A TRAIN

BACKGROUND OF THE INVENTION

[0001] The invention relates to a train for a conveyor system and a conveyor cart which forms part of the train.

[0002] It is known to use trains with bogies which ride on railway tracks to transport particulate materials in bulk.

[0003] These trains run in an upright orientation on the tracks and the bogies are only temporarily inverted in order to discharge their loads.

[0004] For applications where limited space is available for the tracks and a discharge station the applicant has endeavoured to devise a conveyor system which consists of two separate sets of tracks, one for carrying the train in an upright configuration on the away leg and a second for carrying the train in an upside down configuration during the return leg. The carts of the train are inverted to discharge their load at a discharge station which is situated at a junction of the first and second sets of tracks. The first and second sets of tracks run on top of one another in order to save space.

[0005] The train is propelled on the tracks by stationary drives which engage with the train as it passes.

[0006] The applicant has experienced considerable difficulty with derailment of the train at the discharge station, a turn structure and at different locations on both the return and away legs of the tracks.

[0007] Limited movement between the carts of the train is essential to ensure that the train remains on the track and passes through the discharge station. Excessive relative movement between adjacent carts is detrimental and results in derailments.

SUMMARY OF THE INVENTION

[0008] The invention aims to provide an alternative train and a conveyor cart which might alleviate some of the aforementioned problems.

[0009] The invention provides a train for a conveyor system which includes a first conveyor cart which is interconnected with a second conveyor cart wherein each of the conveyor carts has a chassis which has a leading end and a rear end, an open ended, elongate load formation which is attached to the chassis, a flexible skirt which is attached to one end of the load formation and which extends from the load formation, a set of spaced apart wheels which are rotatably attached to the chassis at the rear end and which has a central pivot point, at least a first elongate abutment flange which is attached to the chassis and which extends parallel to the load formation, a first connection formation which is attached to the chassis at the leading end and which has a passage therethrough, a second connection formation which is attached to the chassis at the rear end and which has an aperture therethrough, and a flexible and

elastic insert located between the second connection formation of the first cart and the first connection formation of the second cart.

[0010] The chassis may be integrally formed with the load formation.

[0011] Each cart may include a second elongate abutment flange which is attached to the chassis in order for the first and second abutment flanges to extend on either side of the chassis.

[0012] The first connection formation may include a catch member. The catch member may include a fork formation. The second connection formation may include a latch member. The latch member may include a tongue formation.

[0013] The pivot point may be spaced from a centre of the aperture by a distance d of between 100mm and 500mm. Preferably the pivot point is spaced a distance 300mm from the centre of the aperture. The pivot point may be spaced from a centre of the passage by a distance D of between 800mm and 1200mm. Preferably the pivot point is spaced a distance 1 000mm from the centre of the passage. The distances D and d are preferably in a ratio of between 8:1 and 12:5.

[0014] The insert may be of a multipart construction and may include two spaced apart sleeve formations and at least two opposing shoulder formations.

[0015] The train may include a pin which passes through the passage, the aperture and the insert and a clevis joint which is formed between the opposing first and second connection formations and the pin. The insert may be trapped between the first and

second connection formations to limit relative movement between the first and second connection formations.

[0016] Alternatively the insert may include first and second opposing buffer elements. Each buffer element may include a sleeve section which has a tapered bore and an enlarged, annular and tapered flange section which extends from the sleeve section.

[0017] The first and second buffer elements may be trapped in the aperture with each flange section trapped between the first connection formation of the second cart and the second connection formation of the first cart.

[0018] The invention also provides a conveyor cart for use in a train for a conveyor system which includes a chassis which has a leading end and a rear end, an open ended, elongate load formation attached to the chassis, a flexible skirt which is attached to one end of the load formation and which extends from the load formation, a set of spaced apart wheels which are rotatably attached to the chassis at its rear end and which has a central pivot point, at least a first elongate abutment flange which is attached to the chassis and which extends parallel to the load formation, a first connection formation which is attached to the chassis at its leading end and which has a passage therethrough and a second connection formation which is attached to the chassis at its rear end which has an aperture therethrough.

[0019] A centre of the aperture may be spaced from the central pivot point by a distance of between 100mm and 500mm. Preferably the centre of the aperture is spaced a distance 300mm from the pivot point. A centre of the passage may be spaced

from the central pivot point by a distance of between 800mm and 1200mm. Preferably the centre of the passage is spaced a distance of 1 000mm from the central pivot point.

[0020] The invention also provides a clevis joint for use between conveyor carts which forms part of a train for a conveyor system which includes a catch member which has an aperture therethrough, a latch member which has a passage therethrough, a pin which extends through the aperture and the passage and a flexible and elastic insert which is trapped between the catch member and the latch member.

[0021] The insert may be of a multipart construction and may have two spaced apart sleeve formations which extend into the passage of the aperture and at least two spaced apart shoulder formations which are trapped between the catch formation and the latch formation.

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The invention is further described by way of examples with reference to the accompanying drawings in which : Figure 1 is a schematic side view of a transport system according to the invention installed in underground mining works; Figure 2 is an enlarged view of a discharge structure of the transport system of Figure

1 ;

Figure 3 is a side view of the discharge structure of Figure 2; Figure 4 is a side view of a portion of a train on the transport system of Figure 1 ; Figure 5 is a plan view of the train of Figure 4;

Figure 6 is a perspective view of a bogie used in the train of Figures 4 and 5; Figure 7 is a sectioned side view of a coupling between adjacent bogies in the train of Figures 4 and 5;

Figure 8 is a sectioned plan view of the coupling of Figure 7; Figure 9 is a sectioned plan view of an alternative coupling for use between adjacent bogies; and Figure 10 is a perspective view of a buffer used in the coupling of Figure 9.

DESCRIPTION OF PREFERRED EMBODIMENTS

[0023] Figures 1 and 2 show a transport system 10 which has a railway circuit 12 which, for example, is installed in an underground cavity 14 which forms part of underground mining works 16 and a train 18 which rides on the circuit 12 between a loading bay 20 and a discharge location 22.

[0024] The circuit 12 is made from any appropriate metal material and has a set of spaced apart and parallel tracks 24 which are supported by an appropriate support structure 26. As is evident from Figure 1 the circuit 12 extends between a discharge structure 28 which is located at the discharge location 22 and which also acts as a first turn structure 28 and an opposite and spaced apart second turn structure 30. The first and second turn structures 28, 30 each extend vertically.

[0025] The circuit 12 has a first, upper rail section 32 which extends from a first end 34 at the first turn structure 28 to a second end 36 at the second turn structure 30 and a second, separate, lower rail section 38 which extends from a third end 40 at the first turn structure 28 to a fourth end 42 at the second turn structure 30.

[0026] At the first turn structure 28 the first end 34 and the third end 40 overlap and the second end 36 and the fourth end 42 overlap at the second turn structure 30.

[0027] The second turn structure 30 is a mirror image of the first turn structure 28 which is shown in Figures 2 and 3 and only the first turn structure 28 is described in detail.

[0028] As is shown in Figures 2 and 3 the first end 34 terminates in and has a downwardly depending, semicircular first curved formation or bend 44 and the third end 40 terminates in and has an upwardly depending, semicircular second curved formation or bend 46 which overlaps with the first bend 44. The first bend 44 extends on an inside 47 of the second bend 46.

[0029] Importantly the first bend 44 and the second bend 46 each does not have a constant radius. The first bend 44 has a first portion 48 which extends from a vertical angle 50 for between 130° and 170° with an outer radius η and a second portion 52 which extends in the opposite direction to the first portion 48 from the vertical angle 50 for between 10° and 50° with an outer radius r ₂ . The radius T ₁ of the first portion 48 is between 1900mm and 2100mm and the radius r ₂ of the second portion 52 is between 2300mm and 2400mm. In this example the radius T ₁ is 2000mm, the first portion 48 continues for 150° from the vertical angle 50, the radius r ₂ is 2352mm and the second portion 52 continues for 30° from the vertical angle 50.

[0030] The radii r-i and r ₂ are different and it is important that the radius r ₂ is greater than the radius r-i. At the junction of the first and second portions 48, 52 the radii ri and r ₂ vary slightly to ensure a smooth joining of the first and second portions 48, 52.

[0031] The second bend 46 has a third portion 54 which extends for between 130° and 170° from the vertical angle 50 at an inner radius R ₁ and a fourth portion 56 which extends in an opposite direction to the third portion 54 for between 10° and 50° from the vertical angle 50 at an inner radius R ₂ . The radius Ri of the third portion 54 is between 2200mm and 2400mm and the radius R ₂ of the fourth portion 56 is between 2600mm and 2700mm. In this example the radius R-i is 2290mm and the third portion 54 extends for 150° from the vertical angle 50 and the radius R ₂ is 2645mm and the fourth portion 56 extends for 30° from the vertical angle 50. Again the radii R ₁ , R ₂ are different and it is important that this radius R ₂ is greater than the radius R ₁ .

[0032] At the junction of the third and fourth portions 54, 56 the radii R ₁ and R ₂ vary slightly to ensure a smooth joining of the third and fourth portions 54, 56.

[0033] The first portion 48 thus overlaps the third portion 54 and the second portion 52 overlaps with the fourth portion 56.

[0034] An open ended and curved slot 57 is formed by the opposing first and third ends 34, 40.

[0035] As the structure of the second turn structure 30 is a mirror image of the first turn structure 28 the second end 36 also extends on an inside of the fourth end 42.

[0036] The train 18 has a front bogie 58, an end bogie 60 and a plurality of interconnected bogies 62 between the front bogie 58 and the end bogie 60. The bogies 58, 60, 62 ride on the circuit 12 and move between the loading bay 20 and the discharge location 22.

[0037] Figures 4 and 5 show a section of the train 18, Figure 6 shows one of the bogies 62 and Figures 7 and 8 show details of a coupling 64 between adjacent bogies 62.

[0038] Each of the bogies 62 has a chassis 66 to which an open ended, elongate load trough 68, a set of opposing wheels 70 and first and second opposing drive plates or flanges 72A, B are attached.

[0039] In certain applications the chassis 66 can be integrally formed with the trough 68.

[0040] In this example the chassis 66 has a frame 74 with a leading end 76 and a rear end 78. The coupling 64 is formed by a first connection formation or a catch 80 in the form of a fork formation which is attached to the leading end 76 and a second connection formation or a latch 82 in the form of a tongue formation which is attached to the rear end 78 and which interengages with the fork 80 of an adjacent bogie 62. The fork 80 and tongue 82 are interchangeable on the leading and rear ends 76, 78. The fork 80 has a passage 84 therethrough and the tongue 82 has an aperture 86 therethrough. The fork 80 and tongue 82 of adjacent bogies 62 are fixed to one another by a pin 88 which passes through the passage 84 and aperture 86 of the respective fork 80 and tongue 82 to form a clevis joint 90.

[0041] The chassis 66, trough 68, wheels 70, flanges 72, fork 80, tongue 82 and pin 88 are made from appropriate metal materials.

[0042] As is shown in Figures 7 and 8 each clevis joint 90 has an insert 92 which is elastic, resiliently flexible and deformable and which is trapped between the fork 80 and the tongue 82. The insert 92 is of a multipart construction and has a first sleeve or bush

91A which extends into the passage 84 on one side of the tongue 82 and a second bush 91 B which is spaced apart from the first bush 91 A and which extends into the passage 84 at an opposite side of the tongue 82. The bushes 91 surround the pin 88. The insert 92 has opposing shoulders 93A ₁ B which are located between the fork 80 and the tongue 82 and from which the respective bushes 91 extend. An outer spacer 95A, B is fitted to either end of the pin 88 and abuts against the fork 80. In this manner the pin 88 is spaced from the fork 80, and the fork 80 is spaced from the tongue 82 by the insert 92.

[0043] The insert 92 is made from any appropriate plastics material such as urethane.

[0044] Figure 9 shows an alternative coupling 64 or clevis joint 9OA. Similar reference numerals to those used in respect of the clevis joint 90 are used in respect of the clevis joint 9OA in order to identify similar components and only the differences between the clevis joint 90 and the clevis joint 9OA are described.

[0045] The clevis joint 9OA has an insert 92A which is made from any appropriate plastics material such as urethane. The insert 92A has a two-part construction and consists of two opposing buffers 300 which are trapped between the fork 80 and tongue 82 and inside the aperture 86. The pin 88 extends through the passage 84, the buffers 300 and the aperture 86. The pin 88 is spaced from the tongue 82 by the buffers 300.

[0046] As is shown in Figure 10 each buffer 300 has a sleeve section 302 which has an inwardly tapering bore 304. An enlarged, annular and tapered flange section 306 extends from the sleeve section 302. The sleeve section 302 extends into the aperture

86 and the flange section 306 is trapped between the tongue 82 and the fork 80. As a

result of the tapered profile of the bore 304 limited relative horizontal movement is allowed between the fork 80 and the tongue 82. As a result of the reduced contact area between the flange section 306 and the fork 80 caused by the trapped profile of the flange section 306 limited resilient deformation of the flange section 306 between the fork 80 and tongue 82 is allowed. By varying the taper of the bore 304 as well as the taper on the flange section 306 the degree of relative movement allowed between the fork 80 and tongue 82 can be adjusted.

[0047] The trough 68 is in this example U-shaped in cross-section. The trough 68 can however have any other appropriate cup-shaped cross-sectional shape to hold material during transport. The trough 68 has a flexible skirt 94 which is attached to one end of the trough 68, which extends from the trough 68 and which spans a gap 96 between adjacent troughs 68 of adjacent bogies 62. In this manner an elongate load box 98 is formed on the train 18.

[0048] Depending on the application a removable cover or lid can be used to close the open ended upper mouth of the trough 68.

[0049] The skirt 94 is made from any appropriate plastics material.

[0050] The trough 68 can have an optional internal wall 310. The wall 310 extends radially into the trough 68 but only partially spans the trough 68. The wall 310 acts as a baffle to reduce possible movement of material in the trough 68 while the bogie 62 travels at an incline. As the bogie 62 is inverted at the discharge location 22 the wall 310 does not impair the discharge of material from the trough 68.

[0051] The wheels 70 are attached to the chassis 66 at the rear end 78 and are of known construction.

[0052] The wheels 70 are rotatably attached to the chassis and have a central pivot point 100. The pivot point 100 is spaced a distance D from a centre of the passage 84 of the fork 80 at the leading end 76 and a distance d from a centre of the aperture 86 in the tongue 82 at the rear end 78. The distance D can be between 800mm and 1200mm and in this example is 1 000mm and the distance d can be between 100mm and 500mm and in this example is 300mm. The distance D and the ratio of between 8:1 and 12:5 between the distances D and d are of importance as it was found that the train 18 derails at the discharge structure 28 unless the distances D and d are within this ratio. At the distance D of 1000mm and the distance d of 300mm the train 18 rides smoothly around the discharge structure 28.

[0053] Depending on the length of the distances D and d the radii T ₁ , r ₂ , Ri and R ₂ can vary and in some examples differences in the radii ri, and r ₂ , and R ₁ and R ₂ can be dispensed with.

[0054] Depending on the entire length of the bogie 62 the distances D and d can also vary.

[0055] Each of the flanges 72 is elongate and extends parallel to the trough 68 and in certain applications only one of the flanges 72A ₁ B can be used which for example can extend centrally and downwardly from the chassis 66.

[0056] The front bogie 58 and the end bogie 60 differ from the bogie 62 in that the front bogie 58 has two sets of spaced apart wheels 70 and both the front and end bogies 58,

60 have troughs 68 which are closed at one end to prevent spilling of material from the box 98.

[0057] Alternatively the front and end bogies 58, 60 can also have open ended troughs 68 to facilitate cleaning, scraping or unloading of wet material transported in the troughs 68.

[0058] The transport system 10 has a plurality of drives 102 which propel the train 18 along the circuit 12 and which are spaced apart on the circuit 12. The drivers are used in sets of two which are positioned on opposite sides of the tracks 24 so that the train 18 passes between them. Each of the drives 102 has a known electric motor 104 to which a rotating disc 106 is attached. Each disc 106 has a rubber filled tyre 108 which in use abuts against the flanges 72 of the bogies 68.

[0059] Alternatively to the electric motor 104 any other appropriate kind of drive 102 such as for example a hydraulic, pneumatic or mechanical drive can be used to actuate the disc 106.

[0060] An electronic control panel 110 is connected to the drives 102 and controls the functions of the drives 102. A plurality of sensors 112 are spaced apart on the circuit 12 and are connected to the panel 110 to provide input to the panel 110 which is used in the control of the functions of the drives 102.

[0061] In use the train 18 is propelled on the circuit 12 by the rotating discs 106 of the drives 102 which are driven by the motors 104 and which are controlled by the panel

110 based on input received from the sensors 112. As the train 18 approaches a drive

102 the motor 104 of the drive 102 is activated and the disc 106 rotates and propels the

train 18 as it abuts the respective flange 72 of the bogies 58, 60, 62 as they pass. When the end bogie 60 passes the relevant drive 102 the motor 104 is stopped to conserve energy. In other words drives 102 are only activated when the train 18 is in proximity of the relevant drive which results in power savings and a reduction in wear and tear.

[0062] As the train 18 passes below a chute 120 at the loading bay 20 material 122 is discharged from the chute 120 into the box 98.

[0063] During the away leg of the transport system 10 between the loading bay 20 and the discharge location 22 the train 18 rides on the upper section 32 in an upright orientation. At the discharge structure and first turn structure 28 the train 18 enters the slot 57 created by the overlap of the upper section 32 and the lower section 38. The bogies 58, 60, 62 are all inverted as the train 18 passes through the first turn structure 28 and the material 122 is discharged from the troughs 68 and box 98 onto an appropriate receptacle 124 for further treatment or transport.

[0064] As the train 18 exits the first turn structure 28 on the lower section 38 the bogies 58, 60, 62 remain in an inverted position or upside down orientation. During the return leg of the circuit 12 from the discharge location 22 to the second turn structure 30 the train 18 remains upside down and rides on the lower section 38 which is directly below the upper section 32. This allows the upper section 32 and lower section 38 to be closely spaced which results in space and support structure 26 savings.

[0065] At the end of the lower section 38 the train 18 passes through the turn structure 30 which brings the train 18 into the upright orientation on the upper section 32. The train 18 proceeds in this upright position to the loading bay 20 for a further loading pass.

[0066] The panel 110 also controls the opening and closing of the chute 120 to ensure that material 122 is deposited onto the trough 68 and into the box 98 as the train 18 passes underneath the chute 120.

[0067] By using the separate upper and lower sections 32, 38 which lie in the same vertical line the circuit 12 can be installed in limited spaces which makes the transport system 10 usable in a number of applications which were previously difficult or impossible to do. The use of the upper and lower sections 32, 38 and the upside down return of the train 18 is only possible as a result of the overlapping structures of the first and third ends 34, 40 at the first turn structure 38 and the second and fourth ends 36, 42 at the second turn structure 30. The vertically adjacent positioning of the upper and lower sections 32, 38 facilitate the sharing of control equipment such as drives 102 and sensors 112.

[0068] In initial prototypes of the system 10 the train 18 constantly derailed at the first turn structure 28 and the second turn structure 30 with catastrophic results. It was found that in order to prevent such derailment of the train 18 varying radii n, r ₂ and R ₁ , R ₂ in the bends 44, 46 of the first and third ends 34, 40 and the second and fourth ends 36, 42 had to be employed. It was further established that by limiting the distances D and d of the bogies 62 to the aforesaid ranges and ratios, the train 18 proceeds smoothly through the discharge structure 28 and turn structure 30.

[0069] Although relevant movement between adjacent bogies 58, 60, 62 is required in order to ensure smooth travel of the train 18 around the circuit 12 excessive relevant movement results in derailment of the bogies 58, 60, 62 at the discharge structure 28 and the turn structure 30. The insert 92 limits relative movement between the fork 80 and tongue 82 of adjacent bogies 62 and restricts the relative movement between adjacent bogies 62. The insert 92 is of a multipart construction to allow the fitment of the insert 92 between the fork 80, tongue 82 and pin 88. The pin 88 passes through the bushes 91 and the bushes 91 are trapped between the pin 88 and the fork 80. The bushes 91 tightly abut the pin 88 and the passage 84 to limit free movement of the pin 88 relatively to the fork 80 and the tongue 82. The shoulders 83A,B are trapped between the fork 80 and the tongue 82 and tightly abut against the fork 80 and tongue 82 to restrict free relative movement between the fork 80 and the tongue 82. The sleeve section 302 and flange section 306 of each buffer 300 and the insert 92A act in a similar manner.

[0070] As the insert 92 is elastic and resiliently flexible and deformable limited, resilient movement between the fork 80, tongue 82 and pin 88 are allowed in a horizontal and rotational plane while relative free movement in a vertical plane is allowed as the fork 80 and tongue 82 can rotate, to at least a limited extent, around the pin 88. The vertical movement is important as this allows the train 18 to pass through the first turn structure 28 and the second turn structure 30 while the resilient limitation of horizontal and rotational movement between adjacent bogies 62 limits possible derailment of the bogies 62 and train 18 on the circuit 12.

W 2

17

[0071] Instead of separate upper and lower sections 32, 38 the circuit 12 can have a single rail section which extends between the first turn structure 28 and the second turn structure 30. By employing appropriate switching gear (not shown) the train 18 moves along the circuit 12 and between the second turn structure 30 and the first turn structure 28 as described except that the train 18 remains in the upright orientation on the single rail section between the second turn structure 30 and the first turn structure 28 and in an upside-down orientation on the single rail section between the first turn structure 28 and the second turn structure 30.

[0072] Alternatively and in certain applications a single track could be used for the upper and lower sections 32, 38 together with appropriate safety rails (not shown) at the first and second turn structures 28, 30 followed by twists 400 in the railway tracks to re- invert the upside down train 18 and to invert the upright train 18 if required. The twists 400 are schematically illustrated by dotted outlines in Figure 1. This allows the train 18 to be in an upright configuration during both the away and return legs which allows the transport of different materials between the respective first and second turn structures 28, 30. As the upper and lower sections 32, 38 remain vertically spaced but in the same horizontal orientation for at least a portion of the length of the circuit 12 space savings are achieved together with the added benefit that different materials can be transported in different directions.

[0073] Although the transport system 10 is in this example described with reference to underground mining works the transport system 10 can be used in various other industries to transport different kinds of material or produce.