Hydraulic support for mining equipment for sale

Cylinder tube of hydraulic support size and choice  
According to the cylinder pressure and inside diameter size ,different steel tube Would be choosed .

hydraulic support

1.  ID ≤300mm , cold rolled precision seamless tube would be choosed
2.  300mm≤ID ≤500mm , hot rolled seamless tube would be choosed
3.  500mm≤ID ≤1000mm, forged tube would be choosed
4.Hydraulic Cylinder tube steel grade : SAE1020 , SAE1045 ,27SiMn , S355JR ,S355J2G3
St52-3 ,SUS304 ,SUS316L etc .
4.A Cylinder tube inside boring and honing , roughness R0.2-R0.3,
4.B Cylinder tube inside chromating : if necessary ,tube inside chromating could be applied

mining support hydraulic support

Main Description
In coal mining work,there are differet kinds hydraulic supports according to different coal mining conditions.
These hydraulic supports including general working surface supports, steep coal seam supports,thin coal seam supports, medium-thickness coal seam and large coal mining height support.

hydraulic supports

Please don't hesitate to contact us if you need the mining equipment
Email: admin@satrise.com
Tel: +86-17093757606,Skype:satrise
Web: www.srrail.com

mining equipment

Mining conveyor belt for mining belt conveyor

The conveyor belt is the carrying medium of a belt conveyor system (often shortened to belt conveyor). A belt conveyor system is one of many types of conveyor systems. A belt conveyor system consists of two or more pulleys (sometimes referred to as drums), with an endless loop of carrying medium—the conveyor belt—that rotates about them. One or both of the pulleys are powered, moving the belt and the material on the belt forward. The powered pulley is called the drive pulley while the unpowered pulley is called the idler pulley. There are two main industrial classes of belt conveyors; Those in general material handling such as those moving boxes along inside a factory and bulk material handling such as those used to transport large volumes of resources and agricultural materials, such as grain, salt, coal, ore, sand, overburden and more.

mining conveyor belt

There are different types of mining conveyor belts for mining belt conveyor that have been created for conveying different kinds of material available in PVC and rubber materials.

mining belts for mining belt conveyors

Please don't hesitate to contact us if you need the mining equipment
Email: admin@satrise.com
Tel: +86-17093757606,Skype:satrise
Web: www.srrail.com

mining belt conveyor

Mining explosion proof water bag

Mining explosion proof water bag is used in coal mine 

installating container ,  according to technical requirements 

of installation consisting shed water bag can effectively 

isolate gas and coal dust explosion propagation produce

water bag material has flame retardant, anti-static safety 

performance.

mining explosion proof water bag

Please don't hesitate to contact us if you need the mining equipment

Email: admin@satrise.com

Tel: +86-17093757606,Skype:satrise

Web: www.srrail.com

Mining flexible air duct used for coal mine for sale

Mine air duct is widely used in coal mines, tunnels, underground local fan machine positive pressure ventilation.

mining air duct

Air duct for mining standard parameters:

Resistance to internal pressure: ≥ 5000pa

Expansion: ≤ 3%

One hundred meters air leakage rate: ≤ 4%

Other properties of mining air duct: flame retardant, anti- static, heat, cold, etc.,are in line with the coal industry standards.

Specification: Ф 300mm, Ф 400mm, Ф 450mm, Ф 500mm, Ф 600mm, Ф 800mm, Ф 1000mm.Length of 5 m, 10 m, 20 m, 50 m or according to customers' requirements

mine air duct

Please don't hesitate to contact us if you need the mining equipment

Email: admin@satrise.com

Tel: +86-17093757606,Skype:satrise

Web: www.srrail.com

SALE: UIC60 RAIL & FISHPLATE IN STOCK!!!

EMERGENCY FOR SALE!  
UIC60 RAIL & FISHPLATE IN STOCK!!!
Now we have some UIC60 RAIL and Fishplate in stock, very competitive price, emergency!
More details please contact us directly: 
Email: admin@satrise.com
Tel: +86-17093757606
Web: www.srrail.com

rail design

steel rail and fishplate

steel rail

steel rail in stock

fishplate

steel rails

steel rails

steel rail and feishplate in stock

The Steel Bridge and the Railroad - Part One

I don’t know if anyone has noticed this, but the Steel Bridge on old postcards is often designated as being owned by any one of three different companies. railway rail Most often you will see the words “O.W.R. & N. Co. Bridge across the Willamette,” or something to that effect. Other times the card might read, “O. R. R. & N. Co. bridge, Portland, Oregon.” Then, on occasion, a card might say, “Union Pacific bridge, Portland, Oregon.” This was confusing to me at one time, until I read a little something on the history of the Union Pacific lines in the west, then I became even more confused. The lines were in and out of receivership, leased, sold, given different, but very similar names, and called different names by different levels of steel railroad hierarchy.

When the first Steel Bridge was built in 1888 the company behind the construction was the Oregon Railway & Navigation Company (O. R. & N. Co.), an old and powerful entity that had evolved from the Oregon Steam Navigation Company hearkening back to the earliest days of transportation on the Columbia and Willamette rivers. This company was huge, with rail stretching to Chicago, 3 large ocean steamers, 16 large riverboats, serving all points from the Snake River in Idaho to Eugene, Oregon, up into the Puget Sound, the company also ran numerous barge services—there is nothing quite like it today.

But, it isn’t that simple, the story of railroads steel rail is a story of monopolies, lawyers, lawsuits, bankers, and continual bankruptcies. Railroads were a shell game played by billionaire monopolists to hide money, lose money on the books, and to make money by the hopper car load. As far as I can make it out, in 1888 the O.R. & N. Co. was leased to the Oregon Short Line, a Union Pacific company. In 1889 the OSL merged with the Utah & Northern, forming the Oregon Short Line & Utah Northern Railway, which continued the lease of O.R. & N. Co. Later that same year the O. S. L.. & U N. Railway purchased a controlling amount of stock in the O.R. & N. Co. The merged group of railroads was called the O.R. & N. Co. and became the Union Pacific’s branch in the west. (To make matters worse for people trying to sort this out in 1897 the Oregon Railway and Navigation Co. was reorganized, having been in receivership for several years. The new name they chose was the Oregon Railroad and Navigation Company.)

So where did the O.W.R. & N. Co. come from? In 1910, the year the new Steel Bridge was built, the Oregon Washington Railroad & Navigation Co. (OWR&N) was incorporated as a consolidation of Oregon Railroad & Navigation Co. and 14 other, smaller railroad companies in Oregon and Washington. This franchise continued on for a long time, until December 29, 1987, when it was merged with the Deschutes Railroad into the Oregon Short Line Railroad. The following day the Oregon Short Line Railroad was merged into the Union Pacific Railroad.

Rail Steels: Part Two

The further strengthening of pearlitic steel rails to 1100–1200 MPa tensile strength is based on increased pearlite refinement. As shown in Figure 2, the properties of rail steels are influenced by the spacing between cementite lamellae. The yield strength and tensile strength increase as the interlamellar spacing decreases while the elongation decreases with a reduction in the interlamellar spacing.

Figure 2: Effect of pearlite refinement on the properties of rail steel.

The continuous cooling transformation (CTT) diagram of Grade 900 steel shows two possibilities for achieving pearlite refinement. Firstly, as shown in Figure 3, the field of austenite to pearlite transformation may be moved to the right, e.g. through additions of chromium and other alloying elements, so that air cooling of the rail head transforms the austenite into fine pearlite with narrow interlamellar spacing. This type is the high strength and highly wear resistant alloy Grade 1100-1200, which cools at still air after rolling.

Figure 3: CCT diagram showing the effect of alloying to achieve pearlite refinement.

The second possibility is that the cooling speed of the rail head may be accelerated to move the austenite to pearlite transformation of the Grade 900 steel to the left in order to achieve a microstructure of fine pearlite; generating a 1100-1200MPa tensile strength with the same steel composition as shown in Figure 4.

Train track rail for sale

This type is a head-hardened rail. The heat treatment and accelerated cooling (slack quenching) of the rail head may be performed after reheating (offline) or using the still austenitic microstructure directly after rolling (in-line).

Figure 4: CCT diagram showing the effect of cooling rate on pearlite refinement.

The changes in pearlite transformation temperature in these two types of rails caused by changes in the cooling rate from the austenite region are schematically shown on the CCT diagram, Figure 5. To set the pearlite transformation temperature at about 600°C, slack quenching (cooling rate: 4-6°C/s) is required for the carbon steel rail, while natural air cooling (cooling rate: ~0.7°C/s) after hot rolling is sufficient for the alloy steel rail due to the high hardenability from alloying. These treatments could give the rails more than 1100MPa tensile strength.