RU2627918C2 - Belt haulage - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: process of belt haulage of loose and concentrated ladlings is carried out using a conveyor having linear and transitional guides, end and intermediate drums, electric drives, chains. Transportation of ladlings is carried out by carriages moving on wheels along a rail track located on both sides of the conveyor above the level of its driving heads, and the carriages acquire the movement by engaging their elements with the buffer pushers of the conveyor.

EFFECT: method allows to take advantages of a rail transportation with a track gauge width 1520 mm and moving along it freight carriage of high capacity and lifting power in mines, diggings, sections and quarries.

6 dwg

Description

The invention relates to vehicles used in mining in mines, mines, opencasts and quarries. The specificity of the vehicles used here is the need to raise the mined mineral to the surface from the horizon, where the mineral is excavated from steeply inclined mine workings. But the longer the mining enterprise works, the greater the depth of the working horizon, the more problematic is the task of releasing the fossil to the surface. Because of this, the underloading of treatment faces increases in productivity, downtimes occur due to the non-removal of an already excavated mineral, and the technical and economic performance of the enterprise deteriorates. In coal mines, they are trying to reduce the severity of the problem by pipelining underground transport. For this, the opening of coal seams is carried out by inclined trunks. Then it becomes possible to compensate for the increase in the elevation of coal to the surface by increasing the length of the conveyor lines without reducing their productivity by installing intermediate electric drives. In the last century, "By the end of the 70s, it was supposed to complete the conveyorization of inclined mine workings with an angle of inclination of 16-18 degrees ..." [1]. The course for the full conveyorization of transport at major inclined mines in mines continues today [2].

That is why the conveyor belts are taken as analogues of the claimed invention "conveyor haulage". In addition, they use the same principle of creating traction to move the load. In a conveyor belt, this is the rotation of the drums with the help of electric drives. An essential feature of belt conveyors as analogues of the claimed invention “conveyor rollback” is the similarity in the use of intermediate electric drives or drive stations for distribution of the used electric power along the length of the transport route. The exact opposite is the method of concentrated use of all the power attracted for transportation. This is a locomotive haulage, where all the power used is concentrated in the locomotive. This is a negative factor, which does not allow the use of locomotive haulage in inclined mine workings at mining enterprises.

Conveyor haulage, unlike locomotive haulage, does not have this negative factor and therefore makes it possible to use the advantages of high-capacity rail transport in inclined workings of mining enterprises. In this regard, conveyor belts as analogues of vehicles are inferior to conveyor haulage in all respects: productivity, receiving capacity, and power consumed for transportation of goods. So of domestic production, the 4L1600A-2 conveyor belt produced by the Aleksandrovsky plant of OJSC AMZ has the highest productivity [2]. The receiving capacity of the conveyor is 68.6 cubic meters / min, and the productivity is 3500 t / h. The purpose of the conveyor is to work in the capital and inclined mine workings of coal mines. However, such indicators are now becoming insufficient. So the Russian coal company SUEK equips its mines located in Kuzbass with EL3000 coal miners, which are manufactured by the German DVT company (Lünen, Germany). The harvester “EL3000” has a maximum feed speed of 60 m / min with an actuator diameter of 3000 mm and a working width of 1000 mm [3]. With this characteristic of the combine, the coal flow produced by it in volume terms is 60 m / min × 1 m × 3 m = 180 cubic meters. m / min, which is three times higher than the receiving capacity of the conveyor belt 68.6 cubic meters. m / min Other coal-mining combines produced by Eikhoff (Bochum, Germany), Joy (Warrendale, USA) also have very high productivity. The productivity of the main conveyor belts for transporting coal through inclined inclined mines is also insufficient. Very problematic is the task of transporting coal through local transport workings from mines equipped with modern coal-mining combines produced in Germany or the USA. The productivity of belt conveyors of domestic production, which can be used in local mining, is even less. According to [2], the maximum productivity of such conveyors is 1570 t / h, and the receiving capacity is 31.1 cubic meters. m / min This is a conveyor belt ZLLT1200P.

As a prototype, the invention adopted a plate conveyor RF patent No. 2421388 [4], registered in the State registry of inventions of the Russian Federation on June 20, 2011, published on 06/20/2011, Bulletin No. 17 class B65G 17/06 (2006.01) as the closest to the invention . This is explained by the following:

1. the plate conveyor in this invention is a technical prototype of the conveyor belt, since it is itself a conveyor, and the load in it moves on the rollers, being in small bodies called plates; therefore, the technical idea of the constructive device of the conveyor in this invention arose on the basis of the separation of the load-bearing and idle conveyor branches from the traction chains that first appeared in this invention, which made it possible to implement two important innovations:

- during the operation of the plate conveyor, only pull chains are tensioned and reversed, and the load-bearing and its idle branches move without changing their direction of movement, bypassing the intermediate drums with their drives with the upper load-bearing branch on top and the lower load-bearing branch down (cm Clause 3 of the claims No. 2421388 of the plate conveyor of the prototype and Fig. 8);

- transmit forces for the movement of the load-bearing branch of the plate conveyor by meshing its elements with the traction links of the plate conveyor (see Fig. 4 of the invention, the prototype).

2. The invention of conveyor haulage is essentially a further development of this technical idea in the direction of:

- rejection of the device idle branches for the reverse movement of the load-bearing branches;

- a significant increase in the size of bodies for moving goods in order to increase the productivity and receiving capacity of underground transport;

- the transition to the use in underground mines of application for coal with a railway gauge with a width of 1520 mm and freight rail cars with a wheel diameter of 950 mm;

3. in the design of the conveyor haulage, the plate conveyor itself is directly used as a traction device together with its main components: linear and transitional guides, traction chains, rollers, gear wheels of driving and bypass drums, end and intermediate electric drives, etc .;

4. the plate conveyor adopted for the prototype, according to calculations, has the highest productivity of 90 t / min × 60 = 5400 t / h among all types of vehicles currently used for transporting coal in mine workings.

The disadvantages of the plate conveyor as a prototype are the same disadvantages as other conveyors: insufficient productivity and receiving capacity. So, the productivity of 5400 t / h is also insufficient to provide the technical possibility of transporting coal in horizontal sections. At inclination angles of mine workings of 16-18 degrees, the productivity of the plate conveyor decreases sharply. So even with a transport length of 500 m for a lift with a total drive power of 1000 kW, its capacity is only 2,400 t / h, which is not enough.

The aim of the invention is the creation of a vehicle that allows in the conditions of a mining enterprise (mine, mine, opencast, quarry) to transport the mined material by freight wagons along rail track 1520 mm wide on wheels with a diameter of 950 mm using a plate conveyor as a traction device. According to calculations, the productivity of such a vehicle will be up to 10 thousand tons per hour for transportation of minerals in horizontal sections, and in inclined ones with the delivery of minerals to the surface 5 thousand tons / hour.

The invention and its distinguishing features. The essence of the invention consists in the transportation of fossil in freight railway cars moving on wheeled trolleys along a rail track 1520 mm wide, which is laid on sleepers previously laid on the ballast layer. The movement of cars on a horizontal and inclined rail track is carried out using a plate conveyor, the canvas of which is also laid on the sleepers between the rails. The axles of the wheels while moving above the canvas of the plate conveyor. The movement of wagons is carried out by engaging with buffer pushers of the conveyor of the traction vanes of the wagon body. Traction vanes are rigidly attached to the buffers of the car body, but retain controllability of movement if necessary vertically.

Distinctive features of the invention from the prototype:

1. the location of the conveyor on the rail track between the rails;

2. the absence of a locomotive in the transport process and the use of a conveyor as a traction device;

3. use for the carriage of goods wagons moving on wheels along the rail.

The invention is illustrated by means of drawings, each of which shows the following:

Figure 1. The position of the linear section of the conveyor relative to the car along the cross section of the transport path; 1 - buffer pushers of the conveyor; 2 - the upper branch of the traction chain; 3 - lower branch of the traction chain; 4 - rollers; 5 - channel guides of the upper branch; 6 - channel guides of the lower branch; 7 - supporting blocks; 8 - rails; 9 - sleepers; 10 - ballast layer; 11 - wheelset; 12 - axis; 13 - body; 14 - buffer pair; 15 - traction blade of the body.

Figure 2. Freight car, gondola car model 12-533, front view and in profile; 4 - channel guides of the upper branch; 15 - traction vanes of the body.

Figure 3. The drive head of the conveyor, a cut along the line of channel guides; 1 - buffer pushers of the conveyor; 2 - the upper branch of the traction chain; 3 - lower branch of the traction chain; 4 - rollers; 5 - channel guides of the upper branch; 6 - channel guides of the lower branch; 16 - a gear wheel of a driving drum; 17 - a gear wheel of a bypass drum of the upper branch; 18 - a gear wheel of a bypass drum of the lower branch; 19 - supporting table.

Figure 4. Drive head conveyor, plan view; 1 - buffer pusher conveyor; 2 - the upper branch of the traction chain; 3 - lower branch of the traction chain; 4 - rollers; 5- channel guides of the upper branch; 6 - channel guides of the lower branch; 8 - rails; 9 - sleepers; 17 - a gear wheel of a bypass drum of the upper branch; 20 - electric drive of the driving drum of the drive head; 20 - gearbox.

Figure 5. Intermediate drive station, plan view; 22 - initial drive head of the front conveyor with two electric drives; 23 - dispensing drive head of the rear conveyor with two electric drives.

Figure 6. The location of the intermediate drive stations under the rail track during conveyor haulage of freight cars in horizontal and inclined mine workings, plan view; 5 - channel guides of the upper branch; 8 - rails; 9 - sleepers; 16 - a gear wheel of a driving drum; 20 - electric drive of the driving drum of the drive head; 21 - gearbox.

The idea of “conveyor haulage” invention is the use of rail transport on inclined sections of the track by replacing the locomotive traction conveyor using intermediate drive stations located below the rail track. The use of a rail gauge with a width of 1520 mm can significantly increase the receiving capacity of transport vessels for transporting goods. Thus, the maximum width of a conveyor belt for belt conveyors used in coal mines of Russia [2] is 1600 mm. This is a conveyor belt 4L1600A-2. Freight Wagon Width FIG. 2 model gondola car 12-533, which is fully suitable for transporting coal from the face with access to the surface, is 2878 mm. As you can see the increase in receiving capacity is very significant. As subsequent calculations show, the use of conveyor haulage can significantly increase the productivity of underground transport of mining enterprises and significantly reduce the cost of underground transportation. Cheaper transportation is due to a decrease in energy consumption in horizontal sections of the track. The fact is that, on horizontal sections of the track, the energy consumption for transportation is determined by the costs of overcoming the resistance to movement due to the friction of skating on the conveyor belts of the conveyor belt on a conveyor roller having a diameter of 159 mm [2], and on the railway by the wheel of a car having diameter 950 mm, about rail. The diameter of the wagon wheel is 6 times larger than the diameter of the conveyor roller. Therefore, the force of resistance to movement due to rolling friction according to the Coulomb formula at the wagon wheel will be six times less than the force of resistance to movement of a conveyor belt due to friction of rolling the belt on a roller. In this regard, during conveyor haulage of goods by wagons on rails, the energy consumption will be reduced by a factor of six compared to its consumption during the transportation of coal by belt conveyors. A similar advantage is conveyor haulage when compared with the transportation of goods by plate conveyors.

The drawings show a structural device conveyor haulage.

In FIG. 1 shows a method of transmitting traction from the buffer pusher 1 of the conveyor to the traction blade of the car body 15. The buffer pusher 15 of the conveyor moves on the rollers 4 along the channel guides of the upper branch 5, which is located above the channel guide of the lower branch 6. The reverse idle is made along the channel guides of the lower branch movement of rollers of buffer pushers. The movement of the buffer pushers in the forward (working) direction and in the reverse (idle) direction is carried out using traction chains of the upper 2 and lower 3 branches, respectively. When moving the buffer pushers 1 come into engagement with the traction vanes 15 of the car body 13, in which the transported cargo is placed. Under the action of meshing, the body is filled with a load, the acquired traction is transmitted. This effort is expended during the movement of the car to overcome all the forces of resistance to movement. The transmission of the traction force acquired by the traction blade 15 to the car body 13 occurs through a buffer pair 14 on which the traction blade 15 is mounted.

In FIG. Figure 2 shows a freight car typical of using conveyor haulage at mining enterprises. The traction blade is mounted on the buffer pair from the side of the car, opposite in the direction of movement, so that when the force is transferred from the buffer pusher to the blade, it is pressed against the car. When installing the traction vane on the buffer pair, it is technically possible to move the traction vane up if necessary to prevent it from engaging with the buffer pushers. The latter is necessary when there is no need for conveyor haulage of the car. For example, the car is on the surface and locomotive haulage is used to move it, or it is necessary to ensure the car is stationary when it is loaded or in sludge, while underneath the plate conveyor is in operation. The force obtained by the traction blade from its engagement with the conveyor buffer pusher by means of the buffer pair 14 is acquired by the entire mass of the body 13 and the load located therein. The body rests on its bearings on the bearings of two running trolleys, each of which has two axles 12 and two wheelsets 11. The wheels of a freight car roll on rails 8, which are mounted on sleepers 9. Sleepers, in turn, are laid on the ballast layer.

The rail track consists of lower and upper structures. The bottom structure is the working soil, the top is the ballast layer 10, sleepers 9, rails 8 and rail fasteners.

In FIG. 3 shows the drive head of the conveyor, which drives the buffer pushers 1. The buffer pushers are moved with the help of traction chains of the upper branch 2 and the lower branch 3. There are two traction chains in the horizontal section, three traction chains can be installed in the conveyor during the design of the conveyor haulage high performance. The buffer pushers move on the rollers 4, which roll along the channel guides of the upper branch 5 and the lower branch 6. The movement of the traction chains in both branches 5 and 6 is determined by the gears of the driving drum 16.

The stability of rotation of the driving drum and its gears is provided by the support table 19. The necessary trajectory of the traction chains in both branches is provided by the arrangement of the gear wheels of the bypass drums.

In FIG. 4 shows the design of the drive head in the plan, the design of the buffer pusher 1 is also presented in the plan. As can be seen from the drawing, the buffer pusher 1 moves along the channel guides 5 on 4 rollers 4, two on each side. This ensures its increased stability from falling forward or backward and from tipping over to one side. The buffer pusher is moved with the help of the traction chain of the upper branch 2 along the channel guides of the upper branch 5 and with the help of the traction chain of the lower branch 3 along the channel guides of the lower branch 6. The rails 8 are installed on the sleepers 9, which in turn are laid on the ballast layer previously laid on the soil . When there is a track rail recessed in the soil of the intermediate drive head of the conveyor, the track track is laid along the reinforced concrete ceiling of the chamber in which the drive head is located; in the chamber, as part of the drive head, two electric drives 20 are placed with gears 21 for the driving drum.

In FIG. 5 shows an intermediate conveyor drive station. The drive station is a chamber built in the excavation soil, in which two drive intermediate heads are placed: one of them is dispensing with respect to the conveyor stand, through which cargo flows in the direction of the intermediate drive station, the second head is initial with respect to the next conveyor stand . Between both drive heads there is a distance necessary for the passage of the operator serving both drive heads. The same distance is provided between the walls of the chamber and the electric drives of both heads, which is necessary for the operator to service both drives. The chamber of the intermediate drive station must have a strong reinforced concrete overlap, along which a rail track is laid from above. In the overlap, it is planned to create three openings through which the traction chains and buffer pushers move: one opening is located in the middle part of the chamber and two openings at the beginning and end of the chamber. Through the opening in the middle part, the traction chains and pushers are vertically moved: in the first (dispensing ) to the head (see Fig. 3) the traction chains after turning around the upper bypass drum move vertically downward to the drive drum, in the second (initial) head, the traction chains after turning around the drive drum decrease up to the upper deflecting drum. In the first opening (see Fig. 3), the traction chains, after going around the driving drum, move diagonally upward to the bypass drum of the lower branch. In the second opening, the traction chains, after bypassing the bypass drum of the lower branch, move diagonally down to the driving drum, remaining in a vertical plane.

In FIG. 6 shows the location of the intermediate drive stations along the length of the rail track laid along horizontal or inclined mine workings. Drive stations are below the rail gauge. The line of channel guides of the upper branch 5 in the general transport path for the movement of cars has gaps only in the middle openings of each intermediate drive station. Between the middle openings of the intermediate drive stations, conveyor stands are continuous. The rail track 8 is continuous along the entire transport route. Therefore, through the entire transport route there is a through movement of empty and loaded wagons using buffer pushers of plate conveyors. Individual wagons or batches of wagons connected to each other carry out organized movement in one direction along a rail track according to the relay principle, moving from one conveyor stand to the next. Each conveyor in its own section takes the wagons to the next conveyor section, where the baton of the next conveyor section takes the baton of moving cars.

Along the entire transport route, rails and channel guides are stacked on the sleepers 9. The gears of the driving drums 16 and the electric drives 20 to them are placed in the chambers of the intermediate drive stations.

Let us determine the possible technical productivity of conveyor haulage on a horizontal section of the track when moving along a rail track of a typical railway freight car, shown in FIG. 2: model 12-533 gondola. This is a typical gondola car (i.e., without a roof), moving along a rail track with a width of 1520 mm, having a wheel diameter of 950 mm, a tare weight of 24 t, a carrying capacity of 70 t, a body volume of 88 cubic meters. m. When loading a wagon at the level of its carrying capacity of 70 tons, the total weight of the loaded wagon is 70 tons + 24 tons = 94. When moving in a lot of n connected between cars, their total weight is n94 tons.

1. When cars move, resistance to movement arises due to friction of the wheels rolling on the rails and friction in the axles. The total resistance to the movement of cars on railway rails is 0.003-0.005 of the weight of the cars [5]. Therefore, the resistance to movement of a batch of n cars is on average n94 t × 0.004 = n378 kg.

2. Because of the resistance to movement due to rolling friction on the rollers of the traction chains and buffer pushers, a resistance force to movement arises, determined by the friction of the steel rollers rolling along the steel surface of the channel guides in the upper and lower branches. To calculate this force, it is necessary to determine the weight of all moving traction chains and buffer pushers in both branches, for which it is necessary to proceed from a certain distance between two sequentially located intermediate drive substations. We take the value of this distance to 1000 m, by analogy with the distance taken between the tape drives.

In order to take into account the value of the weight of one linear meter of traction chains, we will focus on the use of a well-known 18 mm round link chain weighing 1 lm 6.9 kg / m and a breaking load of 35 tons as traction chains. With a distance between the intermediate drive stations of 1000 m, the total length of the two traction chains that the conveyor is equipped with during conveyor haulage is 4000 m. Then the total weight of the traction chains of one conveyor stand is 6.9 kg / m × 4000 m = 27.6 t.

Determine the total weight of the buffer pushers. The dimensions of the conveyor buffer follower in accordance with its construction shown in FIG. 1, make up

0.8 m × 0.25 m × 0.02 m × 7800 kg / cubic meter = 31.2 kg.

When the distance between the pushers is 2 m along the path, their total number in both branches is 2 × 1000 m: 2 m = 1000 pcs. The total weight of the pushers is 31.2 kg × 1000 = 31.2 tons.

The total weight of the pushers and traction chains is 27.6 t + 31.2 t = 58.8 t.

When the radius of the rollers is 5 cm, on which the traction chains and buffer pushers are moving, the force of resistance to movement according to the Coulomb formula due to the rolling of the steel roller on the steel surface of the channel guides is [5]

0.05 cm × 58.8 t: 5 cm = 0.59 t.

3. When starting off a batch of wagons, a force of resistance to movement arises due to the inertia of the batch of wagons with cargo, the value of which is determined by Newton’s 2nd law. The total weight of wagons with freight and moving parts of the conveyor is n94 t + 58.8 t, where n is the number of wagons in a batch.

In order to take into account energy costs in calculating the productivity of conveyor haulage of cars, it is necessary to assume in advance the working speed of the loaded cars and for how long, counted from the start of the movement, the batch of cars must gain working speed. The usual practice of mine underground transport gives the working speed of the movement of the composition of trolleys with cargo at the level of 15 km per hour. The time during which the composition of the trolleys together with the electric locomotive is gaining operating speed is an average of 1 minute. Considering that the technical capabilities of railway transport having a gauge of 1520 mm wide and wagon wheels with a diameter of 950 mm should be significantly greater than the performance of underground locomotive transport having a rail gauge of 950 mm and a wheel diameter of 350 mm, we will focus on two times greater operating speed of 29 km / h or 8 m / s, and the magnitude of the acceleration when starting from 0.05 m / sq. This acceleration provides a set of operating speed by cars in 8 m / s for a time of 8 m / s: 0.05 m / s = 160 s.

To ensure such accelerated movement of a batch of cars, it is necessary to overcome the force of resistance to movement due to mass inertia equal to

(n94 t + 58.8 t) × 0.05 m / s: 9.81 m / sq.s = n0.48 t + 0.3 t.

Putting together all three resistance forces, we obtain the total strength of the movement resistance n0.38 t + 0.59 t + n0.48 t + 0.3 t = n0.86 t + 0.89 t.

To ensure the working speed of a batch of n wagons with a load of 8 m / s with a reaction force of n 0.86 t + 0.89 t, it is necessary to expend power equal to

(n0.86 t + 0.89 t) 8 m / s = n6900 kgm / s + 7700 kgm / s.

Based on the need to build the minimum size of the chambers to accommodate the electric drives of the conveyor drive drums and taking into account the possibility of using cylindrical gearboxes to minimize the size of the chambers, we accept two 110 kW electric drives for installation on both heads of each conveyor. Then each conveyor will be equipped with 4 electric drives of 110 kW each, with a total capacity of 440 kW. Equating the installed capacity to ensure the movement of energy costs during the implementation of this movement, we obtain the equality

n6900 kgm / s + 7700 kgm / s = 440 kW × 102 kgm / s kW = 45000 kgm / s.

From this equality, the possible number of loaded wagons is revealed, which can simultaneously be interlinked in the form of a batch to move along a rail track

n = (45000 kgm / s - 7700 kgm / s): 6900 kgm / s = 5.4.

Thus, the calculations established that when four electric drives with a power of 110 kW each are installed in intermediate drive stations, each total power is enough for a batch of five loaded wagons with 70 tons of cargo each to travel at a speed of 8 m / s. The weight of the cargo in all five cars will be 70 t × 5 = 350 t. The time for which a batch of 5 pens will pass through the entire section from one drive station to the next is 1000 m: 8 m / s = 125 s. After the end of this passage, this section is free for the movement of the next batch of five cars. Therefore, in one hour, 3600 s were passed through this section: 125 s = 28.8 batches. Therefore, the performance of conveyor haulage with such parameters will be 350 tons × 28.8 = 10 thousand tons / hour.

As can be seen from the calculation, the productivity of conveyor haulage can be doubled to 20 thousand tons / hour, if the distance between intermediate substations is halved to 500 m. But then it is necessary to double the number of intermediate drive stations on the entire transport route and thereby double the installed capacity.

Of the existing transport, the best performance is conveyor belt transport with a belt width of 1600 mm. This is a conveyor belt 4L1600A-2, manufactured by the Aleksandrovsky plant of OJSC "AMZ". With a transportation length of 1000 m on a horizontal section and an installed capacity of 1000 kW, its productivity is 3500 t / h [2], which is three times less than the conveyor haulage performance with the same transportation distance and installed drive power of 440 kW.

Let us now consider the operation of conveyor haulage to raise the extracted fossil to the surface. We will take the typical conditions for the coal mines of Kuzbass, when the inclined shaft is passed at an angle of 14.5 degrees to a depth of 500 m. The inclined length of the shaft of the mine, which is used to issue coal to the surface, is 500 m: Sin 14.5 g = 2000 m. used to transport the wagon are the same as before.

When moving uphill on an inclined shaft, the inclined component of the weight of loaded wagons comes into opposition. Its value is equal to

94 t × Sin 14.5 g = 94 t × 0.25 = 23.5 t.

Taking into account the total force of resistance to movement, acting on an inclined section in the same way as on the horizontal n 0.86 t + 0.89 tons with one carriage rising in a batch, the total force of resistance to movement is 0.86 t + 0.89 t + 23.5 t = 25.25 t.

The significant weight of loaded wagons when they are lifted in an inclined shaft leads to large traction forces in the traction chains of the conveyor, which sharply limits the number of cars in the batch being lifted. The round link traction chains used in the invention for lifting cars by conveyor haulage in inclined shafts have a caliber of 22 mm, strength class C (“80”) or D (“100”), are made of high-alloy steel 25KHGNMA, and have a breaking load of 61-72 tons. In the invention of "conveyor haulage" in inclined workings, 2 or 3 traction chains can be used. Therefore, the total breaking load cannot be less than 150 tons. Thus, when lifting in a batch in an inclined shaft along one loaded wagon, the invention provides a 10-fold safety margin of the traction chains with respect to the tested loads.

To overcome the significantly increased resistance to movement on the rise in an inclined shaft, we will use 4 electric drives of 250 kW each for use at intermediate drive stations: two in each head. Then the total power of the electric drives for each conveyor will be equal to 1000 kW. To determine the possible speed of a loaded wagon in an inclined shaft, we equate the energy consumption when lifting one wagon moving at a speed of v (m / s), power 1000 kW, converted to kgm / s:

25.25 t v = 1000 kW × 102 kgm / s kW = 102 tm / s,

from where we determine the speed of movement of a loaded wagon in an inclined shaft:

v = 102 tm / s: 25.25 t = 4 m / s.

Due to the increased energy consumption when working on the rise in an inclined shaft, we will reduce the distance between the intermediate drive stations during conveyor haulage of cars to 200 m.Then, the travel time of a loaded car between two successively located drive stations is 200 m: 4 m / s = 50 s. Work in an inclined shaft to issue coal to the surface is organized by successive upward movement of freight wagons one by one, every 50 s. Moreover, at each moment of time between successively located drive stations there is only one car. With this movement in one hour 3600s will come to the surface: 50s = 72 cars with coal of 70 tons each, a total of 72 × 70 tons = 5000 tons / hour will be issued to the surface.

Thus, the productivity of conveyor haulage of cars under the accepted conditions is equal to 5000 t / h. In this case, 2,000 m will be involved: 200 m = 10 ten drive stations, each with 4 electric drives of 250 kW each. The total involved power is 250 kW × 4 × 10 = 10 thousand kW.

Compare the results with possible indicators when the belt conveyor. The best performance from existing serial belt conveyors designed to work in capital mine workings with an angle of inclination of up to 18 grams has the ZL100U conveyor manufactured by the Krasnoluchsky Machine-Building Plant (developed by Dongiprouglemash). The conveyor productivity is 850 t / h, the conveyor has two electric drives of 250 kW each with a total capacity of 500 kW, belt speed 2.5 m / s, belt width 1000 mm, receiving capacity 16.5 cubic m / min [6].

From a comparison of conveyor haulage with an analogue with a conveyor belt for working in an inclined shaft with an inclination angle of 14.5 degrees, the advantages of conveyor haulage are even more obvious: productivity of a conveyor haulage - 5000 t / h, belt conveyor - 850 t / h, transport productivity in the slope of the shaft increases six times.

Literature

1. Mine transport and mechanization of auxiliary works. Under the general editorship of B.F. Bratchenko. M .: Subsoil. 1978 423 p.

2. Kozlov S.V., Yuritsin V.A. Technical means used in underground transport. The catalog is a reference. M., 2007

3. Morozov V.I. and other Shearers. Directory. M.: Publishing House of Moscow State University. 2006 year

4. Patent for invention No. 2421388 Plate conveyor. Kariman S.A. Bulletin No. 22 of August 10, 2010

5. Putilov K.A. Physics course. Fizmatgiz. M., 1962

6. Klorikyan S.Kh., Starichnev V.V., Srebny M.A. and others. Machines and equipment for mines and mines. Directory. Publishing House of Moscow State University. M., 2002

Claims (1)

A method of carrying out conveyor haulage of bulk and concentrated cargoes using a conveyor having linear and transitional guides, end and intermediate drums, electric drives, chains, characterized in that the cargo is transported by wagons moving on wheels along a rail track located on both sides of the conveyor above the level its drive heads, and the wagons gain movement by gearing their elements with buffer pushers of the conveyor.

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