Abstract
The common tendency of mine rail haulage improvement is to increase axial power of electrical equipment traction, wagon capacity, and enhancing the speed of movement. In this context, it is typical for mine machine-building design to equip only locomotives with brake facilities. Thus, specific value of braking force of a train cannot exceed basic specific resistance to its movement. Test results of carriage rolling stock as for its braking efficiency as well as for its structural and dynamic analysis of braking mechanism have shown that a shoe-wheel brake of mine locomotives is not efficient under operation brake conditions in terms of the parametric reliability indices; hence, it is not applicable as an analogue for a trailing train part. The objective of the research is to determine a type of structural uncertainty while identifying brake conditions for adaptive control of alternative-structure tribologic system. Practical implication of the results is to determine both type and parameters of empiric dependence of brake shoe friction on a wheel tread upon the speed and braking as well as upon determination of kinetic characteristic of carriage rolling stock brake to be used in the theory of a mine train haulage to provide its safety.
Highlights
IntroductionThe process does not involve the developments of adaptive structures of mechanisms, tribology, and tribomechanics to vary elastic and dissipative characteristics of brake systems on the whole
Contemporary research practices know [36] following factors stipulating friction forces: 1) sliding velocity; 2) specific normal pressure; 3) temperature; 4) actual contact area; 5) shape and geometry of friction surface; 6) availability of wear products; 7) elastic and viscous nature of friction surface deformation depending upon the mechanical characteristics of rubbing pair components, and being stipulated by tension modulus and shear modulus; 8) surface nature or physical condition of the rubbing pair surface layer components being defined with the help of the material density; 9) freedom of the rubbing pair components depending upon the fastening technique; 10) moisture content of the friction surface; 11) specific thermal capacity; 12) thermal conductivity; 13) thermal diffusivity; 14) heat-transfer factor; and 15) absolute viscosity coefficient
In the context of braking mechanisms of wheel pairs, supporting force of a shoe one is used as a brake pressure for a shoe two. 3 – 4 brake gear ratio is specified for stock locomotives
Summary
The process does not involve the developments of adaptive structures of mechanisms, tribology, and tribomechanics to vary elastic and dissipative characteristics of brake systems on the whole. Haulage theory involves such an assumption according to which a brake gear is a rigid-segment mechanism. It is not typical for mine rail haulage to rate frictional brake characteristics. More than 13 empirical friction coefficient-sliding velocity ratios are available for the specific technical objects
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