Note: Descriptions are shown in the official language in which they were submitted.
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CROSS REFERENCES
Reference is hereby made to the following patent
dealing with relates subject matter and assigned to the
assignee of the present invention:
"Conveyor selt Chain and Method for Its Use"
by Harry R. Becker, U.S. Patent Mo. 4,28~,971 issued August 11,
1981. Fw*hermore, this application is a division of commo~ly assigned
Canadian Patent 2pplication Serial No. 359,466 filed Septem~er 3, 1980.
BACKGROUND OF T~lE INVENTION
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1. Field of the Invention
The present invention relates to conveying systems,
and, more particularly, is directed to an articulated conveyor
adapted to be suspended from an overhead monorall and capable
of traversing a curvilinear path.
2. Description of the Prior Art
In mining operations, especially underground
mining operations, such as, coal mining or the like, conveyors
or series of conveyors are used to transport the mined ore
from the mine. Normally, there is a main conveyor that moves
the mined materiàl along a fixed path. The main conveyor has
a terminal end at a fixed location for receiving the material
being mined. In the past, shuttle cars or other short dis-
tance haulage vehicles have been used to transport the mined
material from the mining machine to the fixed terminal end of
the main conveyor. The use of shuttle cars and other such
haulage vehicles is intermittent, time consuming, and in-
efficient in not providing for the continuous transport of
the mined materlals from
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the mining machine to the fixed conveyor. Thus, in more recent years there have
been several developments directed toward a mobile articulated conveyor that
provides for continuous transport of the discharge of a continuous miner to the main
conveyor as the miner advances into the mine face and changes the direction of its
forward movement. Such mobile articulated conveyors are particularly adaptable to
"room and pillar" type coal mining operations wherein the mobile conveyor follows
the continuous miner and changes in direction as the machine penetrates into themine face in one room and then is backed out and set to work in the mine face ofanother room while roof bolts are installed in the recently mined room. The mining
machine is then backed out of this second room and set to work in either the
recently roof-bolted room or it may go on to still another room.
One of these more recently developed mobile articulated conveyors is
shown in the Payne et ~t~ patent, U.S. Pat. No. 3,70?,218, and sold under the trade
designation "Serpentix". The Serpentix conveyor has an èndless trough shaped,
accordlon-pleated belt supported on a vertebrae-like member which, in turn, is
supported on the mine floor by stanchions The stanchion supported conveyor was
cumbersome and did not lend itself to frequent shifting of the conveyor path from
room to room. Thus, Craggs, as shown in U.S. Pat. No. 3,920,115, suspended the
Serpentix conveyor from an overhead monorail and thereby provided a flexible rame
conveyor which could be attached to the surge car behind a mining machine. The
conveyor could now follow the mining machine as it moved from one room to
another in performing its mining operation.
Another development is such mobile articulated conveyors is disclosed in
McGinnis U.S. Pat. No. 3,701,411 which shows a conveyor comprised of an endless belt
supported on a train of pivotally interconnected portable cars or carriages. Each of
the carriages are supported on ground engaging wheels thereby providing mobility to
the conveyor. A self propelled tractor is connected to the conveyor train to move it
from one location to another. Another development along the same lines can be
found in U.S. Pat. No. 3,863,752.
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A late~ McGinnis patent, U.S. Pat. No. 4,061,223, discloses a mobile
articulated conveyor suspended from an overhead monorail. Shown is a U-shaped
conveyor belt carried by a plurality of individual carriage units suspended from the
overhead monorail. The carriage units are fastened to one another by a resilient,
flexible spline member which provides for positioning of the carriage units around
vertical and horizontal curves. The conveyor belt is driven by a separate power belt
and guided by guide rollers.
Although, the above-referenced developments have ma~e an advancement
in the art of mobile articulated conveyors, each has encountered specific problems
and does not perform as satisfactory as desired. Along with suffering from the
shortcomings of being expensive, cumbersome, bulky, complex structures, with some
h~ving a high silhoutte, these referenced developments have experienced problems in
maintaining the upper conveying run portion of the beit in a suitable load conveying
mode as the conveyor moves around horizontal and vertical curves. Further, theseprior conveyors do not provide a smooth path for the belt to follow around curves,
thus pinching the belt and causing excessive wear thereto.
SUMMARY OF THE INV~ NTION
The preferred embodiment of the conveyor system, as dis~losed herein,
includes various unique features for facilitating the transport of materials from a
2û first location, such as an area where a continuous miner is working, to a second
location, such as where the receiving end of a second conveyor is positioned, wherein
the travel path defined between the first and second locations includes horizontal
and/or Yertical curves.
While these unique features are particularly adapted for conveying
materials along a curvilinear path such as experienced in underground mining
operations, it will be readily apparent that some of such features may be
incorporated, either singly or together, into above ground conveying systems forconveyin~ materi~ls along either linear or curvilinear paths, as well as, for con-
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ventional above and below ground flexible conveyors and
thereby improve the same.
It is, accordingly, the principal o~ject of the
present invention to provide a conveyor system ~ith an
articulated conveyor in which the aforementioned prob.lems
of the prior art have been overcome and wh.ich is simple
and inexpensive in structure, reliable in operation, and
is so constructed to present a low profile enabling the
same to maneuver around pillars and through lo~ clearance
passageways.
More particularly an object of the present in-
vention is to provide a conveyor with an improved traction
drive means for moving-a mobile articulated conveyor along
an overhead rail while substantially eliminating any ~inding
and other deleterious forces normally associated ~ith, or
resulting from, moving a rigid member through horizontal and/
or vertical curved paths.
Still further, an object of the present invention
is to provide a conveyor with a traction drive means wherein
the configuration is such that a conveyor can b.e driven from
either one of its ends or from an intermediate section thereof
while maintainirg a low profile of the conveyor. ~ -
The invention according to the parent application
sets forth a conveying system comprised of a plurality of
tandemly disposed carriages that are connected to one another
by an articulated joint so as to permit each carriage to
move universally relative to an adjacent carriage and to
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permit the train of carriages to be moved in unison along
a curvilinear path. Each of the carriages includes a
framework defining an open extent extending longitudinally
therethrough and constructed of an upper elongated link
member disposed adjacent the overhead rail and a pair o~
transversely spaced apart, longitudinally extending side
members disposed on opposite sides of the open extent and
interconnected to the elongated link member, prefera~ly,
by a pair of longitudinal spaced downwardly projecting
U-shaped frame members. The carriages ~urther carry means
for supporting an orbital belt which extends longitudinally
within the open extent and preferably located ~etween the
upper elongated link member and the lower side mem~ers.
Mounted on the respective ends of adjacent
link members are portions that form the articulated joint
~hich thereby connect adjacent carriages and permit
universal movement of one carriage relative to its tandemly
disposed adjacent carriage. In the preferred embodiment,
the carriage train is suspended from and belo~ the overhead
ra}l by suspension means coopera~le with the rail and
connected to the carriages via selected ones of the articu~
lated joints.
Mounted on the ends of adjacent side members are
structures that cooperate with one another so as to selec-
tively limit the lateral movement of adjacent carriages
relative to one another during the longi-tudinal movement
thereof. More particularly, one of the side mem~er end
structures partially surrounds the side member end struc-
tures of an adjacent carriage with the cooperating ends
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structures bein~ so positioned relative to one another
such that one side memher is permitted to move a gi~en
amount with respect to the other side member, and there-
after, the side member end s-tructures engage one another
so as to cause common movement thereof and thus preventing
further swing Q~- . the carriages.
In accordance with the present invention, the
articulated conveyor i5 moved along the monorail ~y drive
traction means that includes at least a pair of transversely
spaced apart rotatable traction drive wheels being dispoSed
on the opposite sides of the rail. Driveably coupled to
respective ones of the wheels is a pair of transversely
spaced apart power units being disposed on opposite sides
of the rail and pivotally connected to one another belo~
the drive wheels. To maintain the dxive wheels in drive
traction relationship with the rail, pivot means, preferably
in the form of an actuator transversely disposed and inter-
connected between respective lower portions of the power
units, are provided and operable to pivot the~power units
toward and away from one another and thus move the drive
wheels toward and away from one another so as to maintain
the drive wheels in drive traction relationship with the
overhead rail.
Additionally, the drive traction means ~ncludes
an elongated framework suspended from the rail and disposed
within the vicinity of the power units. The framework is
connected to at least one of the carriages and includes
end portions spaced longitudinally outwardly from the opposite
longitudinal ends of the power units with a rigid frame
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member inte~connec-ting the opposite end por-tions. The
respective ends of the power units are connected to
respective end portions of the framework by link means,
preferably in the form of a flexible chain. Upon ~ove-
ment of the power units in one direction, one of the
chains is put in tension in providing a force transmitting
path through the rigid frame member to an adjacent-carriage.
Upon movement of the drive unit in the opposîte direction,
the other one of the chains is put in tension so as to pro-
vide a force transmitting path through the rigid frame
mem~er. The chain not in tension is relaxed and incapable
of transmitting a force through the rigid frame mem&er.
Other advantages and atainments of the present
invention will become apparent to those skilled in the art
upon a reading of the following detailed description when
taken in conjunction with the drawings in which there is
shown and described an illustrative embodiment of the inven-
tion.
BRIEF DESCRIPTION OF THE DRAWINGS
In the course of the following detailed descrip-
tion reference will be frequently made to the attached draw-
ings in which:
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Fig. 1 is a diagramatic plan view of the conveyor system embodying the
- principles of the present invention.
Fig. 2 is a fragmentary side elevational view of the conveyor system.
Fig. 3 is an enlarged sectional view of a carriage as taken along line 3--3
o Fig. 2.
Fig. 4 is a side elevation view of the carriage shown in Figs. 2 and 3.
~ig. 5 is a top plan view showing the arrangement of the carriages as they
pass around a horizontal curve.
Fig. ~ and 7 show an end view and a side elevational view respectively of
one end structure of one of the side members which form a portion of the limiting
means.
Fig. 8, 9 and 10 respectively show the top plan, side elevational and end
view of the other one of the end structures that form the other portion of the
limiting means.
Fig. Il shows, on a somewhat enlarged scale, one of the articulated joints
used for suspending the carriages from the monorail.
Fig. 12 is an end view of the articulated joint as seen along line 12--12 in
- Fig. 11.
Fig. 13 is ~n enlarged side elevational view of the drive traction means
seen in Fig. 2.
- Fig. 14 is a top plan view of the drive traction means shown in Fig. 13.
Fig. 15 is a sectional view of the drive traction means as taken along line
15--i5 on Fig. 13.
Fig. 16 is an enlarged side elevational view of the take-up carriage shown
inFig. 2.
Fig. 17 is a top plan view of the take-up carria~e of Fig. 16 showing the
hydraulic cylinders.
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Fig. 18 is a sectionPl view of the take-up carriage as taken along line 18--
- 18 of Fig. 16.
Fig. 19 is an end view showing the outby termin 1 positioned above the
panel belt conveyor as seen from line 19--19 in Fig. 2.
Fig. 20 is a side view of the dr;ve sprocket in engagement with the belt
drive chain.
Fig. 21 is an enlarged side elevational view of the inby terminal as seen in
Fig. 2 showing in dotted lines the pivoted movement thereof and with the load dis-
charge end of the bridge conveyor being shown in its elevated overlyng position
above the inby terminal.
- Fig. ?2 is a top plan view of the inby terminal with the hopper removed
~ig. 23 is a sectional view of the inby terminal as taken along line 23--23
in Fig. 22.
Fig. 24 is a top plan view of the bridge conveyor as shown in Fig 2
1~ showing the steerable wheels in two different positions.
DETAILED DESCRIPTION
OF THE PREFERRED EMBODIMENT
In the followin~ deseription, it is to be undestood that such $erms ~s
"forward", I'rearward'', t'left", "right", "upwardn, "downward", etc., are words of
conveniencè and are not to be construed as ~imiting terms.
IN GENERAL
Referring now to the drawings, and particula~ly to Figs. 1 and 2, there is
shown a conveyor system having a mobile articulated conveyor which is adapted tobe suspended frorn overhead rail means~ such as a monorail, and which is capable of
traversing a curvilinear path. The conveyor system is indicated generally by thenumeral l0 and comprises the preferred embodiment of the present invention.
As shown in Figs. 1 and 2, the conveyor system 10 generally in~ludes an
articulated conveyor having an orbital conveying belt 12 carried by a train of
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tandemly disposed, carriages 14 with an outby terminal 16 located at one end of the
train and an inby terminal 18 located at the opposite end of the train; means 2Q- cooperable with each of the carriages 14 ~nd the overhead supported rail means, such
as monorail 22, for pivotally lnterconnecting the carriages 14 and suspending the
carriages from the monorail 22; traction drive means 2'L cooperable with the
overhead monorail 22 and being connected to at least one o~ the carriages 14 formoving the train of carriages along the path defined by the monorail. An
extendable/retractable unit, referred to herein as a take-up carriage 26, is
interpased between a pair of adjacent carriages 14 or between the outby unit 16 and
the traction drive unit 24 (as sho~vn in Fig. 2) to increase or decrease the length of
the cRrriage train to thereby provide proper tensioning of the orbital belt 12.
Further, a bridge conveyor, genera~ly indicated by the numeral 28, is connected to
the inby terminal end of the carriage train or unitary movement therewith. The
bridge conveyor 28 has one end, the discharge end 3~, suspended from the monorail
22 and pasitioned above the inby terminal 18, whereas the other end, the material
loading end 32, is supported on a pair of steerable wheels 33, 34 (or~y the right wheel
being shown in Fig. 2).
The various controls for controlling the operation of the conveyor system
lO are housed within a control box 36 which is also suspended from the monorail 22
and Is connected to the outby terminal 16 end of the carriage train. The control box
36 forms no part of the present invention and its specific structure will not bediscussed in detail. Suffice lt to say that it is a box or housing of conventional
nature that houses the various control components for regulating the operation of
the conveyor system.
Also seen in Fig. 2, is a stationary panel belt conveyor, being generally
indicated by the numeral 38, of conventional construction and forming no part ofthis invention. The panel belt conveyor 38 is supported on the mine floor and
positioned below the ~utby terminal 16 for receivir~ mined material discharged
.~ therefrom. As will be readily understood by those skilled in the art, the outby
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discharge terminal oE the carriase- train may reciprocate along the monorail
22, back and forth, over the panel conveyor 38 as the other end of the
conveyor system, the bridge conveyor 2~ Eollows a continuous miner (not
shown) as it proceeds around hori~ontal and vertical curves from room to
room, between pillars P, in extracting the mineral from the mine face, as
seen in Fig. l.
For illustration purposes, in the preferred embodiment, the orbital
conveying belt 12 is of the type disclosea ana claimed in the aforementioned
U.S Pa-tent No. 4,282,971 of Harry R. Becker, entitled "CONVEYOR BELT C~AIN
AND METHOD FOR ITS USE". The Becket belt is a precontrolled stretchable belt
formed of a stretchable elastic material having a chain attachea to the
longitudinal centerline thereo-f for controlling the amount of prestretch of
the belt as well as for driving the conveyor belt. ~lowever, it should be
noted here that the conveyor system of the present invention is not limited
to the incorporation of such a controlled prestretch belt, nor an elastic
material belt per se, but includes a wide variety of types of conveying
orbital belts.
The various above-mentioned components of the conveyor system 10
will now be described in further detail hereinafter.
CARRIAGES
As discussed above, a plurality of carriages 14 are disposed below
the monorail 22 and arranged in single file fashion to form a carriage train.
Each of the carriages 14 is constructed so as to define an open extent
extending generally longitudinally through the train thereof with each
carriage 1~ mounting means for supporting an orbital belt within the open
extent of the carriage train, Since, in the preferred embodiment, all of
the carriages 14 are identical, only one will be discussed in detail.
As seen in Figs. 3 and ~, each carriage 14 includes a framework
having an upper elongated tubular link member ~0 and a pair of downwardly
projecting, gen-
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erally inverted U-shaped members depending from and sp~ced apart along the
tubular link member 40. Each of the U shaped members have left and right leg
portions 42, 44 (only the right leg portion 44 of each U-shaped frame member being
seen in Fig. 4) respectfully defining the outer lateral sides of the open extent and
being interconnected Dy an upper bight portion 46 defining the upper boundary of the
open extent. The U-shaped frame members are constructed from a flat metal bar
and are longitudinally spaced along a~d inwardly from the respective ends of theelongated tubular link member 40. More specificaUy7 the elongated tubular link
member 40 is secured to t}e undersurface of the bight portion 46 of the respective
frame members by welding or the like, and preferably, the tubular link meinber 40 is
positioned centrally oi each bight portion. Eor increased strength, webs 48 are
welded between the tubular link member 40 and the respective bight portions. When
each carriage 14 is suspended from the monorail 22 in a manner to be described
below, its elongated tubular link member 40 is disposed a relatively short distance
below and generally parallel to the monorail 22.
As also seen in Figs. 3 and 4, the framework of each carriage 14 includes
left and right longitudinaUy the opposite sides of the open extent and positioned gen-
erally at a lower level than the elongated tubular link member 40. The left sidemember 50 extends, generaUy horizontally, across the lower edge of the left leg
portions 42 of the pair of frame members associated with a respective carriage
whereas the right side member 52 extends3 generally horizontally, across the lower
ends of the right leg portions 44 of the pair o frame members associated with the
same carriage. Preferably, the left and right side members 50, 52 are oriented
generally parallel to one another and generally parallel to the elongated tubular link
member 40. ln the preferred embodiment, the longitudinal axis of the side members
50, 52 and the longitudinal axis of the elongated tubular link member 40 associated
with each carriage 14 form the apices of an isosceles triangle.
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A plurality of rollers comprise the means mounted on each carriage 14 for
moveably supportin~ the orbital conveying belt within the open extent of the
carriage train. An upper series of rollers are pro~nded for supporting the upperconYeying run portion 12a of the belt 12 and alower series of rollers are provided for
supporting the lower retum run portion 12b of the belt 12. The rollers are supported
on left and right brackets 54, 56 respectively ~as seen in Fig. 3) which projectinwardly into the oper. extent from the respective leg portions 42, 44 of each frame
member. Each of the brackets 54, 56 is formed by a pair of spaced apart plates
suitably fastened to the outer edges of the respective leg portion. The plates are
identical and irregular in shape forming cantilever arms that project into the open
extent.
In the preferred embodiment, the upper conveying rLm portion 12a of the
belt 12 is supported by respecti~re left and right troughing idlers 58, 60 and acentrally disposed dumbell idLer 62 so as to maintain the belt 12 in a cross-sectional
trough-shaped configuration, as shown in Fig. 3. The left troughing idler 58 is
rotatably mounted on the cantilever arm portion o~ the left bracket 54 by a pair of
spaced plates 64, 65 transversely disposed between the bracket side plates. The
upper end of each mounting plate 64, 65 is notched to receive the respective shaft
ends of the idler 58; The right troughing idler 60 is similarly rotatably mounted
between the bracket side plates which form the cantilever arm portion of the right
wing bracket 56 by a pair of similar notched mounting plates 66, 67. For the sake of
clarity, the left and right troughing idlers 58, 60 along with their respeetive
mounffng plates 64-67 have not been shown in Fig. 4. The dumbell idler 6Z is
transYersely disposed between the respective cantilever arm portions of the left and
right brackets 54, 56 and rotatably supported on notched plates 68, 69 secured
between the side plates t~t form the respective arm portions. Idler 62 takes on tl~
dumbell shape so as to accomodate space for the chain th~t is attached to the belt 12
which will be discussed later in more detail. ~s can be easily understood, such
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mounting of the troughingr idlers 58, 60 and dumbell idler 62 permits easy removal of
same and ready access to belt 12.
For maintainir~ the upper conveying run portion 12a of the orbital belt 12
in an operative position on the troughing idlers 58, 60 and the dwnbeU idler 62, each
carriage 14 is provided with respective left and right upper edge idlers 70, 72 which,
in the preferred embodiment, are of cap~tan shape. The left edge idler 70 is
rotatably supported between the upper portion of the side plates that form the left
bracket 54 whereas the right edge idler 72 is rotatably supported between the side
plates that form the right bracket 56. As best seen in Fig. 3, the left and right edge
lû idlers 70, 72 project into t~ open extent, toward one another, and are generally
horizontally disposed having their tapered flange portions being disposed adjacent
the respective outer edges of the orbital belt 12.
The return run portion 12b of the orbital belt 12 is supported on a
transversely disposed return idler 74 rotatably mounted on respective left and right
- 15 mounting plates 76/ 78 which are also notched to receive the respective left and
right ends of idler shaft 80. The mounting plates 76, 78 are suitably secured
between the flange of a channel member 82 that interconnects the lower ends of the
respective left and right leg portions 42, 44 of each U-shaped frame member. Therespective ends of the channel member 82 are attached to the respective leg
portions by pins 84, 85 that pass through aligned apertures provided in the flange of
the channel member and t~rough the side plates that form the let and right
brackets 54, 56. The belt return run portion 12b is maintained on the retum idler ~4
by left and right edge i~ers 86, 88 rotatably supported on a lower portion of
respective left and right brackets 54, 56.- As seen in Fig. 3, the lower edge icDers 861
88 are disposed be~ow the cantilever arm portions of the respective brackets and are
so posiitioned as to engage the outer edges of the return run portion 12b of the belt
12. It should be appreciated another feature of the invention is that the mounting of
the return idler 74 provides easy access to the belt 1? as well as easy access to the
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upper conveying run idlers 58, 60 and 62. The return idler 74 can be easily removed
by removing the channel member attachin~ p;ns 84, 85, where~s, the upper
conveyir~ run idlers 58, 60 and 62 can be removed by lifting them out of their
respective notched mounting plates. PreferaMyl as seen in Fig. 4, the upper
conveying run idlers 58, 60, 62 and the return run idler 74 are so positioned that the
respecti~e axes thereof lie in a generally vertical plane.
Each carriage 14 is further provided with means for limiting the lateral
movement of one carriage relative to the aligned position of an adjacent carriage to
thereby maintain the conveying run portion 12a of the orbital belt 12 in a
predetermined operative mode as the train of carriages are moved along the
overhead monorail 22. In the preferred embodiment, the limiting means are pro-
vided on the respective ends of each side member 50, 52 of each carriage. The
limiting means of one side member end of a respective carriage, cooperates with the
adjacent end of the side member carried by the adjacent carriage such that each
carriage can only move laterally a limited amount indepèndently of the lateral
movement of the adjacent carriage and thereafter the carriages movè together in
common movement. As seen in Fig. 4, on the left end o~ the right side member 52
the limiting means takes the form of a generadly upright plate 90 tsee Fig. 6 and 7)
secured to the terminal end of the side member.- Mounted orl the right end of the
right side member 52 .the limiting means takes the form of an L~haped
configuration, beir3g generally indicated by the numeral 92, formed from an upper
plate 92a that slants upwar~y and outwardly from the terminal end and a side plate
92b that slants away and outwardly from the terminal end ~see Figs. 8, 9,10).
On a straight-run section of the monorail 22, wherein the carriages 14 are
generally aligned with the longitudinal centerline o~ the respective side members of
adjacent carriages being in alignment, the respectiYe limitin~ means cooperate such
that the L~haped plate structure 92 of one side member end partially surrounds the
upright plate structure 90 of the adjacent side member end. In such straight line -
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positions the respective cooperating plate structures are in a non-contacting
relationship; however, in a curve section of the monorail 22, such ~s seen in Fig. 5,
wherein one carriage is angularly disposed relative to an adjacent carriage, therespective cooperatin~ plate structures of adjacent right side members 52 are ins engagement thereby transferring the load of one carriage onto another which tends
to retard the swinging movement of one carriage relative to its ~djacent carriage.
Furthermore, the abutting relationship of the plate structures 90 and 92 also assists
in retarding the lateral swing of adjacent carri~ges~ As will be noted, the
cooperating plate structures at the adjacent ends of adjacent left side members 50
are spaced farther apart than their relative position in a straight run section. The
cooperation of the plate structures ai the ends of ~e side members 50, 52 of
adjacent carriages 14 as described above limits the lateral swinging movement of the
carriages as they move along the overhead rail, thus ~roviding a smooth path for the
- conveying run portion 12a of the belt 12.
MEANS FOR SIJSPENDlNG AND CONNECTING CARRIAGES
l~s described above, the carriages 14 are tandemly disposed, being
~onnected to one another, and are suspended from the overhead monorail 22 8S
shown in Fig. 2.
With specific reference to Figs. 11 and 12, there is nlustrated in greater
detàil the means for connecting the carriages and for suspending the sarriages from
the monorail. Secured to each end of each elongated tubular link member 40 of a
carriage framework is a yoke member 94 that projects outwardly therefrom having
an end portion which defines a concave ball receiving socket adapted to partially
receive a ball, such as ball 96. As best seen ;n ~ig. 11, the yoke members 94
associated with the adjacent ends of adjacent link members 40 are positioned around
the ball 96 with arl annular gap existing therebetween for retaining a lubrieanttherewithin. The respective yoke members 94 are clamped about tl;e ball 96 by left
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and right blocks 98, 100 (see F;g. 12) each having a cavity therewithin such th~t
when the blocks are clamped together they form a cavity which tak~; the shape ofthe outer periphery OI ~e respective yoke members 94, and further define conical or
tapered slot sections on opposite sides of the cavity which allow the link members 40
to move up and down in the vertical direction and from side to side in the horizontal
direction whereby adjacent link members are permitted to move relative to one an-
other. Fastening bolts 102 are used to hold the blocks 98,100 together (see Fig. 12).
As described, the above components form an artieulated joint.
Each of the blocks 98, 100 have integral trolley support members
extending upwardly therefrom for rotatably supporting therebetween respective left
and right pairs of trolleys or wheels 104,106 which are cooperable with the monorail
22 for movement therealong. For centering the tro~ley wheels 10~,106 on sespective
sides of the I-shape monorail 22, left and right guide rollers 108,110 respectively are
provided for rolling contact with the respective sides of the web portion of the I-
beam. The guide rollers 108, 110 are rotatably supported on pins 112,114 that extend
between upper and lower inwardly extending projections of the upright integral
trolley support members.
As will be easily understood by those skilled in the art, suspending of the
carriages 14 from the articulated joints that connect the carriages permits the use o~
smaller joints in ~at ffle stress forces that are transmitted to the joints are
transferred to the more rigid I-beam, thereby reducing wear and damage to the
oints.
TRACTION DRIVE MEANS
Relocation of the conveyor system 10 along the overhead monorail 22 is
achieved by actuation of the traction drive means 24 seen in Figs. 13, 14 and 15.
While in the preferred embodiment there is shown only one traction drive unit being
interposed between two carriages; however, depending on the length of the conveyor
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and the elevated grade which it traverses, there may be several traction drive units
associated with a conveyor. Furthermore, the traction drive unit may be located at
either end of the conveyor, or, as shown in the preferred embodiment, the traction
drive unit may be located between adjacent carriages.
As best seen in Fig. 15, the traction drive means 24 basically includes a
pair of transvers~y spaced apart left and right power units 114, 116 respectively
disposed on opposite sides of the open extent of the carriage train, each unit having~
driveably coupled thereto a pair of traction drive wheels with the wheels being
associated with the left power unit 114 being referred to by numeral 118,119 while the
drive wheels associated with the right power unit 116 being referred to by the
numeral 120S 121. The respective driYe wheels 118,119 of the left power unit 114 are
rotatable in opposite directions and cooperable with the opposite sides of the
monorail 22 from that of t~ respective drive wheels 120,121 of the right power unit
116.
Since the specific components of the power units 114, 116 may be
conventional, it should suffice to say that each drive unit has a housing which
supports a motor and a drive train, such as a gear train or chain ~d sprocket drive~
that transmit power from the motor to the drive shafts which support the respective
drive wheels for rotation of same. Such driven rotation of the drive wheels 118,11~,
120 and 121 results in movement of the traction drive means 24 along the monorail
22. As shown in the preferred embodiment, the left and right power units 114,116 are
identical in construction but are reversely orientated on opposite sides of the
monorail 22.
As stated above and as best seen in Fig. 15, the left and right power units
114, )16 are respectively disposed on opposite sides of the open exten~ OI the carriage
train having their respective housings projecting generally vertically and outwardly
from the opposite sides of the open extent and with their respective drive com-
ponents extending generally horizontally, and slightly above the upper boundary of
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the open extent, from the housing inwardly to the resp~ctive drive shafts for rot-
ating the drive wheels 118, 119,120 and 121. As seen in Fi~. 14, stub arms 122,124 are
attached to one side of the left power unit housing 114 and projects inwardly
therefrom and stub arm 126 is attached to the opposite side of the left power unit
housing 114 projecting inwardly therefrom, whereas, corresponding stub arms 128, 130
and 132 are attached respectively to the opposite side of the housing of the other or
right power unit 116 and project inwardly therefrom. l he left and right units 114,116
are pivotally coupled to one another by two pivot pins, one pin 134 passing through
aligned aperatures provided in stub arms 122, 124 and 13~ and the other pivot pinl36
passing through aligned apertures provided in stub arms 126, 128 and 130. As best
- seen in Fig. 15, the above described pivot connection of the left and right power
units 114,116 is disposed a relatively short distance below the monorail 22 with the
~xis of the pivot pins 134, 136 lying generally within a vertical plane that passes
through the longitudinally centerline of the I-beam web section.
As best seen in Fig. 15, means in the form of an actuator assembly,
generally indicated by the numeral 138, have been proYided to pivot the left andright power units 114, 116 and therewith the left and rig~t ~airs of drive wheels 118,
119,120 and 1~ toward and away from one another and about the pivot pins 134,136 so
as to maintain the drive wheels 118, 120 in drive traction relationship with theoverhead monorail 22. The actuator assembly 138 is pivotally interconnected
between the lower ends of left and right leaf springs 140,142 respectively, the left
leaf spring 140 is attached at one end to the bottom of left power unit housing 114
and projects downwardly therefrom, while the right leaf spring 142 is attached to the
bottom of the right power ~it housin~ 116 and projects downwardly therefrom.
The actuator assembly 138 extends transversely between the lower ends of
the springs 140, 142 and includes a transversely disposed cylinder 144, preferably
hydraulic, having its cy~nder end pivotably connected to the right leaf spring 142 by
right pin 146. The piston rod end is threadably connected to one end of a threaded
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extension rod 148 that has its other end pivot~ly connected to the left leaf spring
140 by left pin 150. Fastening nuts 152 are threaded on the extension rod and piston
rod and operable so as to lock the actuator assembly 138 in selected ones of theexpanded and retracted positions of the hydra~ic cylinder 144, thus retaining the
power units 114, 116 in their relative pivoted positions in cases where a hydraulic leak
occurs and the cylinder 144 looses pressure.
The operation of the actuator assembly 138 is such that upon extension of
the cylinder 1447 the power units ~14,116 pivot about the pivot pins 134,136, with the
lower ends of the power units being forced away from one another and with the
upper ends moving closer to one another thereby causing the left and right pairs of
- drive wheels L18, 119,120 and 121 to move toward one another, squeezing and pinching
the monorail 22 therebetween and thus, resulting in drive traction relationship~Retraction of the cylinder 144 causes reverse pivot rotation of the power units,thereby resulting in less pressure being applied by the drive wheels L18-121 against the
monorail 22.
The primary purpose of the leaf springs 140, 142 are to alleviate shock
loading to the drive components assoclated with the drive wheels 118-121 as may be
experienced in such circumstances wherein the sections of monorail 22 are not inperfect.alignment which would tend to create an excessive force on the Yarious
connections and components when the drive wheels pass over such a disjointed rail
juncture.
The traction drive means 24 further includes a framework, generally
indicated by the num eral 154, having an open extent extending longitudina~ly
therethrough and in general alignment with that of the carriage train for
accommodating the orbital belt 12 in a manner similar to that of the above described
carriages 14. The framework 154 is similar in structure to the carriages 14 but is
modified to some extent for space allowance for the power units 114, 116
--21--
Furthe~more, it will be seen from the following description that the framework 154
is connected to the carriages 14 and interconnected to the power units 114,116 so as
to transmit the movement force from the power units 114,116 to the carriages 14 free
from binding and other deleterious forces which normally would be associated with~
or result from, moving a rigid member through a horizontal curve.
For clarity and to facilitate the understanding of the description, the end
of the framework as seen in Fig. 13 toward the right side of the drawing will bereferred to as the front end of the framework whereas the end of the framework on
- the left side will be referred to as the rear of the frameworlc.
Now, with particular reference to Figs. 13 and 14, the framework 154 is
comprised of respective upper and lower longitudinally extending box shaped tubular
side frame members 155, 156 and 157, 158 disposed on opposite sides of the open
extent and interconnecting front and rear longitudinally spaced apart upright
members 160, 162 respectively, disposed adjacent the op~osite sides of the open
extent tonlY the uprigm members on the rigm side are shown in Fig. 13). Mounted to
and extending upwardly and rearwardly from the rear end of each of the upper side
frame members 155, 156 is a diagonal plate 164 while another diagonal plate 166
extends u2wardly and forwardly from the front end of each of the upper side frame
members 155,156. ~panning between the front and rear diagonal plates 164,166 arefront and rear transverse frame members 1~8, 170 respectively, the front frame
member 168 bein~ positioned a short distance forward of the front portion of thepower units 114, 116 and the rear frame member 170 beil~ positioned a short distance
rearwardLy of the rear portion of the power units 114,116. Mounted on the forward
face of the front frame member 168 and on the rearward face of the rear frame
25 ` member 170, and downwardly a short distance from the vertex of each member, are
outward projecting yokes which may be identical to those previously described yoke
members 94 carried by the carriages 14 that form the above described articulatedjoint 20 for suspending the carriages 14 from the monorail 22
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Still referring to Fig. 13, secured to the front end of each of the lower side
frame members 157, 158 and projecting gener~l~ downwardly and forwardly
therefrom are lower front dia~onal plates 172 th~t su2port front side member
extensions 174, 175 which are vertically offset to the respective lower frame
members 157,158. Mounted on the outward end of ti~e forwa~d extensions 174,175
are L-shaped plate structures identical to those plate st~uctures 92 carried by the
carriages 14 that form a portion of the cooperating ~mit means. ~imilar diagonalplates 1~6 are secured to the rear end of the lower si~e fr~me member.s 157, 158 for
supporting vertical offset rearward extensions 178,179 which have supported thereon
the upright plate structure 90 as described aboYe tha fcrms the othe~ cooperating
portion of the limiting means.
As seen in Figs. 13 and 14, the power units lI4, 116 are c~nnected to the
framework 154 by front and rear flexible members i~ustrate~ as chains 180, 182
respectively. The front chain 180 is connected to a e~elet 184 mounte~ on the rear
face of the front frame member 1~0 wbile the other en~ he chain is connected to
eyelet 186 mounted on the right pivot pin 136. The rear ch~in.l82 is similarly
connected to a eyelet 188 mounted on the front face o~ ~he rear frar,le member 168
and ey~et 190 mounted on pivot pin 134.
The traction drive unit as shown in Fig. 13 is dep~ctèd .in an operative
mode wherein the c~rriages 14 are moved or driven in the forward direction, further
into the mine, which would be toward the right as seen in Fig. 2, and thus, the rear
chain 182 is under tension whereas the front chain 180 ~s relaxed ~ such forwardmovement9 the carriages 14 to the left of the power uni~; 114,116 ~e p~lled-along-the
monorail 22 whereas the carriages 14 to the right of the power unlts 114, 116 are
pushed along the monorail 22 by the forces transmitted from the carri~e on the left
and thru the framework 154 of the traction drive means In other words, as the
power units 114, 116 move forwarclly, the line of force, o~ t`he carrl~ges to the left, is
through the rear chain 182 and through the successive ~onc~ated tubu;tar linlc
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6~ -
- members 40 associated with each of said carriages. The line of force for the
carriages on the right (those being pushed) is through the rear chain 182, down
through the rear diagonal side plates 164, across the upper side frame members 155,
156, up through the front diagonal plates 166 and to the elongated tub~lar link
member associated with the carriage on the right of the power units. In the reverse
- direction wherein the power units 114, 116 are reversely operated to drive the
riages out of the mine (to the left), the rear chain 182 is now in a relaxed
condition whereas the front chain 18D will now be in tension and the force lines are
opposite to those described in the forward direction.
- It will be appreciated by those skilled in the art, that the above described
drive coupling relationship of the power units )14,116 and carriages is such that any
deterious forces which-may result from the power units moving along the monorail22 such as the reaction forces of the power units pèr se produced when the powerunits move over a disjoined rail section are not transmitted to the framework 154 or
the carriages 14. ~uch mounting arrangement permits the pou~er units 114, 116
freedom of movement relative to the framework 154 in that there are no rigid
connections between the two, but only the connection of the chains 180, 182.
Furthermore, such chain connections between the power units and the carrlages
allow the power units to move more freely around a curved section of the monorail
rather than would be the case were the power units rigidly connected to the
framework.
The framework 154 of the traction drive means 24 also includes parts that
support the orbital belt 12 in a manner similar to that of the carriages 14. Forexample, left and right brackets (not shown) which may be identical in construction
to those described in the above described carriage section, are carried respectiv~ly
by the front and rear upright frame members 160,162. For the sake of brevity, itshould suffice to say that the brackets, as described above, rotatably support the
idlers tnot shown in Yigs. 14 and 15) associated with the upper conveying run portion
12a of the belt 12 as well as the reverse run portion 12b of the belt.
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It will be appreciated by those skilled in the art, that the specific
configuration of the traction drive means 24 just described a~lows for a low profile
unlt having a height which is approximateiy equal to that of the carriages, thuspermitting operation thereof in confined areas wherein the vein of coal is of low
height.
TAKE-UP CARRIAGE
As briefly mentioned hereinabove/ the conveyor system 10 is provided with
a take-up carriagel being generally indicated by the numeral 26, that is similar in
- construction to the standard carriage 14 described above but which is adapted to
expand and retract in the longitudinally direction so as to increase or decrease the
- overall longitudinal length of the carriage train. Such expandable/retractable take-
up carriage, when associated with a conveyor system of the type shown in $he
preferred embodiment having a controlled prestretched conveyi~g belt, serves as a
means for maintaining the controlled prestretch of the belt under such conditiQns
where the b~t chain becomes worn. In addition, when it is desired to decrease the
amount of tension in the belt for making repairs, the take-up carriage 26 can beretracted to shorten the length of the carriage train and thereby reducing the
tension in the belt 12. Although, in the preferred embodiment as shown in Fig. 2, the
take-up carriage 26 is interposed between the outby terminal 16 and traction drive
means 24, the take-up carriage 26 may be interposed between adjacent carriages 1or it may be interposed between the inby terminal 18 and an adjacent carriage
Furthermore, even though only one take-up carriage 26- is shown, there may be more
than one in a given carriage train.
As seen in Figs. 16, 17, and 18, the take-up carriage 26 includes a
framework similar to that of a standard carriage but which has been divided into two
substanti~dly identical portions (Fig. 16), the portion on the right bein~ referred to ns
the front portion ancl generally indicated by the numeral 192, and the portion to the
left being referred to as the Iear portion and generally indicated by the numeral 199.
.
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The right or front portion 192 is a mirror image of the left or rear portion 194 (with
the exception of the limiting plate structures 90, 92), that is, it is reversely oriented
relative to the left or rear portion such that the portions are symmetric~l about a
transversely extending vertical plane that passes through the longitudinal midsection
of the take-up carriage 26. The~overall configuration of the tak~up carriage 26,when the front and rear portions 192, 194 are coupled together, is similar to the
configuration of a standard carriage lg.
The front and rear portions 192,194 of the takeup carriage 26 each include
a downwardly projecting IJ-shaped frame member 196 respectively hav~ng their
respective leg portions disposed adjacent the opposite sides of the open extent of the
carriage and with its respective bight section disposed adjacent the upper boundary
of the open extent. An elongated tubular link member 198 havin~r a yoke 200 on one
end is secured to the undersurface of the bight section of each of the respective U-
shaped members 196. The yoke ends of the link members 198 extend in a direction
away from the opposite longitudinal ends of the take-up carriage 26 and are
identical to the yoke members 94 of the standard carriage 14. As in the case of the
standard carriage 14, the yoke 200 forms a component of each of the above described
articulated joints 20 which suspends the take-up carriage 26 from the monorail 22.
As best seen in Figs. 16 and a short distance past or beyond the respective IJ shaped
members. The link member 198 of the front and rear portions 192,194 telescope over
an elongated insert tube 202 which is provided with apertures spaced along its
longitudinal extent and with a central collar 204 formed about the periphery thereof
and located generally at the midsection of the insert tube 202 for centering the- insert tube 202 between the ends of the link members 198. For connecting the link
members 198 on the centrally positioned insert tube 202 so as to retain the front and
rear frame portions 192, 194 in desired spaced apart location, pins (not shown) are
passed through apertures proYided in the link members 198 and through correspondin~
apertures of the insert tube 202.
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Supported on the lower leg portion of each of the frame members 196 of
the front and rear portions 192,194 of the take-up carriage 26 is an elongated side
frame member 206, one being disposed on each opposite side of the open extent.
The side members 206 are sùbstantially identical to the side members 5Q, 52 of the
standard carriage 14 and support on ~e respective ends thereof cooperating upright
and L-shaped plate structures 90 and 92 that form the limiting means previously
discussed;
For telescopic connection of each of the respective front and rear side
- members 206, an elongated insert bar 208 is provided which is adapted to be inserted
into the ends of the respective side members. The insert bar 208 is provided with
spaced apertures therealong whereas each of the inner ends of the side members 206
are provided with an aperture. Connectin~ pins (not shown) are inserted through the
apertures in the ends of tne side members 206 and selected apertures in the insert
bar 208 so as to retain the side members 206 in selected lgitudinally spaced apart
pasitions.
As best seen in Figs. 16 and 17, means, preferably, in the form of a pair of
hydraulic cylinders 210? 212 are provided to couple the front and rear frame portions
192, 194 and are operational for moving the portions toward and away from one
another. The left cylinder 210 ~as seen in Fig. 18) is disposed adjacent the left side OI
the link members 198 ~nd has its cylinder end pivotally connected to the rear portion
link member by a pin 214 that passes through a pair of Yertical spaced apart ear- members 216 (see Fig. 18) that are secured to the side of the rear link member and
adjacent the yoke end thereof while its piston rod end is pivotally connected to the
front portion link member by a pin 218 that passes through vertically spaced earmembers 220 (only the upper one being shown in Fig. 17) that are secured to the side
of the front link member. The right cylinder 212 extend3 along the ri,ght side of the
link members and is pivotally connected in a similar manner by pir~s 222, 224 passin~
through respective ear members 226, 228 provided on the right side of each of the
front and rear link members.
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- As can be readily ~derstood, ex~ansion of the cylinders 210, 212 causes
the front and rear por~ons 192, 194 of the take-up carriage framework 26 to moveaway from one another, thus increasing the total length of the carriage train,
resulting in an increase in the tension of the orbital belt 12 and ti~htening of the
chain associated with the belt which has been elongated due to wear. Once the
cylinders 210, 212 have extended to a preselected length~ the front and rear
- framework portions 192, 194 are locked in their desired location by passing the
connecting pins (not shown) through the side members 206 and associate insert
member 208 as well as the connecting piB ~not shown) through the link members 198
and the associated insert tube 202. The locking of the front and rear framework
portions; 192, 194 in their positions insures that they remain in thei~ relative position
should a hydraulic failure occur and the cylinders 210, 212 loose pressure.
In situations where repairs ~re being made to the conveyor, the cylinders
210, 212 are retraeted, thus decreasing the tension on the belt to thereby facilitate
access to and handling of the belt.
For moveably supporting the orbital belt 12 within the open extent, the
take-up carriage 26 is provided wi-h belt support means identical to the means
associated with a standard carriage 14. Thus, for the sake ~ brevity, and to
eliminate repetition in description, it should suffice to say that the belt support
means associated with ~e take-up carriage 26 generally incl~des respective left and
right brackets 230, 232 (see Fig. 18) mounted on the respective leg portions of each
U-shaped frame members 196 that rotatably support an upper series of idlers for
supporting the upper conveyin~r run portion 12a of the be}t and a lower series of
rollers for supporting the low return run portion 12b of the belt.
OUTBY TE E~MINAL
As seen in Figs. 2 and 19, with particular reference to Fig. 2, connected to
the terminal carriage on the extreme left or outward end of the carriage train is a
portion of the conveyor commonly known in the conveyor art as an outby terminal,
.
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bein~ generally indicated by the numeral 16. This terminal is also suspended) in a
li};e manner to the carriages 14, from the monorail 22 in an elevated position above
the panel belt conveyor 38 for discharging of materials on same.
The outby terminal 16 houses means for driving and reversing the direction
of the orbital belt 12 and îs basically conventional in structure having a framework
composed of transversely spaced apart, longitudinally extending frame members 233,
234 ~see Fig. l9) disposed on opposite sides of the open extent. The outward ends of
the frame members 233, 234 are interconnected by a transversely extending han~er236 while the opposite ends, or the inward ends of frame members 233, 234 are
interconnected by a transversely extending, downwardly projecting, U-shaped frame
member 238 as shown in Fig. 2 which similar to U-shaped frame member 196.
Mounted to the outward face of hanger 236 and U-shaped member 238 is a short
tubular link member 240 having a yoke end portion which forms a portion of the
articulated suspension joint 20 associated with the adjacent carriage 14 on one end
and a portion of the articulated joint 20 associated with the control box 36 on the
other end. Mounted on each of the frame members 233, 234 and projectir~ for-
wardly therefrom toward the take-up carria~e 26 is a short side member 242 (or~ythe one on the right side being shown in Fig. 2) having mounted to its outward end an
L-shaped plate structure, identical to those plate structures 92 associated with the
carriages, for cooperating with the adjacent upright plate structure 90 on each end
of the side members 206 associated with the take-up carriage 26.
For funneling the mined material onto the panel conveyor 38, a pair of
sheet metal skirts 243, 244 are provided on the outward end of the outby terminal 16,
- one skirt 243 being attached to the outward end of the side frame member 233 and
shaped so as to divert the material inwardly toward the longitudinally centerline of
the panel belt, whereas the other skirt 244 is attached to the opposite side ~rame
member 234 and so shaped to direct the material in a similar fashion.
Transversely extending between the side frame members 234 is an upper
series and a lower series of longitudinally spaced rotatably mounted idlers 245 (only
': - .
:'
one of which is shown in Fig; 2) for respectively supporting the upper conveying and
lower return run portions of the be~t 12. It will be noted here that the upper
conveying run portion 12a of the belt is normally trough shaped as it passes through
the carriages 14, however, the conveying~ run portion f~attens out as it passes around
the outby terminal l6.
- Before discussing the means for driving the orbital belt 12, it should be
pointed out again that the belt shown in the preferred embodiment is of the typeshown and described in the aforesaid copending application of Harry R. Becker.
Briefly, the belt 12 is comprised of an elongated web of resilient material having a
chain 246 attaehed thereto and extending along the longitudinal length of the web.
The chain 246 includes alternating C-shaped links which are attached to the belt and
H-shaped links that connect the adjacent C-shaped links and which are adapted to be
engaged by a twi~drive sprocket 248 which will be described in further detail
hereinafter. Furthermore, the belt is classified as having a controlled prestretch,
that is, the belt is in tension in its assembled position on the conveyor. The primary
purpose of using a prestretched belt is to maintain the edges of the belt in tension
~Nhen the belt passes around horizontal curves thereby maintaining the trough shape
of the belt. Prestretching of the belt is accomplished by fastening the C-shapedlinks to the belt in its relaxed position whereby the H-shaped links are in loose
connection. Then when the be3t is installed on a conveyor, the chain links will be
p~led apart by the maximurn amount permitted by the loose link connection, to
thereby stretch the belt to a predetermined elongation over its relaxed length
Details of ~e prestretched belt can be found In the above-reference application.Now, with reference to Figs~ 2 and 19, it will be seen that the belt drive
means basically includes electric motors 249, 250 and associated conventional drive
components being supported on and extending longitudinally along each of the side
frame members 233, 234 of the outby terminal framework (only the motor and
associated drive components on the right side are shown in ~ig. 2). As best seen in
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Fig.19, the respective motors 249, 250 and associated drives are dri~eably connected
to respective left and right gear boxes 252, 254 located on the outw~rd ends of the
respective side frame members 233, 234 for transmitting rotary motion to a
transversely extending drive shaft 256 that e`xtends between the opposite side frame
members. The gear boxes 2S2, 254 are driveably coupled to the respective ends ofthe shaft 256 with the drives being such that the shaft is driven in a counter-
clockwise direction as viewed in Figure 2. Mounted on the drive shaft 256, midway
between the side frame members 234, are a pair of transversely spaced drive
sprockets 248 adapted to engage the H-shaped connecting links of the chain 246 for
thereby driving the chain and the belt therewith. The configuration of the drive- sprockets 248 is unique and will be described in detail hereinafter. Supported on the
shaft 256, adjacent each side of the pair of drive sprockets 248, are respective left
and right self cleaning frusto-conical shaped drums 258, 260 which are so mounted as
to freely rotate about the shaft 256~ The frusto-conic~l shaped drums 258, 260 are
so arranged and oriented on the shaft 256 such that the drums 258, 260 in
~ombination with the drive sprockets 248, forces the belt 12 to take on a crown-shaped configuration. Crown shaped belt drives are well known in the art and areprimarily used for centering of the belt on the idlers.
Since the belt is prestretched, i.e. in tension, and passes over a crown
shaped drive, the center of the belt (that portion of the belt disposed about the drive
sprockets) travels at a faster speed than the marginal ed~e portions. However, the
freely rotating side drums 258, 260 will allow the speed of the marginal edge p~tions to catch up with the center portions thereby substantially eliminatin~
scrubbing of the edges of the belt as would normally occur with those drives wherein
the side drums are fixed to the shaft for rotation therewith alon~ with the rotation
of the drive sprockets.
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DRIVE SPROCKETS
As previously discussed, the chain 246 is attached loosely to the belt 12 in
a relaxed mode, and then, when it is assembled into the train, the belt is stretched
until the chain links are tight. When the chain 246 is in such taut condition, the belt
is elongated approximately ten per-cent (10%). As the chain 246 passes over the d~ive
sprockets 248, the belt travels on a greater radius than the chain and thus, an
additionai stretch load, in the range of approximately 3696, is imposed on the belt.
The free rotating idler drums 258, 260 on each side of the sprockets 248 are tapered
outward and are slightly smaller than the sprockets thereby giving a crowning effect
to the assembly and functioning to relieve the stretch on the edge3 of the belt. The
greatest concentration of tension in the belt 12 is in the area immediately over the
chain 246 and between the ehain and belt fasteners (not shown). The tension in this
area has been relieved by approximately ten percent (10%~ by the unique
configuration of the drive sprockets 248 and their operative relationship with the
chain 246 which will now be discussed in further detail.
In discussing the drive, reference will be made to Figs. 19 and 20 and
particularly Fig. 20 wherein there is shown, for the sake of clarity, a portion of the
chain 2~6 in drive engagernent with a portion of one o~ ~e c~ive sprockets 248 (left
sprocket), it being understood that the other one of the drive sprockets engages the
opposite side of the chain in a like manner. As discussed above, the chain 246
consists of alternating H-shaped drive links and alternating C-shaped connectinglinks interposed between adjacent H-links. As seen in Fig. 20 and for simplicity in
explanation, reference numerals 262, 26~, and 266 have been assigned to three of the
H-shaped links and reference numerals 268 and 270 have been assigned to the
~5 connecting links. Additionally, the letters 'ta" and "bl' have been assigned -
respectively to the outwardly projecting cylindrical front and rear portions of each
of the H-shaped links 262, 264, and 266. The chain per se is not a part of this
invention and is described and claimed in the above referred to patent application.
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Furthermore, it should be said that this particular chain is shown for illustrational
purposes only and is one type chain which cooperates with the drive sprockets 248,
there bein~ other such chains of different designs which w~l also cooperate with the
drive sprockets so as to relieve the additional tension inparted to the prestretched
belt 12 as it passes over the drive sprockets 248.
Still referri~g to Fig. 20, the drive sprocket 248 is driven in a clockwise
direction (as indicated by the direction arrow) and its unique configuration includes a
plurality of alternating pitch drive teeth, being represented by numer~ls 272 through
282, formed about its periphery with the circular pitch between teeth 272-2~4, 276-
278 and.280-282 beirg represented by "p"; and with the circular pitch between teeth
. . 274-276 and 276-278 being represented by "Pl"; "P" being greater than "Pl"- It will
also be noted that llpl' represents the pitch of each of the lI-shaped drive links 264,
266 and 268~ As the chain passes over and partiE~ly around the sprocket 248, drive
tooth 272 initially engages drive portion 262a of link 262. When the chain is taut and
in its linear position, the distance between adjacent drive links is ~so "p'~ ;.e. the
distance between 262a of link 262 and 264b of link 264, and thus the pitch of the
connectir~ links is Itptt. However, in the meantime, tooth 274 has engaged driveportion 264b o~ link 264. Then upon further rotation of the sprocket, tooth 274
Iorces the link 264 forward thereby causing a- gap ~non-contacting relationship)portion of the connecffng link 270 thereby resulting in relaxation of link 270 toward
link 268. Such relaxation of the chain beginning at tooth 276 allows contraction of
the belt, thereby relieving the tension in the portion of the belt between the fastner
elements (not shown) that attach the connecting links 268, 270 of the chain to the
belt. A similar sequence of events occur with tooth 278 and link 264 as well as with
25 - the other preceding teeth and links. As a result, the tot~ relaxation of all of the
links of that portion of the chain passing over the sprocket teeth at any given point
of time relieves the increased tension in the belt due to its passing over the drive
sprockets 248.
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INBY TERMIN~L
~gain referrir~ to Fig. 2, connected to the terminal carriage on the
extreme right or inward end of the carriage train is a pordon of the conveyor system
commonly known in the conveyor art as an inby termin~l, being generally indicated
5 by the numeral 18. The inby terminal 18 is similar in structure to the previously
described. outby terminal 16. In the preferred embodiment, the inby terminal 18
houses means for driving the orbital belt 12 from its opposite end which is
substantially identical to the belt drive means assoeia~ed with the outby terminal 16.
Due to the length of the conveyor system, and thus the length of the orbital belt 12,
it has been found to be advantageous to ~ive the orbital belt 12 from each of its
ends. Primarily, the belt drive means associated with the inby terminal 18 p~ls the
return run portion 12b of the belt and keeps this portion tautS whereas, the belt drive
means associated with the outby terminal 16 pulls the upper conveying run portion
12a of the belt to keep it taut.
As seen in Figs. 21, 22 and 23 with particular reference to Fig. 22, the inby
terminal 18 includes a support ramework composed of a pair of transversely spaced
elongated side plates disposed adjacent the opposite lateral sides of the open extent,
the left side pIate being referred to by the numer~l 284 while the right side plate
beir~ referred to by the numeral 286. The inward ends tto the right as seen in Fig.
. 22) of the side plates 284, 286 are interconnected by upper and lower transversely
extending vertically spaced cross bars 288, 289, with only the upper bar 288 being
shown in Fig. 22. The outward ends (to the left) of.the side plates 284, 286 areinterconnected by a simil~ cross bar 290. Transversely ex~ending between the side
plates 284, 286 are an upper series of longitudinal spaced, conventional, impactidlers 292, for supporting the upper conveying run portion of the bE~t 12 and a lower
series of longitudinal spaced, conventional idlers 294 for supportin~ the return run
portion of the belt. Mounted on the lower portion of the outward (left) end of the
side plates 284, 286 are short stub side members 295, 296 that project outwardly
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therefrom toward the adjacent carriage I4 for co~pe~ation with the L~haped platestructure 92 carried by the side members 52 of the adjacent carriage for purposes of
limiting lateral movement of the carriage as previously described.
The inby terminal 18 is also provided w;th a hopper 298 (not shown in Fig.
22) for directing the material discharge from the bridge conveyor 28 onto the
conveyin~ run portion of the orbital belt 12. Tne hopper 298 is supported on the top
edge of the side plates 284, 286 and extends upwardly and outwardly therefrom with
continuous transition portions extending above and between the side plates.
Referring still to ~igs. ~1, 22 and 23, as stated above, the belt drive means
may be-identical to the one associated with the outby terminal 16 and generally
includes left and right electric motors 300, 302, respectively disposed adjacent the
outer sides of the respective side plates 284, 286. The motors 300, 302 are driveably
coupled, by conventional drive components, to respective 1eft and right gear boxes
or reducers 304, 306 attached to the other (inward) end of the side plates. The gear
boxes 304, 306 are driveably coupled to the respective ends of a drive shaft 310 that
transversely extends between the side plates 284, 286. The drive shaft 31û supports
for rotary movement therewith a pair of drive sprockets (identical to previouslydescribed drive sprockets 248) for driveable engagement with the chain 246 which is
attached to the longitudinal centerline of the be~t. Additionally, the shaft 310
supports, on each side of the drive sprockets, a pair of self cleaning drums which are
identical to drums 258, 260.
As best seen in Figs. 21 and 23, the inby terminal 18 ~s suspended from its
end adjacent the carriage 14 by respective left and right brackets 312, 314 (only the
right bracket 314 being seen in Fig. 21). The brackets 312, 314 are secured to the
respective sides of an elongated tubular link member 316 which is disposed below the
monorail 22 with the ends thereof forming portions of the articuIated joints 20 which
may be identics~ to those described previously. The brackets 312, 314 project
downwardly and a,utwardly from the link member with their respective terminal
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portions being positioned adjacent the outer surface of the ~pper end portions of the
side plates 284, 286~ Each of the brackets 312, 314 is attached to a corresponding
side plate by tsvo pins, a forward attaching pin 318 and a rear pivot pin 320.
As can be easily seen, the mounting of the inby terminal 18 is such that
upon removal of the forward attaching pins 318, the inby terminal 18 can be pivoted
about the pivot pins 320 upwardly from its operative mode position (as shown in fu~l
lines) to its inoperative transport mode position as shown in dotted lines in Fig 21.
Such pivoted mounting of the inby terminal 18 is necessary when it is desired tomove the conveyor outwardly (to the left~ of the mine, because the inward end ofthe inby terminal is positioned below the upper portion of the panel belt conveyor
38. It sho~dd also be easily recognized that before the inby terminal 18 is pivoted
from its operative to inoperative mode, the bridge conveyor 28 must first be
disconnected.
BRIDGE GONYEYOR
For dumping mined material on the orbital belt 12 at the inby terminal end
-of the carriage train, the conveyor system 10 also includes an elongated bridge ~on-
veyor 28 connected to the inward end of the carriage train, inwardly and adjacent to
the inby terminal 18 (see Fi~,. 2). As seen in Fi~s. 2 and ~4, the bridge conveyor 2~ is
of conventional construction having a ~naterial receivin~ end 32 that foll ows acontinuous miner (not shown) and a delivery end 30 positioned above and connected
to the in~y terminal 18 for delivering the rnaterials from the minin~ machine to the
orbital belt of the carriage train. The receiving end 32 of the bridge conveyor 28 is
s~ported on a pair of remotely controlled steerable wheels 33, 34 whereas the
delivery end 3û is connected in its elevated position to the inby terminal 18 with a
swivel mechanism 330 thereby enabling the receiving end 32 to swing in a horizontal
plane so as to follow the mining machine t~rough its various maneuvers.
Bridge conveyors are well known in the art and are of such common types
as an endless belt, an apron conveyor, a night conveyor, and the like. In the pre-
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fe~red embodiment of this invention, there is diagrammatically illustrated (Fig,s. 2
and 24) an endless belt conveyor operably supported within an elongated framework
having left and right sidewalls 332, 334. Rotatably supported between the sidewalls
332, 334 of the framework are several transversely extending belt support rollers
336 (only one of which being shown in Figs 2 and 24), drurn rollers 338, 339 located
at the terminal ends of the bridge conveyor, a belt drive drum 340 and a take updrum or pulley 342 (see Fig. 2) which is operably associated with the drive drum 340.
For simplicity, drive drum 340 and take-uE~ pulley 342 have not been shown in Fig.
24. ~n endless belt 344 is entrained around these various drums and pulleys and is
~rictionally driven by the drive drum 340 which is rotated by conventional powerunits such as electric motors (not shown).
For directing or funneling the mined material from the mining machine
onto the bridge conveyor 189 a rectangular shaped hopper 346 is provided on the
receiving end of the bridge conveyor. Additionally, supported on the receivin~ end
30 are the steerable wheels 33,34 mounted on spincUes that are attached to opposite
sidewalls 332, 334 of the framework and which are inter-connected by a transverse
tie ro~ 348. A hydralilic cylinder 350 having its piston ro~ connected to the tie rod
348 and its opposite end connected to a portic~ of the framework is provided forshifting the tie rod 348 and thus causing the wheels 33, 34 to turn in a conventional
manner. The steering mechanism is only illustrative of any conventional well known
mechanism and it should suffice to say that extension of the cylinder 350 causes the
wheels 33, 34 to turn in one direction whereas retraction of the cylinder 350 causes
the wheels 33, 34 to turn in the opposite direction. The hydraulic hose connection
and controls have not been shown but it is understood that movement of the wheels
33, 34 can be controlled from a remote location such as by an operator positioned in
a location adjacent the inby terminal 18.
The other end o~ the bridge conveyor 28, the delivery end 3U, is positioned
above and connectecl to the inby terminal 18 and suspended from the monorail 22 by
the swivel mechanism 330 that includes an arcuRte shaped tongue or clevis having its
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respective ends attached to the end of the framework by attaching pir~ 351, 352 (see
Fig. 24). A horizontal plate 354 is secured along the bight portion of the tongue and
is provided with an aperture for receiving a vertical pivot pin 356 that extends - upwardly therethrough and through an aperture in an elongated tub~ar link member
358 that is supported by longitudinally spaced articulated joints of the types
previously described.
As can be readily appreciated, th~ mounting of the bridge conveyor 28 is
such that it moYes in unison with the moYement o~ the carria~e train and inby
- terminal 18 and that the receiving end 32 thereof, due to the swivel coupling 330,
can.swing to side to side to thereby follow the mining machine.
It is thou~ht that the invention and many of its attendant advantages wiil
be understood from the foregoing description and it will be apparent that various
changes may be made in form, construction and arrangem~t of the conveyor system
without departing from the spiIit and scope of the invention or sacrificing ~1 of its
material advantages, the form hereinabove described being merely a preferred or
exemplary embodiment thereof.
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