Mine haulage system

Abstract

This application relates to the field of mine transportation technology, and in particular to a mine transportation system. The mine transportation system includes an inclined shaft, a set-off roadway group, a monorail track, and a roof support structure. The inclined shaft extends at an angle. The set-off roadway group includes a set-off yard and a connecting roadway. The set-off yard curves and connects the inclined shaft, the north wing roadway working face, and the south wing roadway working face. The intersection of the set-off yard and the inclined shaft is the first junction. The connecting roadway connects the inclined shaft and the set-off yard. The intersection of the connecting roadway and the set-off yard is the second junction, and the intersection of the connecting roadway and the inclined shaft is the third junction. The second junction is located between the south wing roadway and the north wing roadway, and the second junction is spaced between the first and third junctions. Monorail tracks and roof support structures are installed at the top of each roadway. This mine transportation system not only improves the transportation efficiency of the monorail locomotive but also significantly optimizes its performance in transportation, roof support management, and ventilation.

Description

Technical Field

[0001] This application relates to the field of mine transportation technology, and in particular to a mine transportation system. Background Technology

[0002] Currently, most coal and non-coal mine auxiliary transportation systems coexist with multiple methods, including inclined shaft tandem hoisting, gentle-slope inclined shaft trackless rubber-tired vehicle transportation, and monorail crane transportation. Among these, the inclined shaft tandem hoisting method suffers from reduced transportation speed and insufficient capacity as the mine continues to expand and extend, coupled with roadway floor deformation. It also carries a significant risk of rope breakage and runaway vehicles, increasing safety risks. The gentle-slope inclined shaft trackless rubber-tired vehicle transportation method faces prominent problems such as excessively long shaft length, prolonged construction period, and excessive investment when the coal seam is deep and the mine is at a great depth.

[0003] While the inclined shaft monorail crane transportation method is relatively safe and requires no reloading, its operating speed is too slow to meet the requirements of transporting large quantities of materials. To address the efficiency problem of inclined shaft monorail crane transportation, a new solution is proposed in patent application number 2026103862258, entitled "Incline Shaft Auxiliary Transportation System": a transfer yard is set up on the side of the underground auxiliary inclined shaft, with three openings all connected to the shaft. This allows multiple monorail cranes to operate simultaneously in the inclined shaft without interference, thus improving the transportation efficiency of the inclined shaft monorail crane.

[0004] However, this approach, due to the concentrated openings of the transfer yard, creates a concentrated pressure zone on the roof, resulting in high costs for roof support and maintenance. The roadway is prone to deformation and requires frequent reinforcement work, which in turn affects transportation operations. In other words, there is a significant problem of excessively high support and maintenance costs. Summary of the Invention

[0005] The purpose of this application is to provide a mine transportation system that can, to some extent, solve the technical problem in the prior art where the concentration of openings in the mine transportation system leads to excessively high support and maintenance costs.

[0006] This application provides a mine transportation system, including inclined shaft roadways, haulage roadway groups, monorail tracks, and roof support structures;

[0007] The inclined shaft tunnel extends downwards and inclines;

[0008] The car-dropping roadway group includes a car-dropping yard and a connecting roadway. The car-dropping yard is curved and connects the inclined shaft roadway, the north wing roadway working face and the south wing roadway working face. The intersection of the car-dropping yard and the inclined shaft roadway is the first intersection.

[0009] The connecting lane connects the inclined shaft tunnel and the vehicle drop-off yard. The intersection of the connecting lane and the vehicle drop-off yard is the second intersection, and the intersection of the connecting lane and the inclined shaft tunnel is the third intersection.

[0010] The second junction is located between the south wing roadway and the north wing roadway, and the second junction is arranged at intervals between the first junction and the third junction;

[0011] The inclined shaft, the ballast yard, and the connecting roadway are all equipped with the monorail track and the roof support structure at their top ends.

[0012] In the above technical solution, the dumping yard is set horizontally, and the connecting lane extends inclinedly between the second junction and the third junction.

[0013] In any of the above technical solutions, the connecting lane further includes a parallel connecting section and a converging connecting section;

[0014] The parallel connecting section and the merging connecting section are sequentially connected between the second junction and the third junction. The parallel connecting section is arranged parallel to the inclined shaft tunnel, and the merging connecting section is arranged at an angle to the inclined shaft tunnel.

[0015] The parallel connecting section and the converging connecting section have the same slope.

[0016] In any of the above technical solutions, the mine transportation system further includes a runaway prevention device disposed between the first junction and the third junction, the runaway prevention device being capable of opening or cutting off the inclined shaft roadway.

[0017] In any of the above technical solutions, the vehicle drop-off area is further located below the inclined shaft tunnel.

[0018] In any of the above technical solutions, the vehicle drop-off area further includes a vehicle drop-off section and a north-south connecting section;

[0019] The car-switching section is connected between the north wing roadway working face or the south wing roadway working face and the first intersection.

[0020] The north-south connecting section connects the north wing roadway working face and the south wing roadway working face, and the north-south connecting section extends in a straight line.

[0021] In any of the above technical solutions, the connecting roadway and the shunting section are located on both sides of the inclined shaft roadway, respectively.

[0022] In any of the above technical solutions, further, the car-shunting lane group is configured as multiple;

[0023] Multiple car-switching lane groups are arranged at intervals from top to bottom.

[0024] In any of the above technical solutions, the interval between any two adjacent intersections shall not be less than the net coal pillar retention distance threshold.

[0025] In any of the above technical solutions, the inclined shaft extends inclinedly along the same axis;

[0026] Alternatively, the inclined shaft may include multiple sequentially connected sub-inclined shaft sections, with at least two of the sub-inclined shaft sections arranged along different axes.

[0027] Compared with the prior art, the beneficial effects of this application are as follows:

[0028] This application provides a mine transportation system that connects the inclined shaft roadway, the north wing roadway working face, and the south wing roadway working face via a car drop-off yard. The car drop-off yard intersects with the inclined shaft roadway at a first intersection. A connecting roadway connects the inclined shaft roadway and the car drop-off yard, intersecting with the car drop-off yard at a second intersection and with the inclined shaft roadway at a third intersection. This not only improves the transportation efficiency and capacity of the monorail crane but also significantly optimizes its performance in transportation, roof support management, and ventilation. Specifically:

[0029] In terms of transportation, it facilitates passing and meeting of monorail cranes, and provides multiple optional routes from the north and south wing working faces and the derailment yard back to the inclined shaft roadway, optimizing the roadway layout and making transportation more flexible and efficient.

[0030] Regarding roof support management, since there is no intersection or convergence between the second junction and the inclined shaft roadway, the second junction can avoid the problem of roof support difficulties caused by excessively close opening distances. The first and third junctions both intersect and converge with the inclined shaft roadway, but they are located on opposite sides of the second junction, creating a distance between them. This disperses the roadway openings, avoiding the "crossroads" effect caused by concentrated and intersecting openings. This prevents increased structural pressure and maintenance difficulty on the roadway roof support, optimizes roof support management, reduces roof support and maintenance costs, and lowers safety risks associated with parking lot roof support management.

[0031] In terms of ventilation, since the shunt car roadway group is connected to the inclined shaft roadway through the first and third intersections, a pressure difference exists between these two intersections. This pressure difference reduces the ventilation resistance within the shunt car roadway group, improving ventilation smoothness and facilitating roadway ventilation system management and dust control. Furthermore, because the shunt car roadway group is connected to both the south and north wing roadway working faces, and these working faces have more open spaces and return air vents compared to the roadway space, it benefits from the return air from these working faces, further reducing ventilation resistance and improving ventilation efficiency within the shunt car roadway group. This also contributes to roadway ventilation system management and dust control. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0033] Figure 1 This application provides a schematic diagram of the structure of a mine transportation system according to an embodiment of the present application.

[0034] Figure 2 This application provides another structural schematic diagram of a mine transportation system.

[0035] Figure 3 This is another structural schematic diagram of a mine transportation system provided in an embodiment of this application.

[0036] Figure label:

[0037] 1- Inclined shaft roadway, 10- First junction, 11- Third junction, 2- Shutdown roadway group, 20- Shutdown yard, 200- North-South connecting section, 201- Shutdown section, 21- Connecting roadway, 210- Parallel connecting section, 211- Converging connecting section, 22- Second junction, 3- North wing roadway working face, 30- North wing roadway junction, 4- South wing roadway working face, 40- South wing roadway junction; 5- Runaway prevention device. Detailed Implementation

[0038] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0040] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0041] See Figures 1 to 3 As shown, embodiments of this application provide a mine transportation system for a monorail crane to operate in, thereby meeting the material transportation needs of the mine.

[0042] See Figures 1 to 3 As shown, Figure 1 A schematic diagram of the mine transportation system provided in this embodiment, viewed from a perspective perpendicular to the horizontal plane; Figure 2 This is a schematic diagram of the mine transportation system provided in this embodiment, viewed from a perspective perpendicular to the vertical plane. Figure 3 It shows the relationship with Figure 2 This embodiment provides a schematic diagram of the mine transportation system when there are multiple shunting roadway groups 2, viewed from the same perspective.

[0043] The mine transportation system provided in this embodiment includes an inclined shaft roadway 1, a monorail track, a roof support structure, and a car-slipping roadway group 2.

[0044] Inclined shaft 1 extends downwards, serving as a pathway for the track to descend.

[0045] The vehicle drop lane group 2 includes a vehicle drop yard 20 and a connecting lane 21. The implementation methods of the vehicle drop yard 20 and the connecting lane 21 are described in detail below.

[0046] The car drop-off yard 20 is curved and connects the inclined shaft roadway 1, the north wing roadway working face 3 and the south wing roadway working face 4. In other words, the car drop-off yard 20 is curved and turns so that the overall extension path of the car drop-off yard 20 can connect the inclined shaft roadway 1, the north wing roadway working face 3 and the south wing roadway working face 4.

[0047] Connecting lane 21 connects inclined shaft lane 1 and dump yard 20. In other words, dump yard 20 is connected to inclined shaft lane 1 only through the first junction 10 and connecting lane 21.

[0048] The intersection of the car drop-off yard 20 and the north wing roadway working face 3 is the north wing roadway intersection 30; the intersection of the car drop-off yard 20 and the south wing roadway working face 4 is the south wing roadway intersection 40; and the intersection of the car drop-off yard 20 and the inclined shaft roadway 1 is the first intersection 10. The specific locations of the north wing roadway intersection 30, the south wing roadway intersection 40, and the first intersection 10 can be determined according to actual needs. Based on the relative positional relationship between the three, the bending and extension of the car drop-off yard 20 can be determined, thereby determining the specific shape of the car drop-off yard 20.

[0049] The intersection of Lianhe Lane 21 and the dump yard 20 is the second intersection 22, and the intersection of Lianhe Lane 21 and the inclined shaft lane 1 is the third intersection 11. It can be seen that the second intersection 22 and the inclined shaft lane 1 do not intersect or converge.

[0050] Because of the height difference between the first junction 10 and the third junction 11, both the connecting lane 21 and the drop-off yard 20 can be configured to include at least a partial inclined extension, or one can be configured with at least a partial inclined extension while the other is configured horizontally. The figure only shows the optional scenario where the connecting lane 21 is inclined and the drop-off yard 20 is configured horizontally. This optional scenario will be described in detail later. Other optional scenarios are not shown.

[0051] The top of inclined shaft roadway 1, the ballast yard 20 and the connecting roadway 21 are all equipped with monorail tracks and roof support structures. The monorail tracks are used for monorail locomotives to travel in, and the roof support structures are used to reinforce the top of any of the inclined shaft roadways 1, ballast yard 20 and connecting roadway 21 to ensure the safe and stable use of the monorail tracks and the monorail locomotives on them.

[0052] For example, roof support structures can include anchoring structures such as anchor bolts and anchor cables to achieve the purpose of support reinforcement. Anchoring structures require a certain mineral depth to be effectively anchored. Therefore, different roadways or different openings should not be too close together to avoid insufficient coal pillar spacing caused by roof support structures being too close together.

[0053] When the mine's transportation system is put into operation, it can:

[0054] During the operation of the monorail crane along the inclined shaft roadway 1, it can enter the derailment yard 20 through the first interchange 10 or through the third interchange 11.

[0055] After the monorail crane enters the derailment yard 20, it can directly enter the north wing roadway working face 3 or the south wing roadway working face 4 through the derailment yard 20. It can also directly travel between the north wing roadway working face 3 and the south wing roadway working face 4 through the derailment yard 20, which significantly improves the efficiency of travel to and from the north wing roadway working face 3 and the south wing roadway working face 4, as well as the travel between the two.

[0056] Furthermore, the monorail crane can not only return from the depot 20 to the inclined shaft 1 via the first interchange 10, but also via the development roadway, facilitating coordinated passing and allowing for flexible selection of the return route based on the transportation situation within the inclined shaft 1. Thus, when multiple monorail cranes operate simultaneously in the mine's transportation system, they can flexibly store and pass each other through the depot 2, ensuring smooth operation for each monorail crane, reducing or even eliminating waiting time, thereby improving the transportation efficiency and capacity of the mine's transportation system.

[0057] In this embodiment, the mine transportation system connects the inclined shaft roadway 1, the north wing roadway working face 3, and the south wing roadway working face 4 via a car-dropping yard 20. The car-dropping yard 20 intersects with the inclined shaft roadway 1 at the first intersection 10. The inclined shaft roadway 1 and the car-dropping yard 20 are connected by a connecting roadway 21, which intersects with the car-dropping yard 20 at the second intersection 22 and with the inclined shaft roadway 1 at the third intersection 11. This not only improves the transportation efficiency and capacity of the monorail crane, but also significantly optimizes its performance in transportation, roof support management, and ventilation. Specifically:

[0058] In terms of transportation, it facilitates passing and meeting of monorail cranes, and provides multiple optional routes from the north and south wing working faces and the drop yard 20 back to the inclined shaft roadway 1, optimizing the roadway layout and making transportation more flexible and efficient.

[0059] Regarding roof support management, since there is no intersection or convergence between the second junction 22 and the inclined shaft roadway 1, the second junction 22 can avoid the problem of roof support difficulties caused by the opening distance being too close. The first junction 10 and the third junction 11 both intersect and converge with the inclined shaft roadway 1, but the first junction 10 and the third junction 11 are located on both sides of the second junction 22, so that the distance between them is increased, which achieves the effect of dispersing the roadway openings and avoiding the "crossroads" effect caused by the concentrated and intersecting openings. This avoids the formation of a roof pressure concentration zone due to excessive pressure on the roadway roof structure, and avoids roadway deformation and frequent reinforcement and maintenance. In this way, it is conducive to optimizing roof support management, reducing roof support and maintenance costs, and reducing the safety risks of parking lot roof support management.

[0060] Regarding ventilation, since the shunt car roadway group 2 is connected to the inclined shaft roadway 1 through the first junction 10 and the third junction 11, there is an air pressure difference between the first junction 10 and the third junction 11. Under the action of the air pressure difference, the ventilation resistance in the shunt car roadway group 2 is reduced, improving the ventilation smoothness in the shunt car roadway group 2, which is beneficial to the management of the roadway ventilation system and dust control. In addition, since the shunt car roadway group 2 is connected to the south wing roadway working face 4 and the north wing roadway working face 3, the space in the two working faces is more open than the roadway space and has return air vents. Therefore, it can be affected by the return air from the two working faces, further reducing the ventilation resistance and improving the ventilation effect in the shunt car roadway group 2, which is beneficial to the management of the roadway ventilation system and dust control.

[0061] In an optional embodiment, the car drop-off yard 20 is horizontally positioned, and the connecting roadway 21 extends inclinedly between the second junction 22 and the third junction 11. By horizontally positioning the car drop-off yard 20, direct access from the first junction 10 to the north and south wing working faces is possible within the same horizontal plane. This reduces the transportation distance of the monorail crane from the car drop-off yard 20 to the north and south wing working faces, shortens and streamlines the transportation path, and further optimizes the roadway layout.

[0062] Furthermore, by setting the connecting roadway 21 to be inclined and extended, the connecting roadway 21 has a certain length and depth, which not only satisfies the height difference between the first junction 10 and the third junction 11, but also ensures that there is a sufficiently large interval between the first junction 10 and the third junction 11, thus meeting the requirements for the optimization of roof support.

[0063] In an optional embodiment, the connecting lane 21 includes a parallel connecting section 210 and a converging connecting section 211.

[0064] Parallel connecting section 210 and merging connecting section 211 are sequentially connected between the second and third junctions. Parallel connecting section 210 is set parallel to the inclined shaft 1; specifically, they are located in two parallel virtual reference planes. Merging connecting section 211 is set at an angle to the inclined shaft 1, meaning they are located in two angled virtual reference planes. This design sets the connecting roadway 21 as two segments connected at an angle, avoiding an excessively small turning angle between the connecting roadway 21 and either the inclined shaft 1 or the derailment yard 20. This reduces the difficulty of turning the monorail crane and the difficulty of roof support at the turning points, optimizes roof support management, and improves the turning convenience of the monorail crane.

[0065] Optionally, the parallel connecting section 210 and the merging connecting section 211 have the same inclination gradient to prevent the climbing resistance of the monorail locomotive from changing or fluctuating in the connecting roadway 21.

[0066] Furthermore, it is worth emphasizing that this implementation of parallel connecting section 210 and converging connecting section 211 avoids sharp turns within the connecting lane 21 and at the second junction 22 and the third junction 11, and can further reduce ventilation resistance, improve ventilation smoothness, and reduce dust.

[0067] In an optional embodiment, the mine transportation system further includes a runaway prevention device 5 installed between the first junction 10 and the third junction 11. The runaway prevention device 5 is capable of opening or cutting off the inclined shaft roadway 1.

[0068] In this embodiment, only the anti-runaway device 5 needs to be installed between the first junction 10 and the third junction 11. When a monorail crane enters the first junction 10, or when a monorail crane leaves the third junction 11, the anti-runaway device 5 can cut off the inclined shaft roadway 1, thereby preventing the monorail crane upstream of the anti-runaway device 5 from running downward in a controlled or uncontrolled manner, thus improving the safety of the yard operation.

[0069] In an optional embodiment, the vehicle drop-off area 20 includes a vehicle drop-off section 201 and a north-south connecting section 200.

[0070] See Figure 1 and Figure 2 As shown, the car-dropping section 201 is connected between the north wing roadway working face 3 and the first junction 10, or, alternatively, between the south wing roadway working face and the first junction (this latter case is not shown in the figure). In other words, the car-dropping section 201 can be arranged south or north of the first junction 10 as needed, without limitation. Typically, the car-dropping section 201 will form a turning structure, thus exhibiting a curved shape.

[0071] The north-south connecting section 200 connects the north wing roadway working face 3 and the south wing roadway working face 4. The north-south connecting section 200 extends in a straight line. The straight-line extension shape can not only reduce the construction difficulty and shorten and smooth the transportation path between the north and south wing working faces, but also help reduce ventilation resistance and dust, making the ventilation of the dump yard 20 smoother.

[0072] In the optional embodiment, the vehicle drop-off area 20 is located below the inclined shaft tunnel 1. In other words, the vehicle drop-off area 20 is located entirely on the side of the first intersection 10 corresponding to the uphill direction of the inclined shaft tunnel 1. In particular, the north-south connecting section 200 passes under the inclined shaft tunnel 1, thereby connecting the north and south wing working faces.

[0073] During the excavation and construction phase of the dump yard 20, all work was carried out in the area below the inclined shaft 1, which would not have an adverse effect on the original roof support structure of the inclined shaft 1 and would help protect the roof support structure of the inclined shaft 1.

[0074] In the optional scheme of this embodiment, the connecting roadway 21 and the shunting section 201 are located on both sides of the inclined shaft roadway 1, so that one of the connecting roadway 21 and the shunting section 201 is more convenient for the monorail crane to pass between the south wing roadway working face 4 and the inclined shaft roadway 1, and the other is more convenient for the monorail crane to pass between the north wing roadway working face 3 and the inclined shaft roadway 1.

[0075] In the optional solutions of this embodiment, such as Figure 3 As shown, there are multiple shunt car lane groups 2, which are arranged alternately from top to bottom.

[0076] The number of car-switching roadway groups 2 can be selectively configured based on the material transportation needs of the north and south wing working faces, the total length of the inclined shaft roadway 1, the total number of monorail cranes, the need for car storage and other requirements, so that multiple car-switching roadway groups 2 can be set up at different depths of the inclined shaft roadway 1.

[0077] In the optional scheme of this embodiment, the interval between two adjacent intersections of two adjacent car-switching roadway groups 2 is not less than the net coal pillar retention distance threshold, such as Figure 3 As shown, not only should the distance between the two junctions in each car-switching roadway group 2 be large enough, but for two adjacent car-switching roadway groups 2, the first junction 10 on the uphill side and the third junction 11 on the downhill side are also adjacent junctions, and the distance between these two junctions should also be large enough to ensure that the distance between any two adjacent junctions is not less than the net coal pillar distance threshold, thereby achieving full coverage and optimized roof support management.

[0078] Optionally, the threshold for the net coal pillar distance can be determined by comprehensively considering multiple factors such as safety requirements and standard requirements.

[0079] In the optional solutions of this embodiment, such as Figures 1 to 3 As shown, the inclined shaft 1 extends obliquely along the same axis, or the inclined shaft 1 includes multiple sequentially connected sub-inclined shaft segments, with at least two sub-inclined shaft segments set along different axes (not shown in the figure). That is to say, regardless of whether the inclined shaft 1 is set along the same axis or is set in segments with different axes, the shunt car group 2 can be used in combination with any type of inclined shaft 1, and there is no limitation here.

[0080] In the case where the inclined shaft roadway 1 is divided into sections with different axes, the first intersection 10 and the third intersection 11 of the shunting roadway group 2 can be set in the same sub-inclined shaft roadway section or in two different sub-inclined shaft roadway sections, without any limitation.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention. In addition, those skilled in the art can understand that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features of different embodiments are meant to be within the scope of the present invention and form different embodiments. For example, any one of the claimed embodiments can be used in any combination. The information disclosed in this background section is only intended to enhance the understanding of the overall background technology of the present invention, and should not be regarded as an admission or in any form implying that such information constitutes prior art known to those skilled in the art.

Claims

1. A mine transportation system, characterized in that, This includes inclined shaft tunnels, derailment tunnel groups, monorail tracks, and roof support structures; The inclined shaft tunnel extends downwards and inclines; The car-dropping roadway group includes a car-dropping yard and a connecting roadway. The car-dropping yard is curved and connects the inclined shaft roadway, the north wing roadway working face and the south wing roadway working face. The intersection of the car-dropping yard and the inclined shaft roadway is the first intersection. The connecting lane connects the inclined shaft tunnel and the vehicle drop-off yard. The intersection of the connecting lane and the vehicle drop-off yard is the second intersection, and the intersection of the connecting lane and the inclined shaft tunnel is the third intersection. The second junction is located between the south wing roadway and the north wing roadway, and the second junction is arranged at intervals between the first junction and the third junction; The inclined shaft, the ballast yard, and the connecting roadway are all equipped with the monorail track and the roof support structure at their top ends.

2. The mine transportation system according to claim 1, characterized in that, The vehicle drop-off area is horizontally positioned, and the connecting lane extends at an angle between the second junction and the third junction.

3. The mine transportation system according to claim 2, characterized in that, The connecting lane includes a parallel connecting section and a converging connecting section; The parallel connecting section and the merging connecting section are sequentially connected between the second junction and the third junction. The parallel connecting section is arranged parallel to the inclined shaft tunnel, and the merging connecting section is arranged at an angle to the inclined shaft tunnel. The parallel connecting section and the converging connecting section have the same slope.

4. The mine transportation system according to claim 1, characterized in that, It also includes a runaway prevention device installed between the first junction and the third junction, which is capable of opening or cutting off the inclined shaft.

5. The mine transportation system according to claim 1, characterized in that, The vehicle drop-off area is located below the inclined shaft tunnel.

6. The mine transportation system according to claim 1, characterized in that, The vehicle drop-off area includes a drop-off section and a north-south connecting section; The car-switching section is connected between the north wing roadway working face or the south wing roadway working face and the first intersection. The north-south connecting section connects the north wing roadway working face and the south wing roadway working face, and the north-south connecting section extends in a straight line.

7. The mine transportation system according to claim 6, characterized in that, The connecting roadway and the shunting section are located on both sides of the inclined shaft roadway, respectively.

8. The mine transportation system according to claim 1, characterized in that, The derailment lane group is configured as multiple; Multiple car-switching lane groups are arranged at intervals from top to bottom.

9. The mine transportation system according to claim 8, characterized in that, The interval between any two adjacent intersections shall not be less than the threshold for the net coal pillar spacing.

10. The mine transportation system according to claim 1, characterized in that, The inclined shaft tunnel extends at an angle along the same axis; Alternatively, the inclined shaft may include multiple sequentially connected sub-inclined shaft sections, with at least two of the sub-inclined shaft sections arranged along different axes.

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