CA1150663A - Drive sprocket for monorail suspended conveyor - Google Patents

Abstract

A B S T R A C T
A monorail suspended conveyor system for convey-ing materials along a curvilinear path has a plurality of tandemly disposed belt supporting carriages. Adjacent carriages are connected by an articulated joint suspended from the overhead rail which provides for universal move-ment of one carriage relative to another.
The orbital conveying belt which includes a flexible chain attached to and extending longitudinally along the centerline of the belt is driven by a twin sprocket having alternating pitch teeth which driveably cooperates with the links of the chain so as to decrease the increase of tension in the belt as the same travels around the sprocket.

Description

CROSS REFERENCES ~S~663 Reference is hereby made to the following patent dealing with relates subject matter and assigned to the assignee of the present invention:
"Conveyor Belt Chain and Method for Its Use"
by Harry R. ~ecker, U.S. Patent No. 4,282,971 issued August 11, i9~1. Fuxthe~more, this application is a division of co~onl~ assigned Canadian Patent Ppplication Se~iaI ~o. 359~466 filed Septe$~er 3, 1980.
BACKGROUND OF THE INVENTION
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 monorail and capable of traversing a curvilinear path.

2. D~scription 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 material 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 materials from ~, ~5rV~3 the minir~ machine to the fixed conveyor. Thus, in more recent years there hRs~e- 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 s forward movement. Such mobile articulated conveyors are particularly adaptable to nroom 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 al. patent, U.S. Pat. No. 3,707,218, and sold under the trade designation "~;erpentix". The Serpentix conveyor has an endless trough shaped, - accordion-pleated belt supported on a vertebra~like member which, in turn, is supported on the mine floor by stanchions. The stanchion su~ported conveyor was ~umbersome 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. 3,3~0,115, suspended the Serperltix conveyor from an overhead monorail and thereby provided a flexible frame 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.$. 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 later McGinnis patent, U.S. Pat. No. 4,061,223, discloses a mobile articulated conveyor s~;pended from an overhead monorail. Shown is a U-shaped conveyor belt carried by a plurality of individual c~rriage 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 made 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 having a high silhoutte, these referenced developments have experienced problems in maintaining the upper conveying run portion of the belt 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.
SUMMA~Y OF THE INVENTION
The preferred embodiment of the conveyor system, as disclosed herein, include3 various unique features for facilitating the transport of materials from a first location, such as an area where a continuous miner is working, to a secondlocation, such as where the receiving end of a second conveyor is positioned, wherein the travel path defined between the first and second locations includes horizontaI
and/or vertical 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~ materials along either linear or curvilinear paths, as well as, for con-.

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6~i3 ventional above and below ground flexible conveyors and thereby improve the same.
I-t is, accordingly, the principal object of the present invention to provide a conveyor system with an articulated conveyor in ~hich the aforementioned problems of the prior art have been overcome and ~hich is simple and inexpensive in structure, relia~le in operation, and is so constructed to present a low pro~ile enabling the same to maneuver around pillars and through low clearance passageways.
A particular object of the present ~nvention is to provide a conveyor with an improved sprocket for driving a chain which is attached to a prestretched or~ital conveying belt so as to relieve any increase in tension in the belt due to the belt traveling around the drive sprocket, and thus, decrease ~ear to the belt and prolong its life.
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 permit the train of carriages to be moved in unison along a curvilinear path. Each of the carriages includes a frame-work defining an open extent extending longitudinally therethrough and constructed of an upper elongated link member disposed adjacent the overhead rail and a pair of .

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transversely spaced apart, lon~itudinally extendin~ side members disposed on opposite sides of the open extent and interconnected to the elongated link mem~er, pre-ferably, by a pair of longitudinal spaced downwardly projecting U-shaped frame members. The carriages further carry means for supporting an or~ital belt which extends longitudinally within the open extent and preferably located between the upper elongated link member and the lower side members.
Mounted on the respective ends of adjacent link members are portions that form the articulated joint which thereby connect adjacent carriages and permit uni-versal movement of one carriage relative to its tandemly disposed adjacent carriage. In the preferred e~bodimen-t, the carriage train i5 suspended from and below the over-head rail by suspension means cooperable with the rail and connected to the carriages ~ia selected ones of the ?
articulated 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 longitudinal movement thereof. More particularly, one of the side member end structures partially surrounds the side member end struc-tures o~ an adjacent carriage with the cooperating ends structures being so positioned relative to one another such that one side member is permitted to move a given amount .
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'~5~3 with respect to the ot~er side member, and thereafter, the side member end structures engage one another so as to cause common movement thereof and thus preventing further swing of the carriages.
The articulated conveyor is moved along the monorail by 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 palr of transversely spaced apart power units being disposed on opposite sides of the rail and pivot~ly connected to one another below the drive wheels. To maintain the drive wheels in drive traction relationship with the rail, pivot means, preferably in the form of an actuator transversely disposed and interconnecte~ ~etween respective lower portions of the power units, are pro-vided and operable to pivot the power units toward and away from one another and thus move the drive wheels to~
ward 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 includes an elongated fr~amework suspended from the rail and disposed within the vicinity and 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 mem~er interconnecting the opposite end portions. The . . , ~ .
- . ~ - '' , ' , ' ~ 5~663 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 move-ment of the power units in one clirection, one of the chains is put in tension in providing a force trans-mitting path through the rigid frame member to an adja-cent carriage. Upon movement of the drive unit in the opposite direction, the other one of the chains is put in tension so as to provide a force transmitting path through the rigid frame member. The chain not in tension is relaxed and incapable of transmitting a force through the rigid frame member.
In accordance with the present invention there is provided an improved sprocket for driving the conveyor belt. The drive sprocket comprises a plurality of teeth arranged in sets of three around the periphery of the sprocket with the first two tee-th of each set being spaced ,a given distance from each other on a circumferential pitch circle on the sprocket. The third tooth of each set being spaced a distance less than the given distance from the trailing one of the first two teeth of each set. The third tooth also constitutes the first tooth of the succeeding set.
The present invention also includes the method of relieving the tension in the belt as it travels around the drive sprocket by moving the links of the chain toward one another into a closer longitudinal spacing between each , ., , . , .. ,. ~ ~. .

~5~ 3 other during portions of their path of travel about -the sproc~et than -the longitudinal spacing between the links as they enter and exit from the sprocket.
Other advantages and attainments 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 wîth the drawings in which there is shown and described an illustrative embodiment of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
In the course of the following detailed descrip-tion reference will be frequently made to the attac~ed draw-ings in which:

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~5~ 3 Fig. 1 is a diagramatic plan view of the conveyor system embodyin~r the - principles of the p~esent invention.
Fig. 2 is a fragmentary side elevational view of t~ conveyor system.
Fig. 3 is an enlarged sectional view of a carria~e as taken s~ong line 3--3 of Fig. 2.
~ig. 4 is a side elevation view of the carriage shown in Figs. 2 and 3.
Flg. 5 is a top plan view showing the arrangement of the carriages as they pass around a horizontal curve.
Fig. 6 ~nd 7 show an end view and a side elevational view respectively of io 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. 11 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 an enlarged side elevational view of the ~ive 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--15 on Fig. 13.
Fig. 16 is an enlarged side elevational view of the take-up carriage shown in Fig. 2.
Fig. 17 is a top plan view of the take-up carriage of Fig. 16 showing the hydraulic cylinders.

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Fig. 18 is a sectional view of the take-up carriage as taken along line 18--18 of Fig. 16.
Fig. 19 is an end view showing the outby terminal positioned above the panel belt conveyor as seen from line 19--19 in Fig. 2.
Fig. 20 is a side view of the drive 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 10 above the inby terminal.
Fig. 22 is a top plan view of the inby terminal with the hopper removed.
Fig. 23 is a sectionaI 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 15 showing the steerable wheels in two different positions.

DETAILED DESCRIPTlON
OF THE PREFERRED EMBODIMENT

In the following description, it is to be understood that such terms as "forward", "rearward", "left", "rightn, "upward", "dbwnwardl', etc., are words of 20 convenience and are not to be construed as limiting terms.

IN GENERAL

Referring now to the drawings, and particularly to Figs. 1 and 2, there is shown a conveyor system having a mobile articulated conveyor which is adapted to be suspended from overhead rail means, such as a monorail, and which is capable of 25 traversing a curvilinear path. The conveyor system is indicated gener~lly by the numeral 10 and comprises the preferred embodiment of the present invention.
As shown in Figs. 1 and 2, the conveyor system 10 generally includes an articulated conveyor having~ an orbital conveying belt 12 carried by a train of . ' ' ' '' 6~3 tandemly disposed, carriages 14 with an Gutby terminal 16 located at one end of the train and an inby terminal 18 located at the opposite end of the train; means 20cooperable with each of the carriages 14 and the overhead supported rail means, such as monorail 22, for pivot~ly Interconnecting the carriages 14 and suspending thecarriages from the monorail 22; traction drive means 24 cooperable with the overhead monorail 22 and being connected to at least one of the carriages 14 formoving the train of carriages along the path defined by the monorail. An extendable/retractable unit, ref erred to herein flS a take-up carriage ~6, is interposed between a pair of adjacent carriages 14 or between the outby unit 16 and the traction drive unit 24 (as shown in Fig. 2) to increase or decrease the length of the carriage train to thereby provide proper tensioning of the orbital belt 12.
Further, a bridge conveyor, generally indicated by the numeral ~8, is connected to the inby terminal end of the carriage train for unitary movement therewith. The bridge conveyor 28 has one end, the discharge end 30, suspended from the monorail 22 and positioned 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 Yarious controls for controlling the operation of the conveyor system lO are housed within a control box 36 which is also suspended from the monorail a2 and is connected to the outby terminal 16 end of the carriage train. The control box

3~ forms no part of the present invention and its specific structure will not bediscussed in detail. Suffice it to say th~t it is a box or housing of conventionaI
nature that hous~; the various control components for regulating the operation of the conveyor system.
Also seen in Fig. 2, is a stationary panel belt conveyor, being generalIy indicated by the numeral 38, of conventional construction and forming no p~rt ofthis invention. The panel belt conveyor 38 is supported on the mine floor and positioned below the outby terminal 16 for receiving mined material discharged therefrom. As will be readily understood by those skllled in the art, the outby ~ 31 ~C3663 discharge ter~inal of the carriage train may reciprocate along the monorail 22, back and forth, over the panel conveyor 3~ as the other end oE the conveyor system, the bridge conveyor 28 follows a continuous miner (not shown) as it proceeds around horizontal and vertical curves from room to room, between pillars P, in ex-tracting the mineral from the mine face, as seen in Fig. 1.
For illustration purposes, in the preferred embodiment; the orbital conveying belt 12 is of thè type disclosed and claimed in the aforementioned U.S. Patent No. 4,2~2,971 of Elarry ~. Becker, entitled "CONVE~OR BELT CHAI~
AND ~ET~OD FOR ITS USE". The Becket belt is a precontrolled stretchable belt formea of a stretchable elastic material having a chain àttached to the longitudinal centerline thereof for controlling the amount of prestretch of the belt as well as for driving the conveyor belt. However, it should be noted here that the conveyor system of the presen-t invention is not limited to the incorporation of such a controlled prestretch belt, nor an elastic material belt per se, but incluaes 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 ana 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 14 mounting neans 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 discussea in detail~
As seen in Figs. 3 and 4, each carriage 14 includes a framework having an upper elongated tubular link member 40 and a pair of downwaraly projecting, gen-.. ~ ', ;3 erally inverted U-shaped members depending from and spaced 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 by 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 and inwardly from the respective ends of theelongated tubular link member 40; More specifically, the elongated tubular link member 40 is secured to the undersurface of the bight portion 46 of the respective frame members by welding or the like, and preferably, the tub~llar link member 40 is positioned centrally of each bight portion. For 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 longitudinally 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, genera~ly horizontally, across the lower edge of the left legportions 42 of the pair of frame members associated with a respective carriage whereas the right side member 52 extends, generally horizontally, across the lower ends of the right leg portions 44 of the pair of frame members associated with the same carriage. Preferably, the left and right side members 50j 52 are oriented generally parallel to one another and generally parallel to the elongated tubular link member 40. In 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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~ plurality of rollers comprise the means mounted o~ each carriage 14 for moveably supporting the orbital conveying belt within the open extent of the carriage train. An upper series of rollers are provided for supporting the upperconveying run portion 12a of the belt 12 and alower series of rollers are provided for supporting the lower return run portion 12b of the belt 12. The rollers are supported on left and right brackets 54, 56 respectively (as seen in Fi~. 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 irregulaL in shape forming cantilever arms that project into the open extent.
In the preferred embodiment, the upper conveying run portion 12a of the b~lt 12 is supported by respective left and right troughing idlers 58, 60 and a centrally 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 eanti}ever arm portion of 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 receiYe 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 lef t and right troughing idlers 58, 60 along with their respectivemounting plates 64-67 have not been shown in Fig. 4. The dumbell idler 62 is transversely 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 that form the respective arm portions. Idler 62 takes on the dumbell shape so as to accomodate space for the chain t~t is attached to the belt 12 which will be discussed later in more detail. As can be easily understood, such : , .

mounting of the troughing i(Ilers 58, 60 and dumbell idler 62 permits easy removal of same and ready access to belt 12.
For maintaining the upper conveying run portion 12a of the orbital belt 12 in an operative position on the troughing idlers 58, 60 and the dumbell idler 62, each carria~e 14 is provided with respective left ànd right upper edge idlers 70, 72 which, in the preferred embodiment, are of capstan shape. The left edge i~er 7~ 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 braclcet 56. As best seen in Fig. 3, the left and right edge i~ers 70, 72 project into the open extent, toward one another, and are generallyhorizontally disposed having their tapered flange portions being disposed adjacent the respective outer edges of the orbital belt l2.
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 mounting plates 76, 78 which are also notched to receive the respective let andright ends of idler shaft 80. The mounting plates ~6, 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 left and right brackets 54, 56. The belt retum run portion 12b is rnaintained on the return idler 74 by left and right edge idlers 86, 88 rotatably supported on a lower portion of respective left and right brackets 54, 56. As seen in Fi~. 3, the lower edge i~ers 86, 88 are disposed below the cantilever arm portions of the respective brackets and are so posiitioneà as to engage the outer edges of the return run portion 12b of the belt 12. It shouid be appreciated another feature of the invention is that the mounting of the retum idler 74 provides easy access to the belt 12 as well as easy access to the , - . ' .:

upper conveyirlg run idlers 58, 60 and 62. The return ic~er 74 can be easily removed - by removing the channel member attaching pins 84, 85, whereus, the upper conveying run i~ers 58, 60 and 62 can be removed by lifting them out of their respective notched mounting plates. Preferably, as seen in Fig. 4, the upper conveying run i~ers 58, 60, 62 and the return run idler ~4 are so positioned that the respective 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 eaeh 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 sueh that each carriage can only move laterally a limited amount independently of the lateral movement of the adjacent carriage and thereafter the carriages move together in common movement. As seen in Fig. 4, on the left end of the right side member 52 the limiting means takes the form of a genera~ly upright plate 90 (see Fig. 6 and ~) secured to the terminal end of the side member. Mounted on the right end of the ri~t side member 5~ the limiting means takes the form of an I.-shaped configuration, being generally indicated by the numeral 92, formed from an upperplate 92a that slants upwardly and outwardly from the terminal end and a side plate 92b that slants away and outwardly from the terminal end (see Figs. 8, 93 10).
On a straight-run section of the monorail 22, wherein the carriages 1~ are generally aligned with the longitudinal centerline of the respective side members of adjacent carriages being in alignment, the resp~ctive limiting means cooperate such that the L-shaped plate structure 92 of one side member end partially surroun~ the u2right plate structure 90 of the adjacent side member end. In such straight line - - "

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~:~L5~63 positions the respective cooperating plate structures are in a non-contacting relationship; however, in a curve section of the monorail 22, such as seen in Fi~. 5, wherein one carriage is angularly disposed relative to an adjacent carriage, therespective cooperating plate structures of adjacent right side members 52 are înengagement thereby transferring the load of one carriage onto another which tends to retard the swinging movement of one carriage relative to its adjacent carriage.
Furthermore, the abutting relationship of the plate structures 90 and 92 ~lso assists in retarding the latersl swing of adjacent carriages. As will be noted, the cooperating plate structures at the adjacent ends of adjacent leEt side members 50 are spaced farther apart than their relative position in a straight run section. The cooperation of the plate structures at the ends of the side members 50, 52 of adjacent carriages 14 as described above limits the lateral swinging movement of the carriages as they move alon" the overhead rail, thus providing a smooth path for the conveying run portion 12a of the belt 12.
MEANS FOR SUSPENDING AND CONNECTING CARRIAGES

As described above, the carriages 14 are tandernly disposed, being connected to one another, and are suspended from the overhead monorail 22 as shown in Fig. 2.
With specific reference to Figs. 11 and 12, there is illustrated in greater detail the means for connecting the carriages and for suspending the carriages from the monorail. Secured to each end of each elon~ated tubular link member 40 of a carriage framework is a yoke member 94 that projects outwardly therefrom having an end port;on which defines a concave b~ll receiving socket adapted to partially receive a ball, such as ball 96. As best seen in Fig. 11, the yoke members 94 25 ` associated with the adjacent ends of adjacent link members 40 are positioned around the ball 96 with an annular gap existing therebetween for retaining a lubricant therewithin. The respective yoke members S4 are clamped about the ball 96 by left '" '':' .' . ' -.. . .

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and right blocks 98, 100 (see Fig. 12) each having a cavity therewithin such that when the blocks are clamped together they form a cavity which takes the shape ofthe outer periphery of the 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 uo and down in the vertical direction and from side to side in the horizontal directiorl 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 articulated joint.
Each of the blocks 98, 100 have integral troIley support members extending upwarc~y therefrom for rotatably supporting therebetween respective left and right pairs of trolleys or wheels 104,106 which are cooperaMe with the rnonorail 22 for movement therealong. For centering the trolley wheels 104,106 on respective 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 ro11ers 108,110 are rotatably supported on pins 112,114 that extend between upper and lower inwar~y extending projections of the uprighl: inte~r~l trolley support members.
- As will be easily understood by those skilled in the art, suspending of the carriages 14 ~rom the articulated joints that coMect the carriages permi~s the use of smaUer joints in that the stress forces that are transmitted to the joints are transferred to the more rigid I-beam, thereby reducing wear and damage to the joints.
TRACTION DRIV~ MEANS
Relocation of the conveyor system 10 along the o~erhead monorail 22 is achieved by actuaffon of the traction drive means 24 seen in Fi~s~ 13, 14 and 15While in the preferred embodiment there is shown only one traction drive unit bein~
interposed between two carriages; however, depending on the length of the conveyor - - , - :

~5~3 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 transversely spaced apart left and right power units 114, 116 respectively disposed on o~posite 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 120, 121. The respective drive wheels 118, 119 OI the left power unit 114 are rotatable in opposite directions and cooperable with the opposite sides of the monorail 22 from that`of the reSpectiYe drive wheels 120,121 of the right power unit 116.
Since the specific components of the power units 114, 116 m,ay 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 and sprocket driYe, 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 118,119, 12Q and 121 res~ts in movement of the traction drive means 24 along the monorail22. 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 114,116 are respectively disposed on opposite sides of the open extent of 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 , ;3 the open extent, from the housing inwardly to the respective drive shafts for rot-a~ng the drive wheels 118, 119, 120 and 121. ~s seen in Pig. 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. The left and right units 114, 116 are pivotally coupled to one another by two pivot pins, one pin 139 passing through aligned aperatures provided in stub arms 122, 124 and 132 and the other pivot pin 136 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 ~nd right power units 114, 116 is disposed a relatively short distance below the monor~il 22 with the axis 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 assembly9 gener~lly indicated by the numeral 138, have been provided to pivot the left andright power ~its 114, 116 and therewith the left and right pairs of drive wheels 118, - 119, 120 and 121 toward and away from one another and about the pivot pins 134, 136 so as to maintain ~he 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 respectively7 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 ff~e right power unit housing 116 and projects downwardly therefrom.
The actuator assembly 138 extends transversely between the lower ends of the springs 140, 142 and inc3udes a transversely disposed cylinder 144, preferably hydraulic, having its cylinder 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 : , extension rod 148 that has its other end pivotally 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 lealc occurs and the cylinder 144 looses pressure.
The operation of the actuator assembly 138 is such that upon extension of the cylinder 144, the power units 114,116 pivot about the pivot pins 134~136, with the lower ends ol the power units being forced away from one another and wi~ the upper ends moving closer to one another thereby causing the left and right pairs of drive wheels 118S 119,120 and 121 to move toward one another, squee~ing and pinchin~
the monorail 22 therebetween and thus, res~dng in drive tracffon relaffonship.
Retraction of the cylinder 144 causes reverse pivot rotation of the power units,thereby resulting in less pressure being applied by the drive wheels 118-121 against the lS monorail 22.
The primary purpose of the leaf springs 140, 142 are to alleviate shock loading to the drive components associated with the drive wheels 118-121 as may be experiencèd in such circumstances wherein the sections of monorail 22 are not inperfect alig~ment which would tend to create an excessive force on the various connections and components when the drive wheels pass oYer such a disjointed rail juncture.
The traction drive means 24 further includes a framework, generally indicated by the nurneral 154, having an open extent extending longitudinally 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 abo~e described carriages 14. The framework 154 is similar in structure to the carriages 14 but is modified to some extent for space aUowance for the power units ~14, 116.

--21.--~l~5~3 Furthermore, 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, llô to the carriages 14 free from binding and other deleterious forces which normally wo~dd be associated with, or result from, moving a rigid member through a horizont~l curve.
For ~larity 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 framewor}c whereas the end of the framework on the left side will be referred to as the rear of the framework.
Now, with particular reference to Figs. 13 and 14, the framework 154 is comprised of respective upper and lower longitudina~ly 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 (only the ùpright members on the right side are shown in Fig. 13). Mounted to and extending upwarclly 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. Spanning between the front and rear diagonal plates 164, 166 are front and rear transverse frame members 168, 170 respectively, the front frame member 168 being positioned a short distance forward of the front portion o~ thepower units 114, 116 and the rear frame member 170 beir~ positioned a short distance rearwarcDy 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 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 f~ont end oi each of the lower side frame members 157, 158 and projecting generalIy downwardly and forwardly therefrom are lower front diagtonal plates 172 th;~t support front side member extensions 174, 17S which are verticaUy offset to~ the re~pective lower frame 5 members 157, 158. Mounted on the outw~d end of ~e forward e~tensions 174,175 are L-shaped plate struc~ures identical to those plate structures 92 carried by the carriages 14 that form a portion of the cooperating l~mi~ me~ns. ~imilar diagonal plates 176 are secured to the rear end of the lower side frame members 157,158 for supporting vertical offset rearward extensions 178,179 which have s~pported thereon the upright plate structure 90 as described above that fo~ns the other cooperating portion of the limiting means.
As seen in Fi~s. 13 and 14, the power units ~14,116 are connected to the framework 154 by front and rear flexible members il~ustrate~E as chains 180, 182respectively. The front chain 180 is connected to a e~ et 18~ .mounted on the rear 1~ face of the front frame member 170 while the other en~ ~f ~e c~ain is conneeted to eyelet 186 mounted on the right pivot pin 136. The rear chain 182 is simi~arly connected to a eyelet 188 mounted on the front face of tE~e rear Irame member 168 and eyelet 190 mounted on pivot pin 134.
The traction drive unit as shown in Fig. 13 ~s depieted .in an operative mode wherein the carriages 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 18~ is relaxeæ. In such forward movement, the carriages 14 to the left of the power units 114,116 are plllled along the monorail. 22 whereas the carriages 14 to the right of the power units 114, 1l6 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. Ln ~her words, as the - power units 114, 116 move forwartIly, the line of force, of the carriages to the left, is through the rear chain 182 and through the successiYe elongated tubular link -, ~l~5~63 members 40 associated with each of said carriages The line of force for the carria~es on the right (those being pushed) is through the rear chain 182, down through the rear dia~onal side plates 164, across the upper side frame members 155J
156, UP through the front diagonal plates 166 and to the elongated tubular link member associated with the carringe on the right of the power units. In the reverse d~rection wherein the power units 114, 116 are reversely operated to drive the carriages out of the mine (to the left), the rear chain 182 is now in a relaxed condition whereas the front chain 180 will now be in tension and the force lines are opposite to those desc~ibed in the forward direction.
i0 It will be appreciated by those skilled in the art, that the above described drive couplin~ relabonship of the power units ~14, ~16 and carriages is such that any deterious forces which may result from the power units moving along the monorail2~. such as the reaction forces of the power units per se produced when the power units move over a disjoined rail section are not transmitted to the framework 154 or the carriages 14. Such mounting arrangement permits the power units 114, ~16 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 18~, 182.
Furthermore, such chain connections between the power units and the carriages allow the power units k~ move more freely around a curved section of the monorail 20 . rather than wo-dd be the case were the power units rigidly connected to the framework.
The frameworlc 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 shown3 which may be identical in construction to those described in the above described carriage section, are carried respectively by the front and rear upright frame members 160,162. For the sake of brevity, itshould sufIice to say that the brackets, as described above, rotatably support the idlers (not shown in Figs. 14 and 15) associated with $he upper conveying run portion 12a of the belt 12 as well as the reverse run portion 12b of the belt.

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36~3 It will be appreciated by those skilled in the art, that the specific configuration of the traction drive means 24 just described allows for a low profile unit having a height which is approxim ateiy equal to that o~ the carriages, thus permitting operation thereof in confined areas wherein the vein of coal is of low height.
TAKE-UP C~RRIAGE
As briefly mentioned hereinabove~ the conveyor system 10 is provided with a take-up carriage, being generally indicated by the numeral 26, that is similar in construction to the standard carriage 14 described above but which is adapted toexpand ~nd retract in the longitudinally direction so as to increase or decrease the overall longitudinal length of the carriage train. Such e2~andable/retraetable take-up carriage, when associated with a conveyor system of the type shown in the preferred embodiment having a controlled prestretched conveyi}lg belt, serves as a means for maintaining the controlled prestretch of the belt under such conditions where the belt 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 14 or it may be interposed between the inby terminal 18 and an adjacent carriage.
Furthermore, even though or~y 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 substantially identical portions (Fig. 16), the portion on the right being referred to as the front portion and generally indicated by the numeral 192, and the portion to the left being referred to as the rear portion and generally indieated by the numeral 194.

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- 1~5~6~3 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 symmetrical about a transversely extending vertical plane that passes through the longitudinal midsection of the take-up carriage 26. The-overall configuration of the take-up carriage 26, when the front and rear portions 192, 194 are coupled together,.is similar to the configuration of a standard carriage 14.
The front and rear portions 192, 1!9d~ of the takeup carriage 26 each include a downwar~y projecting U-shaped frame member 196 respectively hsving 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 mernber 198 having 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 ioints 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 U-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 itslon~itudinal extent and with a central collar 204 formed about the periphery thereof and located genera~ly at the midsection of the insert tube 202 for centering theinsert 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 tnot shown) are passed through apertures provided in the link members 198 and through corresponding apertures of the insert tube 202.

' . ' ' . ~, . ; ~, 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 substantially identic~ to the side members 50, 52 of the standard carriage 14 and support on the respective ends thereof cooperating upright and L-shaped plate structures 90 and 92 that form the Iimiting means previously discussed.
For telescopic connection of each of the respective front and rear side members 2û6, 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 proYided 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 the side members 206 and selected apertures in the insert bar 208 so as to retain the side members 206 in selected longitudinally spaced apart positions.
As best seen in Figs. 16 and 17, means, preferably, in the form o a pair of hydral~ic cylinders 210, 212 are provided to couple the fron~ 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 adiacent the left side of the link members 198 and has its ~ylinder end pivotally connected to the rear portion link member by a pin 214 that passes through a pair of Yertic~l spaced apart earmembers 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 lin1c member. The right cylinder 212 extends along the rigm side of the link members and is pivotally connected in a similar manner by pins 222, 224 passing through respective ear members 226, 228 provided on the right side of each of the front and rear link members.

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1 ~ t ` `
b~3.
- As c~n be readily understood, expansion of the cylinders 210, 212 causes the front and rear portions 192,194 of the tak~up carriage frarnework 26 to moveaway from one another, thus increasing the total length of the carriage train, res~dting 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 pins ~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 their relative position should a hydral~ic failure occur and the cylinders 210, 212 loose pressure.
In situations where repairs are being made to the conveyor, the cylinders 210, 212 are retracted, thus decreasing the tension on the belt to thereby facilitate access to and handling of the belt.
For moveably supportin~ the orbital belt 12 within the open extent, the take-up carriage 26 is provided with belt support means identical to the means associated with a standard carriage 14. Thus, for ffle sake of brevity, and to eliminate repetition in descripffon, it should suffice to say that the belt support means associated with the take-up carriage 26 generally includes respective left and right brackets 230, 232 (see Fig. 18) mounted on the respective leg pnrtions of each U-shaped frame members 196 that rotatably support an upper series of idlers for supporting the upper conveying run portion 12a of the belt and a lower series ofrollers for supporting the low return run portion 12b of the belt.
OUTBY TERI~qINAL
As seen in Fig~. 2 and 19~ with particular reference to ~ig. 2, connected to the terminal carric~e 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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6~;3 being generally indicated by the numeral 16. This terminal is also suspended, in a like manner to the carriages 1~, from the monorail 22 in an elevated pOSitiOn ab~ve the panel belt conveyor 38 for discharging of materials on sarne.
The outby terminal 16 houses means for driYing and reversing the direction of the orbital belt 12 and is basically eonventional 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 intercomlected by a transversely extending hanger236 while the opposite ends, or the inward ends o~ 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 Qutward 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 thearticulated 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 projectin~ for-wardly therefrom toward the take-up carriage 26 is a short side member 242 (only- the 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 carriages7 for cooperating with the adjacent upright plate structure g0 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 met~ 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 andshaped so as to divert the material inwardly $oward the longitudinally centerline of the panel belt, whereas the other skirt 244 is attached to the opposite side frame 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 " 29 .
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one of which is shown in Fig; 2) for respectively supportin~ the upper conveying and lower return run portions of the belt 12. It will be noted here that the upper conveying run portion 12a of the belt is normPlly trough shaped as it passes through the carriages 14, however, the conveying run portion flattens 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.
Brie~ly, the belt 12 is comprised of an elongated web of resilient material having a chain 24~ attached 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 twin-drive sprocket 248 which will be described in further detail hereinafter. Furthermore~ the belt is ~assified 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 when the belt passes around horizontal curves thereby maintaining the trou~,h shape of the belt. Prestretching of the belt is accomplished by fastening the C-shapediinks to the belt in its relaxed position whereby the H-shaped links are in loose connection. Then when the belt is installed on a conYeyor, the chain links will be - pulled apart by the maximum amount permitted by the loose link connection, to thereby stretch the belt to a predetermined eJongation over its relaxed lengtlh Details of the prestretched belt can be found in the above-reference application.
Now, with referenee 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 termin~l framework (only the motor and associated drive components on the right side are shown in Fig. 2). As best seen in .

9~3 Fig.19, the respective motors 249, 250 and associated drives are driveably connected to respective left and right gear boxes 252, 254 located on the outward 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 252, 254 are driveably coupled to the respective ends of$he shaft 256 with the drives being such that the shaft is driv'en in a counte~
clockwise direction as viewed in ~igure 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 drivesprockets 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 2;)8, 260 wl~ich are so mounted as to freely rotate about the shaft 256. The frusto-conical shaped drums 258, 260 are so arranged and oriented on the shaft 256 such that the drums 258, 260 in combination 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 20 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 edge portions. However, the freely rotating side drums 258, 260 will allow the speed of the marginal edge por-tions to catch up with the center portions thereby substantially eliminating scrubbing of the edges of the belt as would normally occur with those drives wherein ~5 the side drums are fixed to the shaft for rotation therewith along 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 ch~un 246 is in such taut condition, the belt is elongated approximately ten percent (10%). As the chain 246 passes over the drive sprockets 248, the belt travels on a greater radius than the chain and thus, an additionai stretch load, in the range of approximately 36%, is imposèd 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 edges of the belt. The greatest concentration of tension in the belt 12 is in the area immediately over tlie chain 246 and between the chain and belt fasteners (not shown). The tension in this area has been relieved by approximately ten percent (1096) 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 ~Nill be made ~o Figs. 19 and 20 and particularly ~ig. 20 wherein there is shown, for the sake of clarity, a portion of the chain 246 in drive engagement with a portion of one of the drive 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 aboveJ the chain 246 consists of ~ternaffng H-shaped drive links and alternating C-shaped connectin~
links interposed between adjacent H-links. As seen in Fig. 20 and for simplicity in expIanation, reference numerals 262, 264, and 266 have been assigned to three of the H-shaped links and reference numerals 268 and 270 have been assigned to the connecffng links. Additionally, the Ietters "a" and "b" 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 being other such chains of different designs which will also cooperate with the drive sprockets so as to relieve the additional tension inparted to the prestretched belt 12 as it passes over thè drive sprockets 248.
Still referring to Fig. 20, the drive sprocket 248 is driven in a clockwise direction (as indicated by the ~irection arrow) and its unique configuration includes a plurality of alternating pitch drive teeth, being represented by numerals 272 through 282, formed about its periphery with the circular pitch between teeth 272-274, 276-278 an~ 280-282 being 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 "p" represents the pitch of each of the H~haped drive links 264, 266 and 268. As the chain passes over and partially around the sprocket 248, drive tooth 272 initially engages drive portion 262a of`link 262. When the chain is taut and in its linear poeition, the distance between adjacent drive links is also "p" i.e. the distance between 262a of link 262 and 264b of link 264, and thus the pitch of the connecting links is "p". However, in the meantime, tooth 274 has engaged drive portion 264b of link 264. Then upon further rotation of the sprocket, tooth 274 forces the ~ink 264 forward thereby causing a gap ~non-contacting relationship~
portion of the connecting 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 fas$ner elements (not shown~ that attach the connecting links 268, 270 of the chain to the b~t. A similar sequence of events occur with tooth 278 and link 264 as weLI as with the other preceding teeth and links. As a res~t, the total 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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;3 INBY TERMINAL
Again referring to Fig. 2, connected to the terminal carria~e on the extreme ri~ht or inward end of the carriage train is a portion of the conveyor system commonly known in the conveyor art as an int)y terminal, being generally indicated by the numeral 18. The inby terminal 18 is similar in structure to the previously described outby terminal 16. In the preferred embodiment, the in~y terminal 18 houses means for driving the orbital belt 12 from its opposite end which is substantially identical to the belt drive means associated 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 drive the orbital belt 12 from each of its ends. Primarily, the belt drive means associated with the inby terminal 18 pu~s the return run portion 12b of the belt and keeps this portion taut, whereasl 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 termin~l 18 includes a support framework composed of a pair of tr&nsversely spaced elongated side plates disposed adjacent the opposite lateral sides of the open extent, the left side plate being referred to by the numeral 284 while the ri~ht side plate being referred to by the numeral 286. The inward ends (to 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 similar cross bar 290. Transversely extending 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 belt 12 and alower series of longitudinal spaced, conventional idlers 294 for supporting 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 36~3 therefrom toward the adjacen-t carriage 14 for cooperation with the L-shaped plate structure 92 carried by the side members 52 of the adiacent carriage for purposes of limiting lateral movement of the carriage as previously described.
The inby terminal 18 is also provided ~vith a hopper 298 ~not shown in ~
22) for directing the material discharge from the bridge conveyor 28 onto the conveyin~ run portion of the orbital belt 12. The 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.
Referrirg still to Figs. 21, 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 left and right gear boxes or reducers 304, 306 attached to the other (inwàrd) 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 31G 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 belt. 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 is suspended from its end adjacent the carriage 14 by respective left and right brackets 312, 314 (or~y 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 articulated joints 20 which may be identical to those described previously. The brackets 312, 314 project downwardly and o~ltwardly from the link member with their respective terminal i ~ . ..., . . .. j . . ~ .

portions being positioned adjacent the outer surface of the upper end portions of the side plates 284, 286. Each of the bracket~ 312, 314 ~s attached to a corresponding side plate by two pins, a forward attachin~ pin 318 and a rear pivot pin 320.
- ~s can be easily seen, the mounting of the inby terminal 18 is such that upon removal of the for~Nard attaching pins 318, the inby terminal 18 can be pivoted about the pivot pins 320 upwarcUy from its operative mode position (as shown in full Iines) 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 should also be easily recognized that before the inby terminal 18 is pivoted from its operatiYe to inoperative mode, the bridge conveyor 28 must first be disconnected.
BRIDGE CONVEYOR
For dumping mined material on the orbital be3t 12 at the inby terminal end of the carriage train, the conveyor system 10 aJso includes an elongated bridge con-veyor 28 connected to the inward end of the carriage train, inwardly and adjacent to the inby terminal 18 (see Fig. 2). As seen in Figs. 2 and 24, the bridge conveyor 28 is of conventional construction having a material receiving end 32 that follows a continuous miner ~not shown) and a delivery end 30 positioned above and connected to the inby terminal 18 for delivering the materials from the mining machine to the - orbital belt of the carriage train. The receiving end 32 of the bridge conveyor 28 is supported on a pair of remotely controlled steerable wheels 33, 34 whereas the - delivery end 30 is connected in its elevated position to the inby terminal 18 with a swivel mechanism 330 thereby enabling the receivin~ end 32 to swing in a hori~ontal plane so as to follow the mining machine through 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 flight conveyor, and the like. In the pre-.

.: ' ': ' :~5~63 ferred embodiment of tl~s invention, there is diagrarnmatically illustrated (Figs~ 2 and 24) an endless belt conveyor operably supported within an elongated framework having lef t and right sidewalls 332, 334. Rotatably supported between t~: sidewalls 332, 334 of the framework are several transversely extending belt support ro~lers 336 (only one of which being shown in Figs. 2 and 24), drum 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 drurn 340.
For simplicity, drive drum 340 and take-up pulley 342 have not been shown in Fig, 24. An endless be3t 344 is entrained around these various drums and pulleys and is frictionally driven by the drive drum 340 which is rotated by conventional powerunits such as electric motors (not shown), For direeffng or funneling the mined material from the mining machine onto the bridge conveyor 18, a rectangular shaped hopper 346 is provided on the receiving end of the bridgP conveyor. Additionally, supported on the receiving end 3û are the steerable wheels 33, 34 mounted on spindles that are attached to opposite sidewalls 332, 334 of the framework and which are inter-eonnected by a transyerse tie rod 348, A hydra-ilic cylinder 350 having its piston rod connected to the tie rod 348 and its opposite end connected to a portion of t~ framework is provided for shifbng the tie rod 348 and thus causing the wheels 33y 34 to turn in a conventional 20 ' manner. The steerin~ 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 eonnection and controls have not been shown but it is understood tl~t rnovement of t}~: 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 of the bridge conveyor 28, the delivery end 30, is positioned above and connected to the inby terminal 18 and suspended from the monorail 22 by the swivel mechanism 330 that includes an arcuate shaped tongue or clevis having its .

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~L~5~3 respective ends attached to the end of the framework by attaching pins 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 ~n elongated tubular link member 358 that is supported by longit-udinally spaced artieulated joints of the types previously desc~ibed.
As can be readily appreciated, the mounting of the bridge conveyor ~8 is such that it moves in unison with the movement of the carriage 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 t~reby follow the mining machine.
- It is th.ought 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 fo~m, construction and arrangement of the conveyor systemwithout departing from the spirit and scope of tl.e invention or sacrificing all of its material advantages, the form hereinabove described being merely a preferred or exemplary embodiment thereof.

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Claims (5)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. An improved sprocket for driving a chain, said sprocket comprising:
a plurality of peripheral drive teeth including a first pair of teeth spaced a given distance from each other on a pitch circle about said sprocket and with a third tooth being spaced a distance less than said given distance from the trailing one of said pair of teeth.

2. An improved drive sprocket comprising:
a plurality of teeth being arranged in sets of three around the periphery of the sprocket with the first two teeth of each set being spaced a given distance from each other on a circumferential pitch circle of said sprocket and the third tooth of said set being spaced a distance less than said given distance from the trailing one of said first two teeth of said set, said third tooth of each set also constituting the first tooth of the next succeeding set.

3. A sprocket for driving a chain having alternate first links of a first fixed length and alternate second links of a second fixed length interposed between and connect-ing adjacent first links, said sprocket comprising:
drive teeth engageable with spaced portions on said first links with the distance on a pitch circle around said sprocket between at least some of the adjacent drive teeth being equal to the distance between said spaced portions of said first links, a trailing one of said spaced portions of one first link being spaced a distance on the pitch circle from the leading spaced portion of a next first link adja-cent to and trailing said one first link equal to the distance between an adjacent one of said first links when said first links are located in their closest proximity.

4. In a conveyor belt system wherein a conveyor belt is driven over an end pulley and around a sprocket that engages a linked chain being attached to the belt, a method comprising:
relieving tension within said belt during such travel by moving the links of said chain toward one another into a closer longitudinal spacing between each other during portions of their path of travel about said sprocket than the longitudinal spacing between said links as they enter and exit from said sprocket.

5. In an elongated conveyor having an orbital material conveying belt of the type comprising an elongated web of resilient material and a chain attached to and extend-ing along the longitudinal length of said web, said belt extending between and about rotatable means disposed at opposite ends of said belt for maintaining said belt in tension and driving same, the improvement comprising:
at least one of said rotatable means including a drive sprocket having alternating spaced teeth in a plur-ality of sets thereof, each set including first and second teeth being spaced a given distance from each other on a pitch circle defined about said sprocket and with the second and third teeth being spaced a distance less than said given distance whereby upon engagement of said teeth with said chain adjacent links of said chain are moved closer together to thereby relieve some of the increased tension in said belt caused by the chain passing around said sprocket.