Trolley type belt conveyor and wheel abrasion loss calculation method

Abstract

The invention relates to the technical field of belt conveying equipment, and discloses a trailer type belt conveyor and a wheel abrasion loss calculation method.The trailer type belt conveyor comprises a conveying belt, a trailer, a track and a swing mechanism, the trailer comprises a frame and wheel assemblies arranged on the two sides of the frame, and the track is arranged on the frame; the wheel assembly comprises a wheel, an axle with one end extending into the wheel and a bearing arranged between the axle and the wheel, the other end of the bearing is connected to the frame, and a low-resistance wear-resistant layer is arranged on the peripheral surface of the wheel, so that the wheel is in contact with the track or the slewing mechanism through the low-resistance wear-resistant layer, and the friction force between the wheel and the track or the slewing mechanism is reduced; therefore, the abrasion of the wheel is reduced, the service life of the wheel is prolonged, the replacement or maintenance frequency of the wheel is greatly reduced, meanwhile, the noise generated when the wheel moves along a track or a swing mechanism is greatly reduced, the noise of the conveying environment can be greatly reduced, and then the belt speed and the comfort of workers can be greatly improved.

Description

Technical Field

[0001] This application belongs to the technical field of belt conveyor equipment, specifically relating to a trailer-type belt conveyor and a method for calculating wheel wear. Background Technology

[0002] Belt conveyors are widely used in mining material transportation. However, in long-distance and high-volume transport, the indentation resistance of the conveyor belt and the material compression resistance significantly increase energy consumption and limit transport distance. To reduce energy consumption and increase transport distance, trailer-type belt conveyors have emerged. These combine the characteristics of rail transport and belt conveyors, comprising a belt, trailers, rails, and a slewing mechanism. The trailers travel on the rails and rotate through the slewing mechanism from the progress section to the return section. Trailer-type belt conveyors replace the rigid-flexible contact between the idlers and conveyor belt in traditional belt conveyors with rigid rolling contact between the wheel and rail, greatly reducing frictional resistance and indentation resistance, thus significantly reducing energy consumption and increasing transport distance.

[0003] When a trailer-type belt conveyor is in operation, the wheel-rail contact generates vibration and noise, which restricts the increase of belt speed. At the same time, the rotation of the wheels themselves also generates noise, which further restricts the increase of belt speed. In addition, the trailer-type belt conveyor is quite noisy, which also causes noise pollution to the transportation environment, thus affecting the comfort of the workers. Furthermore, the friction between the wheels and the rails is relatively large, which affects the service life of the wheels. Summary of the Invention

[0004] This application provides a trailer-type belt conveyor to reduce noise and increase belt speed, thereby improving material conveying efficiency, while reducing noise in the conveying environment to improve worker comfort.

[0005] The technical solution adopted in this application is as follows:

[0006] A trolley-type belt conveyor includes a conveyor belt, trolleys, a track, and a slewing mechanism. The trolleys can move along the track under the action of the conveyor belt and rotate through the slewing mechanism. The trolleys include a frame and wheel assemblies disposed on both sides of the frame. The wheel assemblies include wheels, an axle with one end extending into the wheel, and a bearing disposed between the axle and the wheel. The other end of the axle is connected to the frame. The outer circumferential surface of the wheel is provided with a low-resistance wear-resistant layer so that the wheel contacts the track or the slewing mechanism through the low-resistance wear-resistant layer, thereby reducing the friction between the wheel and the track or the slewing mechanism. An elastic damping body is disposed between the bearing and the axle to reduce the noise and vibration generated by the wheel.

[0007] By adopting the above technical solution, the low-resistance wear-resistant layer on the outer circumference of the wheel allows the wheel to contact the track or rotating mechanism through this layer, reducing friction between the wheel and the track or rotating mechanism. This reduces wheel wear, increases wheel lifespan, and significantly lowers the frequency of wheel replacement or maintenance. Simultaneously, it greatly reduces noise as the wheel moves along the track or rotating mechanism, significantly reducing noise in the conveying environment. This, in turn, greatly improves belt speed and worker comfort, thereby increasing the conveying efficiency of the trailer-type belt conveyor. Furthermore, the low-resistance wear-resistant layer also blocks noise generated by the wheel, further reducing wheel noise.

[0008] Because bearings are installed between the axle and the wheel, the friction between the wheel and the axle can be reduced, thereby reducing the wear of the wheel and the axle and extending their service life. At the same time, the noise generated when the wheel rotates can be further reduced, which can further increase the belt speed and thus further improve the transmission efficiency of the trailer belt conveyor.

[0009] Meanwhile, the presence of elastic dampers between the bearings and axles reduces vibrations during wheel rotation, increasing wheel stability. Furthermore, these dampers absorb and scatter sound waves, further reducing noise levels and improving worker comfort. This also allows for increased belt speed and ultimately, higher conveying efficiency. Since there is more than one bearing between the wheel and axle, and the inner bearing is closer to the frame's center of gravity, it is more susceptible to damage. The elastic dampers help balance bearing loads, buffer wheel-rail impacts, and extend the lifespan of the wheel assembly.

[0010] Optionally, the wheel has a receiving cavity into which the axle extends, the bearing and the elastic damping body are both located inside the receiving cavity, and both ends of the wheel are provided with sound-absorbing plates for sealing the receiving cavity and end caps located outside the sound-absorbing plates.

[0011] By adopting the above technical solution, sound-absorbing plates are installed at both ends of the accommodating cavity to seal it. Noise transmitted to these plates is then reduced by absorbing and scattering sound waves. Simultaneously, end caps on the outer sides of the sound-absorbing plates further reduce noise transmitted outwards by blocking the sound wave propagation path. This further reduces the noise during operation of the trailer-mounted belt conveyor, thereby increasing belt speed and improving its conveying efficiency. Furthermore, the sound-absorbing plates and end caps also prevent the bearings and elastic dampers from detaching from the accommodating cavity along the wheel axial direction, increasing their stability and significantly reducing the failure rate and maintenance frequency of the trailer-mounted belt conveyor, thus ensuring the service life of the wheel assembly.

[0012] Optionally, both ends of the wheel axial direction are provided with a hidden groove communicating with the accommodating cavity, and the sound-absorbing plate and the end cover are provided in the hidden groove so that the outer end face of the end cover does not protrude from the end face of the wheel.

[0013] By adopting the above technical solution, since the sound-absorbing plate and end cover are both located in the hidden groove, on the one hand, the size of the wheel along its axial direction can be reduced, so as to make the trailer belt conveyor miniaturized; on the other hand, the sealing between the sound-absorbing plate and end cover and the wheel can be increased, and the noise propagation path can be made more tortuous, thereby further improving the noise reduction effect.

[0014] Optionally, the sound-absorbing plate is provided with a plurality of sound-absorbing holes, the sound-absorbing plate has a sound-absorbing end face away from the end cover, and each sound-absorbing hole has an opening located on the sound-absorbing end face.

[0015] By adopting the above technical solution, the sound-absorbing panel is equipped with multiple sound-absorbing holes, which helps the sound insulation panel capture and scatter incident waves, thereby further improving the noise reduction effect on the wheels.

[0016] Optionally, the elastic damper is a ring structure with multiple sound-absorbing holes that together form a honeycomb structure.

[0017] By adopting the above technical solution, since the elastic damper has sound-absorbing holes, it helps the elastic damper to capture and scatter incident waves. Furthermore, the elastic damper has a ring structure, which further improves the noise reduction effect of the elastic damper and the vibration reduction effect on the wheels, thereby further increasing the belt speed and further improving the conveying efficiency of the wheel-rail belt conveyor.

[0018] Optionally, the track includes a first track and a second track arranged sequentially along the length direction, with a splicing seam formed between the first track and the second track. The splicing seam forms an angle θ with the length direction of the first track, where θ satisfies: 5°≤θ≤45°.

[0019] By adopting the above technical solution, since θ satisfies: 5°≤θ≤45°, the noise generated by the track when the wheel moves to the splice joint is further reduced, thereby further suppressing the noise of the trailer belt conveyor during operation and further increasing the belt speed.

[0020] Optionally, both sides of the splice seam are provided with connecting clamps for connecting the first track and the second track, and the inner side of the connecting clamps is provided with a second elastic damping member that abuts against the first track and the second track.

[0021] By adopting the above technical solution, since both sides of the splice seam are provided with connecting clamps for connecting the first track and the second track, the first track and the second track are fixedly connected together by the two connecting clamps, thereby increasing the connection stability of the first track and the second track; and the inner side of the connecting clamps is provided with a second elastic damping member that abuts against the first track and the second track, thereby further reducing the noise and vibration generated by the track, thereby further reducing the noise of the trailer belt conveyor, thereby further increasing the belt speed, and further improving the conveying efficiency of the trailer belt conveyor.

[0022] Optionally, the trailer-type belt conveyor further includes a support frame, the support frame having legs and support arms disposed on the sides of the legs for supporting the track, a vibration damping pad being disposed between the support arms and the track, and a fixing plate being disposed on the top of the legs for fixing the track.

[0023] By adopting the above technical solution, the support arm can support the track, and the top of the support leg is equipped with a fixing plate for fixing the track, thereby realizing the fixed connection of the track to the support frame and increasing the connection stability between the track and the support frame. At the same time, since a vibration damping pad is set between the support arm and the track, the situation of excessive track noise and vibration caused by the hard connection between the track and the support arm is avoided, thereby further reducing the noise and vibration generated by the track, and thus further increasing the belt speed, so as to further improve the conveying efficiency of the trailer belt conveyor.

[0024] Optionally, the track includes a first track and a second track, with a seam formed between the first track and the second track, the seam being located above the support arm.

[0025] By adopting the above technical solution, since the splice seam is located above the support arm, the support arm supports the splice of the first track and the second track, thereby increasing the support effect of the support arm on the first track and the second track. At the same time, the vibration damping pad is located at the splice seam of the first track and the second track, thereby greatly improving the vibration damping and noise reduction effect of the vibration damping pad.

[0026] Optionally, the slewing mechanism includes a frame, a slewing wheel rotatably connected to the frame, a guide rail disposed on the frame, and a limiting rail disposed on the frame. The limiting rail is located outside the guide rail so that the guide rail and the limiting rail together form a slewing channel for the wheel to pass through. The guide rail includes a guide curved section, a first guide straight section located at the bottom end of the guide curved section, and a second guide straight section located at the top end of the guide curved section. The first guide straight section and the guide curved section are connected by a non-metallic guide section.

[0027] And / or, the limiting track includes a first limiting straight section located at the bottom end of the limiting curved section and a second limiting straight section located at the top end of the limiting curved section, wherein the first limiting straight section and the limiting curved section are connected by a non-metallic limiting section.

[0028] By adopting the above technical solution, when the wheel moves to the bottom section of the rotary channel, the wheel will generate a large impact force on the guide rail and the limit rail, resulting in a large vibration and noise. The connection between the first straight guide section and the curved guide section is through a non-metallic guide section, which can greatly reduce the vibration and noise generated by the impact force of the wheel, thereby greatly reducing the noise of the trailer belt conveyor during operation, greatly reducing the impact of noise on belt speed increase, and thus greatly increasing the belt speed.

[0029] Similarly, the connection between the first limiting straight section and the limiting curved section is through a non-metallic limiting section, which can greatly reduce the vibration and noise caused by the impact force of the wheel, thereby greatly reducing the noise of the trailer belt conveyor during operation, greatly reducing the impact of noise on belt speed increase, and thus greatly increasing belt speed.

[0030] Optionally, a non-metallic noise reduction layer is provided in the regions where the second guide straight section and the guide curved section are close to each other, as well as in the regions where the second limiting straight section and the limiting curved section are close to each other.

[0031] By adopting the above technical solution, the non-metallic noise reduction layer avoids hard contact between the wheel and the top rotation point, thereby reducing wheel wear. At the same time, it further reduces the noise and vibration of the wheel moving to the top rotation point.

[0032] This application also discloses a method for calculating wheel wear, so as to replace the wheels in a timely manner and ensure the stable operation of the trailer belt conveyor.

[0033] A method for calculating wheel wear, used to measure the lifespan of wheels on the aforementioned trailer-type belt conveyor, includes the following calculation formula:

[0034] Obtain the dynamic friction coefficient μ, wheel wear coefficient K, time T required for one cycle of the trailer operation, mass m of the trailer and materials, material hardness H of the friction body, wheel width B, thickness δ of the low-resistance wear-resistant layer, and wheel load N(t) as a function of time, and wheel wear L:

[0035]

[0036] When L is greater than the threshold, a prompt will be issued indicating that the wheels need to be replaced / maintained.

[0037] By adopting the above technical solution, the lifespan of the wheel can be calculated based on the thickness of the low-resistance wear-resistant layer, so that the wheel can be replaced at the best time to ensure the normal operation of the trailer belt conveyor and increase the safety of the trailer belt conveyor.

[0038] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows:

[0039] 1. The trolley-type belt conveyor of this application includes a conveyor belt, trolleys, a track, and a slewing mechanism. The trolleys can move along the track under the action of the conveyor belt and rotate through the slewing mechanism. The trolleys include a frame and wheel assemblies located on both sides of the frame. The wheel assemblies include wheels, an axle with one end extending into the wheel, and a bearing located between the axle and the wheel. The other end of the axle is connected to the frame. The outer circumferential surface of the wheel is provided with a low-resistance wear-resistant layer so that the wheel contacts the track or slewing mechanism through the low-resistance wear-resistant layer, thereby reducing the friction between the wheel and the track or slewing mechanism, thereby reducing wheel wear, increasing wheel service life, and thus greatly reducing the frequency of wheel replacement or maintenance. At the same time, it can also greatly reduce the noise when the wheel moves along the track or slewing mechanism, thereby greatly reducing the noise of the conveying environment, thereby greatly improving belt speed and worker comfort, and thus improving the conveying efficiency of the trolley-type belt conveyor. Meanwhile, the low-resistance wear-resistant layer can also block the noise generated by the wheels, further reducing wheel noise. Elastic dampers are installed between the bearings and axles to reduce wheel noise and vibration. On the one hand, this reduces vibration generated during wheel rotation, increasing wheel stability; on the other hand, the elastic dampers can also reduce noise levels by absorbing and scattering sound waves, further reducing the noise of the trailer belt conveyor during operation. This further improves worker comfort and allows for increased belt speed, ultimately improving the conveying efficiency of the trailer belt conveyor. Since there is more than one bearing between the wheel and axle, and the inner bearing is closer to the frame's center of gravity, it is at greater risk of damage. The elastic dampers help balance the bearing load, buffer wheel-rail impact, and extend the service life of the wheel assembly.

[0040] 2. The wheel in this application has a receiving cavity into which the axle extends. The bearing and the elastic damping body are both located inside the receiving cavity. Both ends of the receiving cavity are provided with sound-absorbing plates for sealing the cavity and end caps located outside the sound-absorbing plates. This allows noise to be transmitted to the sound-absorbing plates, where the plates absorb and scatter sound waves to reduce the noise level. Simultaneously, the end caps on the outer sides of the sound-absorbing plates reduce noise transmitted outwards via the sound-absorbing plates by blocking the sound wave propagation path, further reducing the noise during the operation of the trailer belt conveyor. This allows for a further increase in belt speed and thus improves the conveying efficiency of the trailer belt conveyor. Furthermore, the sound-absorbing plates and end caps also obstruct the bearing and elastic damping body axially, preventing them from detaching from the receiving cavity. This increases the stability of the bearing and elastic damping body, significantly reducing the failure rate and maintenance frequency of the trailer belt conveyor, thereby ensuring the service life of the wheel assembly.

[0041] 3. In this application, both ends of the wheel axial direction are provided with hidden grooves that communicate with the accommodating cavity. The sound-absorbing plate and the end cover are located in the hidden grooves so that the outer end face of the end cover protrudes from the side of the wheel. This reduces the size of the wheel along its axial direction, enabling the miniaturization design of the trailer belt conveyor. In addition, it increases the sealing between the sound-absorbing plate and the end cover and the wheel, and makes the noise propagation path more tortuous, thereby further improving the noise reduction effect. Attached Figure Description

[0042] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0043] Figure 1 This is a partial structural schematic diagram of the trailer-type belt conveyor described in one embodiment of this application;

[0044] Figure 2 This is a schematic diagram of the structure of the motorcycle described in one embodiment of this application;

[0045] Figure 3 This is a cross-sectional view of the wheel assembly described in one embodiment of this application;

[0046] Figure 4 This is a cross-sectional view of the wheel described in one embodiment of this application;

[0047] Figure 5 This is a schematic diagram of the structure of the elastic damper described in one embodiment of this application;

[0048] Figure 6 This is a schematic diagram of the structure of the suction plate described in one embodiment of this application;

[0049] Figure 7 This is a schematic diagram of the connection structure between the wheel axle and the mounting block in one embodiment of this application;

[0050] Figure 8 This is a schematic diagram of the axle structure according to one embodiment of this application;

[0051] Figure 9 This is a schematic diagram of the structure of the mounting block according to one embodiment of this application;

[0052] Figure 10 This is a schematic diagram of the track structure in one embodiment of this application;

[0053] Figure 11 This is a schematic diagram of the structure of the track in one embodiment of this application, mainly showing that the end faces of the two tracks are inclined to each other;

[0054] Figure 12 This is a schematic diagram of the connection structure between the track and the support frame in one embodiment of this application;

[0055] Figure 13 for Figure 12 Enlarged view of part A in the middle;

[0056] Figure 14 This is a partial structural diagram of the track and the support frame according to one embodiment of this application;

[0057] Figure 15 This is a schematic diagram of the structure of the rotary mechanism described in one embodiment of this application;

[0058] Figure 16 This is a schematic diagram of the guide rail and the limiting rail in one embodiment of this application.

[0059] Figure label:

[0060] 1. Conveyor belt; 2. Cart; 21. Frame; 211. Mounting block; 212. Center hole; 22. Wheel assembly; 221. Wheel; 222. Axle; 223. Bearing; 224. Low-resistance wear-resistant layer; 225. Receiving cavity; 226. Hidden groove; 227. Sound-absorbing panel; 228. End cap; 229. Elastic damper; 230. Elastic element; 231. Groove; 3. Track; 31. First track; 311. First elastic damper; 312. Connecting clamp 313. Plate; 32. Second elastic damping component; 4. Second track; 4. Rotation mechanism; 41. Frame; 42. Rotating wheel; 43. Guide track; 431. Guide bending section; 432. First guide straight section; 433. Second guide straight section; 44. Limiting track; 441. Limiting bending section; 442. First limit straight section; 443. Second limit straight section; 5. Support frame; 51. Support leg; 511. Fixing plate; 52. Support arm; 521. Vibration damping pad. Detailed Implementation

[0061] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0062] Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below. It should be noted that, unless otherwise specified, the embodiments of this application and the features thereof can be combined with each other.

[0063] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0064] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0065] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0066] Reference Figures 1 to 16 This application discloses a trolley-type belt conveyor, which includes a conveyor belt 1, a trolley 2, a track 3, and a slewing mechanism 4. The trolley 2 can move along the track 3 under the action of the conveyor belt 1 and rotate through the slewing mechanism 4. The trolley 2 includes a frame 21 and wheel assemblies 22 disposed on both sides of the frame 21. The wheel assembly 22 includes a wheel 221, an axle 222 with one end extending into the wheel 221, and a bearing 223 disposed between the axle 222 and the wheel 221. The other end of the axle 222 is connected to the frame 21. A low-resistance wear-resistant layer 224 is provided on the outer peripheral surface of the wheel 221 so that the wheel 221 contacts the track 3 or the slewing mechanism 4 through the low-resistance wear-resistant layer 224 to reduce the friction between the wheel 221 and the track 3 or the slewing mechanism 4. An elastic damping body 229 is provided between the bearing 223 and the axle 222 to reduce the noise and vibration generated by the wheel 221.

[0067] Understandably, multiple trolleys 2 are provided, and adjacent trolleys 2 are connected by steel wire ropes; the frame 21 has a bracket for supporting the conveyor belt 1, and at least two sets of wheel assemblies 22 are provided on one side of the frame 21 to increase the stability of the trolley 2 and ensure the supporting effect of the trolley 2 on the conveyor belt 1; each set of wheel assembly 22 includes at least two bearings 223 to increase the connection stability between the wheel 221 and the axle 222, and at the same time ensure the force balance of the axle 222 and the wheel 221.

[0068] It should be noted that during the operation of the motorcycle 2, the noise originates from the vibration generated by the collision and friction of various components, mainly wheel-rail noise. This application improves the vibration reduction performance of the wheel 221 by installing an elastic damping body 229 between the axle 222 and the bearing 223. Simultaneously, the wheel-rail noise is absorbed and consumed by the low-resistance wear-resistant layer 224 during upward transmission, thus exhibiting excellent noise reduction performance. Furthermore, since there is more than one bearing 223 between the wheel 221 and the axle 222, and the inner bearing 223 is closer to the center of gravity of the frame 21, it is at greater risk of damage. The elastic damping body 229 helps to balance the load on the bearing 223, buffer wheel-rail impact, and improve the service life of the wheel assembly 22.

[0069] Because the outer circumference of the wheel 221 is provided with a low-resistance wear-resistant layer 224, the wheel 221 contacts the track 3 or the rotating mechanism 4 through the low-resistance wear-resistant layer 224, thereby reducing the friction between the wheel 221 and the track 3 or the rotating mechanism 4, thus reducing the wear of the wheel 221 and increasing its service life. This significantly reduces the frequency of replacement or maintenance of the wheel 221. At the same time, it can also greatly reduce the noise when the wheel 221 moves along the track 3 or the rotating mechanism 4, thereby greatly reducing the noise of the conveying environment, which can greatly improve the belt speed and the comfort of the workers, and thus improve the conveying efficiency of the trailer belt conveyor. In addition, the low-resistance wear-resistant layer 224 can also block the noise generated by the wheel 221, further reducing the noise generated by the wheel 221.

[0070] Because a bearing 223 is provided between the axle 222 and the wheel 221, the friction between the wheel 221 and the axle 222 can be reduced, thereby reducing the wear of the wheel 221 and the axle 222 and extending their service life. At the same time, the noise generated when the wheel 221 rotates can be further reduced, thereby increasing the belt speed and further improving the transmission efficiency of the trailer belt conveyor.

[0071] Meanwhile, since an elastic damping body 229 is provided between the bearing 223 and the axle 222, it can reduce the vibration generated when the wheel 221 rotates, thereby increasing the stability of the wheel 221. On the other hand, the elastic damping body 229 can also reduce the noise level by absorbing and scattering sound waves, thereby further reducing the noise of the trailer belt conveyor during operation, thereby further improving the comfort of the staff and further increasing the belt speed, and thus further improving the conveying efficiency of the trailer belt conveyor.

[0072] This application does not specifically limit the structure of the low-resistivity wear-resistant layer 224; preferably, refer to... Figure 3 and Figure 4 The low-resistance wear-resistant layer 224 is a ring-shaped structure made of low-resistance material and is connected to the wheel 221 by fasteners such as pins or bolts. This facilitates the replacement of the low-resistance wear-resistant layer 224 and reduces the friction between the wheel 221 and the track 3. The low-resistance material can be steel with a surface roughness lower than that of the wheel 221, or it can be a carbon-ceramic material with a surface roughness lower than that of the wheel 221. Alternatively, the low-resistance wear-resistant layer 224 can also be an integrally formed structure with the wheel 221, as long as it reduces the surface roughness of the wheel 221.

[0073] This application does not specifically limit the structure of the elastic damper 229; however, preferred options are described below. Figure 5 The elastic damper 229 has a tubular structure with multiple sound-absorbing holes on its periphery to form a honeycomb structure. This helps the elastic damper 229 capture and scatter incident sound waves, thereby increasing the noise reduction and vibration damping effect on the wheel assembly 22. In other embodiments, the elastic damper 229 can also be a structure composed of multiple ring structures.

[0074] Preferably, the elastic damper 229 is made of hard rubber material, such as fluororubber, acrylic rubber, butyl rubber, etc. Because hard rubber material can effectively reduce the reflection of sound waves, prevent sound from bouncing in space, and has high damping for sound waves, that is, it can convert sound energy into heat energy, reduce the emission and transmission of sound waves. In addition, hard rubber has a relatively high density, which can effectively block the transmission of sound waves. At the same time, hard rubber has a certain elasticity, which helps to absorb and slow down the transmission of sound waves. Furthermore, hard rubber also has a multi-layer structure that can effectively block sound waves of different frequencies, so as to greatly improve the vibration reduction and noise reduction effect of the wheel assembly 22.

[0075] To verify that the hard rubber material used in this application can significantly improve the vibration reduction and noise reduction effect of the wheel assembly 22, the following calculation method is used for verification:

[0076] The elastic coefficient k is a key parameter of the elastic shock absorber 229 and should be within a reasonable range. If the value of k is too large, it will not achieve a good shock absorption effect. If the value of k is too small, it will prolong the time for the motorcycle trailer to return to the equilibrium position, which is not conducive to the balance and stability of the motorcycle trailer 2. The reasons are as follows:

[0077] The known damping ratio ζ of the system is:

[0078]

[0079] In the formula, c is the damping coefficient; K is the stiffness of the motorcycle trailer 2 system, and its value depends on the elastic coefficient k of the elastic shock absorber 229; m is the mass of the motorcycle trailer system.

[0080] The known undamped natural frequency ω0 of the system is:

[0081]

[0082] The known damped natural frequency ω of the system d :

[0083]

[0084] Therefore, when the motorcycle trailer 2 has no elastic shock absorber 229, the whole motorcycle trailer 2 is highly rigid and there is almost no damping. The damping ratio tends to 0, and the system tends to infinite oscillation. When the value of k of the elastic shock absorber 229 is too large, the situation is equivalent to the high-stiffness and undamped state. The damping ratio ζ tends to 0, and the system tends to infinite oscillation. At the same time, the natural frequency ω0 or ω d increases, and the risk of resonance of the system increases. When the value of K of the elastic shock absorber 229 is too small, it will increase the damping ratio until it exceeds 1 (critical damping), and the time for the system to return to the equilibrium position will be prolonged.

[0085] Upper limit: The elastic coefficient k of the elastic shock absorber 229 should be about one order of magnitude less than the frame stiffness K. The original stiffness of the frame 21 depends on the bracket and is about 11000 N / mm. Therefore, k should ≤ 1100 N / mm.

[0086] Lower limit: The damping ratio ζ should be less than or equal to the critical damping (ζ = 1), that is:

[0087]

[0088] When the mass m of the motorcycle trailer is 100 kg, the damping coefficient c is generally 0 - 1. Therefore, k > 0.

[0089] To sum up, the value range of k of the elastic shock absorber 229 is Generally, 0 < k ≤ 0.1K. When K = 11000 N / mm, there is 0 ≤ k ≤ 1100 N / mm.

[0090] Selection of elastic material: Based on the above analysis, the damping ratio ζ should ideally approach the critical damping (ζ = 1). This is because the denominator in the damping ratio expression... Since the value of c is relatively large, the value of the molecule should be as large as possible, i.e., hard rubber is preferred, such as fluororubber, acrylic rubber, and butyl rubber. In this case, for the elastic damper 229 itself, assuming k is 500 N / mm, m_elastic is 0.001 kg, and c is 1, the damping ratio ζ_elastic of the elastic damper 229 is 0.7.

[0091] In a preferred embodiment, refer to Figure 3 , Figure 4 and Figure 6 The wheel 221 has a cavity 225 into which the axle 222 extends. The bearing 223 and the elastic damping body 229 are both located inside the cavity 225. Both ends of the wheel 221 are provided with a sound-absorbing plate 227 for sealing the cavity 225 and an end cap 228 located outside the sound-absorbing plate 227.

[0092] It is understood that the accommodating cavity 225 passes through the wheel 221 in the axial direction, that is, the accommodating cavity 225 has two openings, one of which is located on one end face of the wheel 221 in the axial direction, and the other opening is located on the other end face of the wheel 221 in the axial direction; the sound-absorbing plate 227 and the end cover 228 are provided in at least two and are respectively located at the two openings of the accommodating cavity 225.

[0093] It should be noted that at least one end of the wheel 221 in the axial direction is provided with a rim protruding from its circumference. The rim is arranged along the circumference of the wheel 221 so that it can limit the movement of the wheel 221 and increase the stability of the trailer 2 during movement. The sound-absorbing plate 227 and the end cover 228 located at the same end of the wheel 221 as the rim are provided with a hole structure for the axle 222 to pass through, so as to ensure that the axle 222 can extend into the receiving cavity 225.

[0094] Since both ends of the accommodating cavity 225 are provided with sound-absorbing plates 227 for sealing the accommodating cavity 225, the sound-absorbing plates 227 reduce the noise level by absorbing and scattering sound waves after the noise is transmitted to the sound-absorbing plates 227. At the same time, since the sound-absorbing plates 227 are provided with end caps 228 on the outside, the end caps 228 can reduce the noise transmitted outward through the sound-absorbing plates 227 by blocking the sound wave propagation path, so as to further reduce the noise when the trailer belt conveyor is working, thereby further increasing the belt speed and further improving the conveying efficiency of the trailer belt conveyor.

[0095] In addition, the sound-absorbing plate 227 and the end cover 228 can also block the bearing 223 and the elastic damping body 229 in the axial direction of the wheel 221 to prevent the bearing 223 and the elastic damping body 229 from coming out of the accommodating cavity 225, thereby increasing the stability of the bearing 223 and the elastic damping body 229, greatly reducing the failure rate and maintenance frequency of the trailer belt conveyor, and thus ensuring the service life of the wheel assembly 22.

[0096] Preferably, the sound-absorbing plate 227 is provided with multiple sound-absorbing holes. The sound-absorbing plate 227 has a sound-absorbing end face away from the end cover 228. Each sound-absorbing hole has an opening located on the sound-absorbing end face. Since the sound-absorbing plate 227 is provided with multiple sound-absorbing holes, it helps the sound insulation plate to capture and scatter incident waves, thereby further improving the noise reduction effect on the wheel 221.

[0097] This application does not specify the structure of the sound-absorbing panel 227. It can be a combination of perforated or grooved panel, sound insulation cotton, and damping panel, as long as it can achieve vibration reduction and noise reduction.

[0098] Furthermore, refer to Figure 4 Both ends of the wheel 221 are provided with a hidden groove 226 that communicates with the accommodating cavity 225. The sound-absorbing plate 227 and the end cover 228 are provided in the hidden groove 226 so that the outer end face of the end cover 228 does not protrude from the end face of the wheel 221. On the one hand, this can reduce the size of the wheel 221 along its axial direction, so as to make the trailer belt conveyor miniaturized. On the other hand, it can also increase the sealing between the sound-absorbing plate 227 and the end cover 228 and the wheel 221, and make the noise propagation path more tortuous, thereby further improving the noise reduction effect.

[0099] This application does not specify the connection method between the end cap 228 and the wheel 221. It can be fixedly connected to the wheel 221 by screws or bolts, or it can be fixedly connected to the wheel 221 by other means, as long as the end cap 228 can be fixedly connected to the wheel 221.

[0100] In a preferred embodiment, refer to Figure 7 and Figure 9 The frame 21 is provided with a mounting block 211, which has a central hole 212 through which the axle 222 passes. The outer peripheral surface of the axle 222 is clearance-fitted with the hole wall of the central hole 212, and an elastic element 230 located in the central hole 212 is sleeved on the outside of the axle 222.

[0101] Understandably, the elastic element 230 is made of a material with deformation capabilities, such as hard rubber, silicone, or rubber. The outer circumferential surface of the axle 222 contacts the wall of the central hole 212 through the elastic element 230, thereby enabling the elastic element 230 to dampen the vibration of the axle 222. It also fully considers the bidirectional transmission path of material load and wheel-rail vertical force, both downwards and upwards. The transmission path of the material load is sequentially: conveyor belt 1, frame 21, mounting block 211, elastic element 230, axle 222, bearing 223, wheel 221, and track 3. The wheel-rail vertical force is transmitted in the opposite direction. The material load and wheel-rail force undergo energy storage and dissipation when passing through the elastic element 230, resulting in attenuation of the overall vibration of the trolley 2. On the one hand, this significantly improves the vibration reduction and noise reduction effect of the trolley 2 when running on the track 3; on the other hand, it greatly reduces the peak value of the vibration curve of the bearing 223, achieving a peak-shaving effect, extending the life of the bearing 223, thereby reducing the failure rate of the trolley-type belt conveyor and ultimately extending its service life.

[0102] The better one is to refer to Figure 7 Multiple elastic elements 230 are spaced apart along the axial direction of the wheel axle 222 to increase the connection stability between the wheel axle 222 and the mounting block 211, while also increasing the vibration reduction and noise reduction effect.

[0103] This application does not specifically limit the structure of the elastic element 230. Preferably, the elastic element 230 is an O-ring with a circular cross-sectional shape to facilitate installation. In other embodiments, the elastic element 230 may also be an O-ring with a polygonal or irregular cross-sectional shape, or a tubular structure with a circular cross-sectional shape.

[0104] Furthermore, the bore wall of the axle 222 and / or the center hole 212 is provided with a groove 231, and a portion of the elastic element 230 is located in the groove 231.

[0105] The better one is to refer to Figure 7 , Figure 8 and Figure 9 The outer circumferential surface of the axle 222 and the wall of the central hole 212 are both provided with grooves 231 corresponding to the elastic element 230. This results in the inner ring portion of the elastic element 230 being located in the groove 231 on the axle 222 and the outer ring portion of the elastic element 230 being located in the groove 231 on the central hole 212. The elastic element 230 also has an intermediate portion located between the wall of the central hole 212 and the outer circumferential surface of the axle 222. This increases the connection stability between the elastic element 230 and the axle 222, as well as the connection stability between the elastic element 230 and the wall of the central hole 212. Furthermore, the cooperation between the elastic element 230 and the groove 231 can limit the movement of the axle 222 in the axial direction of the central hole 212, thereby increasing the connection stability between the axle 222 and the central hole 212.

[0106] This application does not specifically limit the structure of the groove 231. Preferably, the groove 231 is an annular structure that extends continuously along the outer circumferential surface of the wheel shaft 222 and the circumferential wall of the central hole 212 to increase the stability of the elastic element 230. In other embodiments, the groove 231 can also be a groove-shaped structure of a set length.

[0107] In a preferred embodiment, refer to Figure 10 , Figure 11 and Figure 14 The track 3 includes a first track 31 and a second track 32 arranged sequentially along the length direction. The end faces of the first track 31 and the second track 32 that are close to each other are inclined to form an inclined splice seam between the first track 31 and the second track 32. A first elastic damping member 311 for connecting the first track 31 and the second track 32 is provided in the splice seam, and the tops of the first track 31 and the second track 32 are flush.

[0108] It is understandable that track 3 is composed of multiple segments of first track 31 and second track 32 arranged sequentially along the length direction.

[0109] Because an inclined joint is formed between the first track 31 and the second track 32, and a first elastic damping element 311 is provided in the joint to connect the first track 31 and the second track 32, compared with a flat joint between the first track 31 and the second track 32, when the wheel 221 moves to the joint, the normal velocity of the initial velocity of the wheel 221 acts on the joint. Since the normal velocity is less than the initial velocity of the wheel 221, the vibration of the track 3 and the noise generated by the track 3 are effectively reduced, so as to further increase the belt speed and further improve the conveying efficiency of the wheel-rail belt conveyor. At the same time, since the tops of the first track 31 and the second track 32 are flush, the wheel 221 can smoothly transition when it moves to the joint, avoiding the situation where the wheel 221 collides and generates noise due to the height difference between the first track 31 and the second track 32 when it moves to the joint, so as to further reduce the noise of the trailer belt conveyor.

[0110] This application does not specifically limit the structure of the first elastic damping member 311. Preferably, the first elastic damping member 311 is a sheet-like structure made of hard rubber material to improve the vibration reduction and noise reduction effect of the track 3. In other embodiments, the first elastic damping member 311 can also be made of other elastic materials, as long as it can achieve vibration reduction and noise reduction of the track 3.

[0111] Furthermore, refer to Figure 11An angle θ is formed between the splice seam and the length direction of the first track 31, where θ satisfies: 5°≤θ≤45°. This further reduces the noise generated by the track 3 when the wheel 221 moves to the splice seam, thereby further suppressing the noise of the trailer belt conveyor during operation and enabling a further increase in belt speed.

[0112] It is understandable that the seam can form an angle θ with the horizontal plane or with the vertical plane.

[0113] Furthermore, refer to Figure 10 Both sides of the splice seam are provided with connecting clamps 312 for connecting the first track 31 and the second track 32, and the inner side of the connecting clamps 312 is provided with a second elastic damping member 313 that abuts against the first track 31 and the second track 32.

[0114] Specifically, the connecting plates 312 located on both sides of the splice seam are fixedly connected by bolt pairs. That is to say, the bolts of the bolt pairs pass through the track 3, the two connecting plates 312 and the two second elastic damping components 313.

[0115] Since both sides of the splice seam are provided with connecting clamps 312 for connecting the first track 31 and the second track 32, the first track 31 and the second track 32 are fixedly connected together by the two connecting clamps 312, thereby increasing the connection stability of the first track 31 and the second track 32; and the inner side of the connecting clamps 312 is provided with a second elastic damping member 313 that abuts against the first track 31 and the second track 32, thereby isolating the connecting clamps 312 from the track 3 to avoid the situation where the two make hard contact and easily generate noise, thereby further reducing the noise and vibration generated by the track 3, thereby further reducing the noise of the trailer belt conveyor, thereby further increasing the belt speed, thereby further increasing the conveying efficiency of the trailer belt conveyor.

[0116] This application does not specifically limit the structure of the second elastic damping member 313. Preferably, the second elastic damping member 313 is a sheet-like structure made of hard rubber material to improve the vibration reduction and noise reduction effect of the track 3. In other embodiments, the second elastic damping member 313 can also be made of other elastic materials, as long as it can achieve vibration reduction and noise reduction of the track 3.

[0117] In a preferred embodiment, refer to Figure 12 , Figure 13 and Figure 14The trailer-type belt conveyor also includes a support frame 5, which has legs 51 and support arms 52 located on the side of the legs 51 for supporting the track 3. A vibration damping pad 521 is provided between the support arm 52 and the track 3, and a fixing plate 511 for fixing the track 3 is provided on the top of the legs 51.

[0118] It is understandable that the track 3 is an I-beam, and the fixing plate 511 is fixedly connected to the top of the support leg 51 by bolts. The fixing plate 511 then applies a compressive force to the lower flange of the track 3 under the action of the bolts. Thus, under the compression of the fixing plate 511 and the support of the support arm 52, the track 3 is fixedly connected to the support frame 5 to increase the stability of the track 3.

[0119] Because a vibration damping pad 521 is provided between the support arm 52 and the track 3, the situation of excessive noise and vibration of the track 3 caused by the hard connection between the track 3 and the support arm 52 is avoided. This further reduces the noise and vibration generated by the track 3, thereby further increasing the belt speed and improving the conveying efficiency of the trailer belt conveyor.

[0120] Furthermore, refer to Figure 14 The track 3 includes a first track 31 and a second track 32, with a splicing seam formed between the first track 31 and the second track 32, and the splicing seam is located directly above the support arm 52.

[0121] In other words, the first track 31 and the second track 32 are spliced ​​at the support arm 52, so that the support arm 52 supports the splice of the first track 31 and the second track 32, thereby increasing the support effect of the support arm 52 on the first track 31 and the second track 32. At the same time, the vibration damping pad 521 is located at the splice of the first track 31 and the second track 32, thereby greatly improving the vibration damping and noise reduction effect of the vibration damping pad 521.

[0122] In a preferred embodiment, refer to Figure 15 and Figure 16 The slewing mechanism 4 includes a frame 41, a slewing wheel 42 rotatably connected to the frame 41, a guide rail 43 provided on the frame 41, and a limiting rail 44 provided on the frame 41. The limiting rail 44 is located outside the guide rail 43 so that the guide rail 43 and the limiting rail 44 together form a slewing channel for the wheel 221 to pass through.

[0123] In a preferred embodiment, refer to Figure 16 The guide rail 43 includes a guide curved section 431, a first guide straight section 432 located at the bottom end of the guide curved section 431, and a second guide straight section 433 located at the top end of the guide curved section 431. The first guide straight section 432 and the guide curved section 431 are connected by a non-metallic guide section 434.

[0124] When the wheel 221 moves to the bottom section of the rotary channel, it will exert a large impact force on the guide rail 43 and the limiting rail 44, resulting in significant vibration and noise. The first straight guide section 432 and the curved guide section 431 are connected by a non-metallic guide section 434, which can greatly reduce the vibration and noise caused by the impact force of the wheel 221. This greatly reduces the noise of the trailer belt conveyor during operation, significantly reduces the impact of noise on belt speed increase, and thus greatly increases belt speed.

[0125] In a preferred embodiment, refer to Figure 16 The limiting track 44 includes a limiting curved section 441, a first limiting straight section 442 located at the bottom end of the limiting curved section 441, and a second limiting straight section 443 located at the top end of the limiting curved section 441. The first limiting straight section 442 and the limiting curved section 441 are connected by a non-metallic limiting section 444.

[0126] Similarly, the first limiting straight section 442 and the limiting curved section 441 are connected by a non-metallic limiting section 444, which can greatly reduce the vibration and noise caused by the impact force of the wheel 221, thereby greatly reducing the noise of the trailer belt conveyor during operation, greatly reducing the impact of noise on belt speed increase, and thus greatly increasing belt speed.

[0127] This application does not specify the connection method between the non-metallic guide section 434, the guide curved section 431, and the first guide straight section 432. They can be connected by plugging, gluing, or fastening.

[0128] This application does not specify the connection method between the non-metallic limiting segment 444, the limiting bending segment 441, and the first limiting straight segment 442. The two can be connected by plugging, gluing, or fastening.

[0129] In a preferred embodiment, a non-metallic noise reduction layer is provided in the areas where the first guide straight section 432 and the guide curved section 431 are close to each other, as well as in the areas where the first limiting straight section 442 and the limiting curved section 441 are close to each other.

[0130] The non-metallic noise reduction layer prevents the wheel 221 from making hard contact with the top rotation point, thereby reducing the wear of the wheel 221. It also further reduces the noise and vibration of the wheel 221 moving to the top rotation point.

[0131] This application does not specifically limit the structure of the non-metallic noise reduction layer. Preferably, the non-metallic noise reduction layer is a sleeve-shaped structure made of hard rubber material to reduce the noise when the trolley 2 moves to the slewing mechanism 4. In other embodiments, the non-metallic noise reduction layer may also be a structure formed by spraying noise-reducing coating on the guide rail 43 and the limiting rail 44.

[0132] This application also discloses a method for calculating wheel wear, so as to replace the wheel 221 in a timely manner and ensure the stable operation of the trailer belt conveyor.

[0133] A method for calculating wheel wear includes the following calculation formula:

[0134] According to the Archard wear model:

[0135]

[0136] Where: W—wear amount of wheel 221 (wear volume, m³) 3 K—wear coefficient; S—slippage on the unit; N—wheel load, when stationary N=mg=3000N, the dynamic load when moving can be set as nmg, where n is a multiple of mass, n≥0; H—material hardness of the friction body, 60-75 degrees;

[0137] Assume S follows a normal distribution with an expected value of 0. Let...

[0138]

[0139] If SˉN(0, 0.292) is given by P = 82.78% and s = 4 mm;

[0140] Known

[0141]

[0142] In the formula: — Sliding acceleration on the unit; μ — Coefficient of dynamic friction, 0.01; m — Mass of trolley and material, 300kg, m = trolley mass m1 + mass of conveyor belt supported by unit trolley m2 + material mass m3, material mass m3 = material density ρ * volume of material transported by unit trolley;

[0143] There is wear acceleration.

[0144]

[0145] Wear acceleration The relationship with wear amount W is as follows:

[0146]

[0147] In summary, the relationship between the wear amount W, the normal force N, and the friction coefficient μ is as follows:

[0148]

[0149] or

[0150]

[0151] In the formula, T represents the time required for the motorcycle to complete one cycle.

[0152] Due to the existence between the normal force N and the vibration acceleration a

[0153] If, as described above, a low-resistance wear-resistant layer 224 is provided on the surface of the wheel 221 of the belt conveyor, the thickness of the low-resistance wear-resistant layer 224 is δ, and the width of the wheel 221 is B, assuming that the wheel 221 wears uniformly, then the relationship between the wear amount W(t) and the real-time wear thickness δ(t) within time T is as follows:

[0154] W(t)=πδ(t) 2 B

[0155] Maximum wear W max The relationship with the wear-resistant layer thickness δ is as follows:

[0156] W max =πδ 2 B

[0157] Assuming the low-resistance wear-resistant layer 224 is completely worn away, the rated wear amount L is reached. m The real-time wear amount L of the low-resistivity wear-resistant layer 224 t It can be represented as:

[0158]

[0159] Where: δ(t)——real-time consumption thickness of the low-resistance wear-resistant layer 224;

[0160] The expected wear amount L can be expressed as:

[0161]

[0162] and

[0163]

[0164] therefore

[0165]

[0166] In summary, the relationship between the thickness δ of the low-resistance wear-resistant layer 224 and the wheel wear amount L is as follows:

[0167]

[0168] Where: N(t) — wheel load varying with time;

[0169] When L is greater than the threshold, a prompt will be issued indicating that the wheels need to be replaced / maintained.

[0170] The above method can be used to calculate the lifespan of the wheel 221 based on the thickness of the low-resistance wear-resistant layer 224, so that the wheel can be replaced at the best time to ensure the normal operation of the trailer belt conveyor and increase the safety of the trailer belt conveyor.

[0171] This application also discloses a method for measuring wheel wear, so as to replace the wheel 221 in a timely manner and ensure the stable operation of the trailer belt conveyor.

[0172] A method for measuring wheel wear, used to measure the wear of wheels 221 of the aforementioned trailer-type belt conveyor, includes the following steps:

[0173] Record the initial weight m1 of wheel 221. After the wheel rotates X times, remove the wheel and record the weight m2 again. Let the belt speed be vm / s and the wheel diameter be d, then the test time is... Seconds, if X is 105, d is 0.2m, and v is 5m / s, then T C = 3.49h; Test wear volume The normal force ρ is obtained by the following formula: N(t)=ma(t)+mg, and the vertical vibration acceleration a(t) is measured by a mobile vibration acquisition system.

[0174] By using the above method, the wear of wheel 221 can be measured so that the user can replace wheel 221 at the best time, thereby ensuring the normal operation of the trailer belt conveyor and increasing the safety of the trailer belt conveyor.

[0175] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0176] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0177] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

Claims

1. A trailer-type belt conveyor, characterized in that, The system includes a conveyor belt, a trolley, a track, and a slewing mechanism. The trolley can move along the track under the action of the conveyor belt and rotate through the slewing mechanism. The trolley includes a frame and wheel assemblies disposed on both sides of the frame. The wheel assembly includes a wheel, an axle with one end extending into the wheel, and a bearing disposed between the axle and the wheel. The other end of the axle is connected to the frame. The outer circumferential surface of the wheel is provided with a low-resistance wear-resistant layer so that the wheel contacts the track or the slewing mechanism through the low-resistance wear-resistant layer, thereby reducing the friction between the wheel and the track or the slewing mechanism. An elastic damping body is disposed between the bearing and the axle to reduce the noise and vibration generated by the wheel.

2. The trailer-type belt conveyor according to claim 1, characterized in that, The wheel has a cavity into which the axle extends, and the bearing and the elastic damper are both located inside the cavity. Both ends of the wheel are provided with sound-absorbing plates for sealing the cavity and end caps located outside the sound-absorbing plates.

3. A trailer-type belt conveyor according to claim 2, characterized in that, Both ends of the wheel axial direction are provided with hidden grooves that communicate with the accommodating cavity. The sound-absorbing plate and the end cap are located in the hidden grooves so that the outer end face of the end cap does not protrude from the end face of the wheel.

4. A trailer-type belt conveyor according to claim 2, characterized in that, The sound-absorbing plate is provided with a plurality of sound-absorbing holes, and the sound-absorbing plate has a sound-absorbing end face away from the end cover. Each sound-absorbing hole has an opening located on the sound-absorbing end face.

5. A trailer-type belt conveyor according to claim 1, characterized in that, The elastic damper has a ring structure and multiple sound-absorbing holes that together form a honeycomb structure.

6. A trailer-type belt conveyor according to claim 1, characterized in that, The track includes a first track and a second track arranged sequentially along the length direction. A splicing seam is formed between the first track and the second track. The splicing seam forms an angle θ with the length direction of the first track, where θ satisfies: 5°≤θ≤45°.

7. A trailer-type belt conveyor according to claim 6, characterized in that, Both sides of the splice seam are provided with connecting clamps for connecting the first track and the second track, and the inner side of the connecting clamps is provided with a second elastic damping member that abuts against the first track and the second track.

8. A trailer-type belt conveyor according to claim 1, characterized in that, The trailer-type belt conveyor also includes a support frame, which has legs and support arms located on the sides of the legs for supporting the track. Vibration damping pads are provided between the support arms and the track, and a fixing plate is provided on the top of the legs for fixing the track.

9. A trailer-type belt conveyor according to claim 8, characterized in that, The track includes a first track and a second track, with a seam formed between the first track and the second track, the seam being located above the support arm.

10. A trailer-type belt conveyor according to claim 1, characterized in that, The slewing mechanism includes a frame, a slewing wheel rotatably connected to the frame, a guide rail disposed on the frame, and a limiting rail disposed on the frame. The limiting rail is located outside the guide rail so that the guide rail and the limiting rail together form a slewing channel for the wheel to pass through. The guide rail includes a guide curved section, a first guide straight section located at the bottom end of the guide curved section, and a second guide straight section located at the top end of the guide curved section. The first guide straight section and the guide curved section are connected by a non-metallic guide section. And / or, the limiting track includes a first limiting straight section located at the bottom end of the limiting curved section and a second limiting straight section located at the top end of the limiting curved section, wherein the first limiting straight section and the limiting curved section are connected by a non-metallic limiting section.

11. A trailer-type belt conveyor according to claim 10, characterized in that, The areas where the second guide straight section and the guide curved section are close to each other, as well as the areas where the second limiting straight section and the limiting curved section are close to each other, are all covered with a non-metallic noise reduction layer.

12. A method for calculating wheel wear, used to calculate the lifespan of the wheels of a trailer-type belt conveyor as described in any one of claims 1-14, characterized in that, It includes the following calculation formulas: Obtain the dynamic friction coefficient μ, wheel wear coefficient K, time T required for one cycle of the trailer, mass m of the trailer and materials, material hardness H of the friction body, wheel width B, thickness δ of the low-resistance wear-resistant layer, and wheel load N(t) as a function of time, and wheel wear L: When L is greater than the threshold, a prompt will be issued indicating that the wheels need to be replaced / maintained.

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