Multi-stage prevention and control system and method for impact damage of coal mine tunnel

Abstract

The invention provides a multi-stage prevention and control system and method for impact damage of a coal mine roadway, the multi-stage prevention and control system comprises a supporting assembly, a drilling assembly and an anti-impact assembly, the supporting assembly comprises a plurality of supporting pieces, the multiple supporting pieces are arranged on the wall face of the roadway at intervals, the drilling assembly is used for drilling blast holes in the wall face of the roadway, and the anti-impact assembly is used for preventing impact damage of the roadway. The blast holes are formed in multiple rows at intervals in the extending direction of the roadway, in the height direction of the roadway, the distance between the tail ends of every two adjacent blast holes is larger than the distance between the starting ends of every two adjacent blast holes, the tail ends of the blast holes are used for loading blasting materials, and therefore a cracking range is formed at the tail ends of the blast holes; the anti-scour assembly is connected with the wall face of the roadway, and at least part of the anti-scour assembly is inserted into the wall face of the roadway. The multi-stage prevention and control system for impact damage of the coal mine tunnel has the advantages of being good in supporting effect and high in impact resistance.

Description

Technical Field

[0001] The present invention belongs to the technical field of mine safety, and specifically, relates to a multi-level prevention and control system and method for impact damage of coal mine roadways. Background Art

[0002] Rock burst is one of the common geological disasters in the process of coal mining. It is characterized by strong suddenness and great destructive power, posing a serious threat to the stability of roadway sides and operation safety. When a rock burst occurs, a large amount of elastic energy accumulated in the coal and rock mass is released instantaneously, generating a strong dynamic impact, which causes serious damage to the stability of the roadway sides of the coal mine roadway. As an important part of the coal mine roadway, the roadway side bears the dual action of surrounding rock pressure and mining-induced stress. Once damaged by a rock burst, it will lead to the collapse of the coal body on the roadway side, roadway deformation or even collapse, which will not only interrupt normal production operations, but also pose a great threat to the life safety of underground workers, causing serious casualties and property losses.

[0003] In the related art, in the anti-impact prevention and control technology of the coal body on the roadway side, most of them focus on passive support and protection measures. For example, bolt support is prone to breakage during the impact process, a single anti-impact support cannot adapt to the unevenness of the roadway, and there is a lack of active pressure relief means. In addition, the occurrence of rock burst is due to the fact that the elastic energy accumulated in the coal and rock mass exceeds its own bearing capacity, and when this energy is suddenly released, it will cause impact damage. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems in the related art to some extent.

[0005] To this end, an embodiment of the present invention provides a multi-level prevention and control system and method for impact damage of coal mine roadways. The multi-level prevention and control system has the advantages of good support effect and strong anti-impact ability.

[0006] According to an embodiment of the present invention, the multi-level prevention and control system for impact damage of coal mine roadways includes:

[0007] A support assembly, the support assembly includes a plurality of support members, and the plurality of support members are arranged at intervals on the wall surface of the roadway;

[0008] A drilling assembly, the drilling assembly is used to drill blasting holes in the roadway wall surface. The blasting holes are arranged in multiple rows at intervals along the extension direction of the roadway. In the height direction of the roadway, between two adjacent blasting holes, the distance between the ends of the two blasting holes is greater than the distance between the starting ends of the two blasting holes. The end of the blasting hole is used to load blasting materials so as to form a fracture range at the end of the blasting hole;

[0009] An anti - impact component, the anti - impact component is connected to the wall surface of the roadway, and at least part of the anti - impact component is inserted into the interior of the wall surface of the roadway.

[0010] The multi - level prevention and control system for impact damage of coal mine roadways in the embodiments of the present invention realizes the multi - level prevention and control of impact damage of coal mine roadways through the coordinated work of the support component, the drilling component and the anti - impact component. The support component provides basic support and stability. The drilling component drills blasting holes in both sides of the roadway and conducts blasting at the end of the blasting holes. The formed fracture range can reduce the energy of rock burst through active pressure relief. The anti - impact component absorbs and disperses energy when the impact occurs. The three cooperate with each other, making up for the deficiencies of single protection means in the related technology. It not only solves the problems of easy breakage of bolt support and poor adaptability of single anti - impact support, but also adds an active pressure relief means, improves the impact resistance of the roadway rib, ensures the stability of the coal mine roadway and the safety of underground workers, and reduces the casualties and property losses caused by rock burst.

[0011] In some embodiments, the extending direction of the blasting holes is arranged obliquely with respect to the horizontal direction, and in the height direction of the roadway, the inclination angle of one of the two adjacent blasting holes is greater than or equal to the inclination angle of the other blasting hole.

[0012] In some embodiments, the support component includes a plurality of support groups, the plurality of support groups are arranged at intervals along the extending direction of the roadway. One support group includes a plurality of support members. In one support group, the plurality of support members are arranged at intervals along the height direction of the roadway. The plurality of support members include a plurality of anchor bolts and a plurality of cable bolts.

[0013] In some embodiments, the anti - impact component includes an anti - impact body, the anti - impact body includes a first anti - impact section and a second anti - impact section connected in sequence. In a plane orthogonal to the extending direction of the roadway, the cross - sectional contour of the anti - impact body is L - shaped, and the first anti - impact section is adapted to the wall surface of the roadway, and at least part of the second anti - impact section is inserted into the interior of the wall surface of the roadway.

[0014] In some embodiments, the second anti - impact section includes a plurality of anti - impact parts, the extending directions of the plurality of anti - impact parts are orthogonal to the extending direction of the roadway, and the plurality of anti - impact parts are arranged at intervals along the extending direction of the roadway.

[0015] In some embodiments, the anti - impact component further includes an energy - absorbing cushion layer, and the energy - absorbing cushion layer is placed between the first anti - impact section and the wall surface of the roadway.

[0016] The multi - level prevention and control method for impact damage of coal mine roadways in the embodiments of the present invention includes the following steps:

[0017] Perform in-situ stress tests on both sides of the roadway;

[0018] In the extension direction of the roadway, drill multiple rows of blasting holes into the coal body on the sidewalls of the roadway, and conduct blasting at the ends of the blasting holes to form a fracture range, and there is an overlapping part between two adjacent fracture ranges;

[0019] Based on the in-situ stress test results, drive support members into both sides of the roadway;

[0020] Install anti-bumping components on the wall surfaces of both sides of the roadway, and insert at least part of the anti-bumping components into the interior of the wall surface of the roadway.

[0021] In some embodiments, performing in-situ stress tests on both sides of the roadway includes obtaining the support pressure curve of the target sidewall of the roadway, determining the range of the stress-raising area, and arranging the blasting holes to penetrate through the stress-raising area.

[0022] In some embodiments, an energy-absorbing cushion layer is filled between the support member and the wall surface of the roadway, and the energy-absorbing cushion layer is made of an energy-absorbing material with a density of not less than 0.8 g / cm³ and a compressive strength of not less than 5 MPa.

[0023] In some embodiments, a monitoring component is installed on the anti-bumping component, and the monitoring component is used to monitor the force and deformation conditions of the anti-bumping component. When the monitoring value monitored by the monitoring component is greater than or equal to the warning value, the monitoring component emits a warning signal. Description of the Drawings

[0024] Figure 1 is a schematic diagram of the use of the multi-level prevention and control system for impact damage of coal mine roadways in an embodiment of the present invention (front view perspective).

[0025] Figure 2 is a schematic diagram of the use of the multi-level prevention and control system for impact damage of coal mine roadways in an embodiment of the present invention (top view perspective).

[0026] Figure 3 is a schematic diagram of the use of the multi-level prevention and control system for impact damage of coal mine roadways in an optional embodiment of the present invention.

[0027] Figure 4 is a schematic structural diagram of the anti-bumping body of the multi-level prevention and control system for impact damage of coal mine roadways in an embodiment of the present invention.

[0028] Reference Signs:

[0029] 100, roadway; 200, coal seam; 300, fracture range,

[0030] 1, support assembly; 11, support member,

[0031] 2, blasting hole,

[0032] 3. Impact prevention component, 31. Impact prevention body, 311. First impact prevention section, 312. Second impact prevention section, 3121. Impact prevention part, 32. Energy absorption cushion layer. Detailed implementation manners

[0033] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present invention, and should not be construed as a limitation to the present invention.

[0034] The multi-level prevention and control system for impact damage of coal mine roadways according to the embodiments of the present invention will be described below with reference to the drawings.

[0035] As Figures 1-4 shown, the multi-level prevention and control system for impact damage of coal mine roadways according to the embodiments of the present invention includes: a support component 1, a drilling component, and an impact prevention component 3.

[0036] The support component 1 includes a plurality of support members 11, and the plurality of support members 11 are arranged at intervals on the wall surface of the roadway 100. The drilling component is used to drill blasting holes 2 in the wall surface of the roadway 100. The blasting holes 2 are arranged in multiple rows at intervals along the extending direction of the roadway 100. In the height direction of the roadway 100, between two adjacent blasting holes 2, the distance between the ends of the two blasting holes 2 is greater than the distance between the starting ends of the two blasting holes 2. The ends of the blasting holes 2 are used to load blasting materials so as to form a fracture range 300 at the ends of the blasting holes 2. The impact prevention component 3 is connected to the wall surface of the roadway 100, and at least part of the impact prevention component 3 is inserted into the interior of the wall surface of the roadway 100.

[0037] Specifically, as Figure 1 and Figure 2 shown, the plurality of support members 11 are arranged at intervals and evenly along the wall surface of the roadway 100, playing a supporting role for the wall surface of the roadway 100. The support members 11 are independent of each other but work together to jointly bear the pressure on the wall surface of the roadway 100. The drilling component is used to drill blasting holes 2 in the wall surface of the roadway 100. The ends of the blasting holes 2 are used to load blasting materials so as to be able to form a certain fracture range 300 (fracture zone) at the ends of the blasting holes 2. When an impact occurs, the fracture zone can effectively prevent a certain proportion of the impact energy from being transmitted to the shallow surrounding rock of the roadway 100. The impact prevention component 3 is connected to the wall surface of the roadway 100, and at least part of it can be inserted into the interior of the wall surface of the roadway 100 to form a tight bond with the wall surface of the roadway 100, so as to enhance the protection of the wall surface of the roadway 100.

[0038] It can be understood that the multiple support members 11 arranged at intervals can comprehensively support the wall surface of the roadway 100, disperse the pressure borne by the wall surface of the roadway 100, and avoid damage caused by local stress concentration. Among them, the support member 11 can select appropriate support equipment (such as anchor bolts, anchor cables, etc.) according to the actual working conditions, and can also adjust the spacing and type of the support member 11 according to the actual situation of the roadway 100 (such as the size of the roadway 100, the properties of the surrounding rock, etc.), so as to improve the pertinence and effectiveness of the support.

[0039] The blasting holes 2 arranged in multiple rows at intervals can form a relatively wide fracture range 300 on the wall surface of the roadway 100. Through the explosion of the blasting material, an artificial fracture wall is formed near the end of the blasting hole 2, so as to control the direction and range of the release of blasting energy. On the one hand, the stress concentration area inside the coal body is pre-weakened, and the possibility of rock burst is reduced; on the other hand, the fracture ranges 300 of adjacent blasting holes 2 overlap with each other. When an impact occurs, a certain proportion of the impact energy can be effectively blocked from being transmitted to the shallow surrounding rock of the roadway 100. Among them, as Figure 1 shown, in the plane orthogonal to the extension direction of the roadway 100, the special arrangement (the end distance is greater than the start distance) of two adjacent blasting holes 2 up and down makes the fracture range 300 form a fan-shaped area at the end of the blasting hole 2, so that the fracture range 300 is more reasonable, avoiding the waste of blasting energy and improving the pressure relief effect.

[0040] The anti-impact component 3 can be closely combined with the wall surface of the roadway 100 to enhance the overall anti-impact ability of the wall surface of the roadway 100. It can effectively absorb and disperse the energy generated by rock burst, reduce the damage to the wall surface of the roadway 100, and protect the stability and operation safety of the roadway 100. In addition, the anti-impact component 3 and the support component 1 act together to form a double protection for the wall surface of the roadway 100. On the basis that the support component 1 bears a certain pressure, the anti-impact component 3 further absorbs and buffers the impact force.

[0041] In other words, the multi-level prevention and control system for the impact damage of coal mine roadways in the embodiments of the present invention realizes the multi-level prevention and control of the impact damage of coal mine roadways 100 through the coordinated work of the support component 1, the drilling component and the anti-impact component 3. The support component 1 provides basic support and stability. By using the drilling component to drill blasting holes 2 in the two sides of the roadway 100 and blasting at the end of the blasting holes 2, the formed fracture range 300 can actively relieve pressure to reduce the energy of rock burst. The anti-impact component 3 absorbs and disperses energy when an impact occurs. The three cooperate with each other, making up for the deficiencies of single protection means in the related technology. It not only solves the problems of easy breakage of bolt support and poor adaptability of single anti-impact support, but also adds an active pressure relief means, improves the anti-impact ability of the roadway rib of the roadway 100, ensures the stability of the coal mine roadway 100 and the safety of underground operating personnel, and reduces the casualties and property losses caused by rock burst.

[0042] In some embodiments, the extending direction of the blasting holes 2 is arranged obliquely with respect to the horizontal direction, and in the height direction of the roadway 100, the inclination angle of one of the two adjacent blasting holes 2 is greater than or equal to that of the other blasting hole 2.

[0043] It can be understood that when the extending direction of the blasting holes 2 is arranged obliquely with respect to the horizontal direction, the fracture ranges 300 formed by the blasting holes 2 with different inclination angles can better overlap and connect with each other in space. In the height direction of the roadway 100, two adjacent blasting holes 2 have different inclination angles (the inclination angle of one blasting hole 2 is greater than or equal to that of the other blasting hole 2), which can make the cracks generated by the explosion distribute more evenly and widely in the vertical direction.

[0044] Optionally, as Figure 3 shown, in the plane of a longitudinal section, a plurality of blasting holes 2 are arranged at intervals in the up-down direction, and the inclination directions of the plurality of blasting holes 2 gradually increase along the direction from bottom to top. Of course, the inclination directions of the plurality of blasting holes 2 gradually decrease along the direction from bottom to top to be applicable to different scenarios.

[0045] Preferably, as Figure 1 shown, in the plane of a longitudinal section, among the plurality of blasting holes 2, the inclination angles of the two middle blasting holes 2 are the smallest, and the inclination angles of the remaining blasting holes 2 gradually increase from the inside to the outside.

[0046] That is to say, the stress distribution of the surrounding rock of the roadway 100 is usually uneven, and the stress magnitude and direction are different at different heights and positions. The obliquely arranged blasting holes 2 can be designed specifically according to the actual stress conditions of the surrounding rock of the roadway 100. By adjusting the inclination angle of the blasting holes 2, the energy generated by the blasting can better act on the stress concentration area, more effectively damage the structure of the coal and rock mass, reduce the stress concentration degree, and thus reduce the possibility of rock burst occurrence.·

[0047] In some embodiments, the support assembly 1 includes a plurality of support groups, the plurality of support groups are arranged at intervals along the extending direction of the roadway 100, one support group includes a plurality of support members 11, in one support group, the plurality of support members 11 are arranged at intervals along the height direction of the roadway 100, and the plurality of support members 11 include a plurality of anchor bolts and a plurality of cable bolts.

[0048] Specifically, as Figure 1 and Figure 2As shown, the support assembly 1 adopts a grouped and layered arrangement. Multiple support groups are arranged at intervals along the extension direction of the roadway 100, and each support group contains multiple support members 11 arranged at intervals along the height direction of the roadway 100. The support member 11 is jointly composed of multiple bolts and multiple cable bolts, and the multiple bolts and cable bolts can be arranged in different ways according to the actual use scenarios (such as arranged alternately at intervals in sequence) to form a multi-level and diversified arrangement, so that the support assembly 1 can comprehensively and specifically support the wall surface of the roadway 100 in different directions and positions.

[0049] It can be understood that before the drilling assembly performs blasting operations, the support assembly 1 can provide a certain degree of stability to the wall surface of the roadway 100, prevent large-area collapses of the wall surface of the roadway 100 during the drilling and blasting processes, and ensure the safe progress of the drilling operations.

[0050] After blasting, the support assembly 1 can promptly reinforce the wall surface of the roadway 100 with cracks generated by blasting. The bolts and cable bolts can adjust their stress states according to the stress changes and deformation conditions of the surrounding rock after blasting to further maintain the stability of the roadway 100. At the same time, the reasonably arranged support assembly 1 can limit the expansion range of the cracks generated by blasting, making the cracks more in line with the requirements of active pressure relief.

[0051] In some embodiments, the impact prevention assembly 3 includes an impact prevention body 31. The impact prevention body 31 includes a first impact prevention section 311 and a second impact prevention section 312 connected in sequence. In a plane orthogonal to the extension direction of the roadway 100, the cross-sectional contour of the impact prevention body 31 is L-shaped, and the first impact prevention section 311 is adapted to the wall surface of the roadway 100, and at least part of the second impact prevention section 312 is inserted into the wall surface of the roadway 100.

[0052] Specifically, as Figure 1 and Figure 2 shown, the first impact prevention section 311 extends in the up-down direction, the second impact prevention section 312 extends in the left-right direction, and the lower end of the first impact prevention section 311 is connected to the right end of the second impact prevention section 312. The longitudinal cross-sectional contour of the impact prevention body 31 is L-shaped, enabling the impact prevention assembly 3 to form a good adaptation relationship with the wall surface of the roadway 100, that is, the first impact prevention section 311 is adapted to the wall surface of the roadway 100 and can be closely attached to the wall surface of the roadway 100; at least part of the second impact prevention section 312 is inserted into the wall surface of the roadway 100, enhancing the connection stability between the impact prevention assembly 3 and the wall surface of the roadway 100.

[0053] It can be understood that the anti - impact body 31 can be made of high - strength steel material. The second anti - impact section 312 is embedded in the contact interface between the coal seam 200 and the floor, and the first anti - impact section 311 is closely attached to the coal body of the roadway side, so as to form a stable support system. When rock burst occurs, the support assembly 1 can bear part of the impact force and reduce the burden on the anti - impact assembly 3. At the same time, the existence of the anti - impact assembly 3 can further enhance the overall stability of the roadway 100 wall surface and jointly maintain the safety of the roadway 100 with the support assembly 1. For example, the support assembly 1 can prevent large - area loosening and spalling of the roadway 100 wall surface under the impact action and ensure the close connection between the anti - impact assembly 3 and the roadway 100 wall surface.

[0054] Optionally, the second anti - impact section 312 includes a plurality of anti - impact parts 3121. The extensions of the plurality of anti - impact parts 3121 are orthogonal to the extension direction of the roadway 100, and the plurality of anti - impact parts 3121 are arranged at intervals along the extension direction of the roadway 100.

[0055] It can be understood that, as Figure 4 shown, the second anti - impact section 312 formed by the plurality of anti - impact parts 3121 is a "rake - type" structure, that is, a plurality of columns made of steel form the second anti - impact section 312, and the first anti - impact section 311 is a complete steel plate. During construction, it is necessary to first drill suitable holes at the interface between the coal seam 200 and the floor according to the spacing, diameter and length of the anti - impact parts 3121, and then insert the second anti - impact parts 3121 into the holes, so as to maintain the overall stability of the anti - impact assembly 3 by means of the pressure transmitted by the coal body of the roadway side.

[0056] In some embodiments, the anti - impact assembly 3 further includes an energy - absorbing cushion 32, and the energy - absorbing cushion 32 is placed between the first anti - impact section 311 and the wall surface of the roadway 100.

[0057] It can be understood that the energy - absorbing cushion 32 is usually made of materials with good energy - absorbing characteristics, such as rubber (natural rubber, butyl rubber, etc.), foam (such as polystyrene, polyethylene, polyurethane, etc.), metal (foam aluminum, aluminum honeycomb material, etc.). That is to say, when the impact force generated by rock burst is transmitted to the anti - impact assembly 3, the energy - absorbing cushion 32 is first squeezed and deformed. In this process, the molecular structure inside the energy - absorbing cushion 32 will change, converting mechanical energy into other forms of energy such as heat energy and elastic potential energy, thereby consuming part of the impact force and playing a role in buffering and energy absorption.

[0058] In addition, an energy-absorbing cushion layer 32 is provided between the first impact prevention section 311 and the wall surface of the roadway 100, which can significantly enhance the buffering capacity of the impact prevention component 3. At the moment of impact, the energy-absorbing cushion layer 32 can quickly absorb and disperse the impact force, preventing the impact force from directly acting on the first impact prevention section 311 and the wall surface of the roadway 100, and reducing the damage to them. When rock bursts cause phenomena such as fragmentation and spalling on the wall surface of the roadway 100. The presence of the energy-absorbing cushion layer 32 can play an isolation and protection role, reducing the degree of damage to the wall surface of the roadway 100 by the impact force, extending the service life of the wall surface of the roadway 100, and maintaining the stability and integrity of the roadway 100.

[0059] During use, taking the mining roadway 100 with a width of 4.5 m, a height of 3 m, and a buried depth of 600 m as an example, its roadway sides are coal bodies, and it is driven along the roof and floor. After the roadway 100 is excavated for 50 m, in-situ stress tests are carried out to obtain the maximum horizontal principal stress of the target roadway 100 as 22 MPa, the minimum horizontal principal stress as 17 MPa, and the vertical stress as 15 MPa. A set of borehole stress gauges are installed on the roadway sides to obtain the support pressure curve of the target roadway sides, and it is found that the stress increase area is within 10 m of the roadway sides. Blasting holes 2 are constructed in the coal body along the trend of the roadway 100, with a hole diameter of 75 mm and a depth of 15 m. Four holes are drilled in each row, and the drilling angles from top to bottom are 15°, 5°, -5°, and -15° respectively. Charged blasting is carried out in the blasting holes 2 to form a fracture range 300 with a radius of 2.5 m. The fracture ranges 300 of the four holes in each row overlap with each other to form a fracture zone. In the trend direction of the roadway 100, the row spacing of the blasting holes 2 is 5 m, and the fracture zones in the trend direction of the roadway 100 also overlap with each other, thus forming a "fracture wall" that weakens the impact on the roadway sides. When there is no impact, this fracture wall can reduce the impact risk through pressure relief; when an impact occurs, it can weaken the continuous propagation of the shock wave carrying energy to the roadway 100. According to the measured in-situ stress data, the in-situ stress field of this roadway 100 belongs to a high-stress field. High-strength bolts with a steel grade of 500, a diameter of 22 mm, and a length of 2.4 m should be used for the support of the roadway side coal body, and a pre-tightening force of 60 - 80 kN should be applied; the anchor cables should use mine steel strands with a diameter of 21.8 mm, 1×19 strands, and a tensile strength of 1860 MPa, and an initial pre-tightening force of 280 kN should be applied. On the surface of the roadway sides, the impact prevention component 3 is installed, and holes are drilled at the interface between the coal seam 200 and the floor according to the spacing, diameter, and length of the impact prevention part 3121. The hole diameter and length are the same as those of the impact prevention part 3121. After the impact prevention component 3 is installed, a polyurethane material (energy-absorbing material) is injected into the gap between it and the coal wall to form the energy-absorbing cushion layer 32.

[0060] In addition, sensors such as stress monitoring and displacement monitoring are integrated on the impact prevention component 3 to monitor the stress and deformation of the support in real time. Warning values for stress and displacement changes are set. Once the warning values are exceeded, an optoelectronic warning signal is immediately sent, and measures such as adding bolts and cables and reducing the row spacing between bolts and cables are immediately taken on site. Compared with the traditional single bolt support, the deformation of the roadway side can be reduced by more than 50%, and the impact energy transfer rate can be reduced by at least 60%.

[0061] The following describes the multi-level prevention and control method for impact damage of coal mine roadways in the embodiments of the present invention.

[0062] The multi-level prevention and control method for impact damage of coal mine roadways in the embodiments of the present invention includes the following steps:

[0063] Perform in-situ stress tests on both sides of the roadway 100. It can be understood that a hydraulic drill can be used to drill holes in both sides of the roadway 100. Strain gauges are pasted in the holes. When the stress around the holes is relieved, the strain gauges will record the strain changes, and a data acquisition instrument will collect and process these strain data to calculate the magnitude and direction of the in-situ stress.

[0064] That is to say, the in-situ stress test results are important references for subsequent support and the setting of the impact prevention component 3. According to the magnitude and direction of the stress in different regions, the type, quantity, and layout method of the support member 11, as well as the parameters and installation positions of the impact prevention component 3, can be reasonably selected to make the prevention and control measures more scientific and effective.

[0065] In the extending direction of the roadway 100, multiple rows of blasting holes 2 are drilled into the coal body on the roadway side. Blasting is carried out at the ends of the blasting holes 2 to form a fracture range 300, and there is an overlapping part between two adjacent fracture ranges 300.

[0066] It can be understood that a pneumatic drill or an electric drill is used to accurately drill the blasting holes 2 that meet the design requirements in the coal body on the roadway side. The blasting holes 2 are drilled by a drill with sufficient power and accuracy to ensure that the depth, angle, and spacing of the blasting holes 2 meet the design standards. By blasting at the ends of the blasting holes 2, cracks are generated in the coal and rock mass, the accumulated elastic energy is released, and the stress concentration degree of the coal and rock mass is reduced, thereby reducing the energy source for the occurrence of rock bursts and playing an active prevention and control role. In addition, there is an overlapping part between two adjacent fracture ranges 300, which can ensure the formation of a continuous and extensive pressure relief area in the extending direction of the roadway 100, avoid the blind area of stress concentration, improve the pressure relief effect, and enhance the overall stability of the roadway 100.

[0067] Based on the results of in-situ stress tests, support members 11 are driven into the two sides of the roadway 100. It can be understood that an anchor drill can be used to drive bolts into the coal and rock masses on the two sides of the roadway 100. If cable bolting is adopted, a cable tensioning device is also required to tension the cables to reach the designed pre-tightening force and enhance the support effect.

[0068] That is to say, the support members 11 (such as bolts and cables) can connect the unstable coal and rock masses around the roadway 100 with the deep stable rock masses, improve the self-bearing capacity of the coal and rock masses, resist the action of surrounding rock pressure and mining-induced stress, and reduce the risk of deformation and collapse of the roadway 100. According to the results of in-situ stress tests, the number of support members 11 can be increased or a stronger support method can be adopted in areas with higher stress to achieve targeted support for the roadway 100 and improve the support efficiency and effect.

[0069] An anti-bumping component 3 is arranged on the two side walls of the roadway 100, and at least part of the anti-bumping component 3 is inserted into the interior of the wall surface of the roadway 100. It can be understood that the anti-bumping component 3 can absorb and disperse the impact force when rock burst occurs, reduce the direct damage of the impact force to the wall surface of the roadway 100, and protect the integrity and stability of the roadway 100. The anti-bumping component 3 and the support member 11 cooperate with each other to form a multi-level prevention and control system. The support member 11 provides basic support and anchoring functions, while the anti-bumping component 3 further buffers and absorbs energy when the impact occurs, and the two jointly improve the anti-impact ability of the roadway 100.

[0070] In some embodiments, the in-situ stress test on the two sides of the roadway 100 includes obtaining the support pressure curve of the target roadway side, determining the range of the stress increase area, and arranging the blasting holes 2 through the stress increase area.

[0071] It can be understood that pressure sensors can be buried at different depths and positions on the two sides of the roadway 100 for real-time monitoring of the stress changes in the coal and rock masses. A data acquisition instrument is set up and connected to the pressure sensors, which is responsible for collecting the data transmitted by the sensors and storing and preliminarily processing them. The data acquisition instrument should have a multi-channel input function to collect the data of multiple sensors simultaneously. The collected data is further analyzed and processed using data analysis software. Through this software, the support pressure curve of the target roadway side can be drawn to visually display the stress changes with position and time.

[0072] That is, pressure sensors are arranged on the two sides of the roadway 100 at a certain spacing and depth. As the roadway 100 is driven or affected by mining, the stress data measured by the sensors is recorded in real time. These data are transmitted to the data acquisition instrument, and then processed using data analysis software, and the support pressure curve is drawn with the position as the abscissa and the stress value as the ordinate.

[0073] That is to say, by comparing the measured abutment pressure curve with the normal stress distribution curve, the area beyond the normal stress range is the stress increase area. Accurately determining the range of the stress increase area helps to promptly detect the areas with rock burst hazards in the two sides of the roadway 100, providing a clear target for subsequent prevention and control measures. Arranging the blasting holes 2 in the stress increase area can directly carry out blasting and fracturing on the stress concentration parts in the coal and rock mass, effectively releasing the accumulated elastic energy, greatly reducing the stress level in the stress increase area, and reducing the possibility of rock burst occurrence.

[0074] In some embodiments, an energy-absorbing cushion layer 32 is filled between the support member 11 and the wall surface of the roadway 100, and the energy-absorbing cushion layer 32 is made of an energy-absorbing material with a density of not less than 0.8 g / cm3 and a compressive strength of not less than 5 MPa.

[0075] It can be understood that the energy-absorbing material can be a polyurethane energy-absorbing material. A filling device (such as a grouting pump) is used to slowly inject the prepared energy-absorbing material into the gap between the support member 11 and the wall surface of the roadway 100. During the filling process, attention should be paid to controlling the injection speed and pressure to avoid uneven filling or material overflow.

[0076] That is to say, the energy-absorbing cushion layer 32 can further absorb and disperse the impact force, reducing the stress concentration between the support member 11 and the wall surface of the roadway 100. When a rock burst occurs, the energy-absorbing cushion layer 32 can deform prior to the support member 11 and the wall surface of the roadway 100, converting most of the impact force into its own internal energy, thereby protecting the support member 11 and the wall surface of the roadway 100 from damage. For example, in a small-scale rock burst simulation experiment, after using the energy-absorbing cushion layer 32, the impact force received by the support member 11 is significantly reduced, and the development of cracks on the wall surface of the roadway 100 is effectively inhibited.

[0077] In some embodiments, a monitoring component is installed on the anti-burst component 3. The monitoring component is used to monitor the stress and deformation conditions of the anti-burst component 3. When the monitoring value monitored by the monitoring component is greater than or equal to the warning value, the monitoring component emits a warning signal.

[0078] It can be immediately understood that the monitoring component can be composed of a stress sensor, a strain sensor, a data collector, a signal transmitter, etc. The stress sensor is used to measure the stress magnitude borne by the anti-burst component 3, and the strain sensor is responsible for monitoring the deformation condition of the anti-burst component 3. The data collector collects the data measured by the sensors, and performs preliminary processing and storage. The signal transmitter transmits the processed data to the monitoring center or related devices.

[0079] That is to say, the stress sensor and the strain sensor can perceive the force and deformation states of the impact prevention component 3 in real time and convert them into electrical signals. The data collector collects and converts these electrical signals to obtain specific monitoring values. When the monitoring values are greater than or equal to the pre-set warning values, the signal transmitter will send out warning signals to remind relevant personnel to take measures. By monitoring the force and deformation conditions of the impact prevention component 3 in real time through the monitoring component, the abnormal states of the impact prevention component 3 can be detected in time. When the monitoring values reach the warning values, warning signals are sent out in time to remind relevant personnel to take measures, so as to avoid the further development of disasters such as rock bursts and ensure the safety of the coal mine roadway 100.

[0080] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, so they should not be construed as limitations on the present invention.

[0081] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0082] In the present invention, unless otherwise clearly specified and limited, the terms "mounted", "connected", "connected with", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection or communication with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0083] In the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "below" and "beneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the horizontal height of the first feature is less than that of the second feature.

[0084] In the present invention, the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0085] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. A multi-level prevention and control system for impact damage in coal mine roadways, characterized in that, Comprising: A support assembly, the support assembly includes a plurality of support members, and the plurality of support members are arranged at intervals on the wall surface of the roadway; A drilling assembly, the drilling assembly is used to drill blasting holes in the wall surface of the roadway. In the extending direction of the roadway, the blasting holes are arranged in multiple rows at intervals. In the height direction of the roadway, between two adjacent blasting holes, the distance between the ends of the two blasting holes is greater than the distance between the starting ends of the two blasting holes. The end of the blasting hole is used to load blasting materials so as to form a fracture range at the end of the blasting hole; An anti-impulse assembly, the anti-impulse assembly is connected to the wall surface of the roadway, and at least a part of the anti-impulse assembly is inserted into the interior of the wall surface of the roadway.

2. The multi-level prevention and control system for impact damage of coal mine roadways according to claim 1, wherein, The extending direction of the blasting hole is arranged obliquely with respect to the horizontal direction, and in the height direction of the roadway, the inclination angle of one of the two adjacent blasting holes is greater than or equal to the inclination angle of the other blasting hole.

3. The multi-level prevention and control system for impact damage of coal mine roadways according to claim 2, wherein, The support assembly includes a plurality of support groups, and the plurality of support groups are arranged at intervals along the extending direction of the roadway. One support group includes a plurality of support members. In one support group, the plurality of support members are arranged at intervals along the height direction of the roadway. The plurality of support members include a plurality of anchor bolts and a plurality of cable bolts.

4. The multi-level prevention and control system for impact damage of coal mine roadways according to claim 1, characterized in that, The anti-impulse assembly includes an anti-impulse body, and the anti-impulse body includes a first anti-impulse section and a second anti-impulse section connected in sequence. In a plane orthogonal to the extending direction of the roadway, the cross-sectional profile of the anti-impulse body is L-shaped, and the first anti-impulse section is adapted to the wall surface of the roadway, and at least a part of the second anti-impulse section is inserted into the interior of the wall surface of the roadway.

5. The multi-level prevention and control system for impact damage of coal mine roadways according to claim 4, characterized in that The second anti-impulse section includes a plurality of anti-impulse parts, the extending directions of the plurality of anti-impulse parts are orthogonal to the extending direction of the roadway, and the plurality of anti-impulse parts are arranged at intervals along the extending direction of the roadway.

6. The multi-level prevention and control system for impact damage of coal mine roadways according to claim 5, characterized in that, The anti-impulse assembly further includes an energy-absorbing cushion layer, and the energy-absorbing cushion layer is placed between the first anti-impulse section and the wall surface of the roadway.

7. A multi-level prevention and control method for impact damage of coal mine roadways, characterized in that, Including the following steps: Conduct in-situ stress tests on both sides of the roadway; In the extending direction of the roadway, drill multiple rows of blasting holes into the coal body of the roadway rib, conduct blasting at the end of the blasting holes to form a fracture range, and there is an overlapping part between two adjacent fracture ranges; Based on the in-situ stress test results, drive support members into both sides of the roadway; Install an anti-impulse assembly on the wall surfaces of both sides of the roadway, and make at least a part of the anti-impulse assembly inserted into the interior of the wall surface of the roadway.

8. The multi-level prevention and control method for impact damage of coal mine roadways according to claim 7, wherein, The in-situ stress test on both sides of the roadway includes obtaining the target rib abutment pressure curve, determining the range of the stress-increasing area, and arranging the blasting holes to penetrate through the stress-increasing area.

9. The multi-level prevention and control method for impact damage of coal mine roadways according to claim 7, characterized in that, Fill an energy-absorbing cushion layer between the support member and the wall surface of the roadway, and the energy-absorbing cushion layer is made of an energy-absorbing material with a density of not less than 0.8 g / cm3 and a compressive strength of not less than 5 MPa.

10. The multi-level prevention and control method for impact damage of coal mine roadways according to claim 7, characterized in that, Install a monitoring assembly on the anti-impulse assembly, the monitoring assembly is used to monitor the force and deformation conditions of the anti-impulse assembly. When the monitoring value monitored by the monitoring assembly is greater than or equal to the warning value, the monitoring assembly issues a warning signal.

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