A device for testing the traction and braking forces of a mine toothed rail track vehicle

Abstract

The utility model discloses a kind of mine toothed rail rail car tractive force braking force testing device, including the chain type connection of toothed rail connecting piece, tension meter connecting piece, wireless tension meter, oil cylinder connecting piece, hydraulic system, pull rod connecting piece and pull rod in turn.The utility model has realized the integration design of tractive force and braking force test, so that two tests can be completed by once installation, avoid the tedious process of repeated installation and disassembly in traditional method, significantly improve test efficiency;Test device can be directly installed and tested in underground toothed rail field, adapt to various field conditions, without transporting toothed rail car to third-party detection mechanism, greatly shorten test cycle, reduce the interruption of transportation operation caused by equipment inspection, meet the demand of efficient production in coal mine.

Description

Technical Field

[0001] This utility model relates to a testing device, specifically a testing device for the traction and braking force of a mining rack railcar, belonging to the field of auxiliary transportation technology for underground rack railcars in coal mines. Background Technology

[0002] As an efficient and safe auxiliary transportation equipment in coal mines, the technological development of mine rack railcars is the result of the upgrading of domestic and foreign mine transportation needs and technological iteration, while also continuously optimizing the pain points of traditional mine transportation.

[0003] In the factory and type tests of underground railway locomotives in coal mines, traction and braking force tests are mandatory items clearly stipulated by industry standards. Gear locomotives often need to transport heavy equipment in complex tunnels with steep slopes of 30 degrees or more and numerous curves. Insufficient braking force can easily cause runaway, while insufficient traction force can lead to transportation stagnation. These parameters are directly related to the safety of underground operations, therefore, specialized testing equipment is urgently needed to control equipment performance.

[0004] Early mining rack railcars lacked dedicated testing equipment, and testing methods were rudimentary and significantly flawed. On one hand, some tests involved pulling heavy objects or two cars pulling against each other, which was cumbersome and required substantial manpower and resources. Furthermore, external factors such as track slippage and equipment transmission efficiency could severely interfere with test results, making accuracy difficult to guarantee. On the other hand, some tests used jacks with pressure gauges, but this method lacked a dedicated fixing structure, resulting in poor stability and a lack of specialized on-site testing equipment. Most rack railcars had to be sent to third-party testing agencies, which was time-consuming, inefficient, and disrupted normal underground transportation operations. As the traction and braking parameters of rack railcars continued to improve—for example, some rack railcars now have a maximum traction force of 360 kN—traditional simple testing tools were ill-suited to the performance testing needs of new rack railcars. Moreover, differences in track compatibility and drive methods among different rack railcar models created an urgent need for universal testing. This spurred the development of dedicated testing devices to adapt to different testing scenarios for rack railcars under various working conditions. To complement the high efficiency and speed of the rack railcar system, the traction and braking force testing device for the mining rack railcar must meet the following requirements: high efficiency, adaptability to underground field operations, accurate test results, and low labor intensity for workers.

[0005] In the prior art, the traction and braking force testing device for rail locomotives disclosed in CN103063348B provides a testing device including a fixed frame, a connecting rod assembly, a jack, and a force gauge. Although this device is suitable for testing the performance parameters of various underground rail locomotives in coal mines, its fixed frame and foundation fixing method is inconvenient to install in the complex underground environment, and it lacks special connecting parts for the unique toothed rail structure of rack railcars, resulting in insufficient test stability. Another example is the field testing device for underground rack railcars in coal mines disclosed in CN219348204U, which includes a jack, a rack, a rack, a force plate, and fixing parts. Although this device considers the toothed rail structure, its overall design is simple, and it uses direct pressure from the jack for testing, lacking a precise force measurement system and safety protection measures. This results in low test accuracy, and personnel must operate close to the test point, posing a safety hazard. Furthermore, this device cannot simultaneously meet the requirements for traction and braking force testing, requiring repeated installation and disassembly, leading to low testing efficiency.

[0006] In summary, the existing testing devices for mine rack railcars have the following main problems: the testing process is cumbersome and inefficient, making it impossible to complete the test quickly on-site underground; the existing devices lack a dedicated fixing design for rack rail structures, resulting in poor test stability; the measurement system lacks accuracy and redundancy design, making it impossible to continue testing when the main measuring components fail; personnel need to be close to the equipment during the testing process, posing a safety hazard; and the devices have poor versatility, failing to adapt to the testing needs of different models of rack railcars. Summary of the Invention

[0007] The purpose of this utility model is to provide a traction and braking force testing device for a mine rack railcar in order to solve at least one of the above-mentioned technical problems. The device has high testing efficiency, is suitable for underground field work, requires no transfer equipment, provides accurate test results, has strong stability, has a simple and economical structure, good versatility and adaptability, is easy to operate, and is safe and efficient.

[0008] This utility model achieves the above objectives through the following technical solution: a testing device for the traction and braking force of a mining rack railcar, comprising a rack railcar head, a rack rail track, and a testing connector; the testing connector is disposed between the rack railcar head and the rack rail track. The test connectors include a chain-connected toothed rail connector, a tension gauge connector, a wireless tension gauge, a hydraulic cylinder connector, a hydraulic system, a tie rod connector, and a tie rod. The other end of the tie rod is connected to the toothed rail carriage head. The toothed rail connector is fixedly connected to the toothed rail track. The wireless tension gauge includes a tension gauge, and the hydraulic system includes a hydraulic cylinder.

[0009] As a further improvement of this utility model: the toothed rail connector is provided with two pieces, which are respectively attached to both sides of the toothed rail track. Multiple bolts for locking by nut threads are passed through the two pieces of toothed rail connector, and the bolts are locked in the tooth grooves of the toothed rail track. It should be noted that the toothed rail connector is made of alloy steel as a whole and has lifting holes.

[0010] As a further embodiment of this utility model: the tension gauge connector has a Y-shaped structure, one end of the tension gauge connector is connected to the gear rail connector by bolts and nuts, and the other end of the tension gauge connector is connected to the tension gauge by a pin.

[0011] As a further improvement of this invention, the wireless force gauge also includes a force gauge plate, and the force gauge and the force gauge plate are transmitted via radio signals.

[0012] As a further improvement of this utility model, the two ends of the oil cylinder connector are connected to the tension gauge and the hydraulic cylinder respectively by pins.

[0013] As a further embodiment of this utility model: the hydraulic system also includes a hydraulic pump, and an oil pipe connects the hydraulic pump and the hydraulic cylinder. A memory-type hydraulic gauge is also connected to the end of the oil pipe near the hydraulic pump. The hydraulic pump is a manual pump; the memory-type hydraulic gauge can record the highest pressure during the test; the hydraulic cylinder is the power component of the braking force testing device.

[0014] As a further improvement of this utility model, the two ends of the tie rod connector are respectively connected to the hydraulic cylinder and the tie rod by pins.

[0015] As a further improvement of this utility model: the tie rod is made of alloy steel, and the tie rod is connected to the head of the rack car via a pin, and the connection end between the tie rod and the head of the rack car is equipped with a ball joint.

[0016] The beneficial effects of this utility model are: 1. This utility model achieves an integrated design for traction and braking force testing by sequentially connecting the rack rail connector, tension gauge connector, wireless tension gauge, hydraulic cylinder connector, hydraulic system, tie rod connector, and tie rod in a chain. This allows both tests to be completed in a single installation, avoiding the cumbersome process of repeated installation and disassembly required in traditional methods, and significantly improving testing efficiency. The testing device can be directly installed and tested on the underground rack rail, adapting to various on-site working conditions. It eliminates the need to transport the rack rail vehicle to a third-party testing agency, greatly shortening the testing cycle and reducing transportation interruptions caused by equipment inspection, thus meeting the needs of efficient underground coal mine production. 2. The modular chain structure adopted in this utility model connects the components with bolts or pins, which not only facilitates installation but also has good versatility and adaptability. This structure can adapt to the testing needs of different specifications of rack railcars without repeated adjustments, significantly reducing the labor intensity of operators. The chain structure makes the force transmission path clear and unambiguous, ensuring accurate transmission and measurement of force values ​​during testing and improving the reliability of test results. At the same time, the modular design also facilitates the transportation, storage, and maintenance of the device, reducing the total life cycle cost of the equipment. 3. The wireless force gauge of this invention includes a force gauge and a force gauge plate, which transmit data via radio signals, allowing testers to remotely read force values. This avoids the risks associated with personnel operating the testing equipment close to it, effectively ensuring personnel safety during testing. It is particularly suitable for complex environments and space-constrained underground coal mine conditions. Simultaneously, the hydraulic system, connected via oil pipes, allows operators to perform system pressurization operations from a distance away from the rack railcar, further enhancing the safety of the testing process and reducing the possibility of potential accidents. 4. This utility model employs a dual design of a hydraulic system and a wireless force gauge. The hydraulic system includes a memory-type hydraulic gauge that records the highest pressure during the test. This provides a pressure reference value during system pressurization and serves as a backup option for testing tensile strength. Even if the wireless force gauge fails, the test can still continue, ensuring the continuity of the testing process and the integrity of the data. The dual measurement systems mutually verify each other, improving the accuracy and reliability of the test results and avoiding test interruptions or data loss due to the failure of a single sensor. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the structure of the wireless force gauge of this utility model; Figure 3 This is a schematic diagram of the hydraulic system structure of this utility model; Figure 4 This is a schematic diagram of the structure of the present invention in use.

[0018] In the diagram: 1. Gear rail connector; 2. Force gauge connector; 3. Wireless force gauge; 3-1. Force gauge; 3-2. Force gauge plate; 4. Cylinder connector; 5. Hydraulic system; 5-1. Hydraulic pump; 5-2. Memory hydraulic gauge; 5-3. Oil pipe; 5-4. Hydraulic cylinder; 6. Tie rod connector; 7. Tie rod; 8. Gear rail carriage head; 9. Gear rail track. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] Example 1, as Figures 1 to 4 As shown, a traction and braking force testing device for a mining rack railcar includes a rack railcar head 8, a rack rail 9, and a test connector; the test connector is disposed between the rack railcar head 8 and the rack rail 9. The test connectors include a toothed rail connector 1, a tension gauge connector 2, a wireless tension gauge 3, a hydraulic cylinder connector 4, a hydraulic system 5, a tie rod connector 6, and a tie rod 7, which are connected in a chain. The other end of the tie rod 7 is connected to the toothed rail carriage head 8. The toothed rail connector 1 is fixedly connected to the toothed rail track 9. The wireless tension gauge 3 includes a tension gauge 3-1, and the hydraulic system 5 includes a hydraulic cylinder 5-4.

[0021] The device features an integrated design for traction and braking force testing, allowing both tests to be completed in a single installation, significantly improving testing efficiency. It is suitable for underground field operations, eliminating the need for equipment transfer and saving time and manpower. The chain design of the test connectors makes installation convenient, with a simple and economical structure, good versatility and adaptability, and is suitable for testing different specifications of rack railcars, reducing labor intensity. The dual design of the wireless force gauge 3 and the hydraulic system 5 ensures the accuracy and stability of the test results. During operation, personnel can stay away from the locomotive, ensuring the safety of personnel and equipment. The overall device is safe and efficient.

[0022] Example 2, in addition to all the technical features included in Example 1, also includes: The toothed rail connector 1 consists of two pieces, which are respectively attached to both sides of the toothed rail track 9. Multiple bolts for locking via nut threads are threaded through each toothed rail connector 1 and are secured within the tooth grooves of the toothed rail track 9. It should be noted that the toothed rail connector 1 is integrally machined from alloy steel and features lifting holes, providing a stable fixing method and effectively preventing slippage or detachment during testing, ensuring testing safety. The integral machining of alloy steel gives the toothed rail connector 1 high strength and durability, making it suitable for harsh underground environments and extending the service life of the device. The lifting holes facilitate on-site installation and hoisting operations, reducing manual labor intensity, improving installation efficiency, and making the testing process faster and more efficient.

[0023] The tension gauge connector 2 has a Y-shaped structure. One end of the tension gauge connector 2 is connected to the gear rail connector 1 by bolts and nuts, and the other end is connected to the tension gauge 3-1 by a pin. It should be noted that the tension gauge connector 2 is made of alloy steel as a whole, achieving a stable connection, effectively transmitting tensile force, avoiding loosening or failure at the connection, and improving the reliability of the test. The integral machining of the tension gauge connector 2 with alloy steel ensures the strength and deformation resistance of the connector, enabling it to withstand huge tensile forces under high-pressure testing environments and ensuring the stability of the testing process. The pin connection method is labor-saving, safe, and quick, facilitating rapid on-site installation and disassembly, reducing operation time, improving testing efficiency, and reducing the labor intensity of workers.

[0024] The wireless force gauge 3 also includes a force gauge plate 3-2. The force gauge 3-1 and the force gauge plate 3-2 transmit data via radio signals. When the force gauge 3-1 is subjected to force, the tester can remotely read the force value through the force gauge plate 3-2, avoiding the need for personnel to get too close to the tester and ensuring personnel safety. The force gauge plate 3-2 displays data in real time, which is convenient for monitoring and recording test results, ensuring the accuracy and traceability of the data, improving test efficiency, and providing a reliable basis for subsequent analysis.

[0025] The two ends of the hydraulic cylinder connector 4 are connected to the tension gauge 3-1 and the hydraulic cylinder 5-4 respectively through pins, effectively transmitting the tension generated by the hydraulic system 5, avoiding loosening or breakage at the connection, and ensuring the accuracy and safety of the test. It should be noted that the hydraulic cylinder connector 4 is welded from alloy steel plates, which is labor-saving, safe and quick, and facilitates rapid on-site installation and adjustment, reducing operation time and improving test efficiency.

[0026] The hydraulic system 5 also includes a hydraulic pump 5-1. An oil pipe 5-3 connects the hydraulic pump 5-1 and the hydraulic cylinder 5-4. The end of the oil pipe 5-3 near the hydraulic pump 5-1 is also connected to a memory hydraulic gauge 5-2. The hydraulic pump 5-1 is a manual pump, which is convenient for use on site or downhole. The memory hydraulic gauge 5-2 can record the highest pressure during the test, which can provide a pressure reference value when the system is pressurized, and can also serve as a backup option for testing tensile force, in case the wireless tensile force gauge fails. The hydraulic cylinder 5-4 is the power component of the braking force testing device, which provides the braking force for tensile force testing.

[0027] The two ends of the tie rod connector 6 are connected to the hydraulic cylinder 5-4 and the tie rod 7 respectively by pins, which is labor-saving, safe and quick. It should be noted that the tie rod connector 6 is welded from alloy steel plate.

[0028] The tie rod 7 is made of alloy steel and is connected to the rack car head 8 via a pin. The connection end between the tie rod 7 and the rack car head 8 is equipped with a ball joint to ensure freedom of movement and adapt to the movement and angle changes of the rack car head 8 during the test. This prevents stress concentration or equipment damage caused by rigid connection and improves the flexibility and safety of the test. The alloy steel material of the tie rod 7 ensures its high strength and durability, and it can withstand huge tensile forces without deformation under high pressure test environment, extending the service life of the device.

[0029] A reliable force transmission and measurement path is established between the rack car head 8 and the rack rail 9 through a chain-connected test assembly. During traction testing, the rack car head 8 is activated and its brake is engaged. The traction force generated by the rack car head 8 is transmitted through the tie rod 7, sequentially passing through the tie rod connector 6, hydraulic cylinder 5-4, oil cylinder connector 4, force gauge 3-1, and force gauge connector 2, ultimately acting on the rack rail connector 1 fixedly mounted on the rack rail 9. At this point, the traction force is applied to the entire test device chain. The force gauge 3-1 senses and measures this force value in real time and remotely transmits the data to the force gauge plate 3-2 via radio signal for the operator to read. Simultaneously, the memory-type hydraulic gauge 5-2 can also monitor the system pressure as a data reference or backup. During the braking force test, the rack car head 8 was shut off and the brake was closed. Then, pressure was applied manually via operation 5-1, and hydraulic oil was used to extend hydraulic cylinder 5-4 through operation 5-3. The pulling force generated by hydraulic cylinder 5-4 was transmitted to the force gauge 3-1 via cylinder connector 4, then sequentially through force gauge connector 2 and rack car connector 1, finally acting on the fixed rack car track 9. This reverse pulling force simulated the braking load. When the pulling force gradually increased until it overcame the braking force of the rack car head 8 brake, the peak force measured by force gauge 3-1 was the braking force value. This data was also transmitted wirelessly to the force gauge plate 3-2 for display, while the memory hydraulic gauge 5-2 simultaneously recorded the highest pressure as auxiliary verification. Throughout the test, all connecting parts were connected using pins or bolts and nuts to ensure the reliability of force transmission. The ball joint design at the connection end between the tie rod 7 and the rack car head 8 accommodated multi-degree-of-freedom adjustment, avoiding stress problems caused by rigid connections.

[0030] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0031] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A testing device for the traction and braking force of a mine rack railcar, comprising a rack railcar head (8), a rack rail (9), and a testing connector; characterized in that: The test connector is located between the head of the rack car (8) and the rack track (9); The test connector includes a toothed rail connector (1), a tension gauge connector (2), a wireless tension gauge (3), a hydraulic cylinder connector (4), a hydraulic system (5), a pull rod connector (6), and a pull rod (7) connected in a chain. The other end of the pull rod (7) is connected to the toothed rail car head (8). The toothed rail connector (1) is fixedly connected to the toothed rail track (9). The wireless tension gauge (3) includes a tension gauge (3-1). The hydraulic system (5) includes a hydraulic cylinder (5-4).

2. The traction and braking force testing device for a mining rack railcar according to claim 1, characterized in that: The toothed rail connector (1) is provided in two pieces. The two pieces of the toothed rail connector (1) are respectively attached to both sides of the toothed rail track (9). The two pieces of the toothed rail connector (1) are provided with multiple bolts for locking by nut threads, and the bolts are locked in the tooth grooves of the toothed rail track (9).

3. The traction and braking force testing device for a mining rack railcar according to claim 1, characterized in that: The tension gauge connector (2) has a Y-shaped structure. One end of the tension gauge connector (2) is connected to the gear rail connector (1) by bolts and nuts, and the other end of the tension gauge connector (2) is connected to the tension gauge (3-1) by a pin.

4. The traction and braking force testing device for a mine rack railcar according to claim 1, characterized in that: The wireless force gauge (3) also includes a force gauge plate (3-2), and the force gauge (3-1) and the force gauge plate (3-2) are transmitted via radio signals.

5. The traction and braking force testing device for a mining rack railcar according to claim 1, characterized in that: The two ends of the cylinder connector (4) are connected to the tension gauge (3-1) and the hydraulic cylinder (5-4) respectively by pins.

6. The traction and braking force testing device for a mine rack railcar according to claim 1, characterized in that: The hydraulic system (5) also includes a hydraulic pump (5-1), and an oil pipe (5-3) is connected between the hydraulic pump (5-1) and the hydraulic cylinder (5-4). The end of the oil pipe (5-3) near the hydraulic pump (5-1) is also connected to a memory hydraulic gauge (5-2). The hydraulic pump (5-1) is a manual pump. The memory hydraulic gauge (5-2) can record the highest pressure during the test. The hydraulic cylinder (5-4) is the power component of the braking force testing device.

7. The traction and braking force testing device for a mining rack railcar according to claim 1, characterized in that: The two ends of the tie rod connector (6) are connected to the hydraulic cylinder (5-4) and the tie rod (7) respectively by pins.

8. The traction and braking force testing device for a mining rack railcar according to claim 1, characterized in that: The tie rod (7) is made of alloy steel. The tie rod (7) is connected to the head of the rack car (8) by a pin, and the connection end between the tie rod (7) and the head of the rack car (8) is equipped with a ball joint.

Images