CA1049988A - Flexible joint between the rail sections of an overhead trolley conveyor track for mines - Google Patents
Flexible joint between the rail sections of an overhead trolley conveyor track for minesInfo
- Publication number
- CA1049988A CA1049988A CA241,354A CA241354A CA1049988A CA 1049988 A CA1049988 A CA 1049988A CA 241354 A CA241354 A CA 241354A CA 1049988 A CA1049988 A CA 1049988A
- Authority
- CA
- Canada
- Prior art keywords
- rail sections
- connecting links
- track system
- monorail track
- rail
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B25/00—Tracks for special kinds of railways
- E01B25/22—Tracks for railways with the vehicle suspended from rigid supporting rails
- E01B25/24—Supporting rails; Auxiliary balancing rails; Supports or connections for rails
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Leg Units, Guards, And Driving Tracks Of Cranes (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Railway Tracks (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The invention provides a flexible joint between the rail sections of an overhead trolley conveyor track for mines, wherein the track rails, preferably being I-sections, are formed with top and bottom flanges. Means for connecting, aligning and suspending the track are provided on the outside surfaces of the flanges of abutting track rail sections. These means are so con-structed that the rail ends are detachable and the rails can be turned and reattached upside down to said con-necting, aligning and suspension means.
The invention provides a flexible joint between the rail sections of an overhead trolley conveyor track for mines, wherein the track rails, preferably being I-sections, are formed with top and bottom flanges. Means for connecting, aligning and suspending the track are provided on the outside surfaces of the flanges of abutting track rail sections. These means are so con-structed that the rail ends are detachable and the rails can be turned and reattached upside down to said con-necting, aligning and suspension means.
Description
This invention relates to overhead monorail track systems, and more particularly to a flexible joint between the rail sections of an overhead trolley conveyor track for mines, wherein the track rails, preferably being I-sections, are formed with top and bottom flanges, and means for connecting, aligning and suspending the track are provided on the outside surfaces of the flanges of abutting track rail sections.
In one known arrangement the connecting and suspension means are welded to the outside faces of the top and bottom flanges of the I-section track rails. The track rails can be suspended only in the position prescribed by the permanent position of the welded connecting and suspension means, which is already determined in the factory. The rollers for the hangers of the hauling means, chains or the like, and for the attachments supporting the trolleys, cars and carriers of the conveyor therefore run substantially exclusively on the inner faces of the bottom flanges of the track rails. The resultant wear of the bottom flanges governs the service life of the track rail sections. In curves and other more heavily used portions of the under-ground conveyor track the higher rate of wear therefore requires a more frequent replacement of the track rail sections.
It is the object of the present invention to extend the useful service life of the track rails which are exposed to this type of wear in a , mining trolley conveyor by constructing the connecting and suspension means at the rail section ends in an appropriate way.
To attain this object the present invention provides an overhead monorail track system having rail sections of symmetrical cross-sectional configuration joined end-to-end by connecting means comprising mutually identical anchor members fixed in symmetrical arrangement to the rail sections adjacent the ends thereof and projecting upwardly and downwardly respectively i~ from mutually opposite vertically spaced faces of the rail sections, first and second lower connecting links in releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links at each rail section joint being pivotally interconnected to permit there-between a hinging action on a horizontal axis transverse to the longitudinal ~04998#
direction of the rail sestions, and first and second upper connecting links in releasable locking engagement with respective ones of the upwardly project-ing anchor members, the upper connecting links at eacll rail section joint being interconnected by a supporting pin extending transversely through mutually overlapping openings in the upper connecting links, said upper connecting links being mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis.
In another aspect the invention comprises rail sections and connecting mear.s therefor for use in forming an overhead monorail track system, comprising rail sections of symmetrical cross-sectional configuration, and connecting means for joining the rail sections end-to-end and comprising mutually identical anchor members fixed in symmetrical arrangement to the rail sections adjacent the ends thereof so that the anchor members project upwardly and downwardly respectively from mutually opposite vertically spaced faces of the rail sections when the latter are in their intended in-use position, first and second lower connecting links adapted for releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links being pivotally interconnectable to permit therebetween, in use, a hinging action on a horizontal axis transverse to the longitudinal direction of the rail sections, and first and second upper connecting links adapted for releasable locking engagement with respective ones of the upwardly projecting anchor members, the upper connecting links being adapted for interconnection by a supporting pin which, in use, extends transversely through openings in the upper connecting links so that, in use, the upper connecting links are mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis.
The above construction has the advantage that the rail ends are detachable and the rails can be turned and reattached upside down to the connecting means. When the bottom flange of a rail section has worn to the permissible limit, i.e. when this applies to the bottom flange of a rail ' section mounted between connecting and suspension means at each of its ends, then the rail ends can be detached from the connecting and means and the rail sectior, bodily turned upside down so that the worn and weakened flange is transferred to the top into the position previously occupied by the other flange. In other words, the top flange of the rail is utilised to provide a standby running surface which can be transferred into the position of the worn bottom flange and replace it. This method of joining the rail sections also permits rail lengths to be reversed so that their ends are interchanged.
The worn portions of the flange can thus be transferred according to local conditions into positions in which they are subjected to less severe wear.
The method of joining the ends of the rail sections by releasable connecting means incidentally also permits both flanges of curved rail sections to be used by turning as well as reversing such sections.
In a preferred form of construction the anchoring members are oblong ~ ~' blocks welded to the upper and lower opposite outside surfaces of the rail flanges. Block-shaped anchoring members are not merely simple and rugged as well as easy to affix, they are also resistant to damage during transportation of the rail sections.
' The block shape of the anchoring members enables the link forming one half of the hinge to be of simple and sound design, and the two link members of the connecting means may contain identical apertures which fit over the oblong block shape of the anchoring members. The abutting rail ' section ends are thus reliably and safely aligned without play.
A firm alignment is also assisted if at least those walls of the aperture which are disposed transverse to the longitudinal direction of the rail sections have bevelled surfaces which recede from an elongate surface strip engaging the associated block.
The two link members of the hinge may be of identical shape and size and preferably they may be identical forgings. This not only maXes for an economical method of manufacture, but also ensures easy assembly.
' Yet another improvement consists in incorporating in the joint a , 30 fin extending parallel to the hinge pin and consisting of a resilientlydeformable, more particularly elastic material, such as rubber or a synthetic plastic. The fin is preferably mounted on the inside of the joint above the .: ' :
... ...
1(~499~8 hinge and with advantage provided with a plate-shaped extension which embraces the hinge pin. The fin is intended to form a spacing member which bridges the gap between the abutting rail ends and ensures the continuity of the track surface formed by the inside faces of the abutting bottom rail flanges. The rail ends, which as usual have end faces normal to the longitudinal centre axis of the rail track, are held a sufficient distance apart by the spacing pin to permit the abutting rails to be relatively tilted within a limited angle for the purpose of allowing the track to adapt itself to the vertical curvature of the road in the region of suspension.
A particularly suitable track suspension at a rail joint consists of two hangers pivotably connected together by a transverse bolt like a pair of tongs, the free ends of the hangers containing recesses of identical configuration adapted to engage an anchoring member on each of the two abutting rail ends. In other words, each rail section end at the joint is thus coupled to one hanger and by virtue of the pivotal association of the two hangers these do not interfere with the flexibility of the joint.
The recess in the free ends of the hangers are preferably substantial-ly oblong to conform with the shape of the anchoring members, and they are contained in the extremities of the hangers. The recesses may be open-ended on the outside of the hanger assembly. Like the strap members of the hinge the two hangers are of identical configuration and they can be produced as drop forgings. All the hangers are therefore interchangeable and no assembly errors can occur.
The suspension means is desirably designed to permit the required flexibility of the joint in that the outer ends of the hangers are pivotally connected together by a bolt which passes through horizontal slots enabling the hangers to slidably move the one in relation to the other.
Furthermore, all the anchoring members and hinge straps as well as the hangers are preferably provided in corresponding locations with transverse holes fcr the reception of pins or clamping bolts. Preferably two relatively spaced transverse holes and corresponding pins or bolts are provided in all these locations. The coupling means between the several components is there-fore exactly the same wherever there is a connection. The anchoring pins and clamping bolts may be provisionally inserted into the straps of the hinge and into the hangers so that after engagement of the relative anchoring blocks on the ends of the track rails these pins or bolts need merely be driven home completely. The pins or bolts do not project and they can be knocked out with a drift when it is desired to detach a rail end for the purpose of changing the position of the rail.
The two hangers and a shackle attached thereto by the pivot bolt are preferably combined to form a suspension means which equally carries the abutting ends of two track rails.
A preferred purely illustrative and non-limiting embodiment of a joint according to the invention between abutting track rails of a trolley conveyor is shown in the accompanying drawing, in which:-Figure 1 is a side elevational, part sectional view of the joint between abutting track rails, the drawing showing only one of the strap members forming the hinge;
,: ~ ' ' Flgure 2 ls a sectlon taken on the line II - II of Figure l;
Figure 3 is a view in plan of the hinge;
i Figure 4 is a longitudinal section of one of the straps of the hinge, and Figure 5 is a view of the inside face of one of the straps.
Referring to the drawings there is provided a track consisting of consecutive rail sections 1 for a monorail or overhead trolley conveyor.
Usually such rail sections will each be between 1 and 3 metres long. Both ends of each rail section are provided with connecting and suspension means.
é~ Normally such a track is suspended from the roof support system of a road, but sometimes it may also be suspended from anchors attached to the roof supports of a longwall face or driven into the rock. The cross section of the track rails is preferably an I-section. In relation to the height of the web the flanges 2 at the top and the flanges 3 at the bottom are narrow. The inside surfaces 4 of both flanges 2 and 3 are used, according to the position in which the rails are suspended, as will be hereinafter described, as the `:;
~ -5-runnin~ surface for rollers carrying attachments for chains, trolleys, carriers, cars and the like.
Both ends of all track rails 1 (in the illustrated embodiment the two facing ends 5 and 6) are provided on the outside surfaces 7 and 8 of the flanges 2 and 3 with connecting means 9 and 10 which also serve for keeping the facing rail ends in alignment. The connecting means 9 and 10 can be detachably coupled to the track rail ends 5 and 6. The design of the detachable coupling means is such that the track rails can be turned about their longitudinal centre line x - x for instance in the direction indicated by arrow ~, to bring the top flange into the former position of the bottom flange or conversely. Both ends of each track rail are of completely identical design and either end of each rail can be coupled in the illustrated position to the connecting means.
In the preferred illustrated embodiment mutually identical symmetrically disposed anchoring members 11 are secured to the horizontal outside surfaces 7 and 8 of the top and bottom flanges 2 and 3. The distance of the anchoring members from the end faces 12 which perpendicularly cross the axis x - x is relatively short. The anchoring members 11 are rectangular blocks and their width is substantially the same as their height, so that their cross section is substantially square, the length of each block being approximately twice its height. The rectangular underface 13 of each horizontally placed block is welded to the outer face of a flange 2 or 3 of the track rail. The blocks are traversed from side ~o side by two relatively spaced holes 14 for the reception of fastening means in the form of pins or clamping bolts 15. The holes 14 are located in the same positions in all the anchoring blocks.
Moreover, the end faces 16 of all the anchoring members 11 are substantially parallel. These end faces 16 may possibly slightly converge towards the top 17 of each block. All the vertical and horizontal edges are bevelled.
The connecting means 9 provided on the underside of each track rail 1 consist of first and second lower connecting links 18 and 19 of .
1~49988 identical shape and size, so that they can be produced as id0ntical forgings.
The link members have rectangular apertures 20 which closely correspond to the contour of an anchoring member 11 when viewed in plan. The internal end faces 21 and, so far as possible, also the longitudinal faces 22 of the apertures 20 slightly converge from above and below and reduce the open cross section to nearly the centre where they form a narrow prismatic face 23. When the link members 18 and 19 are fitted over the anchoring blocks 11 this configuration causes the two members to be relatively aligned, i.e.
firmly connected with a tight fit.
The link members 18 and 19 contain relatively staggered knuckle portions 24 traversed by a hole or the reception of a hinge pin 25. More-over, above the hinge pin 25 the hinge is formed with a fin 26 which is parallel to the pin and consists of a resiliently deformable material. Half-way along its length this fin 26 carries a plate-like flange 27 which embraces the hinge pin between two knuckle portions 24 on the cooperating straps 18 and 19. The shape of the fin 26 respecting length and cross section sub-stantially corresponds to the cross section of the track rail flanges. The ' fin forms a spacing member bridging the gap z between the abutting vertical . .; .
faces 12 of the track rail ends 5 and 6 besides providing continuity of the running surfaces between the ends of the inside faces of the bottom flanges of the track. The gap z is provided to permit the track rails to be pivotably -~ deflected within limits both upwards and downwards about the hinge pin 25 con-necting the link members 18 and 19 to each other.
If the inside surfaces 4 of the bottom flanges 3 become worn and the track rail is turned upside down as indicated by arrow y (after the link - member of the connecting means 9 has been removed) the link member can be immediately fitted to the anchoring block on the other flange 2 and secured by driving the pin 15 back into position.
--s The connecting means 10 used for the illustrated embodiment consist ., of first and second upper connecting links in the form of hangars 29 and 30 pivotably hinged together by a transverse pivot pin or bolt 28 in the manner of tongs. The frPe ends of these hangers contain identically shaped recesses n~
~ ~ ~ -7-: , 31 which substantially fit over the block-shaped anchoring members 11. These recesses 31 have open outer ends to facilitate engagement o~ the blocks by the hangers by sliding their ends over the blocks. Both hangers 29 and 30 are conveniently of identical shape and size so that they are fully inter-changeable. The side walls of the hanger ends which grasp the anchoring members 11 are provided with transverse holes 32 which exactly match the holes 14 in the anchoring blocks 11. It may here be noted that in the case of the connecting hinge 9 the sides of the apertures 20 in the link members also contain holes 33 which can be brought into registering alignment with the same holes 14 in the anchoring members 11, in the same way as these can be aligned with the holes 32 in the ends of the hangers.
The ends of the hangers 29 and 30 which are connected together in the manner of tongs are each provided with an opening in the form of a horizontal slot 34. The transverse bolt 28 can be passed through these slots as well as through the ends of a shackle 35. Since, in view of the identity of the method of attachment of the hangers and of the hinge strap members of the connecting means 9 to the rails, the hangers are detachably but rigidly ~i.e. non-flexibly) connected to the track rail ends, the required pivoting i movements about the hinge pin can take place because the upper ends of the hangers have the necessary freedom of movement in their slot and transverse pivot pin hinges. Both hangers 29 and 30 and the shackle 35 including the bolt 28 thus form a simple suspension which can carry the track ends 5 and 6 in the illustrated positions, or after one or both rails have been turned upside down or even, if desired, after either or both rails have been reversed in the endwise direction. The place of a shackle 35 could naturally also be taken by a hook.
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In one known arrangement the connecting and suspension means are welded to the outside faces of the top and bottom flanges of the I-section track rails. The track rails can be suspended only in the position prescribed by the permanent position of the welded connecting and suspension means, which is already determined in the factory. The rollers for the hangers of the hauling means, chains or the like, and for the attachments supporting the trolleys, cars and carriers of the conveyor therefore run substantially exclusively on the inner faces of the bottom flanges of the track rails. The resultant wear of the bottom flanges governs the service life of the track rail sections. In curves and other more heavily used portions of the under-ground conveyor track the higher rate of wear therefore requires a more frequent replacement of the track rail sections.
It is the object of the present invention to extend the useful service life of the track rails which are exposed to this type of wear in a , mining trolley conveyor by constructing the connecting and suspension means at the rail section ends in an appropriate way.
To attain this object the present invention provides an overhead monorail track system having rail sections of symmetrical cross-sectional configuration joined end-to-end by connecting means comprising mutually identical anchor members fixed in symmetrical arrangement to the rail sections adjacent the ends thereof and projecting upwardly and downwardly respectively i~ from mutually opposite vertically spaced faces of the rail sections, first and second lower connecting links in releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links at each rail section joint being pivotally interconnected to permit there-between a hinging action on a horizontal axis transverse to the longitudinal ~04998#
direction of the rail sestions, and first and second upper connecting links in releasable locking engagement with respective ones of the upwardly project-ing anchor members, the upper connecting links at eacll rail section joint being interconnected by a supporting pin extending transversely through mutually overlapping openings in the upper connecting links, said upper connecting links being mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis.
In another aspect the invention comprises rail sections and connecting mear.s therefor for use in forming an overhead monorail track system, comprising rail sections of symmetrical cross-sectional configuration, and connecting means for joining the rail sections end-to-end and comprising mutually identical anchor members fixed in symmetrical arrangement to the rail sections adjacent the ends thereof so that the anchor members project upwardly and downwardly respectively from mutually opposite vertically spaced faces of the rail sections when the latter are in their intended in-use position, first and second lower connecting links adapted for releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links being pivotally interconnectable to permit therebetween, in use, a hinging action on a horizontal axis transverse to the longitudinal direction of the rail sections, and first and second upper connecting links adapted for releasable locking engagement with respective ones of the upwardly projecting anchor members, the upper connecting links being adapted for interconnection by a supporting pin which, in use, extends transversely through openings in the upper connecting links so that, in use, the upper connecting links are mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis.
The above construction has the advantage that the rail ends are detachable and the rails can be turned and reattached upside down to the connecting means. When the bottom flange of a rail section has worn to the permissible limit, i.e. when this applies to the bottom flange of a rail ' section mounted between connecting and suspension means at each of its ends, then the rail ends can be detached from the connecting and means and the rail sectior, bodily turned upside down so that the worn and weakened flange is transferred to the top into the position previously occupied by the other flange. In other words, the top flange of the rail is utilised to provide a standby running surface which can be transferred into the position of the worn bottom flange and replace it. This method of joining the rail sections also permits rail lengths to be reversed so that their ends are interchanged.
The worn portions of the flange can thus be transferred according to local conditions into positions in which they are subjected to less severe wear.
The method of joining the ends of the rail sections by releasable connecting means incidentally also permits both flanges of curved rail sections to be used by turning as well as reversing such sections.
In a preferred form of construction the anchoring members are oblong ~ ~' blocks welded to the upper and lower opposite outside surfaces of the rail flanges. Block-shaped anchoring members are not merely simple and rugged as well as easy to affix, they are also resistant to damage during transportation of the rail sections.
' The block shape of the anchoring members enables the link forming one half of the hinge to be of simple and sound design, and the two link members of the connecting means may contain identical apertures which fit over the oblong block shape of the anchoring members. The abutting rail ' section ends are thus reliably and safely aligned without play.
A firm alignment is also assisted if at least those walls of the aperture which are disposed transverse to the longitudinal direction of the rail sections have bevelled surfaces which recede from an elongate surface strip engaging the associated block.
The two link members of the hinge may be of identical shape and size and preferably they may be identical forgings. This not only maXes for an economical method of manufacture, but also ensures easy assembly.
' Yet another improvement consists in incorporating in the joint a , 30 fin extending parallel to the hinge pin and consisting of a resilientlydeformable, more particularly elastic material, such as rubber or a synthetic plastic. The fin is preferably mounted on the inside of the joint above the .: ' :
... ...
1(~499~8 hinge and with advantage provided with a plate-shaped extension which embraces the hinge pin. The fin is intended to form a spacing member which bridges the gap between the abutting rail ends and ensures the continuity of the track surface formed by the inside faces of the abutting bottom rail flanges. The rail ends, which as usual have end faces normal to the longitudinal centre axis of the rail track, are held a sufficient distance apart by the spacing pin to permit the abutting rails to be relatively tilted within a limited angle for the purpose of allowing the track to adapt itself to the vertical curvature of the road in the region of suspension.
A particularly suitable track suspension at a rail joint consists of two hangers pivotably connected together by a transverse bolt like a pair of tongs, the free ends of the hangers containing recesses of identical configuration adapted to engage an anchoring member on each of the two abutting rail ends. In other words, each rail section end at the joint is thus coupled to one hanger and by virtue of the pivotal association of the two hangers these do not interfere with the flexibility of the joint.
The recess in the free ends of the hangers are preferably substantial-ly oblong to conform with the shape of the anchoring members, and they are contained in the extremities of the hangers. The recesses may be open-ended on the outside of the hanger assembly. Like the strap members of the hinge the two hangers are of identical configuration and they can be produced as drop forgings. All the hangers are therefore interchangeable and no assembly errors can occur.
The suspension means is desirably designed to permit the required flexibility of the joint in that the outer ends of the hangers are pivotally connected together by a bolt which passes through horizontal slots enabling the hangers to slidably move the one in relation to the other.
Furthermore, all the anchoring members and hinge straps as well as the hangers are preferably provided in corresponding locations with transverse holes fcr the reception of pins or clamping bolts. Preferably two relatively spaced transverse holes and corresponding pins or bolts are provided in all these locations. The coupling means between the several components is there-fore exactly the same wherever there is a connection. The anchoring pins and clamping bolts may be provisionally inserted into the straps of the hinge and into the hangers so that after engagement of the relative anchoring blocks on the ends of the track rails these pins or bolts need merely be driven home completely. The pins or bolts do not project and they can be knocked out with a drift when it is desired to detach a rail end for the purpose of changing the position of the rail.
The two hangers and a shackle attached thereto by the pivot bolt are preferably combined to form a suspension means which equally carries the abutting ends of two track rails.
A preferred purely illustrative and non-limiting embodiment of a joint according to the invention between abutting track rails of a trolley conveyor is shown in the accompanying drawing, in which:-Figure 1 is a side elevational, part sectional view of the joint between abutting track rails, the drawing showing only one of the strap members forming the hinge;
,: ~ ' ' Flgure 2 ls a sectlon taken on the line II - II of Figure l;
Figure 3 is a view in plan of the hinge;
i Figure 4 is a longitudinal section of one of the straps of the hinge, and Figure 5 is a view of the inside face of one of the straps.
Referring to the drawings there is provided a track consisting of consecutive rail sections 1 for a monorail or overhead trolley conveyor.
Usually such rail sections will each be between 1 and 3 metres long. Both ends of each rail section are provided with connecting and suspension means.
é~ Normally such a track is suspended from the roof support system of a road, but sometimes it may also be suspended from anchors attached to the roof supports of a longwall face or driven into the rock. The cross section of the track rails is preferably an I-section. In relation to the height of the web the flanges 2 at the top and the flanges 3 at the bottom are narrow. The inside surfaces 4 of both flanges 2 and 3 are used, according to the position in which the rails are suspended, as will be hereinafter described, as the `:;
~ -5-runnin~ surface for rollers carrying attachments for chains, trolleys, carriers, cars and the like.
Both ends of all track rails 1 (in the illustrated embodiment the two facing ends 5 and 6) are provided on the outside surfaces 7 and 8 of the flanges 2 and 3 with connecting means 9 and 10 which also serve for keeping the facing rail ends in alignment. The connecting means 9 and 10 can be detachably coupled to the track rail ends 5 and 6. The design of the detachable coupling means is such that the track rails can be turned about their longitudinal centre line x - x for instance in the direction indicated by arrow ~, to bring the top flange into the former position of the bottom flange or conversely. Both ends of each track rail are of completely identical design and either end of each rail can be coupled in the illustrated position to the connecting means.
In the preferred illustrated embodiment mutually identical symmetrically disposed anchoring members 11 are secured to the horizontal outside surfaces 7 and 8 of the top and bottom flanges 2 and 3. The distance of the anchoring members from the end faces 12 which perpendicularly cross the axis x - x is relatively short. The anchoring members 11 are rectangular blocks and their width is substantially the same as their height, so that their cross section is substantially square, the length of each block being approximately twice its height. The rectangular underface 13 of each horizontally placed block is welded to the outer face of a flange 2 or 3 of the track rail. The blocks are traversed from side ~o side by two relatively spaced holes 14 for the reception of fastening means in the form of pins or clamping bolts 15. The holes 14 are located in the same positions in all the anchoring blocks.
Moreover, the end faces 16 of all the anchoring members 11 are substantially parallel. These end faces 16 may possibly slightly converge towards the top 17 of each block. All the vertical and horizontal edges are bevelled.
The connecting means 9 provided on the underside of each track rail 1 consist of first and second lower connecting links 18 and 19 of .
1~49988 identical shape and size, so that they can be produced as id0ntical forgings.
The link members have rectangular apertures 20 which closely correspond to the contour of an anchoring member 11 when viewed in plan. The internal end faces 21 and, so far as possible, also the longitudinal faces 22 of the apertures 20 slightly converge from above and below and reduce the open cross section to nearly the centre where they form a narrow prismatic face 23. When the link members 18 and 19 are fitted over the anchoring blocks 11 this configuration causes the two members to be relatively aligned, i.e.
firmly connected with a tight fit.
The link members 18 and 19 contain relatively staggered knuckle portions 24 traversed by a hole or the reception of a hinge pin 25. More-over, above the hinge pin 25 the hinge is formed with a fin 26 which is parallel to the pin and consists of a resiliently deformable material. Half-way along its length this fin 26 carries a plate-like flange 27 which embraces the hinge pin between two knuckle portions 24 on the cooperating straps 18 and 19. The shape of the fin 26 respecting length and cross section sub-stantially corresponds to the cross section of the track rail flanges. The ' fin forms a spacing member bridging the gap z between the abutting vertical . .; .
faces 12 of the track rail ends 5 and 6 besides providing continuity of the running surfaces between the ends of the inside faces of the bottom flanges of the track. The gap z is provided to permit the track rails to be pivotably -~ deflected within limits both upwards and downwards about the hinge pin 25 con-necting the link members 18 and 19 to each other.
If the inside surfaces 4 of the bottom flanges 3 become worn and the track rail is turned upside down as indicated by arrow y (after the link - member of the connecting means 9 has been removed) the link member can be immediately fitted to the anchoring block on the other flange 2 and secured by driving the pin 15 back into position.
--s The connecting means 10 used for the illustrated embodiment consist ., of first and second upper connecting links in the form of hangars 29 and 30 pivotably hinged together by a transverse pivot pin or bolt 28 in the manner of tongs. The frPe ends of these hangers contain identically shaped recesses n~
~ ~ ~ -7-: , 31 which substantially fit over the block-shaped anchoring members 11. These recesses 31 have open outer ends to facilitate engagement o~ the blocks by the hangers by sliding their ends over the blocks. Both hangers 29 and 30 are conveniently of identical shape and size so that they are fully inter-changeable. The side walls of the hanger ends which grasp the anchoring members 11 are provided with transverse holes 32 which exactly match the holes 14 in the anchoring blocks 11. It may here be noted that in the case of the connecting hinge 9 the sides of the apertures 20 in the link members also contain holes 33 which can be brought into registering alignment with the same holes 14 in the anchoring members 11, in the same way as these can be aligned with the holes 32 in the ends of the hangers.
The ends of the hangers 29 and 30 which are connected together in the manner of tongs are each provided with an opening in the form of a horizontal slot 34. The transverse bolt 28 can be passed through these slots as well as through the ends of a shackle 35. Since, in view of the identity of the method of attachment of the hangers and of the hinge strap members of the connecting means 9 to the rails, the hangers are detachably but rigidly ~i.e. non-flexibly) connected to the track rail ends, the required pivoting i movements about the hinge pin can take place because the upper ends of the hangers have the necessary freedom of movement in their slot and transverse pivot pin hinges. Both hangers 29 and 30 and the shackle 35 including the bolt 28 thus form a simple suspension which can carry the track ends 5 and 6 in the illustrated positions, or after one or both rails have been turned upside down or even, if desired, after either or both rails have been reversed in the endwise direction. The place of a shackle 35 could naturally also be taken by a hook.
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Claims (15)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An overhead monorail track system having rail sections of symmetri-cal cross-sectional configuration joined end-to-end by connecting means com-prising mutually identical anchor members fixed in symmetrical arrangement to the rail sections adjacent the ends thereof and projecting upwardly and down-wardly respectively from mutually opposite vertically spaced horizontal faces of the rail sections, first and second lower connecting links in releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links at each rail section joint being pivotally interconnected to permit therebetween a hinging action on a horizontal axis transverse to the longitudinal direction of the rail sections, and first and second upper connecting links in releasable locking engagement with respective ones of the upwardly projecting anchor members, the upper connecting links at each rail section joint being interconnected by a supporting pin extending transversely through and having a diameter less than mutually overlapping openings in the upper connecting links, said upper connecting links being mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis.
2. An overhead monorail track system according to claim 1, wherein the said anchor members are rectangular blocks.
3. An overhead monorail track system according to claim 2, wherein said blocks are oblong and arranged with their greater dimension parallel with the longitudinal direction of the rail sections.
4. An overhead monorail track system according to claim 2, wherein each of said lower connecting links has a rectangular aperture dimensioned to fit over any one of said rectangular blocks.
5. An overhead monorail track system according to claim 4, wherein said aperture comprises walls, each of at least those walls of said aperture which are disposed transverse to the longitudinal direction of the rail sections have bevelled surfaces which recede from an elongate surface strip engaging the associated block.
6. An overhead monorail track system according to claim 1 or 2 or 3, wherein said first and second lower connecting links are mutually identical.
7. An overhead monorail track system according to any one of claims 2 or 3 or 4, wherein each of said upper connecting links has a rectangular recess dimensioned to fit over any one of said rectangular blocks.
8. An overhead monorail track system according to claim 1 or 2 or 3, wherein said upper connecting links are mutually shiftable to accommodate deviations from longitudinal alignment of the rail sections about said horizontal axis by virtue of said mutually overlapping openings being hori-zontally disposed longitudinal slots.
9. An overhead monorail track system according to claim 1 or 2 or 3, wherein said first and second upper connecting links are mutually identical.
10. An overhead monorail track system according to claim 1 or 2 or 3, wherein each of said lower and upper connecting links is releasably locked in engagement with a respective one of the anchor members by means of at least two locking pins inserted through registering holes in the links and anchor members respectively.
11. An overhead monorail track system according to claim 1, wherein the said rail sections are of I-shaped cross-section.
12. An overhead monorail track system according to claim 11, wherein each rail section joint includes a fin member disposed to bridge a gap between the lower flange portions of the adjacent rail sections.
13. An overhead monorail track system according to claim 12, wherein said fin has a knuckle portion which is incorporated in the pivotal connection between the first and second lower links.
14. An overhead monorail track system according to claim 12 or 13, wherein the fin member is of a resiliently deformable material.
15. Rail sections and connecting means therefor for use in forming an overhead monorail track system, comprising rail sections of symmetrical cross-sectional configuration, and connecting means for joining the rail sections end-to-end and comprising mutually identical anchor members fixed in symmetri-cal arrangement to the rail sections adjacent the ends thereof so that the anchor members project upwardly and downwardly respectively from mutually opposite vertically spaced horizontal faces of the rail sections when the latter are in their intended in-use position, first and second lower connect-ing links adapted for releasable locking engagement with respective ones of the downwardly projecting anchor members, the lower connecting links being pivotally interconnectable to permit therebetween, in use, a hinging action on a horizontal axis transverse to the longitudinal direction of the rail sections, and first and second upper connecting links adapted for releasable locking engagement with respective ones of the upwardly projecting anchor members, the upper connecting links being adapted for interconnection by a supporting pin which, in use, extends transversely through and has a diameter less than openings in the upper connecting links so that, in use, the upper connecting links are mutually shiftable to accommodate deviations from longi-tudinal alignment of the rail sections about said horizontal axis.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19752508739 DE2508739B2 (en) | 1975-02-28 | 1975-02-28 | ARTICULATED RAIL CONNECTION FOR A MON-RAIL TRACK IN MINING |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1049988A true CA1049988A (en) | 1979-03-06 |
Family
ID=5940085
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA241,354A Expired CA1049988A (en) | 1975-02-28 | 1975-12-09 | Flexible joint between the rail sections of an overhead trolley conveyor track for mines |
Country Status (4)
| Country | Link |
|---|---|
| CA (1) | CA1049988A (en) |
| DE (1) | DE2508739B2 (en) |
| FR (1) | FR2302381A1 (en) |
| GB (1) | GB1480304A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103758564A (en) * | 2013-12-31 | 2014-04-30 | 中国矿业大学 | Method for suspending monorail crane in soft and weak coal seam roadway |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3514613C1 (en) * | 1985-04-23 | 1986-10-16 | Maschinenfabrik Scharf Gmbh, 4700 Hamm | Rail shot |
| CN103742175B (en) * | 2013-12-16 | 2017-01-18 | 国投新集能源股份有限公司 | Method for installing monorail crane rail in coal mine roadway |
| CN103787195A (en) * | 2014-02-14 | 2014-05-14 | 山东兖煤黑豹矿业装备有限公司 | Integral short-distance pushing railway for coal mine monorail crane |
| CN105507088A (en) * | 2016-01-07 | 2016-04-20 | 湘潭市恒欣实业有限公司 | I-steel rail connection structure |
| CN107034746B (en) * | 2017-04-21 | 2023-05-16 | 中国五冶集团有限公司 | Assembled connecting structure for suspended type monorail traffic track beam and construction method |
| CN106894300B (en) * | 2017-04-21 | 2018-10-12 | 中国五冶集团有限公司 | A kind of the finger binding structure and its construction method of suspension type rail beam |
| CN107795578B (en) * | 2017-11-20 | 2023-06-13 | 江苏恒进印染机械有限公司 | Guide rail joint device for setting machine |
| CN109911767A (en) * | 2019-03-26 | 2019-06-21 | 中国五冶集团有限公司 | Track connecting joint structure |
| CN114572820B (en) * | 2022-05-05 | 2022-07-15 | 太原矿机电气股份有限公司 | Single track connection structure |
-
1975
- 1975-02-28 DE DE19752508739 patent/DE2508739B2/en active Granted
- 1975-09-23 FR FR7529172A patent/FR2302381A1/en active Granted
- 1975-10-27 GB GB4419875A patent/GB1480304A/en not_active Expired
- 1975-12-09 CA CA241,354A patent/CA1049988A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103758564A (en) * | 2013-12-31 | 2014-04-30 | 中国矿业大学 | Method for suspending monorail crane in soft and weak coal seam roadway |
Also Published As
| Publication number | Publication date |
|---|---|
| GB1480304A (en) | 1977-07-20 |
| DE2508739B2 (en) | 1977-05-26 |
| FR2302381B1 (en) | 1980-01-11 |
| DE2508739A1 (en) | 1976-09-02 |
| FR2302381A1 (en) | 1976-09-24 |
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