An explosion shock wave absorbing structure and a design method thereof

Abstract

The present application relates to a kind of explosion shock wave wave-absorbing structure and design method, it is related to underground mine mining technical field, wave-absorbing structure includes core wave-absorbing rock and the roadway arranged with core wave-absorbing rock as center, the core wave-absorbing rock is right triangle or obtuse triangle, the largest angle of its angle side is explosive magazine associated lane, the explosive magazine associated lane is connected with underground explosive sub-bank, the explosive magazine associated lane is as the entering end of explosive shock wave of explosive magazine, the largest angle of the angle of the core wave-absorbing rock triangle structure is connected with the two edge sides and opposite side of the largest angle of the angle, as shock wave gas buffer lane, safety lane associated lane is arranged in the opposite side midpoint of the largest angle of the angle. Through the engineering arrangement of this explosion shock wave wave-absorbing structure, the shock wave generated by underground explosive magazine accidental explosion can be absorbed, so as to play the role of protecting output end position main lane and personnel, equipment.

Description

Technical Field

[0001] This invention relates to the field of underground mining technology, and more particularly to an explosion shock wave damping structure and design method. Background Technology

[0002] Underground explosives storage facilities are key infrastructures for storing pyrotechnic materials underground. They are commonly found in drill-and-blast mines at depths greater than 500 meters. Their advantages include improving the overall efficiency of the transport and hoisting system, enabling off-peak transport, avoiding peak periods when personnel and equipment are concentrated, and transporting pyrotechnic materials from the surface to the underground during off-peak hours, thus reducing the pressure on hoisting and transport and the associated safety risks during peak periods. However, their disadvantages are also significant. Certain wave-damping and wave-dissipating measures must be implemented between the underground explosives storage facility and the main roadways to protect the safety of personnel and equipment within the roadways.

[0003] Commonly used wave-damping and wave-dissipating measures include: controlling the distance between underground explosives depots and main roadways, and installing toothed wave-damping walls. For example, in common underground mine designs, it is usually required that the distance between underground explosives depots and main roadways be more than 100m, and wave-damping walls be added. Application number 202121790180.X, "Toothed Wave-Damaging Wall Structure for Underground Blasting Material Dispensing Chambers," describes the installation of several wave-damping walls inside branch roadways, located between the dispensing chamber and the main roadway, with adjacent wave-damping walls arranged symmetrically and alternately. Application number 201810589551.4, "A Pre-Emitting Structure for Explosion Waves to Protect Coal Mine Ventilation Shaft Facilities," describes the installation of wave-damping walls and several wave-dissipating walls in wave-dissipating roadways, with the wave-damping walls and wave-dissipating walls spaced apart.

[0004] Existing technologies and the aforementioned patents and other measures all increase the complexity of engineering design and the amount of tunneling work. At the same time, the equipment for transporting explosives is also affected by facilities such as wave barriers, making it impossible to reach the vicinity of the explosives storage, which increases the burden of many transportation tasks. Summary of the Invention

[0005] In response to the aforementioned technical problems, this invention provides an explosion shock wave damping structure and its arrangement method. The invention meets the requirements for preventing and controlling the impact of explosions on personnel and equipment in main roadways while being structurally reasonable, safe and reliable, and requiring less engineering work.

[0006] The technical means employed in this invention are as follows:

[0007] An explosive shock wave damping structure includes a core wave-blocking rock and a tunnel set around the core wave-blocking rock. The core wave-blocking rock is a right-angled triangle or an obtuse-angled triangle. The side of the corner with the largest angle is a connecting tunnel for the explosives storage. The connecting tunnel for the explosives storage is connected to the underground explosives storage. The connecting tunnel for the explosives storage serves as the entry point for the explosive shock wave from the explosives storage. The two sides connected to the corner with the largest angle of the core wave-blocking rock triangle and the opposite side serve as shock wave gas buffer tunnels. A safety tunnel connecting tunnel is set at the midpoint of the opposite side of the corner with the largest angle.

[0008] Furthermore, the output end of the shock wave gas buffer tunnel is directly connected to the safety tunnel or connected to the safety tunnel through a stacked wave-blocking structure centered on the second wave-blocking rock.

[0009] Furthermore, the second wave-blocking rock is an isosceles trapezoid, with its upper base side being the entry point of the shock wave, and its two waist sides and lower base side serving as the second shock wave gas buffer tunnel.

[0010] Furthermore, the cross-sectional area of ​​the explosives depot connecting roadway, the shock wave gas buffer roadway, and the safety roadway connecting roadway is 1.5 to 2.0 times the cross-sectional area of ​​the roadway that meets the normal safe distance for the operation of mining equipment.

[0011] This invention also discloses a design method based on the above-mentioned explosion shock wave damping structure:

[0012] Based on the distribution of the ore blocks, the area near the center of the ore body was selected as the location for the underground explosives depot.

[0013] Based on the location of the underground explosives storage areas and the pre-planned simultaneous detonation of the stored explosives, the location and specifications of the core shock-absorbing rock are planned. This, in turn, leads to the planning of the location and specifications of the connecting tunnels for the explosives storage areas, the shock wave gas buffer tunnels, and the safety tunnels. Specifically,

[0014] Based on the location of the underground explosives storage and the pre-set scenario of simultaneous explosion of the stored explosives, the air shock wave pressure value of the safe roadway connected to the underground air shock wave at a preset distance from the blasting center is calculated using the underground air shock wave overpressure formula.

[0015] Construct a wave-blocking rock model and place it between the explosives depot connecting roadway and the safety roadway connecting roadway. With the wave-blocking rock model as the center, a shock wave gas buffer roadway is formed. By adjusting the roadway specifications of the explosives depot connecting roadway and other roadways, the first shock wave attenuation coefficient in the safety roadway connecting roadway after the wave-blocking rock is installed is obtained.

[0016] Adjusting data including the angle of the wave-blocking rock triangle facing the explosives depot connecting roadway, the second shock wave attenuation coefficient in the safety roadway connecting roadway after setting wave-blocking rock of different specifications is obtained. The second shock wave attenuation coefficient includes the attenuation coefficients of three shock waves after wave-blocking rock diversion, oblique impact turning, and counter-impact reduction. Among them, wave-blocking rock diversion is the shock wave divided into two segments by the angle of the wave-blocking rock triangle facing the explosives depot connecting roadway, oblique impact turning is the shock wave along the two short sides of the triangle, and counter-impact reduction is the shock wave after the two shock waves collide after oblique impact turning.

[0017] Based on the preset safety factor value, it is determined whether the shock wave value after the first shock wave attenuation and the second shock wave attenuation is less than the maximum air shock wave pressure value that the human body can withstand.

[0018] If so, record the tunnel specifications of the explosives depot connecting tunnel and other connecting tunnels, the specifications of the wave-blocking rock, and complete the recording of relevant parameters for the specific layout method;

[0019] If not, adjust the specifications of the explosives depot connecting tunnel and other connecting tunnels, as well as the specifications of the wave-blocking rock, until the shock wave value after the first and second shock wave attenuation is less than the maximum air shock wave pressure value that the human body can withstand.

[0020] Furthermore, when the adjusted shock wave value after the first and second shock wave attenuation is still not less than the maximum air shock wave pressure that the human body can withstand, a stacked wave-blocking structure centered on the second wave-blocking rock is set at the output end of the shock wave gas buffer tunnel. The third shock wave attenuation coefficient after setting the second wave-blocking rock of different specifications is obtained. The first shock wave attenuation coefficient, the second shock wave attenuation coefficient, and the third shock wave attenuation coefficient are comprehensively considered until the shock wave value after adjusting the three is less than the maximum air shock wave pressure that the human body can withstand.

[0021] Furthermore, an explosives storage return airway is set up on the other side of the underground explosives storage area. The explosives storage return airway is connected to the safety roadway and serves as a return air passage.

[0022] Furthermore, the top of the explosives depot's return air tunnel is connected to the middle section of the return air tunnel, where a toothed wave-damping wall is installed.

[0023] Compared with the prior art, the present invention has the following advantages:

[0024] 1. The shock wave dissipation structure of this invention has a significant shock wave energy dissipation effect. The shock wave entry point is located on the right-angle or obtuse-angle side of the triangular roadway. From the moment the explosive shock wave enters the shock wave dissipation structure, the dissipation process includes shock wave diversion, shock wave reversal, work done by compressed air, airflow counter-current, and friction between the shock wave and the rock wall. The shock wave exits at the opposite side of the angle and continues to the safe roadway. This shock wave dissipation structure can effectively dissipate shock waves generated by accidental explosions of underground explosives depots, thus protecting the main roadways, personnel, and equipment at the exit point. When the explosives depot contains a large amount of explosives, the shock wave dissipation structure can be further stabilized by stacking additional structures.

[0025] 2. The wave-damping structure of this invention is reasonably designed and requires relatively little engineering work. The wave-damping structure allows for direct access to the explosives depot and safe passageways for transporting explosives using trackless explosion-proof vehicles. Furthermore, the triangular passageways and buffer passageways are approximately 110m long, and their cross-sectional area is only 1.5 to 2.0 times that of the connecting passageways. Therefore, the overall engineering work for the wave-damping structure is not extensive, and the construction process is not complex.

[0026] 3. The wave-damping structure of this invention is highly advantageous for optimizing the location of underground explosives depots. Among the disasters caused by explosions, the blast shock wave has the widest impact range. By using this wave-damping structure to mitigate the shock wave, the blast shock wave disaster of underground explosives depots is basically prevented. The selection of the explosives depot location only needs to consider the impact of factors such as explosion vibration on the safety of other roadways, which is conducive to adjusting the location of underground explosives depots and reducing transportation work and engineering workload. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the single-layer wave-damping structure of the explosion shock wave damping structure of the present invention.

[0029] Figure 2 This is a schematic diagram of the stacked wave-damping structure of the explosion shock wave damping structure of the present invention.

[0030] Figure 3 This is a layout plan of an embodiment of the underground explosives depot of the present invention.

[0031] Figure 4 This is a cross-sectional view a-a' of the return air shaft and other auxiliary structures in an embodiment of the underground explosives depot of the present invention.

[0032] In the diagram: 1. Explosives depot connecting roadway; 2. Shock wave gas buffer roadway; 3. Safety roadway connecting roadway; 4. Core wave-damping rock; 5. Explosion shock wave damping structure; 6. Wave-damping structure connecting roadway; 7. Safety roadway; 8. Explosives depot return air connecting roadway; 9. Explosives depot return air shaft; 10. Underground explosives storage area; 11. Concrete toothed wave-damping wall; 12. Mid-section return air cross roadway. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. 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.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0036] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0037] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0038] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0039] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0040] like Figures 1-4 As shown in the figure, this invention discloses an explosive shock wave damping structure 5, including a core wave-blocking rock 4 and a roadway centered on the core wave-blocking rock 4. The core wave-blocking rock 4 is used for shock wave diversion and guidance. The roadway includes an explosives storage connecting roadway 1, a shock wave gas buffer roadway 2, and a safety roadway connecting roadway 3. The core wave-blocking rock 4 is a right-angled triangle or an obtuse-angled triangle, with the side of its largest angle being the explosives storage connecting roadway 1. The explosives storage connecting roadway 1 is connected to the underground explosives storage 10 and serves as the entry point for the explosives explosion shock wave. The two sides connected to the largest angle of the core wave-blocking rock 4 and the opposite side serve as the shock wave gas buffer roadway 2. The safety roadway connecting roadway 3 is located at the midpoint of the opposite side of the largest angle, and can be connected to other roadways using horizontal or inclined roadways. The shock wave gas buffer roadway 2 also serves as a shunting chamber under normal circumstances.

[0041] Specifically, when an accidental explosion occurs, the shock wave generated by the explosion of the explosives depot enters from the right-angle or obtuse-angle side of the triangular tunnel along the explosives depot connecting tunnel 1, and directly impacts the core wave-damping rock 4 enclosed by the triangular tunnel project for initial wave dissipation. Subsequently, it is diverted to both sides of the right-angle or obtuse-angle tunnel and rushes towards the shock wave gas buffer tunnels 2 at both ends of the acute-angle side. The compressed air does work to further dissipate the wave. At the same time, after the reverse impact, two shock waves are formed to collide, further consuming energy. Finally, after passing through the output end of the tunnel corresponding to the right-angle or obtuse-angle side, it dissipates into other tunnels after reaching a safe wind speed.

[0042] The vertical height of the right-angled or obtuse-angled triangle corresponding to the long side of the core wave-blocking rock 4 is about 20m, and can be increased or decreased depending on the hardness of the rock.

[0043] The length of the shock wave gas buffer lane 2 is not less than 10m.

[0044] The explosives depot connecting roadway 1 should be able to ensure the stable transmission of shock waves after an explosion, and its length should not be less than 15m. The roadway cross-section should meet the requirements of the normal safe distance for the operation of mining equipment.

[0045] The triangular wave-damping structure is suitable for accidental explosions with a stockpile of less than 5 tons of explosives. When the stockpile of explosives is greater than or equal to 5 tons, a stacked wave-damping structure can be used for engineering layout.

[0046] Specifically, such as Figure 2 As shown, the output end of the shock wave gas buffer tunnel 2 is directly connected to the safety tunnel 3 or connected to the safety tunnel through a stacked wave-blocking structure set with the second wave-blocking rock as the center.

[0047] like Figure 2 As shown, the second wave-blocking rock is an isosceles trapezoid, and the side where its upper base is located is the entry point of the shock wave after passing through the core wave-blocking rock. The two waist sides and the lower bottom side of the second wave-blocking rock serve as the second shock wave gas buffer tunnel, and then enter the safety tunnel connecting tunnel 3.

[0048] The cross-sectional area of ​​the connecting roadway for the explosives depot, the shock wave gas buffer roadway, and the safety roadway is 1.5 to 2.0 times the cross-sectional area of ​​the roadway that meets the normal safe operating distance of the mining equipment, so as to provide sufficient space for gas compression.

[0049] This invention also discloses the arrangement, design method, and verification calculation method based on the above-mentioned explosion shock wave damping structure:

[0050] The first step is to select the area near the location of the ore block distribution area with the least transportation work or the center of the ore body as the location for setting up the underground explosives depot 10.

[0051] The second step is to plan the location and specifications of the core shock-absorbing rock 4 based on the location of the underground explosives storage, and then plan the location and specifications of the explosives storage connecting roadway 1, the shock wave gas buffer roadway 2, and the safety roadway connecting roadway 3.

[0052] Specifically,

[0053] Based on the location of the underground explosives storage and the pre-set scenario of simultaneous explosion of the stored explosives, the air shock wave pressure value of the safe roadway connected to the underground air shock wave at a preset distance from the blasting center is calculated using the underground air shock wave overpressure formula.

[0054] Construct a wave-blocking rock model and place it between the explosives depot connecting roadway and the safety roadway connecting roadway. With the wave-blocking rock model as the center, a shock wave gas buffer roadway is formed. By adjusting the roadway specifications of the explosives depot connecting roadway and other roadways, the first shock wave attenuation coefficient in the safety roadway connecting roadway after the wave-blocking rock is installed is obtained.

[0055] With the preset distance between the wave-blocking rock and the explosives depot remaining unchanged, the data, including the angle of the wave-blocking rock triangle facing the explosives depot connecting roadway, is adjusted to obtain the second shock wave attenuation coefficient in the safety roadway connecting roadway after setting wave-blocking rock of different specifications. The second shock wave attenuation coefficient includes the attenuation coefficients of three shock waves after wave-blocking rock diversion, oblique impact turning, and counter-impact reduction. Among them, wave-blocking rock diversion is the shock wave divided into two segments by the angle of the wave-blocking rock triangle facing the explosives depot connecting roadway, oblique impact turning is the shock wave along the two short sides of the triangle, and counter-impact reduction is the shock wave after the two shock waves collide after oblique impact turning.

[0056] Based on the preset safety factor value, it is determined whether the shock wave value after the first shock wave attenuation and the second shock wave attenuation is less than the maximum air shock wave pressure value that the human body can withstand.

[0057] If so, record the tunnel specifications of the explosives depot connecting tunnel and other connecting tunnels, the specifications of the wave-blocking rock, and complete the recording of relevant parameters for the specific layout method;

[0058] If not, adjust the specifications of the explosives depot connecting tunnel and other connecting tunnels, as well as the specifications of the wave-blocking rock, until the shock wave value after the first and second shock wave attenuation is less than the maximum air shock wave pressure value that the human body can withstand.

[0059] As an extended implementation method, when the adjusted shock wave value after the first and second shock wave attenuation is still not less than the maximum air shock wave pressure value that the human body can withstand, a stacked wave-blocking structure centered on the second wave-blocking rock is set at the output end of the shock wave gas buffer tunnel. The third shock wave attenuation coefficient after setting the second wave-blocking rock of different specifications is obtained. The first shock wave attenuation coefficient, the second shock wave attenuation coefficient and the third shock wave attenuation coefficient are comprehensively considered until the shock wave value after adjusting the three is less than the maximum air shock wave pressure value that the human body can withstand.

[0060] In this embodiment, the underground explosives storage compartment has a capacity of 5t. The safety connecting tunnel 3 and the explosives storage connecting tunnel 1 in the wave-damping structure are arranged in parallel directions. The tunnel cross-section is 3.0m wide × 3.0m high. The core wave-damping rock 4 is an isosceles right triangle with a thickness of 20m at 45°. The cross-section of other tunnels is 4.5m wide × 4.0m high. The shock wave gas buffer tunnel 2 is 10m long. In this embodiment, the end of the shock wave gas buffer tunnel 2 is connected to the middle section safety tunnel 7 through the safety connecting tunnel 3 and the wave-damping structure connecting tunnel 6. The distance between the lower end of the shock wave gas buffer tunnel 2 and the middle section safety tunnel is controlled to be more than 20m.

[0061] On the other side of the underground explosives storage, there is a return airway connecting roadway 8, which leads to the middle section dedicated return airway 12 via the return air shaft 9 and the upper and middle section return air connecting roadway. This serves as the return air and emergency safety passage for the underground explosives storage. In this embodiment, the shaft height is 50m.

[0062] In the upper middle section of the return airway, a toothed wave-blocking wall 11 is installed. The wave-blocking wall is a conventional arrangement for underground explosives depots, and its effect will not be analyzed further.

[0063] The shock wave analysis and verification calculation process of the wave-damping structure in the embodiment is as follows:

[0064] Using the formula for calculating the overpressure ΔP of the downhole air shock wave (without considering the attenuation of the blasting shock wave), the air shock wave pressure at the connection between the safety tunnel 7 and the wave-damping structure tunnel 6 under the condition of simultaneous explosion of 5t explosives in the explosives depot without attenuation is approximately 1737.909 kPa. In this embodiment, the wave-damping rock is directly connected to the explosives depot, which reduces the amount of engineering work required for the explosives depot tunnel connection, thus achieving a structural design with minimal engineering work. In other optional embodiments, when the length of the explosives depot tunnel connection increases, the air shock wave pressure at the connection between the safety tunnel 7 and the wave-damping structure tunnel 6 under the condition of no attenuation will be even smaller.

[0065] Using formula

[0066] In the formula: q is the total mass of explosives used in the blasting, in kg; m y denoted by , where is the coefficient for converting explosive energy into a shock wave; R is the distance from the blast center, in meters; and ∑S is the total area of ​​the tunnels adjacent to the blast zone, in square meters.2 ;d S d is the diameter of the tunnel. S =(4S / π) 0.5 S is the cross-section of the tunnel, m; S is the cross-section of the tunnel, m 2 β is the surface roughness coefficient of the tunnel. Relevant values ​​can be found in reference materials such as the "Implementation Manual of Blasting Safety Regulations".

[0067] The attenuation effect of changes in the tunnel cross-section on the shock wave is considered. The cross-section of the No. 1 connecting tunnel to the explosives depot is 3.0m wide × 3.0m high, with a cross-sectional area of ​​11.34m². 2 The other tunnels have a cross-section of 4.5m wide and 4.0m high, with a cross-sectional area of ​​23.265m². 2 It is twice the cross-sectional area of ​​the No. 1 tunnel of the explosives depot, and the cross-sectional attenuation coefficient ranges from 1.2 to 1.4.

[0068] The attenuation effect of the shock wave during its propagation in the roadway is considered. After the explosion, the air shock wave passes through the explosives depot connecting roadway 1 and flows towards the shock wave attenuation structure. After three processes—wave-blocking rock diversion (45°), oblique impact reversal (135°), and counter-impact attenuation—it enters the middle safety roadway 7 via the attenuation structure connecting roadway 6. The attenuation coefficients for the attenuation process range from 2.2 to 2.8, 6.0 to 8.0, and 9.0 to 11.0, respectively.

[0069] With a comprehensive safety factor of 1.5, the theoretically calculated shock wave attenuated at the connection between safety lane 7 and the wave-damping structure connecting lane 6 is approximately 8.82–18.29 kPa, which is less than the maximum air shock wave pressure that the human body can withstand (20 kPa). This indicates that the wave-damping structure has a significant effect on mitigating the blast shock wave.

[0070] In this embodiment, routine production uses trackless explosion-proof transport equipment. The equipment passes through a wave-damping structure connecting the tunnels, then through the wave-damping structure to the underground explosives storage area. After loading the explosives, it returns to the middle safety tunnel along the same route and is then transported to various blasting faces.

[0071] In this embodiment, when an accidental explosion occurs, the shock wave generated by the explosion of the explosives depot is divided into two parts. One part of the shock wave rushes into the explosives depot connecting tunnel of the wave-absorbing structure and directly impacts the core wave-blocking rock enclosed by the triangular tunnel project for initial wave absorption. Subsequently, it is diverted to both sides of the right-angled tunnel and rushes towards the shock wave gas buffer tunnels at both ends of the acute angle side. The shock wave is further absorbed by the work done by compressed air. At the same time, after the reverse impact, two shock waves are formed to collide, further consuming energy. Finally, after passing through the safety tunnel connecting tunnels and the wave-absorbing structure connecting tunnels on the corresponding right-angled sides, it reaches the safe impact pressure (<20Kpa) and then dissipates into the tunnel. The other part of the shock wave generated by the explosion impacts the return air shaft side. The shock wave goes upward through the shaft and to the return air connecting tunnel. After being absorbed by the toothed wave-blocking wall, it reaches the safe wind speed and dissipates into the middle return air tunnel.

[0072] 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; 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.

Claims

1. An explosive blast wave mitigation structure, characterized by, The core shock wave rock includes a right triangle or an obtuse triangle, and a roadway is arranged around the core shock wave rock. An explosive magazine connecting roadway is connected to one side of the largest angle of the core shock wave rock. The explosive magazine connecting roadway is connected to the underground explosive sub-magazine and serves as an entrance end of the explosive magazine explosion shock wave. Two sides and a side opposite to the largest angle of the core shock wave rock serve as a shock wave gas buffer roadway. A safety roadway is arranged at the midpoint of the side opposite to the largest angle.

2. The blast wave mitigation structure of claim 1, wherein, The output end of the shock wave gas buffer roadway is directly connected to the safety roadway or is connected to the safety roadway through a stacked shock wave structure with a second shock wave rock as the center.

3. The blast wave mitigation structure of claim 2, wherein, The second shock wave rock is an isosceles trapezoid. The upper base side is the entrance end of the shock wave. Two waist sides and the lower base side of the second shock wave rock serve as a second shock wave gas buffer roadway.

4. The blast wave mitigation structure of claim 1, wherein, The cross-sectional area of the explosive magazine connecting roadway, the shock wave gas buffer roadway and the safety roadway is 1.5-2.0 times of the cross-sectional area of the roadway that meets the normal safety distance of the mine equipment.

5. A method of designing an explosive blast wave mitigation structure according to any one of claims 1 to 4, characterised in that, Based on the position of the underground explosive sub-magazine and the preset condition of simultaneous explosion of the stacked explosives, the position and size of the core shock wave rock are planned, and then the position and size of the explosive magazine connecting roadway, the shock wave gas buffer roadway and the safety roadway are planned. Specifically, Based on the position of the underground explosive sub-magazine and the preset condition of simultaneous explosion of the stacked explosives, the air shock wave pressure value of the safety roadway at a preset distance from the explosion center is calculated through the underground air shock wave overpressure formula. A shock wave rock model is constructed and arranged between the explosive magazine connecting roadway and the safety roadway. The shock wave gas buffer roadway is formed around the shock wave rock model. By adjusting the roadway size of the explosive magazine connecting roadway and other roadways, the first shock wave attenuation coefficient in the safety roadway after the shock wave rock is arranged is obtained. The data including the angle of the core shock wave rock triangle facing the explosive magazine connecting roadway are adjusted to obtain the second shock wave attenuation coefficient in the safety roadway after the shock wave rock of different sizes is arranged. The second shock wave attenuation coefficient includes the attenuation coefficients of three shock waves after the shock wave is divided by the core shock wave rock, the shock wave is turned along the two short sides of the triangle, and the two shock waves are reduced by collision. Based on the preset safety coefficient value, it is determined whether the shock wave value considering the first shock wave attenuation and the second shock wave attenuation is less than the maximum air shock wave pressure value that can be borne by the human body. If yes, the roadway size of the explosive magazine connecting roadway and other roadways and the size of the shock wave rock are recorded to complete the recording of the related parameters of the specific arrangement method. If no, the roadway size of the explosive magazine connecting roadway and other roadways and the size of the shock wave rock are adjusted until the shock wave value considering the first shock wave attenuation and the second shock wave attenuation is less than the maximum air shock wave pressure value that can be borne by the human body.

6. The method of claim 5, wherein, When the adjusted shock wave value after the first shock wave attenuation and the second shock wave attenuation is still not less than the maximum air shock wave pressure value that the human body can withstand, a stacked wave blocking structure centered on the second wave blocking rock is arranged at the output end of the shock wave gas buffer roadway, a third shock wave attenuation coefficient after the second wave blocking rock of different specifications is arranged is obtained, and the first shock wave attenuation coefficient, the second shock wave attenuation coefficient and the third shock wave attenuation coefficient are comprehensively considered until the shock wave value after the adjustment of the three is less than the maximum air shock wave pressure value that the human body can withstand.

7. The method of claim 5, wherein, The other side of the downhole explosive magazine is provided with an explosive magazine return air connecting roadway, which is connected with the safety roadway and serves as a return air passage.

8. The method of claim 6, wherein, The top end of the explosive magazine return air connecting roadway is connected with a middle section return air crossheading, and a tooth-shaped wave blocking wall is arranged in the middle section return air crossheading.

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