Mobile machine power system

Abstract

A mobile machine power system includes a conductor link arrangement for receiving power from a power conductor rail assembly during travel of a mobile machine, the conductor link arrangement including a movable conductor arm assembly and a contactor assembly. A movable conductor arm assembly includes a proximal end coupled to a mobile machine and a distal end extendable away from a side of the mobile machine, the proximal end of the movable conductor arm assembly coupled to the mobile machine at a location above a front wheel of the mobile machine. A contactor assembly is coupled to a distal end of the conductor arm assembly for sliding along the power conductor rail assembly, where a conductor linkage arrangement of the mobile machine is configured to be coupled to the power conductor rail assembly at a height above ground.

Description

[0001] This application is a divisional application of the Chinese invention patent application entitled “Relocatable base and deployment method for elevated rails”, with an application date of December 5, 2022, application number 202280083761.0, and international application number PCT / US2022 / 051796. Technical Field

[0002] The present invention relates to a system and method for supporting rails that provide electrical power at locations elevated above the ground using barriers. More specifically, the present invention relates to a modular support structure for an electrical rail that includes one or more grounded barriers having nested couplers configured to hold support columns and adjust the positioning of adjacent barriers in multiple dimensions. Background Art

[0003] Heavy work machines, such as earth moving vehicles or haul trucks, require considerable power to perform their functions. The machines themselves can be of considerable weight, and their loads require a great deal of power to move. Diesel engines typically provide this power, but they can have disadvantages. For example, in some implementations, heavy work machines may need to travel large distances over rough terrain. For example, at remote mines, groups of these machines are often employed to carry extreme loads along roads or transport routes extending between various locations within the mine. Supplies of diesel fuel may be remote from these locations or not easily delivered to these locations. In addition, diesel groups can generate significant pollution.

[0004] Ground-based electric rails can provide power to traveling vehicles such as heavy work machines. In some environments, such as trains or subways traveling on fixed rails, precise alignment between the fixed rails and the electric rails can ensure reliable power delivery when the vehicle is moving. However, for freely maneuverable heavy work machines, establishing and maintaining an electrical connection to the electric rails can be particularly challenging.

[0005] In some environments, such as mines, terrain can interfere with continuous connection to electric rails for freely maneuverable working machines along haul routes. Haul routes can be uneven, hilly, and dotted, which can cause steering deviations that can cause machines to disconnect from the rails. The placement of electric rails in some environments is temporary and repositionable, and curvatures and slopes within haul routes can cause unexpected changes in the location of the electric rails. These changes can cause machines to disconnect from the rails, thereby reducing the value of rail-based power delivery.

[0006] A method for providing power to a work machine while traveling on a road is described in International Patent Application Publication No. WO 2020 / 186296A1 (the “'296 Application”). The '296 Application describes an electrical transmission system for mobile vehicles at a mine site in which two or more conductors are anchored to the sides of a repositionable roadside barrier. According to the '296 Application, the barriers may be connected by joints that are flexible in one or more axes or, as shown in the disclosed embodiments, are completely rigid to enable operation on relatively flat road surfaces. The transmission system of the '296 Application does not take into account angular positioning between barriers, such as having curvatures or slopes in haul routes, and the challenges of maintaining contact with the conductors. Therefore, the barrier system of the '296 Application is not desirable for delivering power to heavy work machines traveling on haul routes that may vary over different terrain.

[0007] Examples of the present invention are directed to overcoming the deficiencies of such systems. Summary of the invention

[0008] In one aspect of the invention, a rail support module includes a barrier having a first end, a second end, and a base extending longitudinally between the first end and the second end. A first coupler is secured to the first end and has an arm connecting a first tubular portion to the first end. The first tubular portion extends about a first axis substantially perpendicular to the base and has an inner diameter and an outer diameter. A second coupler is secured to the second end and has a second tubular portion extending about a second axis substantially perpendicular to the base. The second tubular portion has a first vertical edge and a second vertical edge extending substantially parallel to the second axis. The first vertical edge is separated from the second vertical edge by a gap, and the inner diameter of the second tubular portion is greater than the outer diameter of the first tubular portion.

[0009] In another aspect of the present invention, a support assembly includes a first barrier and a second barrier, the first barrier having a first end extending substantially perpendicular to a first base, the second barrier having a second end, a third end opposite the second end, and a second base. The second end and the third end extend substantially perpendicular to the second base. The support assembly further includes a nested connection between the first barrier and the second barrier. The nested connection includes an outer tubular structure fixed to the first end and extending around a vertical axis substantially perpendicular to the first base with a first inner diameter, and a first vertical edge and a second vertical edge extending substantially parallel to the vertical axis. The first vertical edge and the second vertical edge define a gap along the outer tubular structure. The nested connection also includes an arm fixed to the second end and located within the gap, and an inner tubular structure fixed to the arm. The inner tubular structure extends substantially perpendicular to the second base within the first inner diameter of the outer tubular structure.

[0010] In yet another aspect of the present invention, a method includes placing a first support of an elongated shape on the ground substantially parallel to a vehicle travel path defined by the ground, wherein the first support has a first longitudinal axis; and arranging an alignment structure of an elongated shape end-to-end with the first support using a first tubular connection. The first tubular connection is configured so that the first longitudinal axis is substantially collinear with an alignment axis that passes longitudinally through the alignment structure. The method includes positioning a second support of the elongated shape end-to-end with the alignment structure using a second tubular connection, wherein the second tubular connection is configured so that the alignment axis is substantially collinear with a second longitudinal axis of the second support. In addition, the alignment structure is moved past the second support relative to the vehicle travel path and is positioned end-to-end with the second support using a third tubular connection. The third tubular connection is configured so that the alignment axis is substantially collinear with a third longitudinal axis of the third support. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 is an isometric view of an electric work machine coupled to a roadside power source according to an example of the present invention.

[0012] Figure 2 is an isometric view of a rail support module with electrical rails according to an example of the present invention.

[0013] Figure 3 is an isometric view of the engagement of an open coupling and a closed coupling between barrier assemblies according to an example of the present invention.

[0014] Figure 4 is an isometric view of a coupling between adjacent barrier assemblies according to an example of the present invention.

[0015] Figure 5 According to an example of the present invention Figure 4 A top view of the connection between adjacent barrier components.

[0016] Figure 6 is a schematic diagram of a deployment layout of barrier components according to an example of the present invention.

[0017] Figure 7 is a flow chart depicting a method for deploying a barrier assembly according to an example of the present invention.

[0018] Figure 8 is a partial front view of a support assembly with rail segments according to an example of the present invention.

[0019] Fig. 9 According to an example of the present invention Figure 2 Partial cross-sectional view of the rail section.

[0020] Fig.10 is a flow chart of a method of deploying electric rails according to an example of the present invention.

[0021] Fig.11A is an exploded view of a monorail joint of two rail sections within a fishplate according to an example of the present invention.

[0022] Fig. 11B The fishtail plate according to the example of the present invention Fig.11A Cross-sectional view of a monorail joint.

[0023] Fig.12 is an isometric view of a common rail joint of three rail segments within three fishplates passing through a curvature according to an example of the present invention.

[0024] Fig.13 is a flow chart of a method for joining track segments according to an example of the present invention. DETAILED DESCRIPTION

[0025] Throughout the drawings, the same reference numbers will be used wherever possible to refer to the same or like parts. Letter suffixes may be used to distinguish multiple instances of similar parts in the drawings. Figure 1 An isometric view of a work machine 100 in an XYZ coordinate system is shown as an example suitable for performing the principles discussed in the present invention. The exemplary work machine 100 travels along a road parallel to the X axis, also referred to as a transport route 101, typically from a source to a destination within a worksite. In one implementation shown, the work machine 100 is a transport machine that transports loads within or from a worksite in a mining operation. For example, the work machine 100 can transport excavated ore or other earthen materials from an excavation area along a transport route 101 to a dumping site and then back to the excavation area. In this arrangement, the work machine 100 can be one of many similar machines configured to transport earthen materials in a trolley arrangement. Although in this case it is a large mining truck, the work machine 100 can be any machine that carries a load between different locations within a worksite, examples of which include articulated trucks, off-road trucks, highway dump trucks, wheeled tractor scrapers, or any other similar machines. Alternatively, the work machine 100 may be an off-highway truck, an on-highway truck, a dump truck, an articulated truck, a loader, an excavator, a pipe layer, or a motor grader. In other implementations, the work machine 100 need not transport a load and may be any machine associated with a variety of industrial applications including, but not limited to, mining, agriculture, forestry, construction, and other industrial applications.

[0026] Reference Figure 1, the exemplary work machine 100 includes a frame 103 powered by an electric motor 102 to rotate a traction device 104. The traction device 104 is typically four or more wheels with tires, although tracks or other mechanisms for engaging the ground along the transport route 101 are possible. The electric motor 102 is used to provide mechanical energy to the work machine 100 based on an external power source, as described in further detail below. Examples of mechanical energy provided by the electric motor 102 include propelling the traction device 104 to move the work machine 100 along the transport route 101, but the electric motor 102 also includes components sufficient to power other auxiliary operations within the work machine 100. For example, in some implementations, the electric motor 102 includes a device for converting electrical energy to provide pneumatic or hydraulic action within the work machine 100. Although the electric motor 102 is configured to operate from an external power source, the electric motor 102 typically includes one or more batteries for storing electrical energy for auxiliary or backup operations.

[0027] In accordance with the principles of the present invention, the work machine 100 also includes a conductor bar 106 configured to receive power from a power rail 108. In some examples, the power rail 108 is one or more metal beams arranged substantially parallel to the ground and at a distance above the ground. Figure 1 , the power rail 108 is positioned substantially parallel to the X-axis and direction of travel of the working machine 100. The support mechanism holds the power rail 108 in place at a distance along one side of the transport route 101 to facilitate lateral movement of the working machine 100. The support mechanism and the power rail 108 may be modular in construction so that they can be disassembled and reassembled at different locations, or repositioned along an existing transport route 101. In many examples, such as within a mine, the power rail 108 will not be continuously configured at a fixed distance along one side of the transport route 101 and at a fixed height above the ground due, at least in part, to changes in terrain. Therefore, it is expected that the vertical, horizontal, and angular positions of the surface of the power rail 108 in the XYZ plane will vary along the transport route 101. In addition, although in Figure 1 1 is shown on the left side of the work machine 100 when the work machine 100 is traveling in the direction of the X-axis, but the power rail 108 may be mounted on the right side of the work machine 100 or other locations suitable for a particular implementation.

[0028] The power rail 108 provides AC or DC power to the work machine 100. In some examples, the power rail 108 has two or more conductors, each of which provides voltage and current at different electrodes. In one implementation (e.g., an implementation in which the power rail 108 includes three conductors), one conductor provides a positive DC voltage, a second conductor provides a negative DC voltage, and a third conductor provides 0 volts relative to the other two conductors. Two power supply conductors within the power rail 108 provide +1500 VDC and 1500 VDC. These values ​​are exemplary, and other physical and electrical configurations of the power rail 108 are available and within the knowledge of a person of ordinary skill in the art.

[0029] Conductor rods 106 enable electrical connection between work machine 100 and power rails 108, including during movement of work machine 100 along transport route 101. Figure 1 In the example shown, the conductor rod 106 is an elongated arm similar to a rod. Figure 1 The conductor bar 106 is shown positioned along the front side of the work machine 100 relative to the direction of travel of the work machine 100 in the X-axis direction. Figure 1 The conductor bar 106 is located in the YZ plane substantially along the Y axis, with the first end near the right side of the work machine 100 and the second end located on the left side of the work machine 100. The conductor bar 106 can be attached to any convenient location within the work machine 100, such as to the frame 103, in the same manner as the conductor bar 106 is attached to the power rail 108. Figure 1 As shown, conductor bar 106 extends to the left side of work machine 100 toward power rail 108 , conductor bar 106 may alternatively be arranged to extend to the right side from work machine 100 and at any desired angle so that conductor bar 106 can be coupled to power rail 108 to obtain power.

[0030] like Figure 1 As shown, the conductor rod 106 includes a barrel 109 mounted on the frame 103 of the work machine 100. The barrel 109 has a hollow interior and can be a conductive metal with suitable mechanical strength and elasticity, such as aluminum. Within the barrel 109, an arm 110 is retained. The arm 110 is slidably engaged within the conductor rod 106 so that it can be axially (i.e., along the Figure 1The arm 110 is extended or retracted by the work machine 100 (in the Y-axis direction) to adjust the extension range of the conductor rod 106. Specifically, in the retracted position, the arm 110 is slid in the barrel 109 of the conductor rod 106 so that the length of the conductor rod 106 substantially spans the width of the work machine 100. The joint 112 serves as an interface between the arm 110 and the barrel 109, which is the main body of the conductor rod 106. When the arm 110 is fully retracted or contracted into the barrel 109, the joint 112 substantially becomes the left edge of the conductor rod 106. On the other hand, when the arm 110 is extended from the barrel 109 of the conductor rod 106, the arm 110 can reach from the work machine 100 to the vicinity of the electric rail 108 on one side of the transport route 101.

[0031] Within and possibly including the barrel 109, the conductor rod 106 includes a series of electrical conductors extending longitudinally from at least a head 122 at a proximal end to a tip 124 at a distal end. Typically, the conductors within the conductor rod 106 are formed of a metallic material and are rigid. In some examples, the conductors are concentric tubes or hollow cylinders of solid metal (e.g., aluminum nested together) sized to provide sufficient capacitance to power the work machine 100. The tubular conductors within the arm 110 are slidably engaged with corresponding tubular conductors within the barrel 109 to maintain electrical continuity when the arm 110 is extended or retracted.

[0032] At a location of the work machine 100 remote from the tip 124, the connector assembly 114 provides an interface to the power rail 108 via the trailing arm 116 and the contactor 118. The power rail 108 is typically arranged along one side of the transport path 101, and the work machine 100 is maneuvered so that it traverses the transport path 101 substantially parallel to the power rail 108. Thus, referring to Figure 1 , the power rail 108 and the travel path of the working machine 100 are substantially parallel to each other and parallel to the X-axis. The contactor 118 is configured to maintain electrical connection with the power rail 108 while sliding along its surface in the X-axis direction when the working machine 100 moves. In some examples, the trailing arm 116 is a conductor coupled to the contactor 118, each conductor conducting voltage and current at a different electrode and corresponding to a conductor within the conductor bar 106. In operation, power is taken from the power rail 108 via the contactor 118, the contactor 118 maintains contact during the movement of the working machine 100, and the power is conducted through the trailing arm 116 into the connector assembly 114.

[0033] From the connector assembly 114, electrical power is delivered at the tip 124 through the nested tubular conductors within the arm 110 and barrel 109 to the head 122 of the conductor rod 106 and to the work machine 100 through the head end interface 120. The head end interface 120 provides at least one electrical connection between the conductor rod 106 and the work machine 100 for powering the electric motor 102 and otherwise enabling operations within the work machine 100. In some examples, the head end interface 120 may also provide an interface for inputs that control mechanical operation of the conductor rod 106, such as the passage of pressurized air for a pneumatic control system to extend and retract the arm 110 or signals for electronic control.

[0034] Although Figure 1 A general arrangement is shown for the work machine 100 to draw power from the power rail 108 while moving, but the reliability of the connection between the contactor 118 and the power rail 108 may be affected by the stable positioning of the power rail 108 along the side of the transport route 101. In some examples, the power rail 108 is maintained at a relatively constant distance from the side of the transport route 101 and at a height above the ground along the transport route 101 to minimize the risk of disconnection. In addition, the positioning of the power rail 108 along the transport route 101 should be substantially unaffected by external factors such as rain or wind, as changes in positioning can affect the connection between the contactor 118 and the power rail 108. Figure 2 An exemplary arrangement for stably and safely supporting an electrical rail 108 along one side of a transport route 101 is shown.

[0035] and Figure 1 compared to, Figure 2 A view of the rail support module 200 is provided from the same side of the electrical rail 108, but angled slightly in the forward direction of travel of the work machine 100 along the transport route 101 (ie, in the direction of the X-axis). Figure 2 As generally embodied in FIG. 1 , rail support module 200 is an example of one example in a series of support assemblies implemented together to securely position power rail 108 along one side of transport route 101. When implemented for an entire transport route, such as within a mine, barrier assembly 202 would be one component in a series or series of structures that provide mechanical stability to power rail 108 along the path for conducting electricity. Figure 3-6 Details are provided regarding the use of multiple rail support modules 200 in series along a path for power along transport route 101 .

[0036] Typically, a rail support module 200 for an electric rail 108 includes a barrier assembly 202, which includes a barrier 204, a closed coupler 216, and an open coupler 218. As shown, the barrier 204 is a roadside barrier, such as a so-called "Jersey barrier" commonly used in highway construction. However, the barrier 204 can be any form of a movable, but stable support structure, typically having a substantially elongated shape. In the example shown, the barrier 204 includes and / or rests on a base 206 at its bottom, the base 206 extending between a first end 208 and a second end 210. The elongated or rectangular shape can help the barrier 204 stabilize the electric rail 108 on a longitudinal distance parallel to the base 206. In the example shown, the barrier 204 is about 20 feet long along the base 206 at the first end 208 and the second end 210, and about 2 feet wide across the base 206. These dimensions and other dimensions provided in the present invention are representative only. Other values ​​can be easily used to achieve similar results.

[0037] In one example, the barrier 204 is primarily made of concrete, with reinforcing steel bars (not shown) disposed within the concrete to enhance the robustness of the barrier 204. In other examples, the barrier 204 is a different composition, such as plastic filled with a weighting material, or a different shape. Various compositions and shapes of the barrier 204 may be employed without departing from the principles of the present invention. In the concrete example, the barrier 204 weighs approximately 8,000 pounds. Due to this considerable weight, which helps to prevent accidental movement after placement, the barrier 204 includes a base gap 212 for lifting and placement by a forklift or similar machine. In addition, the barrier 204 has at least one strap hole 214 that can be used to feed a strap or similar implement to assist in lifting and placing the barrier 204. In addition, the shape of the barrier 204 enables the use of a commercially available barrier clamping tool that can clamp the barrier 204 with a scissor action for machine lifting without the need for a base gap 212 or strap hole 214. Thus, barrier 204 is modular, movable and repositionable, and stable if impacted by most external forces, such as from movement of power rails 108 or transportation routes 101 or from weather.

[0038] The barrier assembly 202 also includes a closed coupling 216 attached to the first end 208 and an open coupling 218 attached to the second end 210. Figure 3-5 As discussed in detail, in some examples, the closed coupler 216 and the open coupler 218 have a substantially tubular configuration, wherein the closed coupler 216 has an outer diameter that is smaller than an inner diameter of the open coupler 218 and can fit concentrically within the open coupler 218. Figure 2As shown, the structure of the closed coupler 216 and the open coupler 218 enables the support assembly 219 to be inserted and retained by the support poles within the tubular configuration. As further described below, the support assembly 219 includes various components, such as poles and plates, for supporting the power rail 108 from the barrier assembly 202 at an elevated position above the ground. In the example shown, the support assembly 219 includes a first support pole 220A and a second support pole 220B, the first support pole 220A being mounted and secured within the closed coupler 216 via a first lower portion 238A, and the second support pole 220B being mounted and secured within the open coupler 218 via a second lower portion 238B. Specifically, the first coupler pin 224A, the second coupler pin 224B, and the third coupler pin 224C are made of pultruded fiberglass reinforced polymer (FRP) and are inserted into the horizontal hole (see Figure 3 ) to secure the first support rod 220A in place within the closure coupler 216 as part of the barrier assembly 202. Other electrically insulating or dielectric materials may also be used. Although not described herein, Figure 2 , but a similar attachment may exist between the second support pole 220B and the open coupler 218.

[0039] First support pole 220A and second support pole 220B, which are part of support assembly 219 and rail support module 200, are poles, columns, poles, cylinders, posts, or similar structures made of a dielectric material and have a length for elevating and supporting electrical rail 108 above the ground. In some examples, first support pole 220A and second support pole 220B are tubes made of pultruded FRP or similar dielectric or electrically insulating material and have a length sufficient to stabilize electrical rail 108 approximately eight feet above the ground. Figure 2 Figure 222 shows the relative height of the power rail 108 activated by the first support pole 220A and the second support pole 220B. By elevating the power rail 108 above the typical reach of the person 222, the first support pole 220A and the second support pole 220B help improve the safety of power delivery to the work machine 100. Although the power rail 108 can be electrically isolated in a manner that avoids the risk of electric shock, the height of the power rail 108 also prevents individuals such as the person 222 from easily contacting the power rail 108 while grounded. In addition, the elevated position minimizes ground debris contamination or contact with animals or unauthorized individuals on the ground.

[0040] At the first upper portion 236A of the first support post 220A, the first front plate 226A and the first rear plate 228A within the support assembly 219 provide a bracket structure for holding the power rail 108 in place at a position vertically above the first end 208. The second front plate 226B and the second rear plate 228B provide similar structure and function for the power rail 108 at the second upper portion 236B of the second support post 220B vertically above the second end 210. In one example, the first front plate 226A, the first rear plate 228A, the second front plate 226B and the second rear plate 228B are made of pultruded FRP and can be made with additional locking pins (e.g., Figure 2 The first plate pin 230A and the second plate pin 230B shown are fixed to the first support rod column 220A and the second support rod column 220B, respectively. In addition, when the first front plate 226A and the first rear plate 228A face each other on opposite sides of the first support rod column 220A, in some examples, the first transverse pin 232A and the second transverse pin 232B pass between the first front plate 226A and the first rear plate 228A to provide lateral stability and lock the two plates parallel to each other. The first transverse pin 232A and the second transverse pin 232B pass through the fiberglass 233, which can provide separation or buffering between the first front plate 226A and the first rear plate 228A. Alternative fixing mechanisms are within the principles of the present invention and are known to those of ordinary skill in the art. For example, the bracket structure formed by the first front plate 226A and the first rear plate 228A is described below with reference to Figure 7 and 8 Discuss in more detail.

[0041] Together, these various components of the support assembly 219 serve to hold the electric rail 108 from below in a longitudinal position along a path between the first support pole 220A and the second support pole 220B, the path being formed by the base 206 of the barrier 204. In some examples, such as in a mine, the electric rail 108 may extend for several miles along the haul route 101. Thus, in Figure 2In the example of the present invention, the power rail 108 is divided into a series of segments associated with the barrier, such as the inner rail segment 234A, the middle rail segment 234B and the outer rail segment 234C. Although three rail segments are shown and discussed, fewer or more rails are possible. In the example shown, the inner rail segment 234A, the middle rail segment 234B and the outer rail segment 234C are each 41 feet long. Therefore, in the case of an exemplary barrier 204 with a length of 20 feet, about 25% of each of the inner rail segment 234A, the middle rail segment 234B and the outer rail segment 234C extends beyond the first support pole column 220A and the second support pole column 220B. These dimensions and ratios are only representative, and other lengths are possible for different implementations in achieving similar results. The combination of the rail support module 200, the inner rail segment 234A, the middle rail segment 234B and the outer rail segment 234C forms a modular unit that can be replicated along the transportation route 101 to form a common support structure and a continuous path for electricity. In one example, multiple rail segments such as inner rail segment 234A, middle rail segment 234B, and outer rail segment 234C are arranged as follows: Fig. 9 and 10 The electrical traces 108 are connected end-to-end in the manner discussed in the context of FIG.

[0042] Combining multiple rail support modules 200 in a chain along transport route 101 may be accomplished in a variety of ways. In one example, different ones of barriers 204 may be positioned end-to-end, ie, longitudinally in line, and loosely connected via couplings at the ends of the barriers. Figure 3 An example of an association between two representative couplers, represented as a closed coupler 216-0 and an open coupler 218-1, is shown. Figure 3 In the and other figures, the suffix "-n" indicates the association of the component with the barrier or support assembly indicated by the suffix. The closure coupler 216-0 refers to the closure coupler 216 associated with barrier "-0", while the closure coupler 216-1 refers to the closure coupler 216 associated with a different barrier "-1". Figure 6 As discussed in more detail, in some examples, a barrier with a suffix of “-0” may be a barrier or similar alignment structure for deploying other barriers 204 in the system, but not necessarily for use as part of a mounting structure supporting electrical rails 108 along transport route 101 .

[0043] Positioning multiple barriers in a chain may entail, for example, linking multiple barrier assemblies 202 together along transport route 101 . Figure 3Depicted is the engagement 300 of two couplers, closed coupler 216-0 and open coupler 218-1, from associated barriers positioned end-to-end. Closed coupler 216-0 and open coupler 218-1 are depicted without their corresponding barriers, barrier 204-0 and barrier 204-1, to which they are attached during deployment. Figure 3 As shown, the open coupler 218-1 is located on the left side (not shown) of the barrier 204-1, while the closed coupler 216-0 is located on the right side (not shown) of the barrier 204-0.

[0044] The open coupling 218-1 generally has the shape of a tube or hollow cylinder formed about an axis AA, which is in the Figure 3 The open coupler 218-1 extends parallel to the Z axis and perpendicular to the base 206. The open coupler 218-1 can be made of any structurally resilient material, such as steel or other metal. On one side, the tubular shape of the open coupler 218-1 is attached to the first end plate 302-1. In some examples, the first end plate 302-1 is a metal, such as steel, and is adjacent to the first end 208-1 (not shown) on the barrier 204-1 opposite the open coupler 218-1. The first end plate 302-1 is integrally formed with one or more reinforcement rods (i.e., the first reinforcement member 304-1, the second reinforcement member 306-1, and the third reinforcement member 308-1) that pass through the body of the barrier 204-1 and provide structural support for the open coupler 218-1. In one implementation, the open coupler 218-1 also includes a top hole 310-1 and a bottom hole 312-1 vertically positioned along the AA axis. Similarly, the alignment hole 314-1 is positioned vertically along the AA axis and may have an elliptical or elongated shape for reasons discussed below. Additionally, while the open coupler 218-1 is substantially tubular in shape, in some examples, the tube includes a central slot 316-1 extending vertically parallel to the axis AA, thereby giving it an open configuration. In this context, "substantially" means that the shape of the open coupler 218-1 is generally close to a hollow cylinder, although it may have a non-circular cross-section, such as an elliptical shape, or have various notches. The central slot 316-1 may be considered to be the shape of the open coupler 218-1 ( Figure 5 ) or is considered as an open seam within the tubular form of the open connector 218-1.

[0045] Corresponding to the open coupler 218-1, the closed coupler 216-0 also has the shape of a tube or hollow cylinder formed around the axis AA in the example shown. On one side, the tubular shape of the closed coupler 216-0 is attached to the arm 318-0, which in turn is attached substantially at right angles to the second end plate 320-0. The second end plate 320-0 is adjacent to the second end 210-0 (not shown) on the barrier 204-0 opposite to the arm 318-0. The second end plate 320-0 is integrally formed with one or more reinforcing rods (i.e., the first reinforcing member 322-0, the second reinforcing member 324-0, and the third reinforcing member 326-0) passing through the body of the barrier 204-0, and provides structural support for the closed coupler 216-0. The closure coupler 216-0, arm 318-0, second end plate 320-0, first reinforcement member 322-0, second reinforcement member 324-0, and third reinforcement member 326-0 may be made of any structurally resilient material, such as steel or other metals. In one implementation, the closure coupler 216-0 also includes a top hole 328-0 and a bottom hole 330-0 vertically positioned along the AA axis. Similarly, the alignment hole 332-0 is vertically positioned along the AA axis.

[0046] like Figure 3 As shown in the top hole 328 in the figure, the closing coupler 216-0 as part of the barrier assembly 202-0 can be moved vertically along the axis AA to engage with the open coupler 218-1. Figure 3 316-0, the barrier 204-1 associated with the open coupler 218-1 is resting on the ground, and the barrier 204-0 associated with the closed coupler 216-0 is lowered from an elevated position using a forklift or similar equipment. The dimensions of the open coupler 218-1, the center slot 316-1, the closed coupler 216-0, and the arm 318-0 may at least determine the mating relationship for engagement. In the example shown, the outer diameter 410 ( Figure 4 ) is smaller than the inner diameter 412 of the open connector 218-1 ( Figure 4 ), so that the closing coupler 216-0 can be vertically lowered into the open coupler 218-1 along the axis AA. In addition, the central slot 316-1 has a width between the vertical edges of the open coupler 218-1, and the arm 318-0 is sized to have a thickness less than the width of the central slot 316-1. As a result, when the barrier 204-0 is lowered, the arm 318-0 can freely pass through the central slot 316-1, and the closing coupler 216-0 can freely pass into the open coupler 218-1. Although Figure 3The engagement member 300 in the figure depicts the lowering of the closed coupler 216-0, but the movement of the open coupler 218-1 relative to the closed coupler 216-0 can occur alternatively, such as the lowering of the open coupler 218-1 relative to the open coupler 218-0. Thus, the closed coupler 216-0 and the open coupler 218-1 form complementary connector halves that mate in a loose configuration and help position two barriers, such as barrier 204-0 and barrier 204-1, in an end-to-end relationship.

[0047] although Figure 3 The engagement 300 of the closed coupler 216-0 and the open coupler 218-1 is shown, which based on the shapes shown as tubes with different diameters, the closed coupler 216-0 and the open coupler 218-1 can also help prevent undesirable angular positions of the barrier 204-0 relative to the barrier 204-1. Generally, if the maneuverability or steering of the work machine 100 becomes difficult, a sharp deviation in the positioning of the power rail 108 can cause the disconnection of the contactor 118 and the alignment of the conductor bar 106 and the trailing arm 116 with the power rail 108 can corrode. In addition, excessive bending of the power rail 108 can affect the installation and life of the rail, or require the rail segment to have a special shape or size. For example, sharp bends in transport route 101 (which may correspond to a radius of curvature of approximately 10 degrees per 20 feet or more) or steep inclines in transport route 101 (which may correspond to a slope change of approximately 3.5 degrees per 20 feet or more) may increase the risk of disconnection between contactor 118 and power rail 108 or otherwise affect the use of power rail 108. Figure 4 and Figure 5 It is shown how the closed coupler 216 - 0 and the open coupler 218 - 1 can, in some examples, prevent extreme bending or tilting of the power rail 108 by limiting the angular position of adjacent barriers.

[0048] Figure 4 The barrier connection 400 is shown with a connection completed between the closed coupler 216-0 of the barrier 204-0 and the open coupler 218-1 of the barrier 204-1. As shown, the outer diameter 410 of the closed coupler 216-0 fits within the inner diameter 412 of the open coupler 218-1, such that the open coupler 218-1 and the closed coupler 216-0 are concentrically arranged about the axis AA. In this position, the barrier spacing 402 between the barrier 204-0 and the barrier 204-1 is established longitudinally, i.e., along Figure 4216-0 and the open coupler 218-1. In particular, the barrier spacing 402 will be defined by the distance between the first end 208-0 and the center of the closed coupler 216-0 along the axis AA plus the distance between the second end 210-1 and the center of the open coupler 218-1 along the axis AA. The size of the annular gap 404 between the closed coupler 216-0 and the open coupler 218-1 provides a tolerance for the barrier spacing 402 in the event that the closed coupler 216-0 and the open coupler 218-1 are not precisely aligned about the same centerline as the axis AA. The annular gap 404 also defines the allowable lateral deviation between the barrier 204-0 and the barrier 204-1, i.e., the distance between the barrier 204-0 and the open coupler 218-1 along the axis AA. Figure 4 Thus, in one example, barrier connection 400 using closed coupler 216-0 and open coupler 218-1 provides precise longitudinal and lateral positioning of barrier 204-0 relative to barrier 204-1 within tolerances built into the geometry of the connection.

[0049] Barrier connection 400 also ensures that barrier 204-0 and barrier 204-1 are not located on a surface with excessive slope changes, such as more than 3.5 degrees every 20 feet. Figure 4 A change in slope in the context of refers to, for example, a rotation or tilt of barrier connection 400 about the Y axis in the XZ plane, such as if barrier 204-0 is uphill or downhill from barrier 204-1. In one example, barrier 204-0 may rest on a slope such that barrier 204-0 pivots substantially about axis BB relative to barrier 204-1, Figure 4406-1 . The barrier 204-0 may be located on a downslope relative to the base 206-1, such as shown by downslope angle 406, or on an upslope, such as shown by upslope angle 408. For example, if the barrier 204-0 is resting on a downslope, the base 206-0 will be positioned about the axis BB at downslope angle 406. In this case, the closing coupler 216-0 will also rotate or tilt relative to the open coupler 218-1 at an angle similar to downslope angle 406. At a predetermined amount of slope change, the closing coupler 216-0 will rotate sufficiently through the annular gap 404 to contact the open coupler 218-1 at the upper portion of the two tubes. The contact between the tubes will provide an outer limit to the amount of slope change of the barrier 204-0 allowed by the coupling. In one example, the size of the annular gap 404 and the height of the closing coupler 216-0 and the open coupler 218-1 are determined so that the downslope angle 406 is about 3.5 degrees. Such dimensions of the closed coupler 216-0 and the open coupler 218-1 may vary based on the configuration selected for the coupler and are within the knowledge of one of ordinary skill in the art. Similar behavior and dimensions will apply to the rotation or tilting of the barrier 204-0 on an uphill slope across the uphill angle 408. Likewise, it will be appreciated that the closed coupler 216-0 and the open coupler 218-1 and the concentric tube of the annular gap 404 also provide a limit to excessive tilt variations of the barrier 204-1 relative to the barrier 204-0, which may be around the same reason. Figure 4 The axis CC in the middle occurs.

[0050] In addition to facilitating longitudinal displacement, lateral displacement, and slope changes, barrier connection 400 can also ensure that barrier 204-0 and barrier 204-1 are not arranged to have too much lateral rotation about axis AA, which can cause excessive stress on power rail 108. This lateral rotation angle can be translated into a curvature of power rail 108, Figure 4 In the context of, the curvature refers, for example, to the rotation around the Z axis in the XY plane. Figure 5 A top view of the barrier connection 400 is shown, and illustrates the positional constraints provided by the closed coupler 216 - 0 and the open coupler 218 - 1 in the XY plane.

[0051] Reference Figure 5 , although having a generally tubular shape, such as Figure 5, the open coupler 218-1 also has a C-shape in that its circumference spans from the first vertical edge 502-1 to the second vertical edge 504-1. The center slot 316-1 is defined by the first vertical edge 502-1 and the second vertical edge 504-1 and extends perpendicularly and parallel to the axis AA. In the XY plane, the center slot 316-1 spans the distance between the first vertical edge 502-1 and the second vertical edge 504-1 and defines a space for accommodating lateral rotation of the barrier 204-1 relative to the barrier 204-0 and vice versa. When the barrier 204-0 and the barrier 204-1 are aligned, for example along Figure 5 The central slot 316-1 is bisected by the arm 318-0 of the barrier 204-0. For example, if the barrier 204-1 is Figure 5 If the barrier 204-1 is displaced upward about axis AA in the XY plane relative to the barrier 204-0, the open coupler 218-1 will also be displaced about axis AA. The portion of the center slot 316-1 between the first vertical edge 502-1 and the arm 318-0 allows for angular placement about axis AA until the first angle of curvature 506. At the first angle of curvature 506, the first vertical edge 502-1 will contact the arm 318-0 and prevent further lateral rotation of the barrier 204-1 relative to the barrier 204-0. Similarly, the barrier 204-1 can be displaced about axis AA. Figure 5 The position at which the second vertical edge 504-1 contacts the arm 318-0 about the axis AA downward relative to the barrier 204-0 corresponds to the second angle of curvature 508. In one example, the dimensions of the closed coupler 216-0 and the open coupler 218-1 are such that for a 20-foot barrier 204-1, the first angle of curvature 506 and the second angle of curvature 508 are both approximately 3.5 degrees. Similar behavior and dimensions will apply to lateral rotation of the barrier 204-1 relative to the barrier 204-0, as the arm 318-0 is displaced into contact with the first vertical edge 502-1 or the second vertical edge 504-1 and blocks lateral rotation beyond the first angle of curvature 506 or the second angle of curvature 508.

[0052] See again Figure 4In some examples, the alignment hole 314-1 in the open coupler 218-1 provides an additional feature to assist in aligning the barrier 204-0 relative to the barrier 204-1. In some examples, the shape of the alignment hole 314-1 is elongated, such as an elongated circle or oval. When the closed coupler 216-0 is mated with the open coupler 218-0, such as in the engagement 300, and the barrier 204-0 and the barrier 204-1 are aligned laterally and longitudinally on a horizontal surface, the alignment hole 314-1 and the alignment hole 332-0 will share a common center axis (not shown). A bolt or plug (not shown) can be inserted through the alignment hole 314-1 and the alignment hole 332-0 through the common center axis to confirm alignment. When the barrier 204-0 or the barrier 204-1 moves out of alignment (whether through longitudinal displacement, lateral displacement, slope change, or lateral rotation), the alignment between the alignment hole 314-1 and the alignment hole 332-0 will be reduced. At the point where the positional deviation of the barrier 204-0 and the barrier 204-1 relative to each other exceeds the designed value, the alignment holes 314-1 and the alignment holes 332-0 will lose their alignment to the point where the bolt or plug cannot be inserted through them. This feature can be loosely equivalent to the keyed relationship between the alignment holes 314-1 and the alignment holes 332-0, which provides additional guidance for the operator to ensure that the barrier 204-0 and the barrier 204-1 are properly arranged before installing additional equipment such as the support assembly 219 or the power rail 108.

[0053] Therefore, if Figure 2-5 As shown, adjacent barriers may be loosely connected by closed couplings 216 and open couplings 218 to set their positioning and adjust their longitudinal displacement, lateral displacement, slope change, and lateral rotation as desired. After engagement 300, sequential engagement of other barriers may be achieved end-to-end along the path for the power rail 108. Support columns, such as Figure 2 The first support bar 220A and the second support bar 220B in the embodiment of the present invention can be inserted along the axis AA for each connection. Thus, a consistent and stable support structure for the power rail 108 can be installed.

[0054] Figure 6 An exemplary approach to deploying a support structure using rail support modules 200 is shown, which reduces the number of barriers employed. Figure 6 As shown, deployment layout 600 indicates that a line of end-to-end barrier assemblies coupled in a chain via closed couplers 216 and open couplers 218 can each occupy a selected position along transport route 101. For example, the beginning of the chain can be defined as a first position 602, followed by a second position 604, a third position 606, a fourth position 608, and a fifth position 610, which are arranged in a chain. Figure 6 The method for deploying the barrier components within the deployment layout 600 is as follows: Figure 7 The representative steps consistent with the present invention are defined in the flowchart of Figure 7 The method and other methods described in the present invention, the steps describing the method are not intended to be interpreted as limiting. Any number of steps can be combined in any order to implement the disclosed method, can be performed in parallel to implement the process, and in some embodiments, one or more blocks of the process can be completely omitted. In addition, the method can be combined with other methods in whole or in part.

[0055] Reference together Figure 6 and 7 , Figure 7 The method 700 in FIG. 1 begins with a first step 702 of placing a first barrier at a first position. Figure 6 As shown, placing the first barrier may require using a forklift, crane, or similar equipment to place the barrier 204-1 at a first location 602 on the ground. The barrier 204-1 includes a closed connector 216-1 and an open connector 218-1 at opposite first ends 208-1 and second ends 210-1 of the barrier 204-1. In a second step 704 of the method 700, the alignment structure is arranged end-to-end with the first barrier in a single row using a first tubular connection between the first barrier and the alignment structure. Specifically, the barrier 204-0 may have the same structure and composition as the barrier 204-1 and be placed at a second location 604 adjacent to the barrier 204-1 at the first location 602. Alternatively, the barrier 204-0 may have a different composition than the barrier 204-1, such as being lighter and easier to move than the barrier 204-1. Like the barrier 204-1, the barrier 204-0 is provided at its opposite first ends 208-0 and second ends 210-0 ( Figure 2 ) includes a closed connector 216-0 and an open connector 218-0. Figure 3-5 In accordance with the teachings of , the closed coupler 216-0 on the barrier assembly 202-0 can be vertically lowered at the second position 604 to engage the open coupler 218-1 on the barrier assembly 202-1, forming a concentric tube connection. At this point, the alignment of the barrier assembly 202-0 relative to the barrier assembly 202-1 can be checked based on the arrangement of the closed coupler 216-0 within the open coupler 218-1 and the keyed relationship of the alignment hole 314-1 and the alignment hole 332-0. If the connection does not indicate proper alignment between the barrier assembly 202-0 and the barrier assembly 202-1, adjustments can generally be made to the ground or deployment position.

[0056] Continuing with method 700, step 706 includes positioning the second barrier with the alignment structure end-to-end in a single row formation using a second tubular connection between the second barrier and the alignment structure. After this step, a chain of at least three barriers will be formed, including a sequence of barrier 204-1, barrier 204-0, and then barrier 204-2. Barrier 204-0 can be lowered to the left side of barrier 204-0 into a third position 606, wherein the closing coupler 216-2 engages with the open coupler 218-0. The connection formed by the tubular form within the closing coupler 216-2 and the open coupler 218-0 can be checked along with the alignment aperture 314-0 and the alignment aperture 332-2 to ensure that the barrier 204-0 and the barrier 204-2 are properly aligned with respect to longitudinal displacement, lateral displacement, slope change, and lateral rotation, as described above.

[0057] In step 708 of method 700, the alignment structure is moved in a single file across the second barrier and positioned end-to-end with the second barrier. Figure 6 The movement of barrier assembly 202-0 from second position 604 to fourth position 608 is shown with repositioning arrow 612, spanning barrier 204-2 at third position 606. The dashed line at second position 604 represents the previous placement of barrier assembly 202-0 at second position 604. Barrier assembly 202-0 may be moved using a forklift, crane, or similar equipment. Alternatively, if barrier assembly 202-0 is implemented as a lighter structure, the movement of barrier assembly 202-0 may be accomplished using a lifting force that does not require a powered machine. Since the position of barrier 204-1 has been determined to be acceptable, barrier 204-1 is left in place at first position 602. Figure 6 The barrier assembly 202-0 in the left barrier 204-2 is lowered to the left barrier 204-2 so that the closed coupler 216-0 is vertically aligned with the open coupler 218-2 to form a concentric tube. As previously discussed for the other barrier assemblies, the positioning of the barrier 204-2 can be checked relative to the barrier 204-0, and thus the ground conditions at the third position 606 and the fourth position 608 can be confirmed as acceptable for the support structure of the power rail 108.

[0058] exist Figure 7 In step 712, the third barrier is arranged end-to-end with the alignment structure using a fourth tubular connection. In particular, barrier 204-3 is added to fifth position 610, typically using heavy lifting equipment, to be longitudinally adjacent to barrier assembly 202-0 at fourth position 608, such as Figure 6In some examples, the fourth tubular coupling includes a vertical fit of the closing coupler 216-3 with the opening coupler 218-0. Checking the alignment through the coupling, such as through the alignment holes 314-3, can indicate whether the positioning of the closing coupler 216-3 and the barrier assembly 202-0 relative to each other is acceptable.

[0059] Figure 7 The sequence of can continue indefinitely along the transport route 101. As a result, the method 700 enables positioning of multiple barrier assemblies 202 on a path for constant and stable support of the power rail 108. The use of the closed coupler 216 and the open coupler 218 can avoid at least longitudinal displacement, lateral displacement, slope change, and lateral rotation. In addition, Figure 6 and 7 By using barrier assembly 202-0 as an alignment structure in a manner where barrier assembly 202-0 is repeatedly placed between two other barrier assemblies 202 for alignment checks and then moved as indicated by repositioning arrow 612, up to half of barrier assembly 202 for a continuous wall may be used to construct a support structure for power rail 108. Figure 6 and 7 The resulting support structure is essentially an alternating sequence of barrier components 202 and empty spaces. Figure 6 In the final assembly of the rail support modules 200, the rail support modules 200 will occupy the first position 602, the third position 606, and the fifth position 610, while the second position 604 and the fourth position 608 will be empty. As will be appreciated, because the rail segments 240 in the example of the rail support modules 200 extend approximately 25% beyond the first support pole 220A and the second support pole 220B, the end of the rail segment 240 from one rail support module 200, such as the rail segment 234-1 of the rail support module 200-1 at the first position 602, can be engaged with the end of the rail segment 240 in the next rail support module 200, such as the rail segment 234-2 of the rail support module 200-2 at the third position 606. Figures 11 and 12 and the discussion thereon below explain examples of the ends of the rail segments 240 for engaging the support structure.

[0060] After or during deployment of barrier assembly 202, first support pole 220A and second support pole 220B may be installed within closing coupler 216 and opening coupler 218 at opposite ends of first end 208 and second end 210 of barrier 204. In some examples, inner diameter 412 of closing coupler 216 and inner diameter of opening coupler 218 ( Figure 3 and 4) are each sufficient to receive and retain the first lower portion 238A of the first support pole 220A and the second lower portion 238B of the second support pole 220B, respectively. Once vertically mounted in the closed coupler 216 and the open coupler 218 along the axis AA, the first support pole 220A and the second support pole 220B are secured in place using plugs or bolts such as one or more of the first coupler pin 224A, the second coupler pin 224B, and the third coupler pin 224C.

[0061] For example, the first upper portion 236A of the first support pole 220A away from the barrier 204 includes a first front plate 226A and a first rear plate 228A ( Figure 2 ) is formed to securely hold the rail segment 240 in place. Figure 8 2 is a front view of the first support post 220A and the first front plate 226A as viewed along the forward direction of travel of the work machine 100 (i.e., parallel to the X-axis). In some examples, the first front plate 226A is a flat structure made of pultruded FRP, as described above, although other dielectric materials may be alternative materials. The first front plate 226A is attached to the first support post 220A by first plate pins 230A and second plate pins 230B. Since the first support post 220A can have a circular cross-section and a curved surface, the first transverse pins 232A and the second transverse pins 232B connect the first front plate 226A to the first rear plate 228A ( Figure 2 ), and provide lateral stability to the first front plate 226A and the second front plate 226B.

[0062] In the example shown, the first front plate 226A has a Figure 8 The top edge 802 forms one side of the triangular shape of the first front plate 226A parallel to the Y axis and ultimately parallel to the base 206 of the barrier 204 and the ground, and serves as a horizontal surface to provide direct support for the rail segment 240. In some examples, the top edge 802 includes a series of cutouts or openings along its surface. In particular, the top edge 802 includes one or more grooves for holding the rail segment 240, such as Figure 8 In the example of the inner rail recess 804, the middle rail recess 806 and the outer rail recess 808. In addition to providing the structural base 234, one or more grooves are sufficiently spaced apart on the top edge 802 to exceed the relevant rail-to-rail clearance standards. In one example, the center-to-center distance between adjacent grooves is 200 mm, such as the center-to-center distance between the inner rail recess 804 and the middle rail recess 806.

[0063] Fig. 9The structure of an exemplary rail segment 240 held within the inner rail recess 804, the middle rail recess 806, and the outer rail recess 808 of the first front plate 226A is shown. A representative portion 900 of the inner rail segment 234A has a rail body 902 in the form of a modified I-beam made of aluminum. A rail waist 904 at the center of the representative portion 900 separates a lower flange 906 from an upper flange 908, and a first rail groove 918 and a second rail groove 920 are formed on opposite sides of the rail waist 904. A rail bottom 910 is located on the lower side of the rail body 902. An upper plate 912 made of stainless steel is bent into an inverted U-shape and is positioned on the lateral sides of the upper flange 908. As shown in FIG. Fig. 9 As reflected by the rolled edge pocket 916 in the figure, the rolled edge can fix the upper plate 912 in the groove 914.

[0064] Return to Figure 8 , the inner rail recess 804 is configured to receive at least the lower flange 906 of the inner rail segment 234A and allow the rail bottom 910 of the inner rail segment 234A to rest on the top edge 802. In some examples, such as Figure 7 As shown, the rail waist 904 also rests within the inner rail recess 804, although the rail waist 904 may also extend above the top edge 802, such as due to the shallowness of the inner rail recess 804 or the height of the inner rail segment 234A. In this configuration, the exposure of the upper plate 912 vertically above the upper edge 802 allows the contactor 118 to engage the inner rail segment 234A without obstruction and without excessive manipulation by the conductor rod 106 on the work machine 100. To help stabilize the inner rail segment 234A within the inner rail recess 804, a first inner insert 810A and a second intermediate insert 812B are pressed into grooves in the sides of the inner rail recess 804 to frictionally lock the inner rail segment 234A in place. The first inner insert 810A and the second intermediate insert 812B are made of a dielectric material, such as FRP. Although in Figure 8 , but the first inner insert 810A and the second middle insert 812B can have other shapes or forms. In some examples, the friction lock of the inner rail segment 234A provides a certain flexibility for attaching the rail segment 240 to the first front plate 226A to accommodate small movements that may occur in the inner rail segment 234A or the first front plate 226A. Figure 8 , similar arrangements exist for other rail segments in the rail segment 240 that may be implemented in the rail support module 200, such as the first middle insert 810B and the second middle insert 812B for the middle rail segment 234B in the middle rail recess 806 and the first outer insert 810C and the second outer insert 812C for the outer rail segment 234C in the outer rail recess 808. Figure 8 Not shown, but in the first support column 220A ( Figure 2 ) provides a matching configuration for the first rear plate 228A on the opposite side.

[0065] Between the corresponding recesses, the first front panel 226A includes a curvature in the top edge 802. Figure 8 As shown, a first recess 814 is located on the top edge 802 between the inner rail recess 804 and the middle rail recess 806, and a second recess 816 is located between the middle rail recess 806 and the outer rail recess 808. By being curved, the first recess 814 and the second recess 816 provide an increased distance between adjacent rail segments through the first front plate 226A. The depth, curvature, and overall shape of the first recess 814 and the second recess 816 can be selected by those skilled in the art to achieve the purpose of increasing the creepage distance above the standard while maintaining the mechanical resilience of the first front plate 226A. Although not shown, similar recesses are present in the opposing first rear plate 228A between the inner rail segment 234A, the middle rail segment 234B, and the outer rail segment 234C.

[0066] Through Fig.10 The method 1000 for deploying electric rails for working machines is defined by representative steps consistent with the present invention in the flowchart of . For method 1000 and other methods described in the present invention, the steps describing the method are not intended to be interpreted as limiting. Any number of steps can be combined in any order to implement the disclosed method, can be performed in parallel to implement the process, and in some embodiments, one or more boxes of the process can be omitted entirely. In addition, methods such as 1000 can be combined in whole or in part with other methods. In a first step 1002, a movable support structure is placed on the ground. For example, as described above, the barrier 204 can be positioned along one side of the transport route 101 using a forklift, a crane, or other lifting equipment. The barrier 204 may include a closed coupler 216 and an open coupler 218 located at opposite ends, and the opposite ends are separated by a base 206 along a horizontal axis. In step 1004, the lower portion of the first dielectric support is inserted into a first holder fixed to the support structure, wherein the first dielectric support has an upper portion supporting a first parallel dielectric plate on opposite sides of the first dielectric support. In one example, the first upper portion 236A of the first support pole 220A is inserted into the closure coupler 216 secured to the first end 208 on the barrier 204. The first front plate 226A and the first rear plate 228A are attached in parallel on opposite sides of the first support pole 220A using the first and second plate pins 230A, 230B and the first and second transverse pins 232A, 232B.

[0067] exist Fig.101000, method 1000 continues to step 1006 by inserting a lower portion of a second dielectric support post 220B into a second holder fixed to the support structure, the second dielectric support post having an upper portion supporting a second parallel dielectric plate on an opposite side of the second dielectric support post. In some examples, second upper portion 236B of second support post 220B is inserted into open coupler 218 fixed to second end 210 on barrier 204. Second front plate 226B and second rear plate 228B are attached in parallel on opposite sides of second support post 220B, as shown in FIG. Figure 2 In step 1008, the first pair of track recesses on the first parallel dielectric plate and the second pair of track recesses on the second parallel dielectric plate are aligned according to the lower portion of the first dielectric support in the first holder and the lower portion of the second dielectric support in the second holder. Figure 8 As shown, the first front plate 226A includes an inner rail recess 804, a middle rail recess 806, and an outer rail recess 808, as do the first rear plate 228A, the second front plate 226B, and the second rear plate 228B.

[0068] The alignment of the four sets of inner rail recesses 804, the four sets of middle rail recesses 806, and the four sets of outer rail recesses 808 within the support assembly 219 can be performed in a variety of ways. In one approach, the openings within the recesses can be visually or optically aligned during installation of the barrier 204. In another approach, the alignment of the recesses can be pre-configured in the positions of the attachment devices that secure the struts to the coupling devices as a keyed relationship. For example, the top hole 328 and the bottom hole 330 on the closed coupler 216 and the top hole 310 and the bottom hole 312 on the open coupler 218 can be pre-matched with the positions of the corresponding holes in the first support post 220A and the second support post 220B so that when the rail recesses at the first upper portion 236A of the first support post 220A and the second upper portion 236B of the second support post 220B are aligned, the holes are aligned. Thus, attaching the first support post 220A using the first coupler pin 224A and the third coupler pin 224C and attaching the second support post 220B using the first coupler pin 224A and the third coupler pin 224C can indicate the alignment of the rail recess. As a result, the method 1000 ends by securing the lower portion of the first dielectric post to the first holder (step 1010) and securing the lower portion of the second dielectric post to the second holder (step 1012).

[0069] Thus, according to the principles of the present invention, after being positioned on the ground as desired, the barrier 204 can be reinforced with a support assembly 219 to provide a foundation for positioning and holding the power rail 108. The first support pole 220A and the second support pole 220B enable the power rail 108 to be elevated from the ground outside the normal range of the person 222 to enhance the safety of personnel and protect the power rail 108 from debris or undesirable operations. After two or more second internal inserts 812A, second intermediate inserts 812B and second external inserts 812C are aligned, the inner rail segment 234A, the middle rail segment 234B and the outer rail segment 234C can be installed in the recess and, for example, the inner rail segment 234A is accommodated in the appropriate position using the first internal insert 810A and the second internal insert 812A. At this stage, the combined rail segment 240, the support assembly 219 and 234 form a complete assembly of the rail support module 200.

[0070] In at least one example, rail segment 240 is manufactured or at least installed to be pre-curved, i.e., to have a curvature in the XY plane. In this example, rail segment 240 is 41 feet long and is pre-curved longitudinally in the XY plane to have a curvature of 10 degrees. When installed along a straight portion of transport route 101, rail segment 240 is straightened, such as by hand, during installation into rail support module 200 to have a curvature of 0 degrees. For installation along a curve in transport route 101, rail segment 240 can remain pre-curved with a curvature of 10 degrees, or can be additionally bent to a curvature of up to 20 degrees as needed to match the shape of transport route 101. The same curvature can be achieved by reversing the direction or orientation of the rail segment. Thus, a common component of track segments 240 may be used throughout transport route 101 to accommodate curvatures along a path ranging from -20 degrees (e.g., a track segment pre-bent 10 degrees toward the -Y axis in the XY plane is additionally bent 10 degrees toward the -Y axis) to +20 degrees of curvature (e.g., a track segment pre-bent 10 degrees toward the +Y axis in the XY plane is additionally bent 10 degrees toward the +Y axis). In addition to helping accommodate curvatures in transport route 101, the pre-bending of track segments 240 also helps accommodate thermal expansion and contraction of electrical rails 108.

[0071] As each rail support module 200 is placed at alternating locations along the path, e.g. Figure 6 The remaining step to establish continuity of power delivery through the power rail 108 at the first position 602, the third position 606, and the fifth position 610 is to join the ends of the rail segments 240 between adjacent track support modules 200. FIGS. 11-13 show one example of a method for joining the ends of the rail segments 240.

[0072] Fig.11Ais an exploded view of a monorail joint 1100 that brings together representative inner rail segments 234A-1 and 234A-2 within fishplate 1102A, and Fig. 11B is along Fig.11A A cross-sectional view of a monorail joint 1100 is shown with cross-section lines. Fig.11A and 11B Inner rail segment 234A and components associated with inner rail segment 234A (also with an inner rail-related suffix "A") are shown, but the arrangement depicted for inner rail segment 234A also applies to middle rail segment 234B and outer rail segment 234C. Consistent with the terminology explained above, in these examples, inner rail segment 234A-1 is Figure 6 The inner rail segment 234A-1 is a rail segment on the inner side of the rail support module 200-1 at the first position 602 in FIG. 1 (i.e., closest to the transport route 101), and the inner rail segment 234A-2 is a rail segment in the same position on the rail support module 200-2 at the third position 606. The inner rail segment 234A-1 includes a main portion 1104A-1 and a first end 1106A-1, and the inner rail segment 234A-2 includes Fig.11A The main part 1104A-2 and the second end 1108A-2. Although Figure 6 Not shown, but inner rail segment 234A-1 includes a second end 1108A-1 at an opposite tip of its rail segment, and inner rail segment 234A-2 includes a first end 1106A-2 at an opposite tip of the rail segment.

[0073] In one example, main portion 1104A-1 and main portion 1104B-2 correspond to Fig. 9 A representative portion 900 of which the length (parallel to Fig.11A The X-axis in FIG. 1 is substantially 39 feet across the width of the track body 902 (parallel to the Fig.11A The Y-axis in the figure is approximately 90mm. As shown, the first end 1106A-1 and the second end 1108A-2 are areas of reduced width along each end of the track segment. In one example, the length of the first end 1106A-1 and the second end 1108A-2 from the tip of the corresponding track segment is approximately 14.5 inches, which is half the width of the main part 1104A-1 and the main part 1104A-2, that is, approximately 45mm. These dimensions are merely representative, and other values ​​can be selected without departing from the principles of the present invention. The first end 1106A-1 and the second end 1108A-2 can be manufactured as shown, formed by separating individual track segments, or by removing portions from the main part 1104A-1 and the main part 1104A-2, as well as other options. In some examples, such as Fig.11AAs shown, the first end 1106A-1 and the second end 1108A-2 are symmetrical and include a first face 1110A-1 and a second face 1112A-2, respectively. The first face 1110A-1 and the second face 1112A-2 extend at least partially longitudinally through each rail segment, i.e., substantially parallel to the outer side of the corresponding rail segment, such as the first outer side 1114A-1 and the second outer side 1116A-1 for the inner rail segment 234A-1.

[0074] Fig.11A A main portion 1104-1A on the inner rail segment 234A-1 and a first end 1106A-2 on the inner rail segment 234A-2 are shown, which are engaged within the inner fishplate 1102A. The inner fishplate 1102A is divided into a first longitudinal half 1118A and a second longitudinal half 1120A. A structurally resilient material, such as steel, the inner fishplate 1102A has an inner fishplate base 1122A along the bottom where the first longitudinal half 1118A and the second longitudinal half 1120A meet, and a first edge 1124A and a second edge 1126A at opposite longitudinal ends. Similar to the lip channel in some examples, the inner fishplate 1102A has a first lip 1128A and a second lip 1130A defining a fishplate recess 1132A that extends along the length of the inner fishplate 1102A. One or more attachment means, such as a first bolt 1134A, extend through the inner fishplate base 1122A between the first longitudinal half 1118A and the second longitudinal half 1120A. Engaging the first bolt 1134A helps draw the first longitudinal half 1118A and the first lip 1128A against the second longitudinal half 1120A and the second lip 1130A during a clamping action.

[0075] Fig. 11B A cross section of the monorail joint 1100 is shown. As described above, a connector such as a first bolt 1134A or similar device pulls the first lip 1128A of the first longitudinal half 1118A and the second lip 1130A of the second longitudinal half 1120A toward each other. The first bolt 1134A passes under the inner rail segment 234A-1, thereby pushing the first lip 1128A against the rail waist 904A-1 and the second lip 1130A against the rail waist 904A-2. The rail bottom 910A-1 and the rail bottom 910A-2 rest on the inner fishtail base 1122A, and the first face 1110A-1 abuts the second face 1112A-2. Similarly, the upper plate 912A-1 and the upper plate 912A-2 also abut and form a substantially combined surface at the top of the monorail joint 1100 of the contactor 118.

[0076] During the assembly step, the first longitudinal half 1118A is positioned along the first end 1106A-1 so that the first lip 1128A fits within the first rail groove 918 and the rail web 904 and the lower flange 906 fit within the fishplate groove 1132A. Similarly, the second longitudinal half 1120A is positioned along the second end 1108A-2 so that the second lip 1130A fits within the second rail groove 920. Tightening the first bolt 1134A draws the first longitudinal half 1118A and the second longitudinal half 1120A together, clamping the first face 1110A-1 against the second face 1112A-2. Thus, a single rail joint 1100 or splice between the inner rail segment 234A-1 and the inner rail segment 234A-2 is achieved while maintaining a lateral overlap across the upper plate 912A-1 of the first end 1106A-1 and the second end 1108A-2 joined along the first face 1110A-1 and the second face 1112A-2. The overlapping portion of the rail allows for longitudinal (parallel to the X-axis) sliding between the inner rail segment 234A-1 and the inner rail segment 234A-2 to adjust the length of the electrical rail 108 during installation while ensuring electrical conductivity between 234A-1 and 234A-2.

[0077] The split structure of the inner fishplate 1102A may further accommodate bending in the rail segments 240 that are brought together within the monorail joint 1100 . Fig.12 This feature is shown in FIG. 1 where the common rail joint 1200 is a set of six rail sections 240 connected by three fishplates. Fig.12 On the right side, the inner rail segment 234A-1, the middle rail segment 234B-1 and the outer rail segment 234C-1 are provided by the rail support module 200-1, which can be installed in the first position 602 ( Figure 6 ). The first end 1106A-1, the first end 1106B-1, and the first end 1106C-1 extend beyond the rail support module 200-1 at the first position 602, for example, to a position approximately in the middle of the second position 604. Fig.12 On the left side, inner rail segment 234A-2, middle rail segment 234B-2 and outer rail segment 234C-2 are provided by rail support module 200-2, which can be installed in third position 606, for example. Second end 1108A-2, second end 1108B-2 and second end 1108C-2 extend beyond rail support module 200-2 to second position 604 ( Figure 6 ) to the approximately middle position of the rail support module 200-1 so as to connect with the rail section of the rail support module 200-1. As shown in the state before the final tightening, the inner fishtail plate 1102A, the middle fishtail plate 1102B and the outer fishtail plate 1102C are arranged in the same manner as described above for Fig.11AThe first end 1106A-1 and the second end 1108A-2, the first end 1106B-1 and the second end 1108B-2, and the first end 1106C-1 and the second end 1108C-2 are joined and drawn together in the same manner as discussed above for the inner rail in FIG.

[0078] Fig.12 The rail segments in the example are installed in a curve of approximately 20 degrees every 40 feet in the transport route 101. The curve Fig.12 101, wherein the ends of the rail segments are curved in the -Y direction. This curvature would correspond to, for example, a 20 degree right turn in transport route 101, wherein inner rail segment 234A is located at the inner portion of the curve and outer rail segment 234C is located at the outer portion of the curve. Since each rail segment is pre-curved at approximately 10 degrees every 40 feet, Fig.12 The rail segments in will bend an additional 10 degrees every 40 feet during installation. Typically, this additional bending can be achieved manually, although mechanized assistance for bending is possible. In some examples, the ends of each rail segment (including, for example, first end 1106 and second end 1108) can remain straight to facilitate splicing into a single rail joint 1100, and can extend approximately 20 inches from the tip of the segment.

[0079] like Fig.12 As shown, the ability to slide rail segments longitudinally relative to each other within the inner fishplate 1102A, the middle fishplate 1102B, and the outer fishplate 1102C enables precise positioning within the common rail joint 1200 to accommodate curves in the transport route 101. For example, the inner rail segment 234A-1 and the inner rail segment 234A-2 at the inner position of the 20 degree curvature can slide closer together within the fishplate groove 1132A than the outer rail segment 234C-1 and the outer rail segment 234C-2 within the fishplate groove 1132C at the outer position of the 20 degree curvature. This positioning results in more overlap between the first face 1110A-1 and the second face 1112A-2 than between the second face 1110C-1 and the second face 1112C-2. Specifically, as shown in FIG. Fig.12 As shown, corresponding to these overlaps, the inner longitudinal distance 1202 is longer than the middle longitudinal distance 1204, which is longer than the outer longitudinal distance 1206 because the rails within the common rail joint 1200 form a 20 degree curvature. Thus, the inner rail, the middle rail, and the outer rail have progressively longer distances within the curvature along the transport route 101. Although Fig.12 The example of shows a 20 degree curvature every 40 feet, but the same principles apply to curvatures of other degrees or directions. For example, for a joint within a 10 degree left turn on transport route 101, the pre-curved rail section will not require additional bending when installed, and Fig.12Each of the two is placed to bend toward the Y axis in the XY plane. In this case, the outer longitudinal distance 1206 will be longer than the middle longitudinal distance 1204, and the middle longitudinal distance 1204 will be longer than the inner longitudinal distance 1202. Therefore, FIG. 11 and Fig.12 The configuration enables the same rail to be used at any location or curvature along the transport route 101 and avoids the need to use specially shaped rail segments.

[0080] Method 1300 for joining rail segments is provided by Fig.13 The representative steps consistent with the present invention in the flowchart of are defined. For method 1300 and other methods described in the present invention, the steps describing the method are not intended to be interpreted as limitations. Any number of steps can be combined in any order to implement the disclosed method, can be performed in parallel to implement the process, and in some embodiments, one or more blocks of the process can be omitted entirely. In addition, methods such as 1300 can be combined in whole or in part with other methods. Starting from step 1302, rail segments such as the first narrow end of the first rail segment of the inner rail and the second narrow end of the second rail segment are positioned within the first fishtail plate. As described above, the first end 1106A-1 and the second end 1108A-2 can be arranged within the inner fishtail plate 1102A to be joined. In step 1304, the first narrow end and the second narrow end are laterally contacted across a first longitudinal distance within the first fishtail plate. Fig.12 An example is shown where overlapping narrow ends, such as first end 1106A-1 and second end 1108A-2, are brought into contact with each other across inner longitudinal distance 1202. Additionally, at least one first bolt is tightened in the first fishplate and extends under at least one of the first rail segment and the second rail segment in step 1306. In some examples, the one first bolt may be first bolt 1134A that extends through inner fishplate base 1122A of inner fishplate 1102A.

[0081] Method 1300 continues with step 1308 by positioning additional rail segments in a second fishplate parallel to the first fishplate, such as a third narrow end of a third rail segment and a fourth narrow end of a fourth rail segment of the outer rail. For example, first end 1106C-1 and second end 1108C-2 may be disposed in outer fishplate 1102C for engagement, such as Fig.12 As shown. In step 1310, the third narrow end and the fourth narrow end are laterally contacted within the second fishplate across the second longitudinal distance, and in step 1312, at least one second bolt is tightened within the second fishplate, the second bolt extending under at least one of the third rail segment and the fourth rail segment. The first end 1106C-1 and the second end 1108C-2 can be contacted across the outer longitudinal distance 1206, and the third bolt 1134C is tightened to draw the second face 1110C-1 and the second face 1112C-2 together.

[0082] Those skilled in the art will appreciate that the principles of the present invention are not limited to the specific examples discussed or illustrated in the figures. For example, although the rail segment 234 has been discussed in terms of an I-beam cross-section, other configurations of the rail are also possible. In addition, the rail segment 234 is discussed as having a standard shape for all portions of the power rail 108, and the rail segment 234 can be customized to other types as needed. In addition, although the present invention addresses the power rail 108 as having three conductors, implementations with more or fewer conductors are contemplated. In addition, the principles disclosed are not limited to implementation on a work machine. Any mobile vehicle that obtains power from a ground-based conductive rail can benefit from the disclosed and claimed examples and techniques.

[0083] Industrial Applicability

[0084] The present invention provides systems and methods for supporting and deploying overhead electric rails. A modular structure supports overhead rail sections that are connected together to deliver power to mobile working machines, such as transport vehicles at a mine site. Roadside barriers provide a supporting base for the rails and can be repositioned as needed. To help ensure proper positioning of the barriers and rails, complementary tubular connections are arranged vertically on opposite ends of the barriers. One connector has a first diameter supported by an arm and the other has a larger second diameter and a vertical slot. Mating the connectors together concentrically along a central axis can help limit longitudinal displacement, lateral displacement, slope changes, and lateral rotation of adjacent barriers during positioning. In addition, using one barrier as a temporary alignment structure to position barriers alternately spaced along a transport route can reduce the number of barriers used by half, thereby significantly reducing material costs.

[0085] As above about Figure 1-7 As described, the exemplary rail support module generally includes a barrier 204 having a base 206 extending longitudinally between a first end 208 and a second end 210. A closed coupler 216 is secured to the first end and has arms 318 engaging the thickness of a first tubular shape. The first tubular shape extends along a first axis AA that is substantially perpendicular to the base 206 and has an inner diameter and an outer diameter 410 that pass through the first axis. An open coupler 218 is secured to the second end 210 and has a second tubular shape that is substantially perpendicular to the base 206. The open coupler includes a gap 316 within the second tubular shape that extends vertically with a width that is greater than the thickness of the arms 318. The inner diameter 412 of the second tubular shape for the open coupler 218 is greater than the outer diameter 410 of the first tubular shape for the closed coupler 216.

[0086] In an example of the present invention, the barrier assembly 202 enables the rail support modules 200 to be interchangeably placed to deliver power to the mobile work machine 100 via the elevated power rail 108. The rail support modules 200 can be repositioned and configured at the work site along the desired transport route 101 of the work machine 100. The first support pole 220A and the second support pole 220B keep the power rail 108 elevated above the normal reach of a person, enhancing safety. The couplers 216 and 218 at the ends of the barrier 204 cooperate with the couplers on similar barriers to ensure that adjacent barriers are arranged along the transport route 101 within the design limits of longitudinal displacement, lateral displacement, slope change, and lateral rotation. As a result, excessive stress on the power rail 108 due to bends and inclinations along the transport route 101 is minimized, and the risk of the contactor 118 disconnecting from the power rail 108 when the work machine 100 is maneuvered is reduced. Furthermore, using couplers 216 and 218 on one barrier as temporary alignment structures 202 - 0 may enable rail support modules 200 to be alternately placed along transport route 101 , thereby reducing the number of support structures required for electrical rails 108 by half.

[0087] Unless expressly excluded, the use of the singular to describe a component, structure, or operation does not exclude the use of the plural such components, structures, or operations or their equivalents. As used herein, the word "or" refers to any possible permutation of a group of items. For example, the phrase "A, B, or C" refers to at least one of A, B, C, or any combination thereof, such as any of the following: A; B; C; A and B; A and C; B and C; A, B, and C; or any item such as A and multiples of A; B, B, and C; A, A, B, C, and C; etc.

[0088] Approximate terms are intended to include a range of values ​​that do not change the function or result of the disclosed structure or process. For example, the term "approximately" generally refers to a numerical range that a person skilled in the art considers to be equivalent to or have the same function or result as the numerical value. Similarly, the antecedent "substantially" means the same form, manner or degree to a large extent (but not all), and a particular element will have a configuration range that a person of ordinary skill in the art considers to have the same function or result. As an example, "substantially parallel" does not need to be exactly 180 degrees, but can also include a slight change of a few degrees based on the context.

[0089] Although various aspects of the present invention have been specifically shown and described with reference to the above embodiments, it will be understood by those skilled in the art that various additional embodiments may be contemplated by modifications to the disclosed machines, systems, and methods without departing from the spirit and scope of the disclosure. These embodiments should be understood to fall within the scope of the present invention as determined based on the claims and any equivalents thereof.

Claims

1. A mobile machine power system comprising a conductor linkage for receiving power from a power conductor rail assembly during travel of the mobile machine, the conductor linkage comprising: a movable conductor arm assembly including a proximal end coupled to the mobile machine and a distal end extendable away from a side of the mobile machine, the proximal end of the movable conductor arm assembly being coupled to the mobile machine at a position above a front wheel of the mobile machine; and a contactor assembly coupled to the distal end of the conductor arm assembly for sliding along the power conductor rail assembly, Wherein, the conductor linkage of the mobile machine is configured to be coupled to the power conductor rail assembly at a height above the ground.

2. The mobile machine power system of claim 1, wherein: A proximal end of the movable conductor arm assembly is coupled to the mobile machine at a location below a window of a cab of the mobile machine and forward of an axis of rotation of a front wheel of the mobile machine.

3. The mobile machine power system of claim 2, wherein: The movable conductor arm assembly includes a straight arm portion that spans the entire distance between the mobile machine and the power conductor rail assembly.

4. The mobile machine power system of claim 1, wherein: The movable conductor arm assembly includes a stowed state, and the movable conductor arm assembly is retractable to generally align with a side of the mobile machine.

5. The mobile machine power system of claim 1, wherein: The movable conductor arm assembly includes a first arm assembly and a second arm assembly.

6. The mobile machine power system of claim 1, wherein: The power conductor rail assembly is modular and repositionable and comprises: a plurality of movable base supports; a plurality of posts, each post having a bottom end and a top end, and the bottom end of each of the plurality of posts being secured to one of the plurality of movable base supports; a bracket assembly coupled to a top end of each column; and At least one power rail is coupled to the carriage assembly and is configured to provide power to the mobile mining machine during travel of the mobile machine.

7. The mobile machine power system of claim 6, wherein: The at least one power rail includes two power rails.

8. The mobile machine power system according to claim 6, wherein: Each column is a substantially straight rod.

9. The mobile machine power system according to claim 6, wherein: Each post extends above the plurality of movable base supports.

10. The mobile machine power system of claim 6, wherein: The at least one power rail includes a plurality of power rail segments, and the modular and repositionable conductor rail assembly defines a travel path of a mobile mining machine.

11. The mobile machine power system of claim 6, wherein: Each base support comprises a rectangular shape.

12. The mobile machine power system of claim 6, wherein: Each base support comprises a concrete block.

13. The mobile machine power system of claim 6, wherein: Each post is mechanically fastened to a base support to which it is secured.

14. The mobile machine power system of claim 6, wherein: The bottom end of each post is located above the bottom end of the base support to which the post is secured.

15. The mobile machine power system of claim 6, wherein: Each post is connected to an end portion of a base support to which it is secured.

16. A mobile machine power system comprising a conductor linkage for receiving power from a power conductor rail assembly during travel of the mobile machine, the conductor linkage comprising: a movable conductor arm assembly including a proximal end coupled to the mobile machine and a distal end extendable away from a side of the mobile machine, The proximal end of the movable conductor arm assembly is coupled to the mobile machine at a position above the front wheels of the mobile machine; and, the movable conductor arm assembly including a straight arm portion that spans the entire distance between the mobile machine and the power conductor rail assembly; as well as a contactor assembly coupled to the distal end of the conductor arm assembly for sliding along the power conductor rail assembly, Wherein, the conductor linkage of the mobile machine is configured to be coupled to the power conductor rail assembly at a height above the ground.

17. The mobile machine power system of claim 16, wherein: The at least one power rail includes a plurality of power rail segments, and the modular and repositionable conductor rail assembly defines a travel path of a mobile mining machine.

18. A mobile machine power system comprising a conductor linkage for receiving power from a power conductor rail assembly during travel of the mobile machine, the conductor linkage comprising: a movable conductor arm assembly including a proximal end coupled to the mobile machine and a distal end extendable away from a side of the mobile machine, the proximal end of the movable conductor arm assembly being coupled to the mobile machine at a position above a front wheel of the mobile machine; a contactor assembly coupled to the distal end of the conductor arm assembly for sliding along the power conductor rail assembly, Wherein, the conductor linkage of the mobile machine is configured to be coupled to the power conductor rail assembly, the power conductor rail assembly comprising: a plurality of movable base supports; a plurality of columns, each column having a bottom end and a top end elevated above the plurality of movable base supports, and the bottom end of each of the plurality of columns being secured to one of the plurality of movable base supports; a bracket assembly coupled to a top end of each column; and At least one power rail is coupled to the carriage assembly and is configured to provide power to the mobile mining machine during travel of the mobile machine.

19. The mobile machine power system of claim 18, wherein: The at least one power rail includes a plurality of power rail segments, and the modular and repositionable conductor rail assembly defines a travel path of the mobile mining machine.

20. The mobile machine power system of claim 19, wherein: The at least one power rail includes two power rails.

Images