• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    RAIL TRANSPORT SYSTEM INCLUDING A RAILWAY, A PLURALITY OF WAGONS SEPARATE FROM THEM AND CONNECTED BY A FLEXIBLE CABLE LAYOUT TO PROVIDE VARIABLE TENSION AND SPACING BETWEEN WAGON A rail transport system combining the low-friction attributes of rail transport with the Conveyor belt continuous volume handling advantages uses a multitude of spaced railcars (4) running on steel wheels (5) over railway tracks (2, 3) to support a continuous loading belt (7). The system is driven by various means including a cable (9) extending between the cars. Various other driving means including driving belt technology are also described with loading and unloading stations and distributed driving stations.
    公开号:BR112013001601B1
    申请号:R112013001601-9
    申请日:2011-07-25
    公开日:2022-01-04
    发明作者:Craig Anthony Wheeler
    申请人:Newcastle Innovation Limited；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    This invention relates to a rail conveyor system and was devised, however particularly not only for transporting bulky materials over distances in the order of 10 to 100 kilometers. HISTORY OF THE INVENTION
    In the past, conveyor belts were typically used to transport bulky materials over distances of over 20 kilometers. Such bulky materials typically included coal, iron ore, bauxite, etc. Transport distances vary considerably depending on operational requirements, but much of this bulky material is currently transported many tens or even hundreds of kilometers to the processing plant, power station or export terminal. The choice of volume handling system depends on hauling distance, distance and terrain, and in most cases will be based on conveyor belts, in combination with trailer trucks and/or rail systems.
    Rising fuel prices and the need to decrease greenhouse gas emissions, coupled with increasing demand for minerals, have come under considerable pressure to maximize the efficiency and cost-effectiveness of bulk material overland transport systems.
    Conveyor belts being continuous rather than a batch conveyor system are used wherever technically and economically possible.
    Additionally, with the demand for automated mining operations, conveyor belts have clear operational advantages. However, due to the motion losses inherent in transport, the rolling resistance of a conveyor belt is greater than that of both trucks and rail. Losses effectively limit the operating length of conventional conveyor belts. If conveyor belts were able to transport more efficiently they could transport over greater distances due to the reduced cumulative belt tension, and thus compete more favorably with trucks and even rail.
    Conveyor belts are typically more economically feasible than trucks over distances of over 25 km, while in some cases this can extend to over 100 km. By comparison, rail systems tend to be more economically feasible for distances greater than 100 km, mainly because of their significant infrastructure costs.
    There is, therefore, a need to provide a more energy efficient and cheaper method of transporting bulky goods over long distances. SUMMARY OF THE INVENTION
    Accordingly, the present invention provides a rail conveyor system including a rail track, a plurality of wagons separated from each other and arranged to run on track-supported wheels, and a continuous loading belt supported by the wagons.
    Preferably, the track is a steel rail track.
    Preferably, the wheels are steel wheels arranged to run on the track.
    In one form of the invention the inventive steel wheels are flamed and mate with pairs of tracks in a similar manner to a conventional track system.
    Preferably, the wagons are separated and connected via a driving cable, or cables, driven by driving means to pull the cars along the track.
    Alternatively, the wagons are separated and connected via a cable, and driven by the loading belt.
    In one form of the invention, the conveyor is driven entirely by the cable or belt.
    In an alternative form of the invention, the conveyor may be partially or completely driven by separate linear motors along the track and operable in the wagons.
    In yet another form of the invention, the continuous loading belt is driven by one or more driving belts.
    Preferably, the continuous loading belt rests on or each of the driving belts and is driven by friction between the driving belt and the continuous loading belt.
    In one form of the invention the driving belt comprises a V-belt.
    Preferably, the V-belt comprises a multiple V-belt.
    In an alternative form of the invention the driving belt comprises a metallic cable.
    In some applications, the, or each, driving belt is driven and tensioned through driving stations distributed at intervals along the length of the track.
    When pairs of rails are used, the loading belt is preferably lifted from the cars at a main driving station, allowing material to be unloaded from the loading belt while the cars are guided around a return curve before being assembled with the charging belt.
    Preferably, a loading runner is provided arranged to direct material onto the loading belt, and a plurality of closely spaced control rolls are provided under the loading belt in proximity to the loading runner.
    In some embodiments of the invention, pairs of steel wheels on each car are connected via a drive axle.
    In an alternative form of the invention, the track comprises a monorail track and control rollers are provided depending downwardly on each car to engage the side of the monorail track. BRIEF DESCRIPTION OF THE DRAWINGS
    While any other forms may be within its scope, a preferred form of the invention will now be described by way of example only with reference to the accompanying drawings in which:
    Fig. 1 is a diagrammatic perspective view of a short length of a rail conveyor system in accordance with the invention; Fig. 2 is a partial view of Fig. 1 on an enlarged scale;
    Fig. 3 is a view similar to Fig. 1 showing two parallel rails for the return and transport sections of the conveyor system mounted side by side on a common set of sleepers;
    Fig. 4 is a diagrammatic perspective view of a driving and tensioning system used in the rail transport system according to the invention; and
    Fig. 5 is a diagrammatic perspective view of an alternative form of the invention using conveyor belt technology; Fig. 6 is a diagrammatic end view of a rail car and conveyor belt as shown in Fig. 5;
    Fig. 7 is a diagrammatic perspective view of an alternative form of the invention using a V-belt as the driving belt; Fig. 8 is a diagrammatic end view of the configuration shown in Fig. 7;
    Fig. 9 is a diagrammatic perspective view of an alternative form of the invention using a wire rope as a conveyor belt; Fig. 10 is a diagrammatic end view of the configuration shown in Fig. 9;
    Fig. 11 is a diagrammatic end view similar to Fig. 8, but showing the use of a V-belt as the driving belt;
    Fig. 12 is a diagrammatic end view similar to Fig. 6, but showing the use of a driving axle between the two wheels on the wagon;
    Fig. 13 is a diagrammatic perspective view of a main driving plane for use with a driving belt system;
    Fig. 14 is a diagrammatic perspective view of the main driving plane shown in Fig. 13 in combination with a return curve for the wagons; Fig. 15 is a diagrammatic perspective view of a loading ramp arrangement;
    Fig. 16 is a diagrammatic perspective view of a distributed driving system for use with driving belt realization;
    Fig. 17 is a cross-sectional view through a transport lane and return lane of the rail system using an elevated lane; Fig. 18 is a view similar to Fig. 17, but showing the use of an overhead support lane. monorail; and
    Fig. 19 is a diagrammatic perspective view similar to Fig. 5 with the loading belt omitted for clarity, showing the use of a wire rope tensioning system under each car. PREFERRED EMBODIMENTS OF THE INVENTION
    In a preferred form of the invention, the rail transport system is formed by providing a rail track 1 that typically incorporates two side-by-side conventional rails 2 and 3. These rails may be of a type similar to that used on conventional rail tracks and may or be floor mounted on sleepers as for a conventional or elevated rail system and supported on trusses as is well known for typical belt conveyor systems.
    The system further comprises a plurality of wagons 4 separated from each other and running on wheels 5 supported by tracks 2 and 3.
    As can be more clearly seen in Figure 2, the wheels are typically flanged as seen at 6 and fit inside the edges of tracks 2 and 3 in a similar manner to a conventional train system.
    The rail transport system according to the invention further incorporates a continuous loading belt 7 which is supported by the cars 4, typically being loaded on a suitably molded core 8 mounted on each car.
    Although it is possible to connect and drive the wagons 4 only by connecting them, either rigidly or by friction to the loading belt 7, in a preferred form of the invention the wagons 4 are separated and connected via a driving cable 9. The cable conductor is typically a steel cable, or cables by conducting means as will be described below.
    While it is possible to support the tracks 2 and 3 in many different ways, for example by supporting the tracks on separate frames or on posts as is common with conventional conveyor belts, a particularly inexpensive method of constructing the belt is to allocate the conveyor lane 10 side by side with the return track 11, as can be seen in Figure 3, and supporting the two track tracks on a set of common sleepers 12 in a manner similar to a conventional rail system.
    Where the terrain requires it, the two parallel track lanes can be raised as shown in Figure 17. In this configuration, a series of columns or posts 23 can be raised supporting a truss configuration 24 to support a series of transverse cross beams 25 to replace the sleepers 12. The rails 2 and 3 are mounted on the cross beams 25 as before supporting the wagons 4 for both the transport lane 10 and the return lane 11.
    It is also possible to support the wagons in a monorail type construction as can be seen in Figure 18 which shows a box section monorail 26 having a flat top surface 27 on which the flat profile wheels 28 run, in turn supporting the wagon 4. Wheels 28 may be provided with polyurethane linings or rubber tires as is common in monorail construction and each wagon may be held in place on top of the monorail section by control guide wheels 29 supported by frames 30 depending downwardly on car 4. Monorail section 26 can be supported in any way desired, but typically via columns or posts as shown at 23 for the configuration in Figure 17.
    There are many different ways of driving and tensioning the rail conveyor system according to the invention, but one mode is shown in Figure 4 where the belt conveyor 11 ends at a conventional conveyor conveyor unloading point 13 where the belt is dragged over a series of steering and tensioning pulleys 14 before being redirected onto the return path 11.
    The belt is separated from the wagons 4 as the belt passes over a large driving pulley 15 where the lead wire 9 and wagons 4 are inverted around the vertical driving pulley 15 while the conveyor path 10 of the loading belt 7 continues to the discharge point 13.
    The inverted wagons and conductor cable 9 are then looped around a horizontal conductor puller 16 and returned to the underside of a vertical tension puller 17 where the wagons are returned to an upper position below the belt return path. loading 11.
    In this way the cable conductor 9 is able to be guided and tensioned by the set of pulleys 15, 16, 17 while the loading belt 7 is independently taken to the unloading and driving point of the conveyor belt 13 and redirected and tensioned by the series of pulleys. 14.
    In a simpler form of the invention, typically suitable for use over shorter distances, the cable 9 can serve to simply connect the wagons and the wagons can be tension driven on the conveyor belt 7 driven in a more conventional manner.
    Where the rail transport system is intended to operate over long distances, it is possible to use distributed driving systems which will allow the use of a single loading belt without any need for bulk material transfer points. This can be achieved through the use of multiple driving stations, similar in principle to those shown in Figure 4, but with the belt conveyor path being redirected in the direction of travel past the driving station. Alternatively, this can be achieved by positioning linear electric units at distributed distances along the conveyor belt path. Two conductive plates are typically attached to each supporting car, i.e., one on each side of the wire rope, and a linear electric motor is used to provide driving force to the conductive plates in a manner well known for linear electric units.
    In systems of this nature, it is also desirable to use wire rope dynamic voltage monitoring to integrate into the electrical control system for distributed conduction systems.
    In an alternative form of the distributed driving system, the driving belt technology can be used to bring the driving force to the loading belt via a second high-strength driving belt as seen in Figures 5 and 6. The driving belt may be fed or driven at multiple points along the length of the conveyor as will be described later with reference to Figure 16. The loading belt 18 may be a relatively lightweight conventional fabric belt which is driven by belt friction. guide 19 located under the central part of the loading belt 18.
    The loading belt is supported on cores 8 mounted on each car 4 which is supported on wheels 5 running on tracks 2 and 3 as previously described.
    The driving belt 19 is used to drive the system through friction between the driving belt and the car 4, instead of tension in the wire rope 9.
    This friction can be increased by a damper 21 on each car which in turn supports the driving belt. The damper 21 is typically curved on its top surface in the direction of travel and made of a material chosen to increase friction with the driving belt. The damper reduces pressure from the notch in the drive belt by increasing the contact area and therefore the surface area.
    The wire rope 9 is normally retained, but only used to maintain the spacing of the car when the driving belt is being driven. In an alternative version, cable 9 can be omitted completely.
    When using a conveyor belt system, an alternate main driving plane can be employed as shown in Figure 13 where the loading belt 18 is lifted from the driving belt 19 at point 31 and progressively lifted over the control bearings to a discharge jumper 32.
    The driving belt 19 is then drawn over a tensioning and driving mechanism 33 before being returned to a return portion 34 where it is joined with the return portion of the loading belt 35 at a point below as will be described below.
    The loading belt 18 is returned from the discharge jumper 32 and dragged over a series of driving and tensioning pulleys 36 before being returned to the return path 35 to be joined with the driving belt 34.
    Meanwhile, wagons 4 are released from both the driving belt and the loading belt at point 37 following along the track track 2 and 3, to the return curve 38 as can be seen in Figure 14. The advantage of this plan is that it is relatively simple and inexpensive to create the tensioning and driving mechanism using this configuration, and further the return path to the cars 4 is considerably simplified.
    Where considered desirable to control any possible "lateral movement" of the wagons through the system, it is possible to provide each wagon with a motor axle configuration as can be seen in Figure 12. In this configuration, the wheels 5 are provided with a wheel profile. tapered as can be clearly seen at 39 where they rest on rails 2 and 3 so that the wheel diameter increases as the rail profile rises in a manner well known in conventional rail technology. Because the wheels 5 are rigidly connected via a drive axle 40 in this configuration, they are restrained to rotate at the same speed and this in combination with the tapered profile 39 controls any lateral movement of the cars—
    Using the driving belt configuration, it is also easier to incorporate the driving points distributed along the length of the conveyor as shown in Figure 16. In this configuration, side-by-side rail tracks are provided as before at 41 guiding the wagons 4 At an appropriate point 42, the loading belt 18 is lifted from the cars and guided over a set of control bearings typically shown at 43 to be returned to the cars at point 44.
    The driving belt 19 is then lifted from the wagons at point 45 and fed to an intermediate driving station 46 where a temporary driving motor 47 is used to further drive the driving belt 19 before being returned around the bearing. control bearing 48, under control bearing 49 to be joined with wagons at point 44.
    Because the loading belt 18 is relatively unsupported in spaces between the cars 4, it is also desirable to provide temporary support at a loading point where bulky material impacts the loading belt 18 as can be seen in Figure 15. In this configuration, the Loading belt 18 is lifted from the carriages at point 50 and passed over a series of control bearings 51. A loading ramp shown diagrammatically at 52 is positioned above the raised loading belt and a series of closely spaced control bearings 53 are then provided under the loading ramp in order to support the loading belt 18 as evenly as possible under the impact of the load falling through the loading ramp 52. The loading belt is then returned to rest on top of the driving belt 19. and wagons 4 at point 54.
    As the cars 4 advance around the return curve 38 (Figure 14) it may be necessary to provide a socket on the wire rope 9 in order to maintain tension in the system and give some flexibility to space the cars. This can be accommodated as shown in Figure 19 by a wire rope tensioning system 55 in the form of a leaf spring or the like 56 to tension the rope 9 as it passes under each car 4. In this way, it is possible maintain the desired tension in the spacing cable 9 without causing the wagons 4 to deviate or otherwise undesired movement on the return curve 38. It is also provided that the wagons 4 cannot always be spaced equally from each other in order to avoid harmonic build-up in the rail system.
    An alternative form of the driving belt concept is to replace the driving belt with a potentially lower cost V-belt as shown in figures 7 and 8. In this way the friction between the V-belt 20 and the belt support damper drives the wagons. Where desirable driving traction can be increased by positioning the top surface of the V-belt surface slightly offset from the top surface of the belt support damper 21 as can be clearly seen in Figure 8 so that the weight of the loading belt 18 acts to wedge the V-belt 20 on the damper 21.
    It is also possible to use a multiple V-belt of the type shown at 57 in Figure 11 where the loading belt 18 rests on the multiple V-belt 57 at the interface 59 and is frictionally driven between the loading belt 18 and the V-belt. multiple as before. This configuration has the advantage that there are many shim type interfaces between the V-belt 57 and the ribbed projections 59 on the car which will give increased grip on the V-belt on each car as well as providing a friction interface area. larger 58 between the multiple V-belt 57 and the loading belt 18. The multiple V-belt also allows more force to be transmitted to the belt without slipping on the main unit or distributed driving stations.
    In another alternative form of the invention as can be seen in figures 9 and 10, a second metallic cable 22 is used to drive the wagons. While this is the simplest form of the invention it may be difficult to provide sufficient driving traction between the belt support and the wire rope 22. The traction may be able to be increased by the use of high friction aligners, metal liners, etc., or by positioning the wire rope 22 slightly detached from the top surface of the belt support damper 21.
    In many ways, the belt drive technology is superior over both the linear electric drives and the centralized main drive systems described above in bringing the maximum amount of energy available to the system. Additionally, the belt drive technology is proven and does not rely on the complexity of wagons bending through 90° at the head and tail ends of the conveyor system as seen in the version shown in Figure 14. The wagons will follow a continuous track, turning around horizontal curves at the head and rear ends of the system as shown in Figure 14 in a manner similar to conventional rails, thus greatly reducing the complexity of driving stations.
    A rail conveyor system in accordance with the invention has many advantages over conventional long distance conveyor belts.
    First and foremost, the efficiency of the system is significantly increased by the reduction in friction between the belt and bearings that exists in a conventional conveyor belt system. Conveyor belt rolling resistance comprises notch rolling resistance due to interaction between the belt and control bearings, belt and bulk material bending resistance due to movement between successive sets of control bearings, and rotational resistance control bearings due to brackets and seals. Much of this resistance is overcome using the rail transport system according to the invention through the use of steel wheels 5 running over steel tracks 2 and 3 which have significantly lower rolling resistance.
    In this way, the rail transport system according to the invention combines the primary advantages of both conveyor belts and rail systems. The rail conveyor system is a continuous bulk material conveying system which, due to the steel track wheels running on the steel rails, shares a rolling resistance similar in magnitude to rail systems while providing all the advantages of continuous delivery of conventional conveyor belt systems.
    Other advantages of the rail conveyor system over conventional conveyor belts include lower energy consumption and therefore lower emissions of particles, NOX and CO2, and also potentially lower capital costs due to the ability to use a belt of lower strength compared to conventional long-distance belt driven conveyors.
    The rail conveyor system also gives the option of using a distributed driving system to reduce loads on many components in the system, more flexible conveyor routing including smaller radius horizontal curve, quieter operation, ease of maintenance and monitoring, and the ability to to operate the system more efficiently at low temperatures.
    权利要求:
    Claims (18)
    [0001]
    1. RAIL TRANSPORT SYSTEM INCLUDING A RAILWAY (1) AND A PLURALITY OF WAGONS (4) SEPARATELY ENTRESI, in which the wagons are arranged to run on wheels (5) supported by the track, with at least three wheels on each wagon ( 4) with two or more of said wheels (5) separated in the intended direction of travel so that each wagon (4) is independently supported on the track, and a continuous loading belt (7, 18) supported by the wagons (4), characterized by the same flexible cable (9) connecting each of the cars (4) together, the same flexible cable (9) being arranged to provide tension and variable spacing between the cars (4).
    [0002]
    2. SYSTEM, according to claim 1, characterized in that the continuous loading belt (7) is not fixed to the wagons (4), but is driven directly or indirectly by the friction surfaces between the loading belt and the wagons.
    [0003]
    3. SYSTEM according to either of claims 1 or 2, characterized in that each wagon (4) has four wheels (5) arranged in two pairs with each pair of wheels being separate in said direction of travel.
    [0004]
    4. SYSTEM according to any one of claims 1 to 3, characterized in that the track (1) is a steel rail track.
    [0005]
    5. SYSTEM, according to claim 4, characterized in that the wheels (5) are steel wheels arranged to run on the track.
    [0006]
    6. SYSTEM, according to claim 5, characterized in that the steel wheels (5) are flanged and fit with pairs of rails (2, 3) in a similar way to a conventional rail system.
    [0007]
    7. SYSTEM according to any one of claims 1 to 6, characterized in that the cable is a driving cable (9), driven by driving means (15, 16, 17) to pull the wagons (4) along the track. (1).
    [0008]
    8. SYSTEM according to any one of claims 1 to 6, characterized in that the continuous loading belt (7, 18) is guided by one or more driving belts (19).
    [0009]
    9. SYSTEM according to claim 8, characterized in that the continuous loading belt (7, 18) rests on the or each driving belt (19) and is driven by friction between the driving belt and the loading belt to be continued.
    [0010]
    10. SYSTEM according to any one of claims 8 or 9, characterized in that the driving belt comprises a V-belt (20).
    [0011]
    11. SYSTEM according to claim 10, characterized in that the V-belt comprises a multiple V-belt (57).
    [0012]
    12. SYSTEM according to any one of claims 8 or 9, characterized in that the driving belt comprises a metal cable (9).
    [0013]
    13. SYSTEM according to any one of claims 8 to 12, characterized in that the or each driving belt (19) is driven through driving stations distributed at intervals along the length of the track.
    [0014]
    14. SYSTEM according to any one of claims 1 to 13, characterized in that the loading belt (7, 8) is lifted from the wagons (4) in a main driving station (31), allowing the material to be unloaded. from the loading belt as the railcars are routed around a return bend (38) before being rejoined with the loading belt.
    [0015]
    15. SYSTEM according to any one of claims 1 to 14, characterized in that a loading ramp (52) is provided, arranged to direct material over the loading belt (7, 18), and a plurality of closely spaced control bearings. (53) be provided below the loading belt in the vicinity of the loading ramp.
    [0016]
    16. SYSTEM, according to claim 6, characterized in that pairs of steel wheels on each wagon are connected through a drive shaft (40).
    [0017]
    17. SYSTEM according to any one of claims 1 to 3, characterized in that the track comprises a monorail track (26) and in which the control bearings (29) depending downwardly on each car engage the side of the monorail track.
    [0018]
    18. SYSTEM according to claim 17, characterized in that the continuous loading belt (7, 8) is guided through one or more driving belts (19)
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-07-16| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|
    2020-03-03| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-03-17| B09X| Republication of the decision to grant [chapter 9.1.3 patent gazette]|
    2022-01-04| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 25/07/2011, OBSERVADAS AS CONDICOES LEGAIS. PATENTE CONCEDIDA CONFORME ADI 5.529/DF, QUE DETERMINA A ALTERACAO DO PRAZO DE CONCESSAO. |
    优先权:
    申请号 | 申请日 | 专利标题
    AU2010903316A|AU2010903316A0|2010-07-23|Rail conveyor system|
    AU2010903316|2010-07-23|
    AU2010904465|2010-10-05|
    AU2010904465A|AU2010904465A0|2010-10-05|Rail conveyor system|
    PCT/AU2011/000930|WO2012009765A1|2010-07-23|2011-07-25|Rail conveyor system|
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