US1578024A - Loading system - Google Patents

Description

1,578,024 R. P. GREENLEAF LOADING SYSTEM Filed March 12, 1924 5 Smets-smet` 1 March 23 1926.

March 23,1926. 1,518,024

R. P. GREENLEAF LOADING SYSTEM Filed March 12, 1924 5 sheets-sheet 2 March 23 1926. 1,578,024

R. P. GYREENLEAF LOADING SYSTEM Filed March 12, 1924 5 Sheets-Sheet 5` March 23 1926.

R. P. GR'EENLEAF LOADING SYSTEM Filed March 12, 1924 5 sheets-sheet 4 ,lverzfol Mar'ch 23 A, 192s. 1,578,024

R. P. GREENLEAF LOADING SYSTEM Filed March 12, 1924 5 Sheets-Sheet 5 gaat?" .v

Patented Mar. 23, 1926.

EoBEn'r P. GREENLEAF, or

SHAKER iiEIeHrs, omo, AssIeNon ro raam: BILLINGs, oF CLEVELAND, oHIo. 1

LOADING SYSTEM.

Appliction led March 12. 1 924. Serial No. 698,632.

To all whom t may concern.: v

Be it known that I, ROBERT P. GREEN- LEAF, a citizen of the United States, residing at Shaker Heights, 'in the county of Cuyahoga and State of Ohio, have invented a. certain new and useful Improvement in Loading Systems, of which the following is a full, clear, and exact description.

This invention relates to a car loading l system and isanimprovement over the subject matter'of an application', Serial No. 621,999, filed March 1, 1923, in the name of Frank Billings and myself; also the sub]ect matter of my application, Serial No. 688,67 8, l5 filed January 26, 1924. l The loading systems disclosed in both said applications are for the purpose of loading 'aseries of 'cars from a loadin machine, and involves the use ofva'skip esigned to l0 receive the material -from the loading machine, and arranged to travelover supporting rails provided on the tops ofthe cars to be filled. In both the applications referred to, the rails which' are adapted to support and guide the' skip arevcontinuous in the sense .that they brid e the gaps between the cars, though the rai inv both instances' so formed that they will accommodate themselves to curves of the tracks such as mine tracks over which the cars. are "adapted to bemoved, and permit. the loading of the cars even though they are positioned on a curve of the track. s

The principal object of the present 1nvention is to do away with the necessity `of continuous rails or of rail sections between. the cars, and at the same time to avoid lial bility of the skip dropping. into the Y ap between any twol cars, and to provi e also,

` means for not only avoiding derailment of the skip in the event the cars are located on acurve of thetrack, but to properly guide and deflect the skip from one car to another, lwith the cars arranged at an angle as they may be when standin on a curve.

,50A scribed in the specification and s et forth in e accompanying sheets of drawings the invention,- Fi y1 isa side elevation of 'two Cars-Qt @series also l'the sklp andthe s' or skip trackway are` The invention may e further briefly sum-v .l

wherein I have shown two'embodiments lofpower unitY adapted to support the skip when in loading position and to move the A same back and forth over the cars; Fig. 2 is a sectional view of the skip and a portion of the supporting rail showingthe body extended for dumping the skip into a car; Fig. 3 is a detail of a stop adapted to be clamped to a car at the dumping point to trip a latch and thereby release the body portion and base of the skip; Fig. 4 is a top plan view of a series of cars provided with skip railsformed in accordance with one. formof the inventionshowing part of the-cars arranged on a curve, and illustratin which the skip rails individual to the difthe manner in ferent cars are relatively arranged when the cars are on curved yas well as straight portions of a track; 5 Vis a-front end view bf the skip; Fig. 6 is aview of the opposite end of the skip vwith the skip supported onv one of the cars which is in vertical section;

Fig.' 7 is a bottom view'of the skip showing particularly the rollers employed. with a car trackway of the form shown in the preceding figures; Figs. 8, 9 and 10-are plan views, somewhatl diagrammatic, illustrating lhow the skip passes from one car to another; bot-h when-the `cars are on a curve (Figs. 8 and 9) and when on a straight' track (Fig. 10) Y 85 Fig. 11 is a top plan view; Fig. 12 is a side elevation showing'the. power unit' and 'one car with the reverse arrangement of rollers and tracks vtothat' illustrated in the preced ing views, this modification Vshowing the power unit and cars' provided with supporting and guiding rollers and" the skip with the equivalent of rails adapted yto engage and travel over these rollers; and /Figy 13 is an end view on an enlarged scaleshowing the .skip of Figs. 11 and 12 and theupper part of the carin section.

Any suitable loading machine may 'be utilized to fill the-skip, and the cars ,to be filled maybe located either to the rear or at one side ofthe loading machine.

adapted tobev cou led together and conveyed doo; TheV loading system includes a skip 10 adapted tov travel over a series of cars .11

to andfrom the' oading point by a locomotive or other suitable means. In the drawits ings I have illustrated typical mine cars, las

,the invention is particularly adapted for mine fuse, though not confined thereto.

As in my prior application have here ilhistratedal sto-calle power unlt 1201?. which .0? are curved' inwardly'. as shown 11;202' lt` the skip is supported while being loaded, this power unit being provided with motor or 'engine driven drums 13 and 14 for the tail rope used to retract the empty skip,

and for the main rope 16 for moving the loaded skip back over the cars. The rope 'sys-tem for shifting the skip is substantially the same as that illustrated in the Billings and LGreenleaf application, Serial l No. 621,999, and need not therefore be described in detail, it being understood thatvthe cars are provided at the top with pulleys or sheaves 17, which guide the ropes when the' cars are going about or positioned on a curve.

Some of the' details of theskip, however,

- will be pointed out presently, andI will later Adescribe the manner in which the skip is dumped, though the method of dumping is similar to that shown in application, Serial As already stated, in accordance with the present invention the trackway or supporting devices provided at the tops of the cars arev individual to the different cars and are unconnected between the cars; that is to say,

a continuous trackways are eliminated, this being particularly useful asv it admits of the dumping of the cars in any suitable fashion and in any of the ways for which the cars are by their construction adapted.

In accordance with the preferred form of the invention, the cars and the power unit are provided withv rails to accommodate the skip, and the latter is provided with rollers adapted to run over these rails, and with other rollers adapted by engagement with the rails lto guide the 'skip along the cars when the latter are on a straight track and to deiiect the skip when the cars are on a curve, andl this embodiment of the invention is illustrated in Figs. 1 to 10. In this embodiment the inclined skip tracks on the angles, with the skip adapted to engage uppower unit are indicated at 1'8, andthe skip tracks on the cars 11 are indicated at 19. These tracks are Apreferably formed byA standing flanges of the angles, which `flanges may be reinforced at the top by reinforcing strips'such as shown at 20 in Fig. 6. It is a feature of the present invention that the power unit, or beyond thev endslof the cars A'tance that they project beyond the cars and stated, and have illustrated in isets of rollers.

Will be seen, particularly by reference to the tw'o rearmost cars of Fig. 4, that when y the cars are in alignment, lthe inwardly curved rails on one car are close to the corresponding ends of the rails of the adjoin- I'0 ing car, the distance between the rail ends being considerably less than the distance between the car ends, and it will be observed also, that these inwardly curved ends of the rails do not interfere with the arrangement of the cars at a decided angle with respect to each other when the cars are on a curve. It may be here stated, that the design of the rail ends in regard to the distheir curvatures wi l be such as to admit of vthe passage of the tran of cars around a curve of the shortest radius of any particu'- lar track system.

Not only do the rail ends `at each end of each car curve inwardly toward each other, but they preferably also are inclined or tapered downwardly toward their free ends, as 'illustrated in Figs. 1 and 6. This downward inclination is provided to enable the skip to pass from one car to another notwithstanding slight inequalities in the leve1 or height of the skip track rails on the different cars, which inequalities might be due to variationsin the level of the track over which the cars are run, or to variations in the height at which the car bodies are supported by the running gear of the' cars.

To co-operate with ski track rails such j as described, the under si e of the skip 10 is 100 providedV with a series of broad faced wheels or rollers 21 which engage or travel over the skip tracks. The faces of these rollers are -suticien'tly long that they will engage, and therefore support the skip while travel- 105 ing over the inwardly curved ends of the rails as well as the straight portions thereof, and a sufficient number of these rollers 21 is provided so that the skip will be adequately supported when'passing from'the 110 rails of one car to the rails of the other, whether the cars are in alignment or at an angle to each other, thereby avoiding liability of the skip dropping in between the cars. This is apparent from Figs. 8, 9 and 10. I 115. prefer to use more than, two sets of the rollers 21 to accomplish theresult just Fig. 7 four Additionally'the skip is provided with a 120 plurality of sets of vertically disposed rollers 22, which project downward on the outer sides of the skip rails, thev function of these rollersY being to guide the skip along the skip rails so as to prevent and also to deflect the ski as the skip passes from one car to anot er when they are angularly disposed and not in alignment. This deflection of the skip, and therefore its change of position and direc- 130 its derailment, I

and the skip figures,

' tinuous,

one car to by the head and tail ropes from the other over the gaps between the cars, regardless of whether the cars are in alignment, as when on a straight track or are 'at angles with respect to each other,

operated as when on 'a curvedtrackj It might bey stated also, that the friction -due to the en; gagement of the l guidingI and deflecting. rollers with. theiskip rails is not excessive can be pulled along over the cars readily2 regardless of how they are relatively positloned. I

The same results as explained above canv be obtained lby reversing the arrangement of the rollers and rails as illustrated in Figs. 11,l 12l and 13. As shown in these the power unit and ears are' provided with horizontally disposed supporting rollers 23 and 24, the former being'short faced rollers mounted on studs on horizontal roller supports provided along the upper side edges ofthe cars and power unit.

'A ranged at the end of the power unit and l faces of whicliride over the rollers 24 and the sides of which engagerollers 25 and 26, these shoes being-on the innerfside vof rollers 25 `while vthe" rollers 26. are posi;-A tioned inside the shoes, as shown'in Fig. 13'.vv

at'the ends of the cars, these rollers pro- 'jecting-bevond the ends of the lpower unit and cars and being 4in'clined as illustrated, so as to'decrease ythe gap to be bridged'by the rails 'or shoes on 'the skip,l and vat the same time to allowI the cars to accommodate themselves to` track curves.

vertical guiding and deiiectingrollersv 25, .and at the ends they are provided with'vertical defiecting vrollers`26 set in towardA the l lar point in its( travel is determined by a center line of the power unitand cars.

With this arrangement the skip is vpro- .videdat the bottom with shoes 27, they lwe A'The shoes 2 7 are ta-peredat their ends, as

'illustrated'in Fig,v 13, and at their-eiidsthe the tapered. ends bottom faces arecurved upwardly, as 'shownAl in Figs. 12 and 13. vBy the engagement ot f l the `cars are ona curvepreciselv as with the f unit' and are arrangement first described, an by faced .rollers which prointerfere withthe swinging movement of the cars .when they round aj' curve, thee'sklp 'be properly of the the skip will pass readily when held and latched-over the base of the ski suehthat the bo y portion may travel back .The rollers 24 are' long faced rollers which are ar-l .Additionally 'the power unit and cars are provided with any of the cars.

gaged vb ,.snow. -hel eeontinued 'pull Qnthe head or ymain rope carto another, lwhether the cars arein alignment or at an angle to one another.

As already stated, the skip is operated, i. e.T moved back and forth over the cars and dumped substantially as in the application, Serial No. 621,999. `but the structure of the skip has been modified somewhat, and this will now be described.

The skip is providedwith a base 28, carrying the rollers "21 andv 22 of the construction first described, or the shoes 27- of the modification. Likewise, it includes a body portion 2 9 capable of moving over'oralong the base, as illustrated in Fig. 2, to dump the skip, thebody portion being normally base by a -pivoted latch 30 which is normally hooked over thev rear end 31 of the base. This lat-ch, which is located at the center of the forward end 'l of the'body portion of theskip, is-carried by a rockshaft 32, having at its outer end (see Fig. 5) an offset pin 32".

-At the sides of the body portionof the skip are wheels 33 which engage horizontal rails 311i arranged along the sides ofthe the arrangement being over lthe base when' the latch 30 is vdisen- The head rope `16 is attached to an anchorage body portion ofthe skip, as shown in-Fig. 2, and from this point it passes 'back to the I.rear end of the rearmost car around a sheave 36,1md then forwardly to the drum 14. The tail rope 'age member 37 (see' Fig. 2) ,on the base of the skip, and then passes around a lsheave 38 'at the rear end of the body portion of the` skip (see Fig; 2) and then extends to the tail rope drum 13.*

-The dumping of theskip at anyparticuf stop 39, adapted to be clamped at any vdesired point, to oneI of= the skip rails 19 on v\Vhen the skip is traveling` rearwardly this stop 39 is .adapted to beencarried is normally lretracted or held in: its rear- Awifrrdmost posit-ioni' by a spring 41. When the rearward' down-turned end of this bar 'of the shoes with `the vertical rollers,the skip willtbe defie'cte'd when stopf.39, wherever it may-be engages the bar i s pushed forwardly positioned, the

along-f .thfbs'eof 'the skip, and. its tapered fcryardaendfengages under.. the offset pin f .th'eglatch supporting rock-shaft 32, Qlsfthis lshftso asto 'shift the latch 'tof-rel stationaryby the stop 39, but

supported in passing from one member at the rear end of the- 15 isfastenedv to an anchorai latchreleasing rodor slide 40 the base part of the skip.` This bar which isv supported for sliding movement along one side' of the base 'of the skip easing;positionf The base of theskip' v 16 slides the body. portion 'of the skip rearwardly beyond the base so 'as to dump the contents of the skip into the car to which the stop 394 was applied.

When the 'drums 13 and 14 of the power unit are reversed so as to'wind in on the tail rope and pay out the head rope, the body portion of the skip first slides forwardly to normal position ont/the base and becomes latchedv thereto. Thereupon .the skip is hauled back and comes to a stop on the inclined rails of the power unit. When in this position it is loaded by the loading machine and the operation is repeated.

V While I have shown two forms of my invention, I do not desire to be confined to the exact details shown, but aim in my claims to cover all modifications which do not involve a departure from thespirit and scope of my invention as defined in the appended claims.

Having described myv invention, I claim:

1. In a loading system, a series of cars, and a skip adapted to travel over the cars, the cars having skip supporting members individual tothe different cars and arranged to permit the cars to swingv relatively in passing a curve and to permit a skip to pass from car to car while said cars are on a. curve. 1

2. In a loading system, a series ofcars to be filled, and a skip adapted to travel over the cars and to dump its contents therein, vthe cars being' provided with skip support'- ing members which are unconnected between the cars and which project beyond the ends of the cars so as to reduce the .gap to be bridged by the skip, the projecting portions a curve of the track. U3.. In a loading system, a 'series of cars adapted to be filled, and a skip! for filling permitting the cars to .swing relatively on` the same vadapted to travelfover the tops of the cars, the skip and cars having co-operating supporting and guiding members, the'- memberson the' cars being individual theretoand unconnected therebetween and arranged to deflect the skip when the latter is passing between carsarranged at an angle to each other.

4;,In a loading system, a series ofrcars, and a loading skip adapted to travel over the same,'the cars -beingprovided with, skip supporting members, said members being inclined inwardly at the ends of thejcars.

5. In a loading` system, a seriesof cars, and a 'loading skip adapted to travel over the same, the cars being provided with skip supporting members, said lmembers projecting beyond the ends of the cars, jecting portions being inwardly inclined.

6. In a loading machine, a series of cars to be filled, and a skip for filling the same adapted to travel over the tops of the cars, the cars being provided with skip supporting rails which-are unconnected between the cars and which project beyond the ends of the cars and are inclined inwardly.

7; In a loading machine, a series of cars to be filled, and a -skip for filling the same adapted to travel over the tops of the cars, the cars being provided with skip supporting rails unconnected between cars and the skip having Wheels .0r rollers adapted to engage the same, said rails having portions for deflectingthe skip in passing between cars with the latter arranged at an 4angle with respect to each other.

8. In a loading machine, a series of cars to be filled, and a skip for filling the same' adapted to travel over the tops of the cars, the cars being provided with skip supporting rails curved inwardly at their ends and the pro-` the cars being provided with skip supporting rails curved inwardly and tapered downwardly aat their ends.

10. InL a loading system, a series of cars provided vwith skip supporting rails with portions along the-sides of the cars and other. portions adjacent the ends of the cars forming relatively close skip supports, and askip adapted totravel over the rails and of sufiicient length to engage the relatively close as well as therelatively widely spaced portionsA of the rails.

11. A loading system comprising a plurality of cars having skip supporting rails with main portions along the sides of the cars and with relatively close portions projecting beyond the ends of.. the cars, and a skip adapted to traveloventh'e rails and adaptedto engage both said portions ofthe rails.

myl signature.l f.

l ROBERT P. GREENLEAF. l

n testimony whereof, I hereunto affix i

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