Systems and methods are provided for retrofitting, or producing, a truck assembly with a traction motor to propel a rail car or other vehicle. A traction drive frame assembly is an integrated unit combining the traction motor with its transmission means, an arrangement that prevents the traction drive frame from rotating when the traction motor is powered. The traction motor can be positioned in a space between a bolster and an axle of the truck assembly, and a jackshaft assembly can be positioned outside of the space. Then, one or more gears, pulleys, chains, etc. between the traction motor and the jackshaft assembly provide mechanical advantage and amplify torque transmitted from the traction motor to the jackshaft assembly. A second operable connection between the jackshaft assembly and the axle amplifies the torque a second time such that a relatively small traction motor propels a rail car or other vehicle.

Systems and methods are provided for retrofitting, or producing, a truck assembly with a traction motor to propel a rail car or other vehicle. A traction drive frame assembly is an integrated unit combining the traction motor with its transmission means, an arrangement that prevents the traction drive frame from rotating when the traction motor is powered. The traction motor can be positioned in a space between a bolster and an axle of the truck assembly, and a jackshaft assembly can be positioned outside of the space. Then, one or more gears, pulleys, chains, etc. between the traction motor and the jackshaft assembly provide mechanical advantage and amplify torque transmitted from the traction motor to the jackshaft assembly. A second operable connection between the jackshaft assembly and the axle amplifies the torque a second time such that a relatively small traction motor propels a rail car or other vehicle.

A towing hook arranged on a mining machine, with a first end having a bent portion to allow a towing tool to be connected and a second end having a cylindrical rod. An intermediate part is located between the first and the second end. The towing hook is arranged to be mounted in a through hole in a frame of a machine in order for the first and second ends to be positioned on different sides of the machine frame. The intermediate part is mounted partly in the through hole of the frame, and wherein the longitudinal axis of the cylindrical rod is generally parallel with a longitudinal axis defined through the towing hook representing the force transmitting direction when connecting the towing tool to the bent portion.

A rail transport system 10 has at least two load carrying bodies 12 which are arranged end to end. Mutually adjacent bodies 12 are coupled together by respective coupling systems 14. The rail transport system 10 further includes a plurality of axles 16 each provided at opposite ends with respective rail wheels 18 which support the bodies 12. A flexible liner 20 is supported by the bodies 12. The liner 20 is configured to span respective coupling systems 14. In this way the bodies 12 and the flexible liner 20 form a continuous load carrying structure 22. The continuous load carrying structure 22 is arranged so as to be able to pivot about an axis perpendicular to the axles 16 to facilitate unloading of cargo from the bodies 12.

A rail transport system 10 has at least two load carrying bodies 12 which are arranged end to end. Mutually adjacent bodies 12 are coupled together by respective coupling systems 14. The rail transport system 10 further includes a plurality of axles 16 each provided at opposite ends with respective rail wheels 18 which support the bodies 12. A flexible liner 20 is supported by the bodies 12. The liner 20 is configured to span respective coupling systems 14. In this way the bodies 12 and the flexible liner 20 form a continuous load carrying structure 22. The continuous load carrying structure 22 is arranged so as to be able to pivot about an axis perpendicular to the axles 16 to facilitate unloading of cargo from the bodies 12.

The present disclosure discloses a low-energy-consumption grading and positioning method and system for a coal mine auxiliary transportation vehicle, which belongs to the technical field of mine tunnel transportation. The method comprises the following steps: S10, determining an optimal transportation route of a vehicle, and dividing the optimal transportation route into a plurality of locked intervals; S20, determining an initial velocity v.sub.0 of the vehicle passing through each locked interval; S30, constructing a discretization mileage estimation model to update a real-time position of the vehicle, and obtaining dynamic track information of the vehicle in each locked interval; S40, constructing a [v0, t] prediction model, and obtaining a theoretical time t.sub.0 of the vehicle passing through each locked interval through the prediction model; S50, comparing a actual time t and the theoretical time t.sub.0 of the vehicle passing through each locked interval, and selecting whether to start overtime early warning or overtime alarm; and S60, repeating S30 to S50 after the vehicle enters the next locked interval. The low-energy-consumption grading and positioning method and system for the coal mine auxiliary transportation vehicle provided in the present disclosure realizes on-demand positioning of the underground vehicle and reduces the consumption and cost of positioning.

The present disclosure discloses a low-energy-consumption grading and positioning method and system for a coal mine auxiliary transportation vehicle, which belongs to the technical field of mine tunnel transportation. The method comprises the following steps: S10, determining an optimal transportation route of a vehicle, and dividing the optimal transportation route into a plurality of locked intervals; S20, determining an initial velocity v.sub.0 of the vehicle passing through each locked interval; S30, constructing a discretization mileage estimation model to update a real-time position of the vehicle, and obtaining dynamic track information of the vehicle in each locked interval; S40, constructing a [v0, t] prediction model, and obtaining a theoretical time t.sub.0 of the vehicle passing through each locked interval through the prediction model; S50, comparing a actual time t and the theoretical time t.sub.0 of the vehicle passing through each locked interval, and selecting whether to start overtime early warning or overtime alarm; and S60, repeating S30 to S50 after the vehicle enters the next locked interval. The low-energy-consumption grading and positioning method and system for the coal mine auxiliary transportation vehicle provided in the present disclosure realizes on-demand positioning of the underground vehicle and reduces the consumption and cost of positioning.

The present disclosure discloses a low-energy-consumption grading and positioning method and system for a coal mine auxiliary transportation vehicle, which belongs to the technical field of mine tunnel transportation. The method comprises the following steps: S10, determining an optimal transportation route of a vehicle, and dividing the optimal transportation route into a plurality of locked intervals; S20, determining an initial velocity v.sub.0 of the vehicle passing through each locked interval; S30, constructing a discretization mileage estimation model to update a real-time position of the vehicle, and obtaining dynamic track information of the vehicle in each locked interval; S40, constructing a [v0, t] prediction model, and obtaining a theoretical time t.sub.0 of the vehicle passing through each locked interval through the prediction model; S50, comparing a actual time t and the theoretical time t.sub.0 of the vehicle passing through each locked interval, and selecting whether to start overtime early warning or overtime alarm; and S60, repeating S30 to S50 after the vehicle enters the next locked interval. The low-energy-consumption grading and positioning method and system for the coal mine auxiliary transportation vehicle provided in the present disclosure realizes on-demand positioning of the underground vehicle and reduces the consumption and cost of positioning.

The present disclosure discloses a low-energy-consumption grading and positioning method and system for a coal mine auxiliary transportation vehicle, which belongs to the technical field of mine tunnel transportation. The method comprises the following steps: S10, determining an optimal transportation route of a vehicle, and dividing the optimal transportation route into a plurality of locked intervals; S20, determining an initial velocity v.sub.0 of the vehicle passing through each locked interval; S30, constructing a discretization mileage estimation model to update a real-time position of the vehicle, and obtaining dynamic track information of the vehicle in each locked interval; S40, constructing a [v0, t] prediction model, and obtaining a theoretical time t.sub.0 of the vehicle passing through each locked interval through the prediction model; S50, comparing a actual time t and the theoretical time t.sub.0 of the vehicle passing through each locked interval, and selecting whether to start overtime early warning or overtime alarm; and S60, repeating S30 to S50 after the vehicle enters the next locked interval. The low-energy-consumption grading and positioning method and system for the coal mine auxiliary transportation vehicle provided in the present disclosure realizes on-demand positioning of the underground vehicle and reduces the consumption and cost of positioning.

In one aspect, a track structure usable by a wheeled vehicle for hauling a payload up an inclined enclosed passageway comprises a hollow rigid center rail member configured to act as both a center rail for the wheeled vehicle and as a ventilation duct. Opposite lateral faces of the hollow center rail member have respective wheel contact surfaces grippable by an opposed pair of inwardly-biased drive wheels of the wheeled vehicle. Rail support structure depends from the hollow center rail member. An elevated pair of rails is attached to the rail support structure, the rails being on opposite sides of and substantially parallel to the hollow center rail member. Each rail is supported by the rail support structure so as to provide an upper, lower, and lateral surface suitable for rolling engagement by a weight-bearing wheel, undermount wheel, and guide wheel, respectively, of the wheeled vehicle.