ZA200808803B - A switching system for rail tracks - Google Patents

Description

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BACKGROUND OF THE INVENTION

THIS invention relates to a switching system for rail tracks for use in a transport system.

Traditional bulk material handling systems such as those used for underground mining applications include trucks, conveyors and rail bound equipment. )

However, these have a number of drawbacks including the amount of material that can be moved safely and quickly in the harsh operating environments.

The present invention seeks to address these and other drawbacks.

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SUMMARY

According to the present invention there is provided a switching system for rail tracks for use in a transport system, the switching system including: an upright member movable between a first position and a second position; a straight track portion connected to the upright member, a bent track portion connected to the upright member; and an actuating mechanism to move the upright member between the first position and the second position so that when the upright member is in the first position the straight track portion is connected between an incoming track portion and a first outgoing track portion so that a carriage traveling along the incoming track portion will pass over the straight track portion and onto the first outgoing - portion, and wherein when the upright member is in the second position the bent track portion is connected between the incoming track portion and a second outgoing track portion so that a carriage traveling along the incoming track portion will pass over the bent track portion and onto the second outgoing portion.

The actuating mechanism may be a hydraulic cylinder.

The upright member may include wheels for it to be moved between different positions.

The switching system may include a control system arranged to control the switching system.

The control system may be in communication with at least one proximity sensor such that the control system is arranged to determine if there a train substantially at or near the switching system thereby enabling the control system to determine if it is safe to operate the switching system.

BRIEF DESCRIPTION OF THE DRAWINGS }

Figure 1 shows a schematic illustration of an example embodiment of a transport system;

Figure 2 shows a schematic view of an example embodiment of a loading system which forms part of the transport system of

Figure 1;

Figure 3 shows a schematic illustration of part of the track for the tipping section of the transport system;

Figure 4 shows a schematic illustration of an embodiment of a first part of a cleaning system for carriages of the transport system;

Figure 5 shows a schematic Illustration of a cross-section through a single carriage while it is being cleaned by the cleaning system;

Figure 6 shows a schematic illustration of an embodiment of a second part of a cleaning system for carriages of the transport system;

Figure 7 shows an example embodiment of a train of carriages;

Figure 8 shows an example embodiment of a single carriage of the train of carriages illustrated in Figure 7;

Figure 9 shows an example embodiment of a coupling device to couple the carriages together;

Figure 10 shows an example embodiment of a single carriage of the train of carriages illustrated in Figure 7 in exploded form;

Figure 11 shows an example embodiment of a frame for carrying a track for the transport system;

Figure 12 shows the frame of Figure 10 including carriages thereon;

Figure 13 shows an example embodiment of a single pillar of the frame of Figure 10;

Figure 14 shows an example embodiment of a double pillar of the frame of Figure 10;

Figure 15 shows an enlarged portion of the connector by which the rail is connected to the frame;

Figure 16 shows an example embodiment of a switching mechanism ’ for the transport system in a first position;

Figure 17 shows an example embodiment of a switching mechanism for the transport system in a second position;

Figure 18 is a schematic illustration of a drive mechanism for use in the transport system; and

Figure 19 is a schematic top view of the drive mechanism of Figure 17.

DESCRIPTION OF PREFERRED EMBODIMENTS

Figure 1 is a schematic illustration of a material, typically bulk material, transport system.

The system includes a rail 10 on which carriages 12 move. Figure 1 is a ) schematic side view of the transport system and it will be noticed from the figure that some of the carriages are moving in an upright position and ) carrying a bulk material 14 while some of the carriages are moving in an upside down position and are empty.

The system includes a loading station generally designated as 16 where the bulk material 14 is loaded into the carriages 12. This will be described in more detail below.

The system also includes an offloading station generally designated as 18 where the bulk material can be offloaded from the carriages 12.

The offloading station 18 also includes a carriage cleaning system generally designated as 20.

Both the offloading station 18 and the cleaning station 20 will be described in more detail below.

In use, the carriages 12 move along the track in the direction of the arrows, - are loaded with bulk material 14 at the loading station 16, and offload the bulk material at the offloading station 18 by tipping the bulk material out of the carriages 12 when the carriages go around the loop in the track illustrated on the left-hand side of the drawing.

The carriages are then returned to the loading station 16 in the upside- down position as illustrated. After going around the loop on the right-hand side of the drawing the carriages are converted into an upright position for reloading.

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The system does not include an engine. Rather, the system includes an external drive mechanism which will be explained in more detail below.

Referring now to Figure 2, the loading system 16 includes a silo 22 for receiving bulk material from an input loading mechanism 24.

In the illustrated embodiment the input loading mechanism is at least one conveyor arranged to transport bulk material from the working face via a comminution process to the silo 22. Preceding the receiving of the materials into the silo a comminution process such as crushing, grinding, breaking or screening must be instituted to ensure the correct particle size of material before loading into the carriages or cars

The silo 22 includes at least one silo gate 26 covering at least one silo opening in the silo. This includes a spillage bar gate for rocks and/or a pinch valve for slurry and sand which controls the flow of the material and whereby the flow of material can be stopped when there is a requirement for maintenance on the chute or radial door. The silo gate 26 is movable between an open and a closed position so that when the silo gate 26 is in the open position bulk material is able to move out of the at least one silo opening and thereby out of the silo 22 and when the silo gate 26 is in the closed position bulk material is prevented from moving out of the at least one silo opening.

The silo 22 acts as a buffer with about twice the capacity of the carriages to ensure that loading is efficient each time a train of carriages is loaded.

The silo 22 may have a fiat or tapered bottom. In the case of a flat bottom, this is a “dead-box” where rocks accumulate to self-shield further loading.

When the silo gate 26 is open, the bulk material is able to move into a feeder chute 28 and via a vibratory feeder gate in the form of a radial gate into or onto a vibratory feeder 32 that is arranged to receive bulk :

R -7- . material from the silo 22. In an example embodiment the feeder chute 28 includes the vibratory feeder gate. It follows that the feeder chute 28 is in flow communication with the at least one silo opening.

Although for ease of illustration only a single feeder chute, radial gate and vibratory feeder are shown, in practice a number of these will operate together. In the prototype embodiment there were 7 feeder chutes each with their own radial gate connected to 7 vibratory feeders.

The radial gate 30 is movable between an open and a closed position so that when the gate 30 is in the open position bulk material is able to move via the feeder chute 28 onto the vibratory feeder 32 and when the gate 30 is in the closed position bulk material from the feeder chute 28 is prevented from moving onto the vibratory feeder 32. The radial gate 30 of each feeder chute 28 is movable between an open and a closed position by means of a hydraulic or pneumatic cylinder. These gates can either be manually or automatically operated. It follows that operation of the radial - gates 30 to the open position allows for bulk material to flow out of the opening and thereby out of the vibratory feeder 32 via a guide channel into the waiting train which is moving past the feeder chutes 28. Similarly, when the radial gate 30 is in the closed position bulk material is prevented from moving out of the opening and therefore loading of the train will stop.

A proximity sensor is provided to determine when a carriage is located at a predetermined location relative to the at least one silo opening. In an example embodiment the predetermined location is substantially below the silo opening. Typically the predetermined location is the track approximately 40m before the first feeder chute 28.

In other example embodiments, the predetermined location may be determined relative to the feeder chute 28 or the vibratory feeder 32.

A processor (not shown) is in communication with the proximity sensor to receive signals from the sensor for example when the a least one carriage

. -8- x is at the predetermined location and in response thereto to open and close the radial gates 30 to allow the bulk material to pass from the vibratory feeder 32 onto at least one carriage of the transport system.

The vibratory feeder 32 is vibrated via two eccentric weights rotated by an electric motor. The vibrating motion results in a uniform loading of the carriages that pass underneath it.

The loading system 16 further includes at least one load cell (not shown) to measure the weight of the at least one carriage as it passes over the load cell. The at least one load cell is typically placed on the track on which the carriage moves.

The processor is communicatively coupled or connected to the at least one load cell and in response to the measured weight controls the speed of vibration of the vibratory feeder 32 thereby to control loading of the carriages. In other words, when the weight of the carriage is measured by the load cell to be at a desired, typically user defined, weight the processor stops the vibratory feeder from continuing to load that particular carriage.

In the prototype embodiment, the load cell on the rail measures the mass of each car and speeds up or slows down the electrical motor to vary the loading to suit the load — this offers fine control while the laser distance ) finders offer coarse control as will described below.

In addition, a carriage at a pre-determined distance from the last carriage activates the proximity sensor that will send the signal that terminates the loading process.

Due to the high loading speed it is required that multiple feed points are used to simultaneously load the train. The loading system needs to prevent blockages and is able to work with different densities of materials as the rock from the workings appears with a variation of rock sizes and thus leads to different densities in the hopper (silo 22). Thus, some of the feed y A] points deliver rock faster and some slower. This is a problem because it can result in over-filling, spillage and possible derailment or under-filling leading to inefficient use of the system.

To mitigate against this, the loading system 16 comprises a plurality of material finders 34, each material finder 34 being arranged to determine an amount of material above one of the plurality of silo openings. The material - finders 34 are typically in the form of laser distance finders 34 are located above each chute 28 to determine the height of rock, above the chute 28 still in the hopper at any time. The processor is in communication with and is arranged to receive signals from the distance finders 34 to determine when the height of bulk material above a particular silo opening drops substantially below the height of material above other silo openings or feeder chutes 28. The processor is correspondingly arranged to open and "close the silo gate 26 corresponding to the particular silo opening thereby at least to level the amount of material above the respective silo openings.

This leads to fast and efficient loading with minimal spillage.

As mentioned above, the transport system includes a track 10 as : schematically illustrated in Figure 1.

Part of the track is constructed to form an offloading station 18 where the bulk material 14 is tipped out of the carriages.

Figure 3 is a schematic illustration of the part of the track for the tipping section of the transport system.

The track includes a first track section 36 on which carriages 12 are able to travel in a first direction in an upright orientation so that the wheels of the carriage are traveling on top of the track and the carriage is positioned above the wheels as per the illustrated carriage 12a in the Figure.

The first track section including a straight portion 36a and a loop portion 36b.

A second track section 38 is located below the first track section. Carriages are able to travel on the second track section in upside down orientation so the wheels of the carriage are traveling on top of the track and the carriage is positioned below the wheels as per the illustrated carriage 12b in the

Figure.

The second track section 38 includes a loop portion 38a which together with the loop portion 36b of the first track section forms a loop so that carriages are able to move from the first track section 36 to the second track section 38 as they move around the loop.

The second track section extends adjacent the complete loop portion of the first track section and also extends adjacent a part of the straight portion of the first loop section as per the figure so that when the two track sections are adjacent one another wheels of a carriage pass between the two track sections as illustrated.

The first and second track sections are arranged in this manner for the : following reason. When the transport system is used in a confined space . there is a risk that when the carriages are highly loaded or overloaded bulk material might catch on the roof or any overhanging wall leading to a derailment. In order to compensate for this, the second track section 38 has been extended to encapsulate the wheels of the carriages as they enter the loop or as they start the incline. This prevents any concertina effect that would occur because the drive system continues to drive the carriages behind the one that has got stuck.

In the illustrated embodiment, the second track section is extended right to the beginning of the incline so that if a hopper gets stuck, the whole train is constrained from folding up and damaging the tipping loop.

However, the second track section may only extend partially along the incline to achieve a similar function albeit possibly less effectively.

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Cleaning of the carriages is a critical part of the process because it prevents rocks from falling onto the tracks when the train is upside down.

Accumulation in a narrow haulage would lead, eventually, to interference with the train and catastrophic derailment. It also ensures that the carriages are empty when they get to the loading station ensuring efficient loading.

A cleaning system has been developed that efficiently cleans the train. It needs to take into account the polyurethane or fabric flaps that are attached to each car at one end and close the gap between the cars ensuring the discrete carriages form a continuous “trough” that does not leak ore even when travelling around curves or up or down inclines and declines. This will be explained in more detail below.

An example embodiment of the cleaning system 20 is shown in Figure 4.

The cleaning system 20 is located adjacent the track, in particular the - cleaning system 20 is located at or near the bottom of the loop illustrated in : Figure 3 so that the carriages are cleaned after the contents of the carriages are emptied and when the carriages are traveling in an upside i down or substantially upside down position.

It will be appreciated that it is more logical to place the cleaning system 20 as near to the bottom of the loop as possible so that bulk material is not tipped onto the track at any point unnecessarily.

A fluid emitting member 40 is used to emit fluid under pressure towards the inside of the carriages as shown

In addition, an air emitting member is used to emit air under pressure towards the inside of the carriage.

The fluid emitting member 40 in the illustrated embodiment is a fluid emitting pipe 40 defining a plurality of openings 44 along a body thereof. In the example embodiment, the fluid used to clean the carriages is water in the form of atomized water. The water is pumped through the pipe 40 under pressure and exits the openings 44 under pressure to clean the inside of carriages passing over the cleaning system 20. It follows that the cleaning system 20 comprises a water supply unit arranged to pump water under pressure through the fluid emitting pipe 40.

The fluid emitting pipe 40 includes a plurality of fluid emitting nozzles through which water under pressure is pumped. The cleaning takes place by emission of water under pressure from the fluid emitting nozzles which are disposed around the circumference of the pipe 40. In an example embodiment the pipe 40 is 3m long and extends along the length of 3 carriages.

The air emitting member 42 in the illustrated embodiment is an air emitting pipe 42 defining a plurality of openings 46 along a body thereof. Air is pumped through the pipe 42 and exits the openings 46 under pressure to clean the inside of carriages passing over the cleaning system 20. It follows that the cleaning system 20 comprises an air supply unit arranged to pump air under pressure through the air emitting pipe 42.

The air emitting pipe 42 also includes a plurality of air emitting nozzles through which air under pressure is pumped. The pipe 42 therefore emits high pressure air streams from the air emitting nozzles which are disposed around the circumference of the pipe 42. In an example embodiment the nozzles are angled to face toward the direction of movement of the train of carriages, so that the pressure keeps the flaps (described below) from falling away from contact with the carriage body. This pressure may typically be air pressure from the air emitting pipe 42. Instead, or in addition, the pressure may be water pressure from the water emitting pipe

In an example embodiment, the fluid emitting nozzles are disposed substantially transverse to the body of the fluid emitting pipe 40 and the air emitting nozzles are disposed substantially transverse to the body of the air emitting pipe 42.

The two pipes 40 and 42 are arranged one on top of the other.

Thus the air ensures that the polyurethane or fabric flaps of the carriages are kept in close contact with the surface of the carriages and that efficient cleaning takes place.

The cleaning system 20 includes a trough 48 arranged to collect material from the carriages during cleaning thereof, and a conveyor arrangement operable to convey the material collected in the trough 48 to at least a material repository. The material from the carriages is typically ore and the conveyor arrangement is typically in the form of a conveyor belt arranged to return the collected ore to an ore pass.

Secondary cleaning of the insides of the carriages occurs by way of a rotatable brush arrangement including at least a brush 45 that rotates while the train is passing over. The brush 45 is aligned with the direction of movement of the train and rotates when the train is moving upside down after being air brushed and washed. The brush 45 removes any muck that may be left over from the trough 48. ; Referring to Figure 7, the train itself is comprised of a number of modular carriages 12 that are coupled together to form a continuous train.

The carriages 12 include a substantially U-shaped body 50 supported on a base 52. Connected to the base are drive plates 54 laterally located to the side of the body 50 wherein the drive plates 54 are arranged to come into contact with an external drive mechanism to move the carriages 12 as will be described in more detail below.

Each carriage 12 includes a wheel arrangement including at least one wheel 56 removably attachable to the carriage 12 to facilitate motion thereof. Preferably the wheel arrangement includes a plurality of wheels. It will be noted that the wheels 56 protrude from above and below the drive plates 54 so that the train can travel in an upright position and also in an upside down position.

The carriages also include an anti collision protection device 100 (best seen in Figure 8) which extends below the carriage 12 to reduce the severity of derailments. It has been found in practice that because the carriages only have one set of wheels, in the event of the carriage being decoupled from the carriage in front of it, the drive plate 54 dropped below the level of the track and damaged the frame and clips that will be described below. It will be noted that the anti collision protection device 100 extends below the carriage 12 somewhere towards the front of the carriage 12 so that if the carriage 12 gets decoupled the anti collision protection device 100 will connect with the rail and keep the drive plate 54 from dipping below the rail and damaging the frame or clips described below.

In addition, a stone protection shield 102 is located in front of each wheel to remove any foreign objects from the rail that may cause derailment.

The modular carriages 12 include a coupling device, illustrated in Figure 9, to enable the modular carriage 12 to be removably attachable to other . carriages 12 to form the train. The coupling device allows the carriages 12 connected thereby to have horizontal as well as vertical freedom of motion.

In particular, the coupling device allows the train to turn about a 18m horizontal radius and about a 2.050m vertical radius.

The ability to allow cars to be released from each other quickly but also eliminate the possible accidental disconnection of cars is addressed by the coupling.

The coupling is formed from two parts, a first part 104 and a second part 106. Each carriage 12 has one of the parts, the first part 104 for example, at or on a front of the modular carriage 12 and the other of the parts, the second part 106 for example, at or on a rear of the modular carriage 12.

In an example embodiment, each part 104, 106 defines a hole such that a pin 108 is receivable in aligned holes of the first and second parts, 104 and 106 respectively, of adjacent modular carriages 12 forming a train. It will be noted that the pin 108 in the aligned holes holds the parts 104 and 106 and hence the adjacent carriages 12 together.

In Figure 9, the part of the drawing marked 104a is a front view of the first part marked 104 showing slot 110 into which the part 106 is inserted. It will be appreciated that when inserted, and the pin 108 is inserted, the two parts 104 and 106 rotate about the pin 108 for one degree of movement.

At least one of the parts 104 or 106 includes a ball joint. In Figure 9, the part of the drawing marked 106a is a top view of part 106. In an example embodiment, the part 106 includes the ball joint 112 providing the second degree of freedom of movement. :

The carriages in prior art systems are welded together which poses a potential problem for times when the carriages have to be replaced and or repaired due to wear or operational damage. This would typically necessitate the repair in situ or would require that the damaged section be removed which is inconvenient and time consuming causing unnecessary delays.

The carriages of the illustrated embodiment are designed to be modular and attach together using connection means e.g. bolts. This enables pre- manufacturing of parts and easy maintenance in remote locations. Repairs can be done without the need for heavy welding or cutting equipment to be carried out to the site.

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It will be appreciated that the modular carriages offers additional design and application freedom as well as maintenance and repair advantages. It allows for a “plug and play” approach so that the trough, wheels or other features could be readily changed without significant manufacturing investment to handle other material such as grain etc. The troughs are thus removabley connectable to the bases, the drive plates and the front and rear buffers.

The trough, front buffer, rear buffer, wheel set and drive plates are attached to the frame with bolts and nuts. This allows any part to be replace in situ that may be damaged or worn. ] -

Figure 10 is an exploded view showing the different parts of the carriage.

The drive plate 54 is profiled to a particular radius on both ends to make it possible to go through the loop but also spaced at an exact distance between two adjoining cars to allow horizontal turning of the cars but preventing wheel slip when going through the drive stations.

Connected to each of the cars or carriages is a polyurethane or fabric flap 58 that are attached to each car at one end and close the gap between the cars ensuring the discrete carriages form a continuous “trough” that does not leak ore even when travelling around curves or up or down inclines and declines. The flaps are connected to the inside walls of each of the cars using with bolts and flap securing plate

However, the flaps 58 are not connected to the base of the next car and so the flaps will not fold when the car move through the loop 10. The memory of the material will keep the flap in position even when the cars are upside.

Referring now to the rail system for the transport system, conventional rails are difficult and costly to install in confined spaces typically found in underground mines. No previously described method exists for installing a dual rail system that runs with the forward and return path co-linearly disposed above each other.

The use of rails to carry rolling stock is common. A unique application of standard rails has been applied for the new system and is especially though not exclusively ideal for underground situations or where there are space constraints. What makes the system unique is that the rail forms a closed loop with specially designed M-frames that are used to mount a double set of rails.

Referring to Figures 11 to 15, a frame 60 for supporting rail tracks for use in the transport system includes an upright member 62 comprised of two upright members spaced apart from one another 62a and 62b.

An upper track supporting member 64 is connected to the upright member 62 and is connectable to an upper track 66 to support the upper track 66.

The upper track supporting members 64 are anchored in concrete sleepers.

This helps anchor the system to the rock-floor.

In the illustrated embodiment, the two upright members 62 are joined together by the upper track supporting member 64 which extends substantially horizontally between the two upright members 62.

A lower track supporting member 68 is connected to the upright member 62 below the upper track supporting member 64. The lower track supporting member 68 is connectable to a lower track 70 for supporting the lower track 70 below the upper track 66.

As per the illustrated embodiment, the lower track supporting member 68 is comprised of two portions 68a and 68b. Each of the portions are connected to one of the two upright members. Each lower track supporting member 68, in particular each portion 68a and 68b, extends typically

~ cantilever fashion from each upright member 62 as illustrated in the

Figures.

Each of the two portions 68a and 68b is sized and shaped to receive a lower track 70. The two portions 68a and 68b are spaced at a distance apart which allows a carriage traveling in an upside down position to pass between the two portions 68a and 68b as illustrated in Figure 11.

Figures 12 and 13 shows side views of the upright members 62. Figure 12 has a single base 72 while figure 13 has a double base 72.

In the illustrated embodiment, the frame is installed with three single frame and one double frame.

Figure 15 shows how the rails are connected to the frame. On both the upper and lower portions there are connectors that are shaped to receive the upper or lower rail. It will be appreciated that the rail can thereby be - removably connected to the frame and if the rail is damaged can be removed and replaced.

The lower rail is attached in a special way. On one side is a so called pandrol clip as described in US patent number 4,325,510. On the other side is an angle that is welded on at an angle and into which the rail slides.

The purpose of this arrangement is to hold the rail in position while there is limited space between the rail and the car that makes normal rail clipping or attachment impossible. oC

The upper rail is attached with two pandrol clips.

The rails used in the example embodiment were 10m 15kg/m rails and it will be appreciated that four were used, two upper and two lower rails. i

The frame and rail system is designed to be installed in confined underground haulages that only offer a cross-sectional area of 1.9m high and 2.2m wide for forward as well as return tracks.

It will be appreciated that the trains can not collide with each other compared to trains on the same track that move in the same direction.

The illustrated embodiment is designed to carry a point load of at least 2.25 tons. This is achieved by spacing the frames no further than 2.5m apart.

As mentioned above, stability to the module is obtained by the inclusion of a double frame footing on every fourth frame. This is attached to a double sleeper that increases the contact area and limits the rail to move when the dynamic forces is applied, e.g. when the train is in motion. The use of a double sleeper in every fourth frame also ensures that the system is significantly less subject to resonance which can arise and lead to derailment if not managed. The rail of each module is connected to the next module with a thermal weld to reduce noise and to make the system one homogeneous system.

The frame members are typically made from light steel and bolts together to a make the handling of the frame easy when installed in confined spaces.

In the example embodiment the frame is angled at 2.75° to allow the train to centralize It self continuously to accommodate high speed of the train (speeds greater than 4 m/s).

The frame is also designed so that marshalling devices can be mounted onto it. The marshaling device is a safety system that is activated when the train leaves the rail thereby to stop the train. The system employs a low voltage and current live line on isolated blocks along the rail line on both sides. When the train derails and the steel part of the train touches the live wire it completes a circuit that activates an emergency stop system.

The frame adequately supports and is used to suspend the rail around bends.

In addition, there are rubber inserts between the rail and the frame to limit vibration being carried over into the frame. This also adds to noise ) reduction. A vibration pad of 3.68mm thick placed between the rail 66 and "frame 64 and rail 70 and frame 68a and 68b absorb low frequency noise and vibration to eliminated noise pollution and unnecessary metal fatigue.

It will be appreciated that in order to be able to apply the system in mining conditions it must be able to switch to sidings. For reef and waste separation it is required that train must be sided to tip in alternative ore passes designated for waste and reef. Due to the double rail concept it is impossible to use standard rail switches on the system and a specialised rail switch is implemented to accomplish this. - Referring to Figures 16 and 17, an example embodiment of a switching - system or mechanism for rail tracks for use in the transport system includes : an upright member movable between a. first position (Figure 16) and a : second position (Figure 17).

The upright member is of the same type as the upright members described above except that the upright member is connected to and able to support a straight track portion 74. The upright member is also connected to and arranged to support a bent track portion 76. i -

Each of the straight track portion 74 and the bent track portion 76 have both the upper and lower tracks as per the normal tracks described above.

The upright member includes wheels which allow it to be moved between the different positions.

:

An actuating mechanism for example in the form of at least one hydraulic cylinder is used to move the upright member between the first position and the second position.

In the example embodiment, the hydraulic cylinder is connected to the frame into a support wall to move the frame.

When the upright member is in the first position (Figure 16) the straight track portion 74 is connected between an incoming track portion 78 and a first outgoing track portion 80 so that a carriage fraveling along the incoming track portion 78 will pass over the straight track portion 74 and onto the first outgoing portion 80.

When the upright member is in the second position (Figure 17) the bent track portion 76 is connected between the incoming track portion 78 and a second outgoing track portion 82 so that a carriage traveling along the incoming track portion 78 will pass over the bent track portion 76 and onto the second outgoing portion 82. }

The switching mechanism is controlled by a control system (not shown).

The control system is activated by a “no voltage” signal from a Main PLC system that indicates “Waste Mode” and that switching is required. Before switching the control system must first determine if it is safe to switch, meaning that there is not a train in the switch or that there is not a train approaching the switch. : oo ] -

This is determined by a proximity sensor or switch mounted on the bottom and the top rail in the centre of the support structure. It follows that the control system is in communication with the proximity switch such that the control system is arranged to determine if there a train substantially at or near the switching system thereby enabling the control system to determine if it is safe to operate the switching mechanism. In particular, when switching mode is activated an electrical interlock will stop drive stations on i -22- either side to be activated by approaching trains. The PLC will give a signal that will start up the hydraulic power pack and activate the hydraulic valve to energize the cylinders to move the structure.

Proximity switches will confirm that the switch has completed a stroke and are properly connected between the two standard frame modules and allow the drive stations to be activated by approaching trains.

Activation of the safety circuit will lock out the drive stations and give a warning alarm to central control room.

As mentioned above, one of the primary advantages of the transport system is that there is an external drive so that the drive system does not have to provide power to move itself as well as the hoppers and load.

The carriages include drive plates 54 located on either side of the carriages (see Figure 7 above) and the drive mechanisms come into contact with these drive plates to move the carriages.

The drive- system includes a plurality of drive stations located at. intervals along the track. The drive stations are spaced apart so that there is always at least one drive station in contact with the train of carriages. As the back of the train is about to pass one drive station the front of the train enters another drive station.

An example embodiment of the drive station is shown in Figure 18 and

Figure 19 shows a top schematic view of the drive station.

The drive station includes at least one motor 84 but in practice will include a plurality of motors 84.

Each station includes at least two drive mechanisms generally denoted 86a and 86b. One of these is to drive carriages traveling on the top rail and one ; of these is to drive carriages traveling on the bottom rail.

Each drive mechanism 86 includes a pair of rotating members 88 each connected to their own housing 90. The rotating members 88 in the example embodiment are tyres.

One of each of the pairs is located on either side of and adjacent a track on which carriages of the transport system move as can be seen in Figure 18.

Each of the tyres is rotatable around a first axis and connected to the at least one motor 84 which rotates the tyres to drive the carriages.

A plurality of pivoting mechanisms 92 each include a pivot member 94 connected between each of the housings 90 of the rotating members and to a point on a second axis 96 spaced away from the housing.

The member 94 and the housing 90 are able to rotate around the second axis 96 so that the housings 90 and the tyres 88 are able to rotate closer towards and further away from the track. .

Referring to Figure 19, each of the points 96 is located at a point that is further along the track than the housing in the direction that carriages will travel when being driven by the rotating member located in the housing.

It will be appreciated that for the train traveling on the top track this will be in one direction while for the train traveling on the bottom track this will be in the other direction as illustrated in the Figure. } : A tension mechanism 98 is connected between each pair of housings 90 in . each drive mechanism or between each pivot member 94 of the housings in each drive mechanism thereby to bias the housings and the rotating members located in the housings towards one another.

The tension mechanism 88 in the illustrated embodiment is in the form of a bar that is removably connected so that it can readily be released. This is

24 # 2008708803 achieved by seating it into a slot and then locating it there with a removable pin.

As the tension bar is mounted on each side of the track on the pivot that can rotate as tension is applied, this means that no turning moment is applied to the ends of the bar and it remains straight and orthogonal to the track at all times.

Load cells (not shown) are located on the ends of the tension bars to allow the settings on the bar to be adjusted to pre-determined loading conditions.

Claims (6)

] CL -25- , CLAIMS

1. A switching system for rail tracks for use in a transport system, the switching system including: ; an upright member movable between a first position and a second position; . a straight track portion connected to the upright member, a bent track portion connected to the upright member; and an actuating mechanism to move the upright member between the first position and the second position so that when the upright member is in the first position the straight track portion is connected between an incoming track portion and a first outgoing track portion so that a carriage traveling along the incoming track portion will pass over the straight track portion and onto the first outgoing portion, and wherein . when the upright member is in the second position the bent track portion is connected between the incoming track portion and a second outgoing track portion so that a carriage traveling along the incoming track portion will pass over the bent track portion and onto the second outgoing portion.

2. A switching system as claimed in claim 1, wherein the actuating mechanism is a hydraulic cylinder.

3. A switching system as claimed in either claim 1 or claim 2, wherein the upright member includes wheels for it to be moved between different positions.

-26- i } 4, A switching system as claimed in any of the preceding claims, wherein the switching system includes a control system arranged to control the switching system.

5. A switching system as claimed in claim 4, wherein the control system is in communication with at least one proximity sensor such that the control system is arranged to determine if there a train substantially at or near the switching system thereby enabling the control system to determine if it is safe to operate the switching system.

6. A switching system as claimed in claim 1, substantially as herein described with reference to the accompanying drawings. DATED THIS 15™ DAY OF OCTOBER 2008. SPOOR & FISHER APPLICANT'S PATENT ATTORNEYS :