SCIENCE CHINA

Technological Sciences
• Article • December 2015 Vol.58 No.12: 2153–2168
doi: 10.1007/s11431-015-5895-z

Novel approach to and implementation of design and analysis of

armored face conveyor power train
NIE Rui1, HE BaiYan1*, YUAN PengFei1, ZHANG LianHong1 & LI GuoPing2
1
Key Laboratory of Mechanism Theory and Equipment Design of Ministry of Education, Tianjin University, Tianjin 300072, China;
2
China Coal Zhangjiakou Coal Mining Machinery Co., Ltd., Zhangjiakou 075000, China

Received December 27, 2014; accepted May 20, 2015; published online July 21, 2015

An armored face conveyor (AFC) is a key piece of equipment for a fully mechanized long-wall mining system and is currently
the only means for transporting bulk material in hard coal mines. To date, the AFC power train design has mainly been based
on heuristics obtained via experience, coupled with simple calculations, which cannot take the dynamic behaviors and coupling
effects of the components into consideration. Therefore, model-based and simulation-driven design is preferred. In this paper, a
new design and analysis methodology for an AFC power train is presented to achieve the optimal dynamic characteristics and
transmission performance. A preliminary design procedure for a power train is first introduced. Then, a system-level hy-
dro-mechatronic model of the power train is built to evaluate and optimize the preliminary scheme. Sub-models, including
those for the motors, fluid couplers, gearboxes, and chain, are obtained according to their individual disciplines and assembled
to form the system-level model. The chain sub-system is discretized into multiple finite elements. Governing equations are es-
tablished for each element based on the Newton Euler approach and assembled according to the topological structure of the
chain system. In order to make the new approach applicable for engineers, a design and analysis software is developed, with a
graphical user interface that involves the whole design process. MATLAB/SIMULINK is used as the computational engine,
and Visual C++ is adopted to develop the interactive software framework. Simulations for the SGZ1000/2000 type AFC are
provided as an illustrative case study to validate the effectiveness and practicality of the model and software package.

Hydro-mechatronic system, systematic modeling, simulation-based design, armored face conveyor

Citation: Nie R, He B Y, Yuan P F, et al. Novel approach to and implementation of design and analysis of armored face conveyor power train. Sci China Tech
Sci, 2015, 58: 21532168, doi: 10.1007/s11431-015-5895-z

1 Introduction misoperation, are usually the causes of AFC failures, and

further result in the breakdown of the whole mining system.
An AFC is now being developed to provide high power,
Conveyors are extensively used in the mining and manu-
long distance, and high reliability. These requirements bring
facturing industries for transporting bulk materials such as
new challenges in the research and development procedures.
raw coal, iron ore, and cast metal parts. As one of the key
Large-scale AFCs with optimal dynamic characteristics and
pieces of equipment for a fully mechanized long-wall min-
transmission performances are highly preferred. However,
ing system, the armored face conveyor (AFC) is currently
to date, the AFC design has been mainly based on the heu-
the only means of transporting raw coal in hard coal mines
ristics obtained via experience, coupled with simple calcu-
[1]. Heavy duty loads, combined with a poor design and
lations. These methods pay little attention to the dynamic
characteristics and inter-coupling of the power train com-
ponents, which results in unreasonable AFC design schemes,
*Corresponding author (email: hebaiyan@tju.edu.cn)

© Science China Press and Springer-Verlag Berlin Heidelberg 2015 tech.scichina.com link.springer.com
2154 Nie R, et al. Sci China Tech Sci
and consequently lead to low production efficiency or even
failures [2]. Therefore, an effective approach to the dynamic
design and analysis of an AFC is necessary.
The AFC power train, as shown by Figure 1, usually in-
cludes motors, fluid couplers, gearboxes, sprockets, and a
chain system. A continuous ring chain driven by sprockets
is the key part for transporting bulk material. The ring chain
is fitted at regular intervals with scrapers, which move along
with the chain and push the bulk material to the discharge
end. This chain, with its scrapers, moves inside a partially
enclosed chute, which forms a contained path for the bulk
material and also prevents spillage. At present, the AFC
design procedure, including power prediction, resistance
calculation, component matching, and start control, is
mostly based on experience and static calculations [2,3].
However, because of the frequent loading and unloading
duty cycle, the mass of the bulk material and chain tension
change with the position and over time. The induced dy-
namic effect cannot be ignored. During start up, the re-
sistance, which is mainly friction, has obvious nonlinear
features. Furthermore, the inter-coupling of the power train
components affects the overall transmission performance.
The research and design of the whole power train demand a
knowledge of mechanics, electrics, and hydraulics, along
with a full consideration of the coupling effects. Thus, a
system-level hydro-mechatronics model and simulation
package are vitally required.
Numerous studies on the dynamic behavior of conveyors
have been performed. Li [4] and He et al. [5] explored the
transmission characteristics, parameter selection, dynamic
modeling, and numerical simulation of an AFC. Marian et
al. [6] presented a physical AFC model intended for exam-
ining the dynamic phenomena influencing the load
non-uniformity of drives. Nuttall and Lodewijks [7], Song
et al. [8] studied the dynamic simulation of belt conveyors.
The friction loss, power efficiency, and vibration phenom-
enon were investigated by Piatkowski [9], Zhang and Xia
[10], Andrianov and Van Horssen[11]. The dynamic prop-
erties of a belt conveyor were analyzed in detail using the
flexible multi-body dynamics by Wang [12]. Vaze [13]
Figure 1 (Color online) AFC.
December (2015) Vol.58 No.12
introduced a modeling method for hybrid electromechanical
systems using a component-based approach. Actually, in
recent years, numerical simulation has been used to predict
dynamic responses and optimize design schemes [14,15].
Furthermore, the development of object-oriented software
for the analysis and design of multi-body systems has been
an active area of research [16]. Some simple and effective
methodologies for the analysis of engineering products have
been developed [17–19]. Unfortunately, very little attention
has been given to the development of an effective sys-
tem-level dynamic model that is applicable to the computer
aided design and analysis of an AFC.
In this paper, an approach for predicting and evaluating
the dynamic behavior and system performance of an AFC
power train is presented and applied to the development of
dynamic design and analysis software. A preliminary design
process is first introduced to obtain an initial design scheme.
Then, a system-level hydro-mechatronic model of the power
train is built to further analyze and optimize the initial de-
sign schemes. Some design parameters are adjusted accord-
ing to the results of this dynamic analysis using the sys-
tem-level hydro-mechatronic model until a perfect scheme
is obtained. In order to build a hydro-mechatronic model,
the power train components, including the motors, fluid
couplers, and gearboxes are modeled according to their
physics field and internal structure. The chain sub-system is
discretized into multiple finite elements. Governing equa-
tions are established for each element using Newton Euler
approach. Then, a system-level model can be obtained
based on the topological structure of the system. Ob-
ject-oriented programming is adopted to develop an opera-
ble software framework. As a case study, a simulation of a
specific AFC is conducted and some useful conclusions are
obtained.
2 Preliminary design
At the conceptual design stage, some parameters such as the
dimensions and types of key components can be tentatively
determined according to the customer’s requirements and
statistical calculations. This is usually seen as the prelimi-
nary design for an AFC power train. This preliminary de-
sign, which can provide essential parameters for the subse-
quent modeling and simulation, is indispensable for the
novel approach proposed in this paper. In this section, the
preliminary design process is introduced.
The transmission capacity of an AFC, which is crucial to
the design, can be calculated using eq. (1). The dimensions
of the chute, chain speed, and bulk material mass per meter
are obtained based on the transmission capacity and limita-
tions of the installation site. The chain specifications can be
preliminary determined on the basis of the transmission
capacity, which makes it possible to obtain the correspond-
ing chain breaking force.
 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12 2155

Q  3600 AV  , (1)  Cu  K 1C0 e  L  1 C0   L

F0      e  1 , (7)
 K e  1   
1  L
where A is the area of the bulk material in the chute, V is the
chain speed, ρ is the density of the bulk material, and ψ is
Cu
the loading coefficient of the chute, which is usually set to Fu 

e  L
1 .  (8)
0.65–0.9.
The total resistance is important in the selection of the
If K< C0/Cu, the resistances are derived from eqs. (9) and
power train components, as well as the estimation of the
(10), respectively
load and chain tension. The resistance comes mainly from
friction. The equivalent friction coefficients on the loaded C0
and unloaded sides are represented by μ0 and μx, respective- F0 

e  L
1 ,  (9)
ly. These friction coefficients can be calculated using the
 C  KC e  L  1 Cu   L
  e  1 .
method in reference [20]. Regardless of the horizontal bend, Fu   0  L u  (10)
the resistances per meter on loaded side C0 and unloaded  Ke  1   
side Cu can be obtained using eqs. (2) and (3):
If K= C0/Cu, the resistances are derived from eqs. (11)
C0  0  mL  mb  g cos    mL  mb  g sin  , (2) and (12), respectively

Cu   x mL g cos   mL g sin  , (3) C0

where mL is the mass of the scrapers and chain per meter, mb
is the mass of the bulk material per meter, and β is the in-
stallation angle.
The AFC must be pushed toward the coal face in the
horizontal direction to ensure continuous coal cutting.
Therefore, AFC bending occurs. Using the following equa-
tion, the bending angle can be converted into the average
bending angle α, which is evenly distributed in the longitu-
dinal direction, where α can be calculated by eq. (4)
4 a sin   2 
 arcsin , (4)
L 2l
where a is the advanced step distance, α' is the maximum
bending angle between chutes, l is the length of the chute,
and L is the total length of the AFC.
The duty resistance, including the effect of a horizontal
bend, can be obtained according to the number of motors. If
the whole AFC system is driven by only one motor at the
head, then the resistances on the loaded side F0 and un-
loaded side Fu are determined by eqs. (5) and (6), respec-
tively
C C  Cu   L
F0   u e  L  0 
 e 1 ,  (5)
   
C 3 Hydro-mechatronic model establishment

Fu  u e  L  1 ,

 (6)
where μ is the equivalent friction coefficient between the
bulk material and chute.
If two motors are installed at head and tail, respectively,
the calculation method for F0 and Fu needs to be adjusted
according to the relationship between K and C0/Cu, where K
is the power ratio between the two motors.
On the condition that K>C0/Cu, the resistances are de-
rived from eqs. (7) and (8), respectively
F0 

e  L
1 ,  (11)
Cu
Fu 

e  L
1 .  (12)
The total power demand of the AFC is determined by eq.
(13). Then, the motor specification can be preliminarily
determined, and the configuration schemes can be obtained.
The actual power of the motors should not be less than the
calculated power demand. Corresponding fluid couplers and
gearboxes can be selected to couple with the selected mo-
tors and chain.
F0  Fu
P V, (13)

where η is the total equivalent driving efficiency.
This preliminary design procedure is mainly considered
from the steady state point of view, but the transient behav-
ior and individual characteristics of the power train are ne-
glected. Thus, large design margin and safety factor have to
be included. Modern AFC design challenges this traditional
method, and new procedures based on dynamic simulation
are greatly needed. In the following sections, a system-level
hydro-mechatronic model will be discussed.
An AFC power train model is put forward in this section.
This model can be used to predict and evaluate the dynamic
characteristics and system performance of the preliminary
design scheme and then offer information to help improve
the design before manufacturing a physical prototype. The
AFC is driven by motors that coordinate with corresponding
fluid couplers and gearboxes, as presented in Figure 2. In
general, an AFC power train contains two sets of motors,
fluid couplers, and gearboxes. The motor output torque is
2156 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12

Figure 2 (Color online) Structure diagram of an AFC.

transformed into the required driving torque of the scrapers

and chain through the interaction between the working liq-
uid and blades of the fluid couplers, as well as the coopera-
tion between the shafts and gears of the gearboxes. It is a
typical hybrid system with a large degree of coupling be-
tween mechanical, electrical, and hydraulic components.
The inter-coupling among these components, which must be
considered in the modeling process, has a direct influence
on the system performance.
The developed elaborate models for the motors, fluid Figure 3 Winding model in two-phase static coordinates.
couplers, and gearboxes, which are too complicated and
unable to provide suitable interface variables, do not apply
to systematic modeling. In this paper, the AFC power train  sd   Ls 0 Lm 0  isd 
    
model is built using a component-based approach that is
 sq    0 Ls 0 Lm   isq 
applicable to hybrid systems. The governing equations of , (14)
   Lm 0 Lr 0  ird 
each component are defined in terms of its discipline. The  rd     
equations of all the components are then assembled to form  rq   0 Lm 0 Lr   irq 
a set of differential-algebraic equations (DAEs), which can
where Ls , Lr , Lm are, respectively, the self-inductances of
be numerically solved to obtain the system response.
the stator winding and rotor winding, and mutual inductance
between the stator winding and rotor winding,  sd ,  sq ,
3.1 Electromotor model
 rd ,  rq are, respectively, the stator and rotor flux compo-
The properties of its motors are directly related to the power
nents on axes d and q, and isd, isq, ird, irq are, respectively, the
train’s performance. Thus, a reasonable model for the motor stator and rotor current components on axes d and q.
is essential. The following assumptions are made to build a The transformed voltage equation can be shown as fol-
three-phase asynchronous motor model. The three-phase lows:
winding is symmetric. The magnetic saturation and loss of
the iron core, as well as the influences of the frequency and usd   Rs  Ls p 0 Lm p 0 
temperature on the winding resistances, are ignored [21]. u   
 sq    0 Rs  Ls p 0 Lm p 
Because the mathematical model of a motor described in u   Lm p 
r Lm Rr  Lr p r Lr
three-phase coordinates is a high-order, nonlinear, strongly  rd   
coupled multivariable system, the analysis and solution u
 rq    L
r m Lm p r Lr Rr  Lr p 
processes is rather difficult. Therefore, it is transformed into isd 
two-phase static coordinates, as depicted in Figure 3, for i 
  ,
sq
simplification. (15)
i 
The transformed flux linkage equations are derived as  rd 
follows:  irq 
 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12 2157

where usd, usq, urd, urq are, respectively, the stator and rotor
voltage components on axes d and q, differential operator p
represents the differential notation d/dt, Rs and Rr are, re-
spectively, the resistances of the stator and rotor, and ωr is
the electric angular speed of the rotor winding.
Ignoring the influence of the viscous friction and tor-
sional elasticity, the motion equation is given by
I M dr
TMout  TMload  , (16)
pM dt
where TMload is the load torque, IM is the moment of inertia
of the motor, TMout is the electromagnetic torque, and pM is
the pole number.
sm  R2 /  X 1  X 2   R2 / X K , (20)
where m is the phase number, U is the phase voltage, f is the
frequency, X1 is the stator reactance, X 2 is the rotor re-
actance, and XK is the total reactance of motors.
When s<sm, the rotor frequency is at a lower level, and
the range is very small. Therefore, the skin effect can be
ignored, and the reactance of the motors can be viewed as a
constant. Likewise, TMm and sm can also be viewed as con-
stant. Substituting the rated torque TN, rated slip sN, and
ration between the critical torque and rated torque λm
(λm=TMm/TN) into eq. (18) makes it possible to obtain the
value of sm

 
According to the principle of electromechanical energy
conversion, the electromagnetic torque TMout is sm  sN m  m2  1 , (21)

TMout  pM Lm (isq ird  isd irq ). (17) When s>sm, the rotor frequency is at a high level, and the
range is large. The skin effect is obvious. Under this condi-
The above electrical model described by the combination tion, the correction factors for the rotor resistance and reac-
of eqs. (14)–(17) is able to provide abundant electrical and tance are shown, respectively, by eqs. (22) and (23). There-
mechanical information, including the instantaneous current fore, the corresponding critical torque TMms and critical slip
and voltage of the windings, output speed, and electromag- sms at any slip s (s>sm) are shown by eqs. (24) and (25)
netic torque. However, this model is complicated. Further-
more, some electrical parameters are not easy to obtain. At K Rs  h s , (22)
the conceptual design stage, a simple but effective model is
preferred. Furthermore, the systematic modeling focuses 
K X s  3 / 2h s ,  (23)
more on the mechanical characteristics. Therefore, a simpli-
fied motor model based on the external mechanical charac- mpM U 2 1
teristics is developed as another choice. TMms  
4f K Xs  X K
The relationship between the torque and slip can be de-
1 2 (24)
scribed by eq. (18)  TMm  h sTMm ,
K Xs 3
2TMm n  nM
TM out  , s  M0 , (18) K Rs  R2 K
sm / s  s / s m nM 0 sms   Rs  sm
K Xs  X K K Xs
where TMm is the maximum torque or critical torque, s is 2 2
the slip, sm is the critical slip corresponding to the critical  h ssm , (25)
3
torque, nM0 is the synchronous speed of the motors, and nM
is the speed of the motors. where KRs is the correction factor of the rotor resistance, KXs
Because of the influence of the skin effect, eq. (18) can is the correction factor of the reactance, and h is the slot
represent the mechanical characteristics of the motors only depth of the rotor.
under the condition of s<sm. During the start-up (s>sm), eq. The critical slip sm at runtime (s<sm) can be calculated
(18) will cause large errors. using eq. (21). The critical torque TMm1 and critical slip sm1
Based on the principle of the motors, the torque and slip at starting point (s=1) can be obtained using eqs. (24) and
at the critical point can be represented by eqs. (19) and (20) (25), respectively. The change in the critical point between
sm and sm1 can be regarded as linear [22]. Therefore, the
mpM U2 mpM U 2 1 mechanical characteristics of the motors can be described
TMm     , (19)
4 f X 1  X 2
'
4 f XK by eq. (26):

TMm  TMm1 sm TMm1  TMm

2(   s)
1  sm 1  sm nM 0  nM
TM out  , s . (26)
 1  sm1 sm1  sm s   1  sm1 sm1  sm s  nM 0
s sm      sm     s
 1  s m 1  s m s m   1  sm 1  sm sm 
2158 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12

The motion equation is    f (i),


I M dnM  nF in (29)
TMout  TMload   . (27) i  n ,
30 dt  F out

The simplified motor model can be obtained by combin- where nFin is the speed of the impeller shaft.
ing eqs. (21), (24)–(27). Similarly, the transmitted torque can be calculated by
TF   D 5 nF2 out . (30)
3.2 Fluid coupler model
The input torque and output torque of a fluid coupler are
A fluid coupler connects the motor and gearbox. As pre-
derived as follows:
sented in Figure 2, the power is transmitted from the impel-
ler to the turbine by the interaction with the working liquid. I F in dnF in
TF in  TF  , (31)
Fluid couplers buffer the shock and vibration caused by a 30 dt
chain jam, help to achieve a soft start, reduce the motor
current, increase the tolerance to a poor or low electrical I F out dnF out
TF  TF out  , (32)
supply, realize overload protection and smooth controlled 30 dt
acceleration, etc. An accurate dynamic behavior of the
fluid couplers can be simulated using the computational where TFin is the input torque of the impeller shaft, TFout is
fluid dynamics (CFD) method. Generally, a CFD model the output torque of the turbine shaft, IFin is the moment of
requires many additional parameters to fully describe its inertia of the impeller shaft, and IFout is the moment of iner-
characteristics, some of which are not accessible to convey- tia of the turbine shaft.
or manufacturers. Furthermore, not all the results obtained Thus, eqs. (29)–(32) can be used to describe the fluid
by CFD calculation are useful in the simulation of the whole couplers’ dynamic behavior.
system. Thus, it is not suitable for the system-level simula-
tion. 3.3 Gearbox model
Euler’s turbine equation can also be used to describe the
torque characteristics of fluid couplers. However, because it Gearboxes with high transmission ratios are usually in-
contains geometric parameters (radii and flow surfaces), stalled between fluid couplers and sprockets to reduce the
speeds, and the media density, it has proven to be too awk- speed and increase the transmitted torque. Thus, the de-
ward to use directly in practice. Fortunately, the similitude manded pulling force and speed of the chain can be realized.
and model laws for flow machinery provide a simplified In order to derive the model of a generic gearbox with n0
representation that is more useful for practical situations shafts, the influences of shaft deflection and backlash are
[23]. The application of the similarity and model laws re- ignored.
quires geometric similarity, as well as similar flow speeds at The equivalent inertia of the gearboxes in reference to
analogous positions for the model and reality. If the similar- the input shaft, represented by Ieq, can be expressed by eq.
ity relationships are inserted into Euler’s turbine equation, (33). This is often provided by gearbox manufacturers.
the following results are obtained IG 2 I Gn0
I eq  I G1    , (33)
TF ~ F D 5 nF2 out , N122 n0
(28)
N i 2
2
( i 1)( i )

where TF is the transmitted torque,  nFout is the speed of the

turbine shaft, ρF is the density of the working fluid, and D is where IG1,…, IGn0 are the effective inertias, which are the
the diameter of the turbine. summations of the inertias of shafts 1, …, n0, and their
The proportionality factor, which is described as the mounted components such as gears, keys, and hubs. N(i-1)(i)
power coefficient λ, is dimensionless. λ represents the level represents the gear ration between shafts i and i−1.
of power take-up for geometrically and fluidically similar Similar to Ieq, ceq represents the equivalent damping coef-
fluid couplers (with the same Euler and Reynolds numbers). ficient, which can be derived as follows:
Naturally, the power coefficient λ is not a constant, but ra-
ther depends on the speed ratio i, as shown by eq. (29). In cG 2 cG n0
ceq  cG1    , (34)
addition to the speed ratio, there are other parameters influ- N122 n0

encing the power coefficient: the layout and function of the N i 2

2
( i 1)( i )

impeller, the filling level of the fluid coupler, and other de-
sign features. However, for a specific fluid coupler under a where cG1, …, cGn0 are the damping coefficients of gears
certain filling level, the characteristic curve that describes 1, …, n0, respectively.
the relationship between λ and i is unique. Then, the motion equation of the gearbox is given by
 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12 2159

 d 2G1 T bulk material and scraper chain to analyze the motion pa-
 I eq 2
 ceqG1  TGin  Gload ,
 dt N eq
 (35)
n0
 dynamic model. In this model, the space where the chain
 N eq   N (i 1)(i ) ,
 i 2
where ωG1 is the angular speed of shaft 1, TGin is the torque
applied to the input shaft, and TGload is the torque applied to
the output shaft, as shown by Figure 2. Neq is the reduction
ratio across the gearbox, which is readily obtained from the
specifications.
ceq can be obtained using the following method. Under
steady-state conditions, the inertial components are negligi-
ble and eq. (35) can be simplified to
TGload
ceqG1  TGin  . (36)
N eq
Based on the law of the conservation of energy, the fol-
lowing equation is obtained
TGinG1eq  TGloadGn0 ,
 The system moves in the direction of the arrows in Fig-
 G1
Gn0  N ,
 eq
where ωGn0 is the speed of shaft n0.
Based on the relationship between TGin and TGload, which
is described by eq. (37), eq. (36) can be written as follows:
TGin
ceq  1  G   , (38)
G1
where ηG is the transmission efficiency of the gearboxes.
If the efficiency of the gearbox is given under the full
load conditions for the motors, and the slip of the fluid cou-
plers is small, TGin can be approximated as the full load
torque of the motors, with ωG1 as the full load speed of the
motors [24].
The dynamic model of the gearboxes consists of eqs.
(33), (35) and (38).
3.4 Chain model
Because of the cyclic movement, accompanied by frequent
loading and unloading tasks, the mass and traction force
vary with time and space, which causes nonlinear, time var-
ying and mass varying problems. To solve these problems,
the Euler method for fluid mechanics is employed. This
method is commonly used to describe the motion of fluid,
based on the movement of fluid particles at each spatial
point in the flow field. In other words, this is used to study
the variation in the fluid particles’ flow parameters over
time when passing through a certain spatial point. Accord-
ing to the Euler method, the spatial points can be extended
to a spatial volume, and the fluid can be extended to the
rameters of these objects as they pass through a certain spa-
tial volume. Figure 4 shows a one-dimensional longitudinal
subsystem is located is discretized into multiple evenly dis-
tributed control volumes according to the distribution of the
material and motion pattern. These control volumes are fi-
nite closed volumes in the space through which the object
moves. They have a certain shape and finite size, and are
fixed in the space. The objects in one control volume have
the same material distribution and motion parameters. The
mass and inertias of the objects in each control volume,
which include the scraper chain and bulk material being
carried, are lumped with these volumes [25,26]. The Kelvin
model is used for connecting adjacent control volumes,
which allows force transfer between volumes [27]. For sim-
plicity, the stiffness and damping of the objects in each
volume are reflected by Kelvin models, in the form of
equivalent stiffness and damping values. The total number
of discrete control volumes n is determined by the accuracy
requirement of the modeling.
(37)
ure 4. The motion direction is chosen as the positive direc-
tion of displacement. Using the Newton Euler approach, the
governing equations of objects on the loaded and unloaded
sides are derived as follows:
xi  [ ki 1  xi 1  xi   ci 1  xi 1  xi   ki  xi  xi 1 
mi 
ci  xi  xi 1 ]  fi  0, i  1, 2  n 2, n 2  2, , n , (39)
where mi is the mass of the objects in control volume i , xi is
the displacement of objects in control volume i, xi is the
velocity of objects in control volume i, xi is the accelera-
tion of objects in control volume i, ki is the stiffness coeffi-
cient of objects in control volume i, ci is the damping coef-
ficient of objects in control volume i, and fi is the friction
between objects in control volume i and the chute. A Kar-
nopp model is chosen as the basis to describe the friction
induced duty resistance [28]. In the friction model, as
shown by eq. (40), a zero velocity range vi  DV is de-
fined, where DV represents a value close to zero.
Figure 4 Model of the AFC transmission subsystem.
2160 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12

 f i stick  sgn(vi ) min( f ie (t ) , fi s ), vi  DV , Where I1 , I n 2 1 are the moments of inertia of sprockets at

fi   (40)
 f i slip  sgn(vi ) f ic  f v vi , vi  DV , the head and tail, respectively, 1n 2 1 are the angular
accelerations of sprockets at the head and tail, respectively,
where fis=migμs, fic=migμc, fie(t) is the external resultant force r is the radius of the sprockets, and T1Tn 2 1 are the driving
of element i, fis is the maximum static friction force of ele-
ment i, vi is the relative velocity between element i and the torques imposed by the driving system at the head and tail
chute, fic is the Coulomb friction force of element i, fv is the respectively.
viscous friction coefficient, μs is the equivalent static All of the governing equations are assembled according
friction coefficient, and μc is the equivalent dynamic fric- to the topological structures of the subsystems to obtain the
tion coefficient. The friction coefficients in this paper are systematic model, i.e.
equivalent values that are determined according to reference   CX  KX  F ,
MX (43)
[29].
For the control volumes at the head and tail, the govern- M = diag  m1 m2  m j  mn 1 mn  , (44)
ing equations are given by
T
I11  [ k20  x20  x1   c20  x20  x1   =   
x2  
x j   xn  ,
 (45)
X n1  x1 xn 1
k1  x1  x2   c1  x1  x2 ]  r  T1  0, (41) T
X n1 =  x1 x2  x j  xn 1 xn  , (46)
I n 2 1n 2 1  [ kn 2  xn 2  xn 2 1  T
X n1 =  x1 x2  x j  xn 1 xn  , (47)
cn 2  xn 2  xn 2 1   kn 2 1 ( xn 2 1  xn 2  2 )
cn 2 1  xn 2 1  xn 2  2 ]  r  Tn 2 1  0,
T
(42) Fn1 = T1 / r f2  Tj / r  f n 1 f n  , (48)

 k1  kn  k1 0  0  0 0 kn 
 k k1  k2  k2  0  0 0 0 
 1 
 0  k2 k 2  k3  0  0 0 0 
 
        
 0 0 0  kn 2  0 0 0 
 
K n n  0 0 0  k n 2  k n 2 1  0 0 0 , (49)
 
 0 0 0   k n 2 1  0 0 0 
 
        
 0 0 0  0  kn  3  kn  2  kn  2 0 
 
 0 0 0  0  kn  2 kn  2  kn 1 kn 1 
 k
 n 0 0  0  0 kn 1 kn 1  kn 

c1  cn c1 0  0  0 0 cn 

 c c1  c2 c2  0  0 0 0 
 1 
 0 c2 c2  c3  0  0 0 0 
 
        
 0 0 0  cn 2  0 0 0 
 
C n n  0 0 0  cn 2  cn 2 1  0 0 0 , (50)
 
 0 0 0  cn 2 1  0 0 0 
 
        
 0 0 0  0  cn  3  cn  2 cn  2 0 
 
 0 0 0  0  cn  2 cn  2  cn 1 cn 1 

 cn 0 0  0  0 cn 1 cn 1  cn 
 Nie R, et al. Sci China Tech Sci
where M is the mass matrix, F is the force vector, X  is

the acceleration vector, X is the velocity vector, and X is
the displacement vector. C and K are, respectively, the
damping matrix and stiffness matrix.
So far, each component’s dynamic model has been estab-
lished. These parametric models are further assembled ac-
cording to their interface variables such as the angular dis-
placement, velocity, acceleration and torque. In this way, a
system-level hydro-electromechanical model is obtained.
4 Software development
The above components’ parametric models and governing
equations serve as the basis for a dynamic performance
analysis and power train design. Then, there is a great need
for a comprehensive software platform that integrates these
equations with user friendly interfaces and a high-efficiency
computational engine, especially for product design engi-
neers. The numerical computation, which is time-consum-
ing, is the key to the dynamic analysis of complex systems.
Solving the DAEs in the AFC power train model rapidly
and accurately is a big challenge in the software develop-
ment process. Considering its powerful numerical calcula-
tion functions, MATLAB is chosen as the solution engine
and Visual C++ is adopted for the user friendly package
interface. Thus, the package can be further developed with
hybrid programming using MATLAB and Visual C++.
4.1 Software framework
With the increase in computational power, complex simula-
tion models now allow design verification and optimization
in the process of product development. Rather elaborate
multi-body models can be used to analyze a system’s dy-
namic performance. Unfortunately, these models must be
handled by professional simulation software, which is com-
plex and unfamiliar to engineers. Furthermore, almost all
the in-house design programs developed based on empirical
equations and static calculations were written in the proce-
Figure 6 Flow diagram of calling command.
December (2015) Vol.58 No.12 2161
dural FORTRAN or VB languages, which cannot be com-
bined with professional numerical simulation software. In
this paper, the preliminary design method and models for
dynamic performance prediction are integrated to form an
interactive software framework. Figure 5 shows the design
process using this software. This integrated software with
operable interactive interfaces relieves engineers from the
need to frequently switch between computational processes,
with the subsequent transfer of data back and forth among
them. It also provides engineers with an appropriate means
to design products, maintain records of design evolutions,
and analyze the cause-effects between input and output pa-
rameters.
Visual C++ is used to develop interactive graphical user
interfaces (GUIs). By using the MATLAB engine,
MATLAB can be called by Visual C++ to perform compli-
cated calculations. MATLAB provides a series of prede-
fined API (application programming interface) functions,
through which users can operate the MATLAB engine in
Visual C++. Thus, the numerical calculations of the soft-
ware can be completed by MATLAB. During the operation
of MATLAB, the simulation results are presented in real
time by the interactive GUIs developed using Visual C++.
Figure 6 shows the flow diagram for calling commands. The
integrated design and analysis software consists of three
Figure 5 Schematic diagram of the design process.
2162 Nie R, et al. Sci China Tech Sci
main parts: the preliminary design, dynamic performance
simulation, and evaluation of simulation results.
4.2 Software interface
All of the empirical equations for preliminary design in sec-
tion 2 are included in the preliminary design part. After the
calculations, a preliminary design scheme can be provided,
and the corresponding design parameters are saved and
transferred to the dynamic simulation part. Moreover, in the
preliminary design part, information about existing products
is also provided as a reference for the design of new prod-
ucts or a design change for improvement.
In the dynamic performance simulation part, the parame-
ters of each component can be obtained from the prelimi-
nary design part or by inputting. Then, simulation infor-
mation is set by the user to perform calculations for the pre-
liminarily designed AFCs under various working conditions.
The specifications and parameters of components can be
adjusted according to the simulation results until an optimal
system performance is obtained. Multiple parameter data-
bases such as databases of motors, fluid couplers, gearboxes,
chains, and sprockets are provided. Furthermore, previous
design schemes are also available as references for further
adjustments. One of the interfaces in this part is shown in
Figure 7.
The simulation results part shows the simulation results
in real time in the form of figures and data. These results are
compared with the design objectives to evaluate the design
scheme. This part also provides a series of operations to
analyze the simulation results in this software or export
Figure 7 (Color online) Dynamic performance simulation interface.
December (2015) Vol.58 No.12
them to other data processing software. Because of the lack
of space, additional interfaces have not been presented.
4.3 Computational engine
According to the dynamic component models presented in
section 3, the corresponding simulation code is developed
using MATLAB/SIMULINK. These sub-models are com-
bined together by connecting their input and output varia-
bles, and the simulation parameters can then be fed through
the user interface developed by Visual C++.
The entire block diagram for the power train is built. The
DAEs in the chain model are linearized using state space
matrices [30]. The displacement and velocity of each con-
trol volume are chosen as the state variables. The corre-
sponding computation program, which is masked as a sub-
system to connect with other blocks in SIMULINK, is de-
veloped using the S-function. Because the control volumes
are evenly distributed, the stiffness coefficients and damp-
ing factors of the objects in each control volume should be
the same. However, the chain can only be stretched, and
cannot be compressed. That is, the chains have no stiffness
in compression. In this sense, each element in matrices K
and C should be determined after a judgement about wheth-
er the corresponding chain element is stretched. Therefore,
the state space subsystem differs from the build-in state
space block in SIMULINK because the coefficient matrices
in the subsystem are updated in real time. Furthermore, be-
cause the conveying length varies greatly with different
products, the number of control volumes n must be variable
to adapt to different computational precision needs. That is
 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12 2163

to say, not only are the elements in matrices K and C up-
dated in real time, but also the dimensions of these matrices
are variable. In this software, the dimensions of the matrices,
which are directly related to the precision of the simulation,
are set by the users through operation interfaces.
The friction model is masked as a subsystem called run-
ning resistance blocks. As a highly nonlinear phenomenon,
friction can decisively affect the dynamic performance of
the whole system. The two phases of friction, stick and slip,
depicted by eq. (40), should be handled separately. The
simulation in the sticking phase, which influences the tran-
sient response of the system, is crucial. In the sticking phase,
the friction force is equal to the external resultant force. A
feed-forward path is used to counteract the effect of the ex-
ternal force, which remains the objects in the control vol-
ume still. This feed-forward path consists of some logical
blocks in SIMULINK. The maximum value of the friction
force in the sticking phase is equal to the maximum static
friction force. The phase of the friction is controlled by the
relative velocity between objects in control volumes and
chutes.
4.4 Build-in databases
Multiple databases are provided in this software. Among
these, the databases of motors, fluid couplers and gearboxes
are obtained by the corresponding technical reports, litera-
ture, and data provided by manufacturers. The databases for
the chain stiffness and sprocket torsional stiffness are estab-
lished based on a nonlinear finite element analysis using a
simplified symmetric elastic-plastic contact model. To
avoid descriptive redundancy, we refer readers to our pre-
vious publications for the technical details of the chain
stiffness and sprocket torsional stiffness [31].
5 Case study
SGZ1000/2000 series AFCs, which were designed using the
method discussed in section 2, are large-scale AFCs de-
signed by the China Coal Zhangjiakou Coal Mining Ma-
chinery Co., Ltd. Their component parameters are listed in
Table 1. The software described in this paper is used to an-
alyze the dynamic characteristics and system performance
of this AFC. Actually, various AFCs under multiple work-
ing conditions can be simulated by this software. Given the
space limitations, this paper only analyzes a specific AFC
under two working conditions. The chains system is discre-
tized into 20 control volumes to perform the simulation.
5.1 Simulations with different pretension forces
The selection of a reasonable pretension force is crucial for
the installation and use, because a low force value will
cause a chain jam and failure, whereas a high force value
will cause wear and increase the motor load. Thus, it is an
important factor that must be taken into account in the de-
sign. The following simulations are conducted to investigate

Table 1 Components parameters of SGZ1000/2000 series AFC

YBSS2-1000G type three phase asynchronous motor Transmission system

Parameter Unit Value Parameter Unit Value
Motor power KW 1000 Mass of bulk material kg/m 461.5
Rated velocity r/min 1489 Conveying length m 299
Rated torque Nm 6410 Distance between sprocket at head and tail m 280
Rotor resistance Ω 0.0638 Mass of scraper chains kg/m 172.9
Mass of rotor kg 1115 Chain length m 602
Rotor diameter m 0.432 Type of the link 42×152
Line voltage V 3300 Average thickness of bulk material m 0.441
Frequency Hz 50 Lay angular ° −5–5
Power factor 0.89 Length of interval between scrapers m 0.912
Starting torque/rated torque 1.7 Bend or incline coefficient 1
Maximum torque/rated torque 2.5
Number of phase 3
562DTPKWL2-800 type valve regulated fluid coupler PKPL-65Z type planetary gearbox
Parameter Unit Value Parameter Unit Value
Turbine diameter m 0.517 Moment of inertia of axle 1 kg m2 2.86
Density of operating fluid kg/m3 1000 Moment of inertia of axle 2 kg m2 22.72
Moment of inertia of the impeller shaft kg m2 6.92 Moment of inertia of axle 3 kg m2 41.08
Moment of inertia of the turbine shaft kg m2 2.2 Moment of inertia of axle 4 kg m2 268.85
Rotating velocity ratio Rotating velocity ratio between axle 1,2 2.37
Torque coefficient Rotating velocity ratio between axle 2,3 2.19
Rotating velocity ratio between axle 3,4 5.47
Efficiency 0.97
2164 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12

the influence of different pretension forces on the system

dynamic behaviors. Pretension forces of 0, 190, and 200 kN
are selected for the simulations, which last 100 s. The re-
sults are presented in Figures 8–10.
As shown in (a) of Figures 8–10, the power distributions
of the motors at the head and tail are obviously influenced
by the pretension force. Without pre-tightening, the power
of the motor at the head is significantly larger than that of
the motor at the tail during the startup phase. This uneven
load distribution will lead to unreasonable differences in the
motor lives, which should be avoided in the design. Fur-
thermore, under all three pretension force conditions, the
time required by the AFC to achieve stability varies with the
pretension force. A large pretension force is usually ac-
companied by a short time for stabilization, whereas a large
pretension force also means a large additional running re-
sistance. Hence, the load distribution of the motors at the
head and tail, as well as the additional running resistance,
should both be considered when determining the value of
the pretension force. The chain tension of the control vol-
umes is evenly distributed in descending order: elements 1,
11, 20, and 10. Thus, the force value of control volume 10
can be used to identify whether a chain jam will occur. If
the force value is greater than zero, then no jam will occur
and vice versa. In Figures 8–10, the force values of control
volume 10 are 0, 1, and 10 kN, respectively. Thus, zero Figure 9 (Color online) Results of simulation with 190 kN pretension
force. (a) Torque of motors; (b) typical elements tension.
pretension force is likely to cause chain relaxation and a jam.
At the same time, the chain works under alternating loads.

Figure 8 (Color online) Results of simulation with zero pretension force. Figure 10 (Color online) Results of simulation with 200 kN pretension
(a) Torque of motors; (b) typical elements tension. force. (a) Torque of motors; (b) typical elements tension.
 Nie R, et al. Sci China Tech Sci December (2015) Vol.58 No.12 2165

As Figures 8–10 shows, the force amplitudes under the

three conditions are basically the same, but with the same
tension amplitude, a larger pretension will result in a lower
fatigue life. Therefore, the pretension force should be opti-
mized by considering both the chain jam possibility and
durability.

5.2 Simulations under chain jam

AFCs are usually used in harsh environments. Many factors,

including rib spalling, excessive bending, and locking by
foreign material, may cause a chain jam. The system per-
formance of an AFC under a chain jam is an issue that con-
cerns designers. Meanwhile, it is also a problem that cannot
be solved by static calculations based on a steady state. Two
AFCs, one with fluid couplers and the other without, are
simulated under a chain jam using the software. The 6th
control volume, which is located in the middle of the upper
chains, is chosen as the jammed segment. The chain jam
occurs at 100 s, while the whole simulation lasts 140 s. The
results are shown in Figures 11–14.

Figure 12 (Color online) Simulation results of motors and fluid couplers

(model with fluid couplers). (a) Velocity of motors; (b) torque of motors;
(c) velocity of fluid couplers; (d) motor power.

As shown in Figure 11, once the chain jam occurs, the

Figure 11 (Color online) Simulation results of motors (model without
fluid couplers). (a) Velocity of motors; (b) torque of motors; (c) motor
power.
output torque of the motors would increase sharply to pull
the jammed segment. Meanwhile, the speed of the motors
will decrease. If the chain jam continues, the torque will
exceed the maximum torque of the motors and enter into an
unstable working region. If the situation deteriorates further,
2166 Nie R, et al. Sci China Tech Sci
a locked rotor accident will occur, and the motor may be
damaged. Figure 11 shows that the model without fluid
couplers can only continue for a short time. It can also be
found in Figure 11 that, the motor at the head is the first one
to be influenced when the upper chains are jammed.
Similar to Figure 11, a chain jam also causes an increase
in the output torque and a decrease in the motor speed in
Figure 12. However, because of the effect of the fluid cou-
plers, the motors can continue to run in the stable operation
area, and the maximum output torque is 8200 N m. As
shown in Figure 12(c), when a chain jam occurs, the turbine
shafts of the fluid couplers, which are connected to the
sprockets via gearboxes, are forced to stop. The impeller
shafts, which are connected to the motors, churn the work-
ing liquid to expend the superfluous mechanical energy
produced by the motors. Ultimately, a balance is achieved.
Because the chain is jammed, the energy produced by the
motors, which is all consumed by the fluid couplers, cannot
be transmitted to the chain system. Thus, the chain and mo-
tors are protected from being damaged.
As shown in Figure 13, after the accident, the upper
chain behind the jammed segment stops first, and then the
upper chain in front of the jammed segment stops. The low-
er chain stops with the order shown in Figure 13(a). During
the chain jam, the tension in the upper chain behind the
jammed segment increases rapidly and reaches about 2380
kN. This value is close to the breaking load of the chain, as
regulated by the national standard [32]. The tension of the
lower chain increases slower than that of the upper chain
and reaches about 1900 kN. It can be seen that the instanta-
neous peak tension is huge. Actually, the value of this
Figure 13 (Color online) Simulation results of the chain system (model
without fluid couplers). (a) Elements velocity; (b) elements tension.
December (2015) Vol.58 No.12
instantaneous tension is related to the overload capacity of
the motors. When the chain is jammed, a higher overload
capacity will result in a larger instantaneous tension. Once
the instantaneous tension exceeds the breaking load of the
chain, the chain will be broken. However, in practice, it is
difficult to identify whether the instantaneous tension would
exceed the breaking load of the chain when a chain jam
occurs. Therefore, the novel approach proposed in this pa-
per really provides an effective way to identify whether the
selected chain and motors can work well under a chain jam.
Compared with Figure 13, because of the effect of the
fluid couplers, only part of the motor torque, which is used
to drag the jammed chain, is transmitted to the chain system
by the fluid couplers. Therefore, a huge instantaneous peak
tension is effectively avoided. As shown in Figure 14, the
maximum tensions of the upper and lower chains are about
1560 and 900 kN, respectively. These values are smaller
than the peak breaking force and obviously smaller than the
maximum tension presented in Figure 13. The maximum
chain tension is about four times that shown in Figure 10(b).
Thus, it can be seen that the reasonable selection of fluid
couplers is important to protect the chain of the AFC power
train. Meanwhile, the simulation results show that the value
of instantaneous tension under a chain jam is related to the
parameters of the fluid couplers. That is, if suitable fluid
couplers are installed, a smaller type chain can be used. This
can not only reduce the additional running resistance, but
also save costs. Moreover, the approach proposed in this
paper can provide a way to select suitable fluid couplers and
chain for an AFC power train.
The simulation results show that the component selec-
tions of the SGZ1000/2000 series AFC driving system meet
Figure 14 (Color online) Simulation results of the chain system (model
with fluid couplers). (a) Elements velocity; (b) elements tension.
 Nie R, et al. Sci China Tech Sci
the basic requirements under a chain jam. The YBSS2-
1000G type three-phase asynchronous motors coupled well
with the 562DTPKWL2-800 type valve-regulated fluid
couplers under the simulated chain jam condition.
5.3 Results evaluation
Currently, it is difficult to measure or monitor the chain
tension physically. Furthermore, during the actual operation
of an AFC, the dynamic performance of its components and
system are difficult to obtain. Therefore, the simulation re-
sults, especially the transient behaviors of the AFCs shown
in the simulation results, offer a theoretical guide to the de-
sign. Moreover, many of the conclusions obtained in the
simulation discussed in this paper, such as the effect of the
pretension force and the performance of the motors, fluid
couplers, and chain system under a chain jam are validated
by observations in practice. The uneven load distribution of
the motors shown in the simulation results agrees with de-
scriptions in the literature [6]. The simulated tendency of
the chain tension along both sides of the AFC is in accord
with references [20,33]. Ignoring the differences in the sim-
ulation parameters, the chain tension of the typical element
shown in Figures 8(b), 9(b), and 10(b) in this paper agrees
with the figure in reference [29]. The conclusions about the
effect of fluid couplers on the maximum chain tension un-
der a chain jam are basically the same as the conclusions in
reference [24]. The maximum chain tension under a chain
jam is about four times that under normal conditions,
whereas this value is about 3.5 in reference [29]. However,
because of differences in the simulation parameters and
jammed position, the two conclusions can be regarded as
coincident. According to the instruction handbook of the
SGZ1000/2000-type AFC, the chain operation velocity is
1.537 m/s, whereas the conveying capacity is 2500 t/h
(http://wenku.baidu.com/view/5cb3d7bf960590-
c69ec376a5.html). These two targets are supported by the
simulation results, which showed a normal operation chain
speed of 1.4 m/s and actual conveying capacity of 2326 t/h.
These represent errors of about 10% from the targets.
However, this can still be accepted as a qualified design in
engineering. Even under a chain jam, the components in the
power train can perform well, which is important for the
design. The maximum tension during a chain jam, which is
about 1560 kN, is smaller than the ring chain’s peak break-
ing force, as regulated by the Chinese standard for high-
tensile steel chains (round link) for mining. Thus, the se-
lected chains can be regarded as qualified. However, be-
cause the maximum chain tension is large, the chain jam
cannot be allowed to last for a long time to prevent the
chain from being broken. Although the actual power of
motors, as presented in Figures 11(c) and 12(d), is only
about 30%–35% of the rated power, it is about 80%–85% of
the rated power under a chain jam. Hence, the abnormal
working conditions must be taken into consideration in the
December (2015) Vol.58 No.12 2167
design process.
Simulations under other working conditions can also be
done. Moreover, multiple parameters that cannot be deter-
mined by static calculations, including the pretension force
and asynchronous start-up time, can also be obtained using
the software.
6 Conclusions
A novel approach for the design and analysis of an AFC
power train was presented and applied to the development
of the corresponding software in this paper. As a kind of
important energy mining equipment that is used under-
ground, a physical test for a large-scale AFC is technologi-
cally rather difficult and time consuming. Therefore, virtual
prototype technology such as the presented simulation
method plays an important role in this kind of equipment.
Moreover, there are no systematic design methodologies
available to engineers at present. The software in this paper,
which can be used by engineers, is able to provide sufficient
information for the design of new AFCs, as well as the im-
provement of existing products to achieve optimal dynamic
characteristics and system performance.
Equations for the preliminary design and selection were
reviewed. Then, a systematic dynamic model of an AFC
power train was built to analyze the dynamic behavior. The
governing equations for the components (motors, fluid cou-
plers, and gearboxes) were established on the basis of their
physics fields and internal structures. The chain system was
discretized into multiple elements to build the chain sub-
system model. MATLAB was chosen as the computational
engine to obtain a numerical solution. The corresponding
MATLAB code was programmed, and Visual C++ was
used as the development platform. A joint simulation
method using Visual C++ and MATLAB was adopted to
develop the integrated software with interactive GUIs. The
development process and functions of the software were
described in detail, and the human-computer interfaces were
presented.
As a numerical example, the simulation of a SGZ1000/
2000-type AFC was carried out. The simulated distribution
of the chain tension was in accordance with the literature.
The simulation results provided information about the actu-
al power values of the motors and chain load spectrum un-
der different pretension forces, which can be used to predict
the chain fatigue life and determine the optimal pretension
force at an early design stage, when only a few design pa-
rameters are known. Furthermore, the chain jam condition
was also simulated to verify the reliability of the design.
Because of space constraints, simulations under other con-
ditions were omitted.
This work was supported by the National Natural Science Foundation of
China (Grant No. 51375330) and the Leading Talent Project of Guang-
dong Province.
2168 Nie R, et al. Sci China Tech Sci
1 Dolipski M, Remiorz E, Sobota P. Determination of dynamic loads of
sprocket drum teeth and seats by means of a mathematical model of
the long-wall conveyor. Arch Min Sci, 2012, 57: 1101–1119
2 Alan R. Prediction of power requirements for a long wall armoured
face conveyor. IEEE Trans Ind Appl, 1997, 33: 80–89
3 Morley L A, Kohler J L, Smolnikar H M. A model for predicting
motor load for an armored face conveyor drive. IEEE Trans Ind Appl,
1988, 24: 649–659
4 Li G. Belt convey dynamic behavior and associated problems. Bulk
Solids Handl, 2003, 23: 322–327
5 He B Y, Sun Y H, Nie R. Dynamic behavior analysis on the ring
chain transmission system of an armored face conveyor. Chin J Mech
Eng-En, 2012, 49: 50–56
6 Marian D, Eryk R, Piotr S. Dynamics of non-uniformity loads of
AFC drives. Arch Min Sci, 2014, 59: 155–168
7 Nuttall A J G, Lodewijks G. Dynamics of multiple drive belt con-
veyor systems. Part Part Syst Char, 2007, 24: 365–369
8 Song W, Liu H, Wang Y. Research on dynamic and computer simu-
lation of the belt conveyor. Chin J Mech Eng-En, 2003, 39: 133–138
9 Piatkowski T. Analysis of translational positioning of unit loads by
directionally-oriented friction force fields. Mech Mach Theory, 2011,
46: 201–17
10 Zhang S, Xia X. Modeling and energy efficiency optimization of belt
conveyors. Appl Energ, 2011, 88: 3061–3071
11 Andrianov I V, Van Horssen W T. On the transversal vibrations of a
conveyor belt: Applicability of simplified models. J Sound Vib, 2008,
313: 822–829
12 Wang F. Study on the Flexible multi-body dynamics analysis method
of belt conveyor. Dissertation for the Doctoral Degree. Beijing: Chi-
na University of Mining and Technology, 2010
13 Vaze S A, DeVault J E, Krishnaswami P. Modeling of hybrid elec-
tromechanical systems using a component-based approach. In: 2005
IEEE International Conference on Mechatronics and Automation,
2005 July 29–Aug 1, Ontario. Vol 1. Piscataway, NJ: IEEE, 2005.
204–209
14 Luo W, Wang B, Zhao H S, et al. Modeling and simulation of
non-linear dynamic process of the induction motor system with fluc-
tuating potential loads. Sci China Tech Sci, 2014, 57: 1729–1737
15 von Chappuis H, Mavros G, King P D. Prediction of impulsive vehi-
cle tyre-suspension response to abusive drive-over-kerb manoeuvres.
Proc IMechE, Part K: J Multi-body Dynamics, 2013, 227: 133–
149
16 Kromer V, Dufossé F, Gueury M. An object-oriented design of a fi-
nite element code: Application to multi-body systems analysis. Adv
Eng Softw, 2004, 35: 273–287
17 Flores R, Ortega E, Onate E. Simple and efficient numerical tools for
December (2015) Vol.58 No.12
the analysis of parachutes. Eng Computation, 2014, 31: 957–985
18 Bing H, Cao S L. Multi-parameter optimization design, numerical
simulation and performance test of mixed-flow pump impeller. Sci
China Tech Sci, 2013, 56: 2194–2206
19 Zhu P H, Chen L H. A novel method of dynamic characteristics
analysis of machine tool based on unit structure. Sci China Tech Sci,
2014, 57: 1052–1062
20 Zhang G Z, Fang J Y. Fully Mechanized Conveyor. Beijing: Industry
Publishing House, 1986
21 Gao Y, Li F. Analysis of Alternating Current Motor and Its System.
Beijing: Tsinghua University Press, 2002
22 Xie L R, Wang Z Y, Chao Q. Research on the mechanical character-
istic of squierrelcage asynchronous motors. Proc CSEE, 2008, 28:
68–72
23 Schobeiri M T. Turbomachinery Flow Physics and Dynamic Perfor-
mance. Berlin: Springer, 2012
24 David H W. Modeling of an armored face conveyor. Dissertation for
the Master Degree. Queensland: The University of Queensland, 2002
25 Wittbrodt E, Adamiec-Wo’jcik I, Wojciech S. Dynamics of Flexible
Multi-body Systems: Rigid Finite Element Method. Berlin: Springer,
2006
26 Schielen W. Research trends in multi-body systems dynamics. Mul-
ti-body Syst Dyn, 2007, 18: 3–13
27 Mavros G, Rahnejat H, King P. Analysis of the transient handling
properties of a tyre, based on the coupling of a flexible carcass—belt
model with a separate tread incorporating transient viscoelastic fric-
tional properties. Veh Syst Dyn, 2005, 43: 199–208
28 Karnopp D. Computer simulation of stick-slip friction in mechanical
dynamic systems. J Dyn Syst Meas Control Trans ASME, 1985, 107:
100–103
29 Mao J. Dynamic behavior analysis and control theory research of
scraper conveyor. Dissertation for the Doctoral Degree. Buxin: Liao-
ning Technical University, 2006
30 Nie R, He B Y, Zhang L H. Modeling of the transmission system in
conveying equipment based on Euler method with application. Proc
IMechE Part K: J Multi-body Dynamics, 2014, 228: 294–306
31 He B Y, Sun Y H, Li G P. Mechanical properties and strength analy-
sis of the ring chain for mining equipment. J Basic Sci Eng, 2012, 20:
828–836
32 AQSIQ, SAC. High-tensile Steel Chains (Round Link) for Mining.
GB/T 12718-2009/ISO 610:1990. Beijing: China Standards Press,
2009
33 Kondrahen V P, Melnek A A, Kosarev V V. Mathematical model for
studying the loads in a multi-motor drive and drag-chain unit of an
armored face conveyor with double speed electric motors (in Rus-
sian). Наукові праці ДонНТУ, 2008, 16: 132–140