the rail valve 102 to equalize. The valve member 118 then sits against the valve seat 120 and the pneumatic flow through the truck 200 which is interrupted. The truck 200 is now free to move along the rail in either direction until it can be selectively coupled in pneumatic relationship with another rail valve 102 as soon as the operator desires. When the release mechanism 278 is not being used, the roller 292 is positioned between the cam surface 298, 300. For this purpose, the release mechanism 238 may also include a counter balance, generally indicated at 302, which is cantilevered from the upper arm 280 in a separate location from the lower arm 282 to counteract the weight of the lower arm 282 as it supports the tube 226 flexible and any pneumatic tool (not shown). As referred to in the foregoing, and as best shown in Figures 19 and 20, the truck 200 may also have electric power supply capabilities to operate power tools through the work environment. In this case, the electric conductor rods 304 are supported by the rail above the shoe portion 72 by a plurality of bus bar flanges 306 arranged at spaced intervals along the length of the rail. lane. Each bus bar flange 306 includes a clamping mechanism, generally indicated at 308, which couples the suspension bar portion 70 of the rail. The fastening mechanism 308 may include a threaded fastener 310 and a nut plate 312 cooperating to secure each bus bar flange 306 to the suspension rail portion 70 of the rail. On the other hand, the truck 200 includes an electrical assembly 314 fastened with bolts to at least one of the frame members 302 between the wheel trucks 208. A plurality of conductors 316 corresponding to each of the conductive bars 304 are carried by an electrical assembly, each conduit 316 having contacts 318 which are received in an associated conductive bar 304. Each contact 318 is connected to a threaded screw 320. Each screw 320 includes an opening schematically shown at 322 in Figure 19, to which a wire can be bent to carry voltage from the conductive bar 304 to any electrically driven equipment. In the embodiment described herein, there are four conductive bars 304 that provide power of 480 volts. In addition, or alternatively, the rail may also have power of 110 volts as indicated generally at 324 in Figure 20. The 'rail supports a plurality of tongues 326 that are shaped to be received in the interior curved mounting surface 87 of the shoe portion 72 opposite the platform guide roller and the return surfaces. In turn, the tongue 326 supports three 110 volt conductive bars 330. A conductor plate 332 is bolted to the outside of the truck housing 204 and supports three contacts 334 which are additionally received in an associated conductor bar 330. The power of 110 volts can then be transferred to any electrically operated device via the conductive plate 332 in any conventional manner even if the truck 200 moves along the rail. In a similar manner, the busbars 330 can be used to supply 60 amp single phase power through the truck 200 to an appropriately driven device. Also, the conductor bars 330 can be routed on both sides of the rail through the space defined between the platform surfaces and the backing surfaces on the rail. In this way, the pneumatic power can be supplied cleanly and efficiently to associated tools using the mobile carts 200 having the ability to couple and uncouple with the rail valve 102 supported at separate intervals within the rail conduit 98. The aluminum alloy rail does not corrode like the black tube of the prior art. In this way, Leaks due to corrosion are eliminated thereby significantly reducing the associated power losses. Disrupted work environments are also eliminated due to the spaghetti-like disposition of the derived lines and connectors to derive the lines as the related technique. These results are achieved in a rail system and pneumatic truck that provides sufficient air flow and pressure needed to operate the pneumatic tools. And, unlike anything in the related art, the truck and rail system of the present invention also provides electrical power to any compatible tool. This feature greatly reduces the need for power cables and extension cords that typically extend the corridor distances and work areas in the related art. With reference generally to Figures 21 to 26, and specifically to Figures 21 and 22, the alternative embodiment of the pneumatic truck is generally indicated at 400. Like the pneumatic truck 200 shown in Figures 17 to 20, the pneumatic truck 400 includes a pair of members 402 of opposite structure but identical. The structure members 402 can be fabricated from aluminum, standard ANSI 6005T5, extruded anodized, plastic, injectable polymer or any other suitable material. As with structure members 112, if they are made of polymer, it has been found that Delrin 577 stabilized with UV, an acetal reinforced with 20% glass filler available from Dupont works well for structure members 402. Each structure member 402 is supported to roll in contact with the lane. More specifically, each frame member 402 includes one or more truck wheels 408 rotatably mounted thereto and adapted to roll in contact with a corresponding platform surface 86 of the rail shoe portion 72. For this purpose, each wheel 408 of the truck can be rotatable on an axis 410 supported by the structure member 402. Each structure member 402 also has at least one safety tab 414 projecting over the plane of the associated platform surface 86 of the shoe potion 72. In the unlikely event of a catastrophic failure of one or more wheel 408 of the truck, the safety tab 414 will hold the running surface 86 and prevent the truck 400 from falling out of the rail. Of the wheel 408 of the truck, each member 402 of structure generally follows the contour of the shoe portion 72 of the truck. In addition, at least one or more guide rollers 416 is shored or otherwise mounted on each member 402 of structure opposite the guide roller surface 88 of the shoe portion 72. Each guide roll 416 is adapted to roll in engagement with the roller surface 88 guides and helps to stabilize the truck 400 in relation to the rail. Additionally, the truck may also include a return cushion 418 that engages the return surface 90 of the shoe portion 72 and decreases wear. The wheel 408 of the truck can be manufactured from Delrin 570, which is an injection steel reinforced with 20% glass filler available from Dupont. Additionally, guide rollers 416 can also be manufactured from Delrin 570 or even from Celcon 90 which is also an injection acetal but is available from Hoechst Celanese. Together, the wheel 408 of the trolley, the guide rollers 416, the back cushions 418 and the extent to which they are used, the backing rollers facilitate the smooth rectilinear movement of the pneumatic truck 400 along the rail. The truck 400 also includes a housing 404 that is supported between the frame members 402. As best shown in Figures 21 to 22, the wheelhouse housing 404 is made of plastic and includes a base plate 405 that extends between and operatively supported by the frame members 402. As best shown in Figures 23 to 24, the wheelhouse housing 404 has a pair of opposite clamps 420, 422. Each clamp 420, 422 has a hole 424, 426 in which a pivot is received (no shown). Each pivot is secured in its respective hole 42, 426 by a roller pin 428, 430 or any other suitable clamping mechanism. Each clamp 420, 422 and the associated pivot support a ring 432, 434. In turn, the rings 432, 434 can be used to support a compensator, related hoisting equipment, tool or the like as described together with the truck 200 illustrated in FIG. Figures 18 to 20. The housing 404 may also include strategically molded ribs 440 located through the housing 404 for added strength. In addition, the housing 404 may have plastic reinforcements 446 that receive fasteners (not shown) for mounting the housing 404 to the frame members 402. Referring now to Figures 22 to 23, the interior works of the wheelhouse housing 404 operate to selectively open and close the rail valve 102 to provide and respectively interrupt the pneumatic pressure to a tool. For this purpose, inside the wheelhouse housing 404 there is an air chamber 444 which receives air from the line 98 through the rail valve 102. The fluid communication is provided from the air chamber 444 to the flexible tube 226 and at the end to a pneumatically operated tool by the axial flow passage 446 extending through the housing 404 of wheelbarrow. The truck housing 404 can currently provide fluid communication to a pneumatic tool through any of the three ports 436, 438, 442. The ports 436, 438 are formed in the front and rear of the wheelhouse housing 404 and the Port 442 is formed in the lower portion of housing 404. Each port 436, 438 and 442 is in direct fluid communication with axial flow passage 446. When not in use, any of the ports 436, 438, or 442 can be sealed. The flow of air within the air chamber 444 is controlled by the movement of an actuator, such as a magnetic head 454, which is movably supported within the air chamber 444 and which is drifted towards the top of the air chamber 444. chamber 444 by a cylindrical helical means 456 to any other suitable bypass member. The magnetic head 454 is surrounded by a shutter 458 or other suitable sealing device which is operatively mounted in the housing 404. The magnetic head 454 includes a magnet 460 supported thereon. The magnet 460 is adapted to drive the control valve 138 by attracting its ferromagnetic head 144 thereby overriding the action of the plunger 148 of the opening in the control hole 140 and the opening of the valve member 118 allowing the pressurized air in the duct 98 flow inside the air chamber 444 as described in what above along with Figure 17. The magnet head 454 can be moved away from the control valve 138 and against the bypass force of the cylindrical helix means 456 by the activation of the lever, generally indicated at 462 in Figure 23. This movement closes the control valve 138 which causes the valve member 118 to sit on the valve seat 120 thereby interrupting the flow of air inside the truck 400. The lever 462 includes a first member 464 operatively coupled to the head 454 and the second member 466 operatively coupled to a vertically extending socket, generally indicated at 468 by a notch 470. The first and second members 464, 466 are rotated together about a pivot 472. While the lever 462 can be manufactured from discrete members 464, 466 and a pivot 472, in the preferred embodiment described herein, lever 462 is a one-piece plastic device integral that is rotated about the axis of the pivot 472 to impart linear movement in the magnetic head 454. The socket 468 is movably mounted to the wheelhouse housing 404 by fasteners 474 which are received in slots 476 in the socket 468. As best shown in Figures 23 and 26, the socket 468 extends through a slot 480 in FIG. the wheelbarrow housing 404 and includes a cantilevered arm 482 that can be swung about a pivot 484 mounted on the brace 486 of the housing 404. The lever and the fitting 462, 468, respectively, form part of a release mechanism generally indicated at 278 in the Figures 18 to 20 as described in the above. In addition to the magnetic head 454, the socket 468 operates a bleed valve, generally indicated at 488. The bleed valve 488 is mounted in a threaded hole 490 extending from the bottom of the housing 404 and associated with the port 442 as is shown in Figure 26. The bleed valve 488 controls the depressurization of the air chamber 444 through a bleed hole 492 as will be described in more detail below. Referring now to Figures 23 and 25, the bleed valve 488 includes a valve member 494 extending from a platform 496 and movably supported in a guide passage 498. The valve member 494 terminates in a frustoconical plunger 500 which seals the purge orifice 492. A spring assembly 502 is threadably mounted in the orifice 490. A spring 504 acts between the platform 496 and the spring assembly 502 to bias the valve member 494 in sealing engagement with the bleed orifice 492. The rectilinear movement of the valve member 494 is assisted by the guides 506 formed in the guide passage 498 which is required in addition in the slots 508 formed in the valve member 494 (Figure 25A). As best shown in Figure 25, the socket 468 has a spike 510 located on the arm 482 generally opposite the pivot 484. The spike 510 is adapted to engage the platform 496 which thereby moves the valve member 494 out of the coupling. sealing with the purge hole 492. In this way, the movement of the socket 468 to interrupt the fluid communication to the air chamber 444 simultaneously moves the bleed valve 488 to open the bleed orifice 482 and thereby pressurize the air chamber 444 through the hole 492 of purge and passages 498 to the atmosphere 442. In addition, the housing 404 supports a check valve, generally indicated at 512 in Figures 22 and 24. The check valve 512 is placed between the air chamber 444 and the axial flow passage 446. A supply passage 514 extends between the check valve 512 and the axial flow passage 446. The check valve 512 prevents overflow into the wheelhouse housing 404 of the pneumatic tool or the flexible tube 226 during depressurization of the air chamber 444 and thereby avoids the reverse pressure arising by acting on the magnetic head 454. The check valve 512 can also be used as a regulator to limit the pressurized air flow from the wheelhouse housing 404 and thereby limit the revolutions per minute of the air tool. This feature is useful when using the smaller tools together with the material handling system of the present invention. The check valve 512 is movably supported in a check valve chamber 516 between the open and closed positions and includes an annular head 518 and a needle-shaped stem 520 extending therefrom. The stem 520 can be received in a seat 522 of the needle formed in a check valve chamber cap 524. A bypass member such as a cylindrical propeller spring 526 derives a seal formed in the annular head 518 in sealing engagement with a port 530 which interconnects the air chamber 444 and the verification valve chamber 516. As best shown in Figure 24, the verification valve chamber 516 has three guide lugs 532 spaced annularly relative to each other. The guide lugs 532 couple the valve head 518 to ensure smooth rectilinear movement thereof. The cap 524 is movably mounted to the wheelhouse housing 404 using fasteners 534. The O-shaped rings 536 serve to secure the check valve chamber 516 that remains sealed. However, the shell 524 can be moved so that the check valve 512 can be serviced or so that coil spring 526 can be changed. The larger the diameter of the cylindrical propeller spring, the lower the flow passing to the check valve 512, and consequently, the lower the revolutions per minute generated in the pneumatic tool. Gaskets, the purge valve 488 and the check valve 512 cooperate to ensure smooth operation of the pneumatic truck 400 during the decoupling of a rail valve 102. More specifically, during uncoupling, the bleed valve 488 is opened so that the air chamber 444 is depressurized. This unbalances the check valve 512 causing it to close. Closing check valve 512 prevents pressurized air leaks downstream of check valve 512 returning to chamber 444 of depressurized air. In this way, engagement of the socket 468 results in the following sequential actions: the magnetic head 454 moves against the bypass force of the cylindrical propeller spring 456; the control valve 138 closes; the rail valve member 118 then closes; the bleed valve 488 opens which depressurizes the air chamber 444 and the check valve 512 closes. The above-identified structure facilitates the soft coupling and uncoupling of the truck housing 404 with any given rail valve 102. Load-bearing Truck The material handling system of the present invention also includes a load-bearing truck, generally indicated at 600 in Figures 2 and 27 through 30. While the load-bearing truck shares certain common characteristics described with respect to the above pneumatic trucks 200, 400, the load support truck 600 is specifically adapted to carry relatively heavy loads. For this purpose, the load carrying truck 600 includes a pair of opposed but identical structure members 602 that are arranged relative to each other to form opposite sides. Each structure member 602 can be cast aluminum magnesium alloy (535) to present a flat matching surface 604 that is specifically adapted to splice in contact with a corresponding surface 604 on the opposite side. The structure members 602 are held together using bolts 606 or any other suitable fastener received in threaded openings (not shown) so that the bolts extend the matching surface 604. Each structure member 602 is supported to roll in contact with the rail. More specifically each structure member 602 includes at least one or more wheelbarrow wheels 608 rotatably mounted thereto and adapted to roll contact with a corresponding platform surface 86 of a shoe portion 72 of a rail. Each structure member 602 also has at least one safety tab 614 projecting over the plane of the associated platform surface 86 of the shoe portion 72. In the unlikely event of a catastrophic failure of one or more wheel 608 of the truck, the safety tab 614 will hold the running surface 86 and prevent the truck 600 from falling out of the rail. The wheel wheel 608 pulls members 602 of structure generally follows the contour of the shoe portion 72 of the rail. In addition, one or more guide rollers 616 are shored, or otherwise mounted to each member 602 of structure opposite the guide roller surface 88 of the shoe portion 72. Each guide roller 616 is adapted to roll in engagement with the guide roller surface 88 and helps stabilize the truck 600 relative to the rail. Additionally, the truck may also include at least one recoil roller 620 which engages the return surface 90 of the shoe portion 72. More specifically, the guide rollers 616 are rotated about an axis that is perpendicular to the rotation axis of wheel 608 of carriers supported on structure member 602. associated. The return rollers 620 are rotated about the axes that are parallel to the axis of rotation of the wheel 608 of the truck. Wheel truck 608 can be manufactured from Delrin 570, which is an injection steel reinforced with 20% glass filler available from Dupont. Additionally, guide rolls 616 can also be manufactured from Delrin 570 or even Celcon M90 which is an injection acetal but is available from Hoechst Celanese. Together, the wheel 608 of the truck, the guide rollers 616 and the return rollers 620 facilitate the smooth rectilinear movement of the load carrying truck 600 along the rail. Each member 602 of structure may also include ribs 622 integrally formed with member 602 of structure and strategically accommodated to provide increased strength to the structure. Each structure member 602 further includes a pair of tabs 624, 626 formed within a structure member 602. The tabs 624, 626 have openings 628, 630, respectively, which extend therethrough. As best shown in Figure 30, each opening 628 has an axis indicated at 632. Each opening 630, respectively, has an axis indicated at 634. The tabs 624, 626 are arranged relative to each other in each member 602 so that the exponents 632, 634 extend through the openings 628, 630 at an angle of 90 ° relative to each other. When the two structure members 602 have been attached, their respective tabs 624, 626 form a pattern as shown in Figure 30. A pivot (not shown) or other attachment device may extend between the opposite tabs 624 or opposite tabs 626. The suspended load thereof can be allowed to roll around the common arm of the tabs 624 or tabs 626 where only one pivot or attachment device is used. On the other hand, a load can be completely fixed between the tabs 624, 626. In any case, the load-bearing truck 600 facilitates the movement of the loads along a bridge and platform system 42 or even a pneumatic rail 44 . In addition, the electrical power can be supplied by the load carrying truck 600 using essentially the same structure described for the pneumatic truck 200 and shown in Figure 19 and 20. The invention has been described in an illustrative form. It will be understood that the terminology that has been used is intended to be in the nature of the words of the description rather than limitation. Many modifications and variations of the invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the invention may be practiced otherwise as specifically described.

Claims (37)

1. CLAIMS 1. A load support material handling system characterized in that it comprises: a rail including a suspension bar portion adapted to interconnect the rail to a support structure, a body portion defining a conduit extending at less a portion of the length of the rail and a portion of the shoe adapted to movably support a wheelbarrow thereon; the shoe portion includes at least one platform surface extending at least a portion of the length of the rail and laterally outwardly with respect to the body, and at least one recoil surface extending over at least a portion of the length of the rail and arranged in spaced relationship with respect to the platform surface to define a mounting surface disposed therebetween and which is adapted to support an electrical conductive bar along at least a portion of the length of the lane The cargo support material handling system according to claim 1, characterized in that the rail includes a plurality of tabs supported on the mounting surface of the shoe portion between the platform and recoil surfaces, the tabs are Adapt to support the conductive bars electrically along at least a portion of the length of the rail. 3. The cargo support material handling system according to claim 1, characterized in that the shoe portion includes at least one guide roller surface disposed between the platform surface and the recoil surface and extends at minus a portion of the length of the lane. The cargo support material handling system according to claim 1, characterized in that the rail includes a pair of platform surfaces extending laterally to opposite sides of the body and parallel to each other by at least a portion of the length of the lane The cargo support material handling system according to claim 4, characterized in that the rail includes a pair of return surfaces extending in parallel to each other for at least a portion of the length of the rail and spaced apart from each other. an associated pair of platform surfaces to define a pair of mounting surfaces that extend in parallel with each other and between the pair of platform and recoil surfaces. 6. The cargo support material handling system according to claim 5, characterized because the rail includes a plurality of tabs supported on the mounting surface of the shoe portion between the platform and recoil surfaces, the tabs are adapted to support the electrical conductor bars along at least a portion of the length of the rail . The cargo support material handling system according to claim 6, characterized in that each of the pair of platform surfaces is incorporated into one of the pair of guide roller surfaces, each of the pair of guide roller surfaces. it is incorporated into one of the pair of recoil surfaces. The cargo support material handling system according to claim 1, characterized in that the body is disposed between the suspension bar portion and the shoe portion. The cargo support material handling system according to claim 1, characterized in that the body includes a pair of spaced apart side walls, an upper wall and a lower wall which together define a conduit. The cargo support material handling system according to claim 9, characterized in that the lower wall includes a plurality of exposed openings in spaced relation with respect to each other at a along the length of the rail, a plurality of valves supported in the conduit through the openings, a source of pressurized air that is in fluid communication with the conduit, the conduit provides fluid communication between the pressurized air source and the plurality of valves. The cargo support material handling system according to claim 9, characterized in that the body includes an internal dividing wall extending between the side walls and disposed between the upper and lower walls to provide added resistance to the rail . The cargo support material handling system according to claim 1, characterized in that the suspension bar portion is defined by a pair of separate hooks extending upwards relative to the body, each of the hooks includes terminal ends that extend inwardly in an arcuate shape relative to each other to present a space therebetween, the suspension bar portion being adapted to engage a plurality of forks to support the rail above a work surface. 13. The cargo support material handling system according to claim 1, characterized in that the system includes a plurality of segments oflane coupled together to define the lane. The cargo support material handling system according to claim 13, characterized in that the rail segments include straight sections and curved sections. The cargo support material handling system according to claim 14, characterized in that each of the curved sections includes half pieces defining inner and outer rail portions, the inner and outer rail portions are coupled together for define each of the curved sections of the rail segments. 16. The cargo support material handling system according to claim 13, characterized in that the system includes splice connections arranged between the sequential ones of the plurality of rail segments. 17. The cargo support material handling system according to claim 1, characterized in that the rail includes air couplings adapted to interconnect the conduit with a source of pneumatic pressure. 18. The cargo support material handling system according to claim 1, characterized in that the rail includes at least one terminal end and a cap disposed at the terminal end of the rail, the cap acts to seal the conduit. A cargo support material handling system characterized in that it comprises: a plurality of rail segments coupled together to define a continuous rail, each of the rail segments includes a suspension bar portion adapted to interconnect the segment of rail to a support structure, a body portion defining a conduit having an inner diameter, the conduit extends over at least a portion of the length of the rail and extends at least two adjacent sequential portions of the plurality of rail segments , the conduit provides communication of pressurized air fluid through the rail, a portion of the shoe adapted to movably support a wheelbarrow thereon; a splice connector disposed between the adjacent sequential ones of the plurality of rail segments, the splice connector includes a sealing portion corresponding in shape to the configuration of the conduit and which is adapted to fit between adjacent rail segments and a sealing portion extending from the sealing portion in the direction of the conduit and which is adapted to be arranged in sealing engagement with the inner diameter of the conduit. 20. The load-bearing material handling system according to claim 19, characterized in that the sealing portion is reinforced with a molded steel plate. 21. The cargo support material handling system according to claim 19, characterized in that the obturator and the sealing portions are made of buna material n-70. 22. A load support material handling system characterized in that it comprises: a pneumatic truck, the truck includes a pair of opposite structure members and a housing extending therebetween and adapted to supply pressurized air to a pneumatically driven tool that is supported in a mobile way by the truck along a lane; each of the pair of the member of opposite structure, including at least one wheel of wheelchair adapted to roll in contact with a platform surface on a rail and at least one safety tab projecting over the plane of the platform surface of the lane to prevent the truck from disconnecting inadvertently from the lane. 23. The system for handling load bearing material according to claim 22, characterized because each of the pair of member of opposite structure includes at least one guide roll which is adapted to roll in engagement with a guide roller surface on a rail. 24. The cargo support material handling system according to claim 22, characterized in that each of the opposing structure members includes at least one return roll adapted to roll in contact with a recoil surface on the rail. 25. The cargo support material handling system according to claim 22, characterized in that each of the opposing structure members includes at least one recoil cushion adapted to be disposed opposite a recoil surface on the rail. 26. The cargo support material handling system according to claim 22, characterized in that the truck is adapted to movably support an electrically driven tool, at least one of the structure members includes an electrical assembly supported with the same and a plurality of conductors carried by the electrical assembly, the elongated conductors to establish electrical contact with an associated electrical conductive bar supported by the rail as the The truck moves along the rail to provide power to the electrically driven tool. 27. The load support material handling system according to claim 26, characterized in that each of the plurality of conductors includes a contact that establishes electrical communication with a power source through the conductive bar carried by the rail. . The cargo support material handling system according to claim 22, characterized in that the housing includes an air chamber and an actuator that is movably supported within the air chamber to establish and interrupt the communication of fluid between a source of pressurized air and the air chamber, the air chamber provides fluid communication with a pneumatically driven tool; a releasing mechanism that is operatively connected to the actuator to interrupt fluid communication to the air chamber, the release mechanism includes a lever and a socket, the lever has a first member operatively connected to the actuator and a second member operatively connected to the actuator. lace, the first and second members of the lever are rotated around a pivot, the lace is supported in a mobile way by the wheelbarrow to rotate the first and second lever members around the pivot by moving the actuator to interrupt the supply of pressurized air in the air chamber. 29. The load-bearing material handling system according to claim 28, characterized in that the housing includes a purge valve movably supported in a guide passage that is vented to the atmosphere and a purge orifice provides the communication of fluid between the air chamber and the guide passage, the guide valve is diverted to close the purge hole, the socket includes an arm that operatively couples to the purge valve so that the movement of the socket interrupts the fluid communication to the air chamber that simultaneously moves the purge valve to open the purge orifice, thereby depressurizing the air chamber through the purge port and the guide passage. 30. The load-bearing material handling system according to claim 29, characterized in that the arm is swung about a cantilevered pivot to move the purge valve to open the purge orifice. 31. The cargo support material handling system according to claim 30, characterized in that the purge valve includes a valve member and a platform that is movably supported in the guide passage, the valve member is arranged to seat against the purge orifice; the housing includes a threaded hole and spring equipment supported in the hole and adapted to deflect the valve member in engagement with the purge port; and the cantilevered arm has a tang which is adapted to engage the platform to simultaneously move the valve member out of engagement with the bleed hole when the actuator moves to interrupt fluid communication with the air chamber. The cargo support material handling system according to claim 22, characterized in that the housing includes an axial flow passage in fluid communication with the air chamber and through which the pressurized air is supplied to a tool pneumatic, and a check valve disposed between the air chamber and the axial flow passage; the check valve includes a check valve chamber having a valve stem seat in the form of a needle, a check valve member movably supported within the check valve chamber between the open and closed positions, the valve member verification has a an annular head and a needle-shaped stem extending therein and adapted to be received in the needle-shaped valve stem seat when the verification valve member is in the open position, a bypass member that derives the verification member in the closed position, the verification valve member is responsible for pressurizing the air chamber to move the open position thereby enabling the fluid communication of the pressurized air to a pneumatically operated and demand driven tool to move the closed position to prevent the flow of the axial flow passage in the air chamber when the air chamber is depressurized. 33. A load-bearing material handling system characterized in that it comprises: a load-bearing truck, the load-bearing truck includes a pair of opposite structure members that are arranged in relation to each other to form opposite sides, each structure member has a matching surface which is adapted to splice in contact with the corresponding matching surface on the opposite side of the member of opposite structure; each structure member includes a pair of tabs formed inside each of the structure members, each of the tabs includes openings that extend through them arranged in relation to each other so that their axes extend through each opening through an associated pair of tongues in a respective structure member that is arranged perpendicular to each other; and each of the pair of opposing structure members includes at least one wheel of a truck adapted to roll in contact with a platform surface on a rail and at least one safety tab projecting over the plane of the platform surface of the platform. lane to prevent the truck from being removed inadvertently from the lane. 34. The load-bearing material handling system according to claim 33, characterized in that each pair of opposing structure members includes at least one guide roller which is adapted to roll in engagement with a guide roller surface on a lane 35. The cargo support material handling system according to claim 33, characterized in that each of the opposing structure members includes at least one return roll adapted to roll in contact with a recoil surface on the rail. . 36. The support material handling system of load according to claim 33, characterized in that each of the pair of structure members includes a plurality of ribs formed integrally with the structure member and integrally arranged to provide increased strength to the structure member. 37. The load-bearing material handling system according to claim 33, characterized in that an opposite pair of tabs on either side of the opposing structure members is adapted to receive a clamping device in an associated pair of openings in which can suspend a load. Malta & iSt SUMMARY A load-bearing material handling system including a rail (44, 6, 48) having a suspension bar portion (70), a body portion (74) defining a conduit ( 98) that extends at least a portion of the length of the rail and a portion (72) of the shoe adapted to movably support a truck (200, 400) thereon. The shoe portion includes at least one platform surface (86) and at least one return surface (90) disposed in spaced relationship with respect to the platform surface to define a mounting surface (87) disposed therebetween. and which is adapted to support an electrical conductive bar (304) along at least a portion of the length of the rail. The rail supports a pneumatic truck (200, 400) having a pair of members (202) of opposite structure and a housing (204) extending therebetween and which is adapted to supply air to a driven tool (236). pneumatically which is supported in a mobile way by the truck along the lane. The rail can also support a truck (600) load support as shown in the Figure.