Note: Descriptions are shown in the official language in which they were submitted.
1049988
This invention relates to overhead monorail track systems, and more
particularly to a flexible joint between the rail sections of an overhead
trolley conveyor track for mines, wherein the track rails, preferably being
I-sections, are formed with top and bottom flanges, and means for connecting,
aligning and suspending the track are provided on the outside surfaces of the
flanges of abutting track rail sections.
In one known arrangement the connecting and suspension means are
welded to the outside faces of the top and bottom flanges of the I-section
track rails. The track rails can be suspended only in the position prescribed
by the permanent position of the welded connecting and suspension means, which
is already determined in the factory. The rollers for the hangers of the
hauling means, chains or the like, and for the attachments supporting the
trolleys, cars and carriers of the conveyor therefore run substantially
exclusively on the inner faces of the bottom flanges of the track rails. The
resultant wear of the bottom flanges governs the service life of the track
rail sections. In curves and other more heavily used portions of the under-
ground conveyor track the higher rate of wear therefore requires a more
frequent replacement of the track rail sections.
It is the object of the present invention to extend the useful
service life of the track rails which are exposed to this type of wear in a
,
mining trolley conveyor by constructing the connecting and suspension means at
the rail section ends in an appropriate way.
To attain this object the present invention provides an overhead
monorail track system having rail sections of symmetrical cross-sectional
configuration joined end-to-end by connecting means comprising mutually
identical anchor members fixed in symmetrical arrangement to the rail sections
adjacent the ends thereof and projecting upwardly and downwardly respectively
i~ from mutually opposite vertically spaced faces of the rail sections, first and
second lower connecting links in releasable locking engagement with respective
ones of the downwardly projecting anchor members, the lower connecting links
at each rail section joint being pivotally interconnected to permit there-
between a hinging action on a horizontal axis transverse to the longitudinal
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direction of the rail sestions, and first and second upper connecting links
in releasable locking engagement with respective ones of the upwardly project-
ing anchor members, the upper connecting links at eacll rail section joint
being interconnected by a supporting pin extending transversely through
mutually overlapping openings in the upper connecting links, said upper
connecting links being mutually shiftable to accommodate deviations from
longitudinal alignment of the rail sections about said horizontal axis.
In another aspect the invention comprises rail sections and
connecting mear.s therefor for use in forming an overhead monorail track system,
comprising rail sections of symmetrical cross-sectional configuration, and
connecting means for joining the rail sections end-to-end and comprising
mutually identical anchor members fixed in symmetrical arrangement to the
rail sections adjacent the ends thereof so that the anchor members project
upwardly and downwardly respectively from mutually opposite vertically spaced
faces of the rail sections when the latter are in their intended in-use
position, first and second lower connecting links adapted for releasable
locking engagement with respective ones of the downwardly projecting anchor
members, the lower connecting links being pivotally interconnectable to permit
therebetween, in use, a hinging action on a horizontal axis transverse to the
longitudinal direction of the rail sections, and first and second upper
connecting links adapted for releasable locking engagement with respective
ones of the upwardly projecting anchor members, the upper connecting links
being adapted for interconnection by a supporting pin which, in use, extends
transversely through openings in the upper connecting links so that, in use,
the upper connecting links are mutually shiftable to accommodate deviations
from longitudinal alignment of the rail sections about said horizontal axis.
The above construction has the advantage that the rail ends are
detachable and the rails can be turned and reattached upside down to the
connecting means. When the bottom flange of a rail section has worn to the
permissible limit, i.e. when this applies to the bottom flange of a rail
' section mounted between connecting and suspension means at each of its ends,
then the rail ends can be detached from the connecting and means and the rail
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1049988
sectior, bodily turned upside down so that the worn and weakened flange is
transferred to the top into the position previously occupied by the other
flange. In other words, the top flange of the rail is utilised to provide a
standby running surface which can be transferred into the position of the
worn bottom flange and replace it. This method of joining the rail sections
also permits rail lengths to be reversed so that their ends are interchanged.
The worn portions of the flange can thus be transferred according to local
conditions into positions in which they are subjected to less severe wear.
The method of joining the ends of the rail sections by releasable connecting
means incidentally also permits both flanges of curved rail sections to be
used by turning as well as reversing such sections.
In a preferred form of construction the anchoring members are oblong ~ ~'
blocks welded to the upper and lower opposite outside surfaces of the rail
flanges. Block-shaped anchoring members are not merely simple and rugged as
well as easy to affix, they are also resistant to damage during transportation
of the rail sections.
' The block shape of the anchoring members enables the link forming
one half of the hinge to be of simple and sound design, and the two link
members of the connecting means may contain identical apertures which fit
over the oblong block shape of the anchoring members. The abutting rail
' section ends are thus reliably and safely aligned without play.
A firm alignment is also assisted if at least those walls of the
aperture which are disposed transverse to the longitudinal direction of the
rail sections have bevelled surfaces which recede from an elongate surface
strip engaging the associated block.
The two link members of the hinge may be of identical shape and size
and preferably they may be identical forgings. This not only maXes for an
economical method of manufacture, but also ensures easy assembly.
' Yet another improvement consists in incorporating in the joint a
, 30 fin extending parallel to the hinge pin and consisting of a resilientlydeformable, more particularly elastic material, such as rubber or a synthetic
plastic. The fin is preferably mounted on the inside of the joint above the
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hinge and with advantage provided with a plate-shaped extension which
embraces the hinge pin. The fin is intended to form a spacing member which
bridges the gap between the abutting rail ends and ensures the continuity of
the track surface formed by the inside faces of the abutting bottom rail
flanges. The rail ends, which as usual have end faces normal to the
longitudinal centre axis of the rail track, are held a sufficient distance
apart by the spacing pin to permit the abutting rails to be relatively tilted
within a limited angle for the purpose of allowing the track to adapt itself
to the vertical curvature of the road in the region of suspension.
A particularly suitable track suspension at a rail joint consists
of two hangers pivotably connected together by a transverse bolt like a pair
of tongs, the free ends of the hangers containing recesses of identical
configuration adapted to engage an anchoring member on each of the two
abutting rail ends. In other words, each rail section end at the joint is
thus coupled to one hanger and by virtue of the pivotal association of the
two hangers these do not interfere with the flexibility of the joint.
The recess in the free ends of the hangers are preferably substantial-
ly oblong to conform with the shape of the anchoring members, and they are
contained in the extremities of the hangers. The recesses may be open-ended
on the outside of the hanger assembly. Like the strap members of the hinge
the two hangers are of identical configuration and they can be produced as
drop forgings. All the hangers are therefore interchangeable and no assembly
errors can occur.
The suspension means is desirably designed to permit the required
flexibility of the joint in that the outer ends of the hangers are pivotally
connected together by a bolt which passes through horizontal slots enabling
the hangers to slidably move the one in relation to the other.
Furthermore, all the anchoring members and hinge straps as well as
the hangers are preferably provided in corresponding locations with transverse
holes fcr the reception of pins or clamping bolts. Preferably two relatively
spaced transverse holes and corresponding pins or bolts are provided in all
these locations. The coupling means between the several components is there-
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1049988
fore exactly the same wherever there is a connection. The anchoring pins and
clamping bolts may be provisionally inserted into the straps of the hinge and
into the hangers so that after engagement of the relative anchoring blocks on
the ends of the track rails these pins or bolts need merely be driven home
completely. The pins or bolts do not project and they can be knocked out
with a drift when it is desired to detach a rail end for the purpose of
changing the position of the rail.
The two hangers and a shackle attached thereto by the pivot bolt
are preferably combined to form a suspension means which equally carries the
abutting ends of two track rails.
A preferred purely illustrative and non-limiting embodiment of a
joint according to the invention between abutting track rails of a trolley
conveyor is shown in the accompanying drawing, in which:-
Figure 1 is a side elevational, part sectional view of the joint
between abutting track rails, the drawing showing only one of the strap
members forming the hinge;
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Flgure 2 ls a sectlon taken on the line II - II of Figure l;
Figure 3 is a view in plan of the hinge;
i Figure 4 is a longitudinal section of one of the straps of the
hinge, and
Figure 5 is a view of the inside face of one of the straps.
Referring to the drawings there is provided a track consisting of
consecutive rail sections 1 for a monorail or overhead trolley conveyor.
Usually such rail sections will each be between 1 and 3 metres long. Both
ends of each rail section are provided with connecting and suspension means.
é~ Normally such a track is suspended from the roof support system of a road,
but sometimes it may also be suspended from anchors attached to the roof
supports of a longwall face or driven into the rock. The cross section of
the track rails is preferably an I-section. In relation to the height of the
web the flanges 2 at the top and the flanges 3 at the bottom are narrow. The
inside surfaces 4 of both flanges 2 and 3 are used, according to the position
in which the rails are suspended, as will be hereinafter described, as the
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1049988
runnin~ surface for rollers carrying attachments for chains, trolleys,
carriers, cars and the like.
Both ends of all track rails 1 (in the illustrated embodiment the
two facing ends 5 and 6) are provided on the outside surfaces 7 and 8 of the
flanges 2 and 3 with connecting means 9 and 10 which also serve for keeping
the facing rail ends in alignment. The connecting means 9 and 10 can be
detachably coupled to the track rail ends 5 and 6. The design of the
detachable coupling means is such that the track rails can be turned about
their longitudinal centre line x - x for instance in the direction indicated
by arrow ~, to bring the top flange into the former position of the bottom
flange or conversely. Both ends of each track rail are of completely
identical design and either end of each rail can be coupled in the illustrated
position to the connecting means.
In the preferred illustrated embodiment mutually identical
symmetrically disposed anchoring members 11 are secured to the horizontal
outside surfaces 7 and 8 of the top and bottom flanges 2 and 3. The distance
of the anchoring members from the end faces 12 which perpendicularly cross
the axis x - x is relatively short. The anchoring members 11 are rectangular
blocks and their width is substantially the same as their height, so that
their cross section is substantially square, the length of each block being
approximately twice its height. The rectangular underface 13 of each
horizontally placed block is welded to the outer face of a flange 2 or 3 of
the track rail. The blocks are traversed from side ~o side by two relatively
spaced holes 14 for the reception of fastening means in the form of pins or
clamping bolts 15. The holes 14 are located in the same positions in all the
anchoring blocks.
Moreover, the end faces 16 of all the anchoring members 11 are
substantially parallel. These end faces 16 may possibly slightly converge
towards the top 17 of each block. All the vertical and horizontal edges are
bevelled.
The connecting means 9 provided on the underside of each track
rail 1 consist of first and second lower connecting links 18 and 19 of
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1~49988
identical shape and size, so that they can be produced as id0ntical forgings.
The link members have rectangular apertures 20 which closely correspond to
the contour of an anchoring member 11 when viewed in plan. The internal end
faces 21 and, so far as possible, also the longitudinal faces 22 of the
apertures 20 slightly converge from above and below and reduce the open
cross section to nearly the centre where they form a narrow prismatic face
23. When the link members 18 and 19 are fitted over the anchoring blocks
11 this configuration causes the two members to be relatively aligned, i.e.
firmly connected with a tight fit.
The link members 18 and 19 contain relatively staggered knuckle
portions 24 traversed by a hole or the reception of a hinge pin 25. More-
over, above the hinge pin 25 the hinge is formed with a fin 26 which is
parallel to the pin and consists of a resiliently deformable material. Half-
way along its length this fin 26 carries a plate-like flange 27 which embraces
the hinge pin between two knuckle portions 24 on the cooperating straps 18
and 19. The shape of the fin 26 respecting length and cross section sub-
stantially corresponds to the cross section of the track rail flanges. The
' fin forms a spacing member bridging the gap z between the abutting vertical
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faces 12 of the track rail ends 5 and 6 besides providing continuity of the
running surfaces between the ends of the inside faces of the bottom flanges
of the track. The gap z is provided to permit the track rails to be pivotably
-~ deflected within limits both upwards and downwards about the hinge pin 25 con-
necting the link members 18 and 19 to each other.
If the inside surfaces 4 of the bottom flanges 3 become worn and
the track rail is turned upside down as indicated by arrow y (after the link
- member of the connecting means 9 has been removed) the link member can be
immediately fitted to the anchoring block on the other flange 2 and secured
by driving the pin 15 back into position.
--s The connecting means 10 used for the illustrated embodiment consist
.,
of first and second upper connecting links in the form of hangars 29 and 30
pivotably hinged together by a transverse pivot pin or bolt 28 in the manner
of tongs. The frPe ends of these hangers contain identically shaped recesses
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1049988
31 which substantially fit over the block-shaped anchoring members 11. These
recesses 31 have open outer ends to facilitate engagement o~ the blocks by
the hangers by sliding their ends over the blocks. Both hangers 29 and 30
are conveniently of identical shape and size so that they are fully inter-
changeable. The side walls of the hanger ends which grasp the anchoring
members 11 are provided with transverse holes 32 which exactly match the
holes 14 in the anchoring blocks 11. It may here be noted that in the case
of the connecting hinge 9 the sides of the apertures 20 in the link members
also contain holes 33 which can be brought into registering alignment with
the same holes 14 in the anchoring members 11, in the same way as these can
be aligned with the holes 32 in the ends of the hangers.
The ends of the hangers 29 and 30 which are connected together in
the manner of tongs are each provided with an opening in the form of a
horizontal slot 34. The transverse bolt 28 can be passed through these slots
as well as through the ends of a shackle 35. Since, in view of the identity
of the method of attachment of the hangers and of the hinge strap members of
the connecting means 9 to the rails, the hangers are detachably but rigidly
~i.e. non-flexibly) connected to the track rail ends, the required pivoting
i movements about the hinge pin can take place because the upper ends of the
hangers have the necessary freedom of movement in their slot and transverse
pivot pin hinges. Both hangers 29 and 30 and the shackle 35 including the
bolt 28 thus form a simple suspension which can carry the track ends 5 and 6
in the illustrated positions, or after one or both rails have been turned
upside down or even, if desired, after either or both rails have been
reversed in the endwise direction. The place of a shackle 35 could naturally
also be taken by a hook.
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