Auxiliary transportation system for inclined shaft

Abstract

The invention relates to the technical field of mine mining area transportation, in particular to an inclined shaft auxiliary transportation system. The inclined shaft auxiliary transportation system comprises a hidden auxiliary inclined shaft and a transfer parking lot. The hidden auxiliary inclined shaft obliquely extends from top to bottom in the mining area, and the transfer parking lot is arranged on the side portion of the hidden auxiliary inclined shaft; overhead rails for the monorail crane to walk are arranged at the tops of the hidden auxiliary inclined shaft and the transfer parking lot; and when the hidden auxiliary inclined shaft is in the meeting working condition, the hidden auxiliary inclined shaft is used for driving, and the transfer parking lot is used for parking. According to the inclined shaft auxiliary transportation system, the safety of the monorail crane locomotive can be fully exerted, the effect of supporting simultaneous operation of multiple rows of locomotives is achieved by arranging the transfer parking lot communicated with the hidden auxiliary inclined shaft, the transportation capacity is doubled, high safety and high transportation efficiency are both considered, and the requirement for transporting a large number of materials in the inclined shaft can be completely met.

Description

Technical Field

[0001] This application relates to the field of mine transportation technology, and in particular to an auxiliary transportation system for inclined shafts. Background Technology

[0002] Mine auxiliary transportation systems handle the daily transport of hundreds of tons of production materials between the surface and underground, and are essential for ensuring normal mine production. Due to objective reasons such as geology, the main transportation methods currently used in auxiliary transportation systems of coal or non-coal mines in most parts of my country include inclined shaft tandem hoisting, conventional diesel-powered monorail locomotive transportation, and trackless rubber-tired vehicles in gentle-slope inclined shafts.

[0003] Among them, the inclined shaft hoisting method uses a winch wire rope to pull a series of mine cars together to transport them along the inclined shaft. The potential risk of rope breakage and runaway is prominent. As the mine continues to be developed and extended, the hoisting distance becomes longer and longer, which further aggravates the safety risks and reduces the transportation efficiency. In addition, the risk of mine cars derailing increases and the frequency of such derailments increases due to the deformation of the roadway floor. Therefore, it is necessary to continuously treat the floor, which not only increases the cost, but also affects the overall auxiliary transportation operations of the mine during the treatment, thus affecting the safe production of the mine.

[0004] Compared to the tandem hoisting method in inclined shafts, conventional inclined shaft diesel-powered monorail locomotive transport offers significant advantages in terms of safety and the elimination of the need for transshipment. However, on the one hand, the transport speed of the diesel-powered monorail locomotive itself is slow, only about 1 / 3 to 1 / 4 of that of the tandem hoisting method. On the other hand, the current inclined shaft structure is arranged along a single centerline, roughly forming a straight inclined line, which means that only one diesel-powered monorail locomotive can pass through the inclined shaft at a time. Therefore, the transport capacity is very small and it is difficult to meet the requirements of transporting large quantities of materials in inclined shafts.

[0005] Compared to trackless rubber-tired vehicles in gently sloping inclined shafts, conventional inclined shaft diesel-powered monorail locomotives are better suited for mines with significant vertical elevation differences. Trackless rubber-tired vehicle transport in gently sloping inclined shafts requires a relatively gentle roadway design to meet the transport needs. Typically, compared to other types of auxiliary transport roadways, gently sloping inclined shafts are longer and require larger initial investments, making them unsuitable for mines with significant vertical elevation differences. Therefore, gently sloping inclined shafts are suitable for shallower mines.

[0006] It is evident that current common auxiliary transportation methods in mines cannot simultaneously achieve safety, efficiency, and transportation effectiveness. Summary of the Invention

[0007] The purpose of this application is to provide an inclined shaft auxiliary transportation system and 456, so as to solve to a certain extent the technical problem that common mine auxiliary transportation methods in the prior art cannot balance safety and transportation efficiency.

[0008] This application provides an auxiliary transportation system for inclined shafts, including a concealed auxiliary inclined shaft and a transfer yard;

[0009] The underground auxiliary inclined shaft extends inclinedly from top to bottom within the mining area, and the transfer yard is located on the side of the underground auxiliary inclined shaft;

[0010] Both the underground auxiliary inclined shaft and the transfer yard are equipped with overhead rails for monorail locomotives to travel on.

[0011] When the underground auxiliary inclined shaft is in the passing condition, the underground auxiliary inclined shaft is used for train operation, and the transfer yard is used for train storage.

[0012] In the above technical solution, the dark auxiliary inclined shaft further includes multiple sequentially connected sub-sections;

[0013] Multiple transfer yards are set up in a one-to-one correspondence with multiple sub-sections. When a sub-section is in a passing condition, the corresponding transfer yard is used for parking vehicles, and the sub-section is used for driving.

[0014] In any of the above technical solutions, the number of vehicles in each sub-segment is at most one;

[0015] And / or, the driving directions within any two of the sub-segments are independent of each other.

[0016] In any of the above technical solutions, further, during any given time period, the number of locomotives traveling upwards is equal to the number of locomotives traveling downwards;

[0017] And / or, within each of the sub-sections, when one locomotive that is meeting another enters the transfer yard, the other locomotive that is meeting another enters the shaft within the sub-section.

[0018] In any of the above technical solutions, the transfer yard further includes a sequentially connected vehicle dropping section, a connecting section, and a vehicle storage section;

[0019] The car-dropping section and the car-storage section are respectively located on both sides of the dark auxiliary inclined shaft. The connecting section connects the car-dropping section and the car-storage section. The car-dropping section and the dark auxiliary inclined shaft are intersected. The car-dropping section and the dark auxiliary inclined shaft are connected at the following locations:

[0020] The connection points between the vehicle-dropping section and the connecting section, the connection points between the connecting section and the storage section, and the connection points between the storage section and the dark auxiliary inclined shaft are curved.

[0021] In any of the above technical solutions, the sling section further includes an inclined sling section and a horizontal sling section;

[0022] The inclined vehicle-slinging section extends inclinedly from top to bottom, and the horizontal vehicle-slinging section connects the inclined vehicle-slinging section and the connecting section. The horizontal vehicle-slinging section, the connecting section, and the vehicle-storage section are all horizontally arranged.

[0023] The angle between the inclined car-slinging section and the dark auxiliary inclined shaft increases from top to bottom. The minimum angle between the inclined car-slinging section and the dark auxiliary inclined shaft is 10-15°, and the maximum angle between the inclined car-slinging section and the dark auxiliary inclined shaft is 30-45°.

[0024] In any of the above technical solutions, the inclined shaft auxiliary transportation system further includes a functional vehicle yard, which is used for at least maintenance and is horizontally arranged.

[0025] Both the derailment section and the connecting section are connected to the functional vehicle yard area, which is used to connect the working face of the mining area.

[0026] In any of the above technical solutions, the inclined shaft auxiliary transportation system further includes a pedestrian underground inclined shaft and a pedestrian connecting tunnel;

[0027] The underground auxiliary inclined shaft and the transfer yard are connected to the underground pedestrian inclined shaft via the pedestrian connecting alley.

[0028] In any of the above technical solutions, the pedestrian connecting alley extends between the pedestrian underground inclined shaft and the underground secondary inclined shaft, and passes through the parking section;

[0029] Alternatively, the pedestrian connecting alleyway extends between the pedestrian culvert and the vehicle drop section, with a portion of the pedestrian connecting alleyway used as the connecting section.

[0030] In any of the above technical solutions, both the underground auxiliary inclined shaft and the transfer yard are further provided with ground rails for train travel at their bottoms.

[0031] Compared with the prior art, the beneficial effects of this application are as follows:

[0032] The inclined shaft auxiliary transportation system provided in this application, by setting up a transfer yard connected to the side of the underground auxiliary inclined shaft, allows multiple monorail cranes to pass each other when running in the underground auxiliary inclined shaft. This allows some monorail cranes to be stored in the transfer yard, while the other monorail cranes can continue to run in the underground auxiliary inclined shaft. After passing each other, the stored monorail cranes can return to the underground auxiliary inclined shaft to resume operation.

[0033] In summary, this inclined shaft auxiliary transportation system has the following advantages:

[0034] 1. It supports the simultaneous operation of multiple monorail cranes in the underground auxiliary inclined shaft, doubling the transportation capacity. Compared with traditional auxiliary transportation methods, it effectively improves transportation efficiency and can fully meet the requirements of transporting large quantities of materials in the inclined shaft.

[0035] 2. No higher requirements were put forward for the locomotive itself. The transportation capacity was doubled and the transportation distance was increased by simply changing the layout of the shaft (adding a transfer yard on the side of the dark auxiliary inclined shaft). It also has a certain degree of structural inheritance and the modification cost is highly controllable.

[0036] 3. It fully leverages the advantages of monorail cranes: convenient maintenance, strong adaptability (unaffected by roadbed heave, as long as the roof rails are controlled), high safety, and no need for transshipment. It significantly improves the safety level of auxiliary transportation, avoids various safety risks associated with inclined shaft hoisting, solves the problems of high safety risks or high construction costs associated with traditional auxiliary transportation, and greatly reduces personnel input during operation. Attached Figure Description

[0037] 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.

[0038] Figure 1 This is a first structural schematic diagram of the inclined shaft auxiliary transportation system provided in an embodiment of this application;

[0039] Figure 2 This is a schematic diagram of the second structure of the inclined shaft auxiliary transportation system provided in the embodiments of this application;

[0040] Figure 3 for Figure 2 A magnified view of a portion at point A.

[0041] Figure label:

[0042] 1-Pedestrian concealed inclined shaft; 2-Concealed secondary inclined shaft; 3-Pedestrian connecting lane; 4-Transfer yard; 40-Shipment section; 400-Inclined shipment section; 401-Horizontal shipment section; 41-Connecting section; 42-Storage section; 5-Functional yard; 6-Concealed main inclined shaft; 7-Concealed return air inclined shaft. Detailed Implementation

[0043] 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.

[0044] 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.

[0045] 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.

[0046] Current mine auxiliary transportation systems typically include a main inclined shaft (6), a secondary inclined shaft, and a pedestrian inclined shaft, all located within the mining area. The main inclined shaft (6) is generally used for conveyor belts, coal transport, and for passenger car passage. The secondary inclined shaft is used for transporting production materials and hydraulic supports. Both the main and secondary inclined shafts can introduce fresh air and release stale air back to the surface air through the vertical shaft of the return air inclined shaft. Multiple mining areas can be sequentially constructed downwards from the surface.

[0047] While transporting materials via diesel-powered monorail locomotives within the underground inclined shaft offers significant advantages over traditional tandem hoisting methods, such as safety and the elimination of the need for transshipment, its slow speed and low efficiency result in very limited transport capacity, making it difficult to meet the requirements for transporting large quantities of materials within the inclined shaft.

[0048] See Figures 1 to 3 As shown, embodiments of this application provide an auxiliary transportation system for inclined shafts, capable of supporting the simultaneous operation of multiple monorail cranes. This not only fully leverages the safety features of the monorail cranes but also significantly improves traffic efficiency, thereby substantially enhancing transportation capacity and safely and efficiently meeting the requirements for transporting large quantities of materials in inclined shafts. Figure 1 This is a schematic diagram of the structure as viewed from a vertical perspective. Figure 2 This is a schematic diagram of the structure as viewed from a horizontal perspective.

[0049] The inclined shaft auxiliary transportation system provided in this embodiment includes a dark auxiliary inclined shaft 2 and a transfer yard 4.

[0050] The sub-shaft 2 extends diagonally from top to bottom within the mining area. The sub-shaft 2 can extend in a roughly straight line. The slope of the sub-shaft 2 is not limited here, for example, it can be 14° or 15°.

[0051] Transfer yard 4 is located on the side of the underground auxiliary inclined shaft 2. Transfer yard 4 has an entrance end and an exit end connected to the underground auxiliary inclined shaft 2. The entrance end is for locomotives to enter transfer yard 4, and the exit end is for locomotives to leave transfer yard 4. The locomotives can be tandem locomotives or monorail locomotives, which will be described in detail below.

[0052] Both the underground auxiliary inclined shaft 2 and the transfer yard 4 are equipped with overhead rails for monorail locomotives to travel on, so that monorail locomotives can operate in both the underground auxiliary inclined shaft 2 and the transfer yard 4 and can transport materials.

[0053] This inclined shaft auxiliary transportation system can accommodate multiple monorail locomotives operating simultaneously. Specifically, when different monorail locomotives do not meet within the underground auxiliary inclined shaft 2—for example, when different monorail locomotives are simultaneously moving up, down, or traveling in opposite directions with spacing but not merging—each can operate normally along the underground auxiliary inclined shaft 2 without the need for the transfer yard 4. When the underground auxiliary inclined shaft 2 is in a meeting situation—for example, when different monorail locomotives are simultaneously moving up, down, or traveling in opposite directions and merging—some monorail locomotives will enter the transfer yard 4 through the entrance end. The locomotives will be temporarily stored in the transfer yard 4 to allow other locomotives to continue operating normally along the underground auxiliary inclined shaft 2 until they leave the vicinity of the transfer yard 4, thus achieving passing. The temporarily stored locomotives can then return to the underground auxiliary inclined shaft 2 through the exit end of the transfer yard 4 and continue operating within the underground auxiliary inclined shaft 2.

[0054] As can be seen, this inclined shaft auxiliary transportation system, by setting up a transfer yard 4 connected to the side of the underground auxiliary inclined shaft 2, allows multiple monorail cranes to pass each other when running in the underground auxiliary inclined shaft 2. This enables some monorail cranes to be stored in the transfer yard 4, allowing the other monorail cranes to continue running in the underground auxiliary inclined shaft 2. After passing each other, the stored monorail cranes can return to the underground auxiliary inclined shaft 2 to resume operation.

[0055] In summary, this inclined shaft auxiliary transportation system has the following advantages:

[0056] 1. It supports the simultaneous operation of multiple monorail cranes within the dark auxiliary inclined shaft 2, doubling the transportation capacity. Compared with traditional auxiliary transportation methods, it effectively improves transportation efficiency and can fully meet the requirements of transporting large quantities of materials in the inclined shaft.

[0057] 2. No higher requirements were put forward for the locomotive itself. The transportation capacity was doubled and the transportation distance was increased by simply changing the layout of the shaft (adding a transfer yard 4 on the side of the dark auxiliary inclined shaft 2). It also has a certain degree of structural inheritance and the modification cost is highly controllable.

[0058] 3. It fully leverages the advantages of monorail cranes: convenient maintenance, strong adaptability (unaffected by roadbed heave, as long as the roof rails are controlled), high safety, and no need for transshipment. It significantly improves the safety level of auxiliary transportation, avoids various safety risks associated with inclined shaft hoisting, solves the problems of high safety risks or high construction costs associated with traditional auxiliary transportation, and greatly reduces personnel input during operation.

[0059] In the optional embodiment, both the lower inclined shaft 2 and the transfer yard 4 are equipped with ground rails at their bottoms for tandem car travel. Therefore, this inclined shaft auxiliary transportation system supports both tandem car operation and monorail crane operation, meaning it supports both types of locomotive operation. The slope of the lower inclined shaft 2 can be controlled to accommodate both monorail cranes and tandem cars, achieving a multi-purpose function. For a traditional tandem car hoisting transportation system, adding a monorail crane rail to the top of the lower inclined shaft 2 and adding a transfer yard 4 improves upon this inclined shaft auxiliary transportation system while maintaining a certain degree of structural inheritance and reuse.

[0060] Since both types of locomotives can be operated, the locomotive types can be freely selected or combined according to needs, making it possible to choose the optimal transportation mode at different stages of tunnel development. Traditional tandem hoisting transportation systems, in order to mitigate the risk of bottom heave in the second underground inclined shaft, usually require the construction of an arched inverted bottom heave structure (including multiple steps such as concrete pouring and anchor cable fixing), which results in high construction costs, slow construction progress, and reduced profits.

[0061] In contrast, this inclined shaft auxiliary transportation system, which no longer relies solely on tandem hoisting, allows the monorail crane to share the transportation burden of the tandem cars, significantly reducing their operating frequency and load. This mitigates the risk of floor heave, thereby reducing investment in floor remediation and minimizing its impact on overall mine auxiliary transportation operations, ultimately contributing to safe mine production.

[0062] In an optional embodiment, the sub-shaft 2 includes multiple sequentially connected sub-sections, and multiple transfer yards 4 are arranged in a one-to-one correspondence with the multiple sub-sections, such as... Figure 1 and Figure 2As shown, only two sub-sections are illustrated, and correspondingly, only the two transfer yards 4 are shown. When a sub-section is in a passing condition, the corresponding transfer yard 4 is used for parking, and the sub-section is used for driving. Thus, within each sub-section, parking can be achieved through the corresponding transfer yard 4, and passing can be achieved within each sub-section. This inclined shaft auxiliary transportation system with multiple transfer yards 4 not only has the function of connecting the entire dark auxiliary inclined shaft for transportation, but also enables each sub-section to have independent auxiliary transportation functions.

[0063] In addition, independent passing functions can be realized in multiple sub-sections, further increasing the number of locomotives (monorail locomotives or tandem locomotives) that can operate simultaneously in the dark auxiliary inclined shaft 2.

[0064] In the optional scheme of this embodiment, the number of locomotives in each sub-section is at most one. That is, after a locomotive is stored in each transfer yard 4, the corresponding sub-section, whether for uphill or downhill transport, is only for the operation of a single locomotive. In the event of passing, the passing is completed in the nearest transfer yard 4 to avoid the problem of untimely passing. It can be understood that the maximum number of locomotives that the inclined shaft auxiliary transport system can operate simultaneously is equal to the total number of transfer yards 4.

[0065] Optionally, to reduce parking pressure, the number of vehicles that can be stored in each transfer yard 4 can be up to one.

[0066] In the optional scheme of this embodiment, the driving directions in any two sub-sections are independent of each other. That is to say, the passing scheme can be arranged according to the specific passing conditions, so that the driving direction in each sub-section can be arranged independently. The driving directions in two different sub-sections can be the same or different, and it is not necessary to carry out up-road transportation or down-road transportation at the same time.

[0067] As a specific example, the total inclined shaft length is 1550m, and a transfer yard 4 is set up every 200m, so there are a total of 6 transfer yards 4 in the mining area, and a maximum of 6 monorail cranes can operate at the same time.

[0068] To achieve a dynamic balance in the number of locomotives for downlink and uplink transport, in principle, the number of uplink and downlink transport locomotives should be equal at any given time. That is, when three locomotives are transporting downlink, three locomotives should be arranged for uplink transport, with a total of three locomotives operating simultaneously.

[0069] Furthermore, in order to ensure that the up-line and down-line transport locomotives do not interfere with each other and achieve the fastest transport speed, the ideal operating state is: within each sub-section, when one locomotive that is passing enters the transfer yard 4, the other locomotive that is passing enters the shaft within the sub-section. Thus, for each sub-section, there will be no delay in the operation of any locomotive due to passing, and efficient passing is achieved.

[0070] The inclined transport distance and transport time of the shaft within multiple sub-sections are equal to each other, so that the locomotives in each of the multiple sub-sections arrive at the same time, and the passing and meeting progress in all sub-sections is consistent, ensuring that all locomotives do not wait. Thus, all locomotives in the inclined shaft auxiliary transport system can always be in operation, avoiding mutual interference between different sub-sections and improving transport efficiency.

[0071] In an optional embodiment, the transfer yard 4 includes a sequentially connected vehicle drop section 40, a connecting section 41, and a vehicle storage section 42.

[0072] The car-dropping section 40 and the car-storage section 42 are respectively located on both sides of the dark auxiliary inclined shaft 2. Specifically, they are respectively located on both sides of the dark auxiliary inclined shaft 2 in the horizontal direction.

[0073] The connecting section 41 connects the car-switching section 40 and the car-storage section 42. Compared with setting the car-switching section 40 and the car-storage section 42 on the same side of the dark auxiliary inclined shaft 2, it will not occupy too much space in the length direction (depth direction) of the dark auxiliary inclined shaft 2, making the spatial layout more reasonable.

[0074] The derailment section 40 extends in a roughly straight line and intersects with the underground auxiliary inclined shaft 2. The connection between the derailment section 40 and the underground auxiliary inclined shaft 2 forms the entrance to the transfer yard 4. Thus, in the car storage step, the locomotive enters the transfer yard 4 through the derailment section 40, which intersects with the underground auxiliary inclined shaft 2, and begins to be stored.

[0075] The locomotive in storage enters the connecting section 41 from the shunting section 40, and then enters the storage section 42. The connection between the shunting section 40 and the connecting section 41, as well as the connection between the connecting section 41 and the storage section 42, are curved, which allows the locomotive to turn and run smoothly during the storage process.

[0076] The connection between the storage section 42 and the underground auxiliary inclined shaft 2 is curved and forms the exit end of the transfer yard 4. After passing the locomotive, the locomotive in storage leaves the storage section 42 and returns to the underground auxiliary inclined shaft 2. By setting the end of the storage section 42 into a curved shape, it is easy for the locomotive to smoothly turn from the transfer yard 4 and return to the underground auxiliary inclined shaft 2.

[0077] In the optional solutions of this embodiment, such as Figure 1 and Figure 2 As shown, the shunting section 40 includes an inclined shunting section 400 and a horizontal shunting section 401. Specifically, both the inclined shunting section 400 and the horizontal shunting section 401 extend in a generally straight line.

[0078] The inclined car-switching section 400 extends from top to bottom at a certain slope, for example, the slope is roughly the same as that of the dark auxiliary inclined shaft 2. By setting the inclined car-switching section 400 at a slope, the smoothness of the locomotive's operation when entering the car-switching section 40 from the dark auxiliary inclined shaft 2 at a slope can be improved.

[0079] The horizontal derailment section 401 is connected between the inclined derailment section 400 and the connecting section 41. The horizontal derailment section 40, the connecting section 41 and the storage section 42 are all horizontally arranged. That is to say, when the locomotive enters the horizontal derailment section 401 from the inclined derailment section 400, it changes from downward transportation to horizontal transportation, and maintains a horizontal transportation state in both the connecting section 41 and the storage section 42.

[0080] When viewed with the line of sight parallel to the vertical direction, the angle between the inclined shunting section 400 and the hidden auxiliary inclined shaft 2 increases from top to bottom. In other words, the angle between the two in the horizontal direction gradually increases from top to bottom. As the locomotive moves downward along the inclined shunting section 400, its steering angle gradually increases, which helps to improve the smoothness of the locomotive's steering when it begins to store cars.

[0081] The minimum angle between the tilting sling section 400 and the hidden auxiliary inclined shaft 2 is 10-15°, such as 10°, 13°, or 15°. The maximum angle between the tilting sling section 400 and the hidden auxiliary inclined shaft 2 is 30-45°, such as 30°, 35°, 40°, or 45°. By reasonably setting the aforementioned angles, it is possible to avoid the sling length being too long due to an excessively small angle, and to avoid the sling turning angle being too large due to an excessively large angle, which could lead to problems such as untimely slinging.

[0082] Optionally, the angle between the horizontal derailment section 401 and the hidden auxiliary inclined shaft 2 is equal to the maximum angle between the inclined derailment length and the hidden auxiliary inclined shaft 2, so that the locomotive does not need to turn again when entering the horizontal derailment yard.

[0083] In an optional embodiment, the inclined shaft auxiliary transportation system further includes a functional vehicle yard 5, which is horizontally positioned. Specifically, the functional vehicle yard 5 is located on the side of the concealed auxiliary inclined shaft 2 where the car-switching section 40 is located.

[0084] Both the shunting section 40 and the connecting section 41 are connected to the functional yard 5 area. The functional yard 5 is used to connect the working face of the mining area, so that the locomotive can enter the functional yard 5 through the shunting section 40 and leave the functional yard 5 through the connecting section 41.

[0085] Functional depot 5 can be used for locomotive maintenance. For example, the monorail locomotive can be a diesel monorail locomotive or a lithium battery-powered new energy monorail locomotive. In the case of diesel drive, the locomotive's lithium battery charging needs can be met within functional depot 5; in the case of diesel drive, the locomotive's refueling needs can be met within functional depot 5. It is understandable that other maintenance can also be carried out on the locomotive within functional depot 5.

[0086] Furthermore, the functional yard 5 can connect to the working face of the mining area via a connecting roadway, allowing the transfer yard 4 to directly connect to the working faces on both sides of the mine. This enables the transfer yard to provide material transport to the corresponding working faces, improving the smoothness of auxiliary transport and allowing auxiliary transport equipment to reach the working face cut-off point (the cut-off point refers to the roadway connecting the working face to the intake and return airway) without needing to be replaced. Specifically, since the working face of the mining area is connected to the dark return air inclined shaft 7, the functional yard 5 and the transfer yard 4 can indirectly connect to the dark return air inclined shaft 7 through the working face of the mining area to achieve return air. For example, in diesel-powered operation, diesel combustion produces carbon monoxide. Once the carbon monoxide standard threshold is exceeded, it will trigger an underground alarm, causing production delays. Therefore, the transfer yard 4 and the functional yard 5 achieve return air through the working face of the mining area, which can avoid production delays caused by excessive carbon monoxide.

[0087] Furthermore, when using a monorail crane for transportation, since the monorail crane can go directly from the underground auxiliary inclined shaft to the working face of the mining area, the monorail crane can be configured to be driverless, which can make the auxiliary transportation system of the inclined shaft safer and more reliable.

[0088] In the optional embodiment, the inclined shaft auxiliary transportation system also includes a pedestrian hidden inclined shaft 1 and a pedestrian connecting tunnel 3.

[0089] The secondary inclined shaft 2 and the transfer yard 4 are connected to the pedestrian inclined shaft 1 via a pedestrian connecting alley 3. The secondary inclined shaft 2 is strictly regulated to allow vehicle traffic but not pedestrian access, allowing workers to change positions via the pedestrian inclined shaft 1. The pedestrian connecting alley 3 connects the secondary inclined shaft 2 and the pedestrian inclined shaft 1, facilitating pedestrian movement between the two. Similarly, the pedestrian connecting alley 3 connects the transfer yard 4 and the pedestrian inclined shaft 1, also facilitating pedestrian movement between the two.

[0090] In the optional solutions of this embodiment, as one implementation of pedestrian connecting alleyway 3, such as... Figure 1 The pedestrian connecting alley 3 shown on the left extends between the pedestrian culvert 1 and the secondary culvert 2, and passes through the parking lot 42. This scheme is suitable for modifying the existing pedestrian connecting alley 3, which directly connects the pedestrian culvert 1 and the secondary culvert 2. During the construction of the parking lot 42, the parking lot 42 is made to intersect and connect with the pedestrian culvert 1, thus completing the modification. This allows the pedestrian culvert 1 to connect to both the secondary culvert 2 and the transfer yard 4 through the pedestrian connecting alley 3.

[0091] Alternatively, as another option for pedestrian connection lane 3, such as Figure 1 right side and Figure 3The pedestrian connecting lane 3 shown is suitable for newly added pedestrian connecting lanes. Pedestrian connecting lane 3 extends between the pedestrian inclined shaft 1 and the derailment section 40. A portion of pedestrian connecting lane 3 is used as a connecting section 41, allowing pedestrian connecting lane 3 to not only facilitate pedestrian movement between the transfer yard 4 and the pedestrian inclined shaft 1, but also to function as connecting section 41. When there are no pedestrians passing through pedestrian connecting lane 3, a portion of pedestrian connecting lane 3 can be used as connecting section 41 for locomotives in the storage area. Therefore, this reduces the amount of tunnel excavation, saves construction costs, and improves economic efficiency.

[0092] In summary, compared to traditional tandem hoisting systems, this inclined shaft auxiliary transportation system not only significantly improves safety but also significantly increases transportation capacity. The following comparison provides a more intuitive understanding of the improvements in transportation capacity.

[0093]

[0094] 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. An auxiliary transportation system for inclined shafts, characterized in that, Including the underground auxiliary inclined shaft and the transfer yard; The underground auxiliary inclined shaft extends inclinedly from top to bottom within the mining area, and the transfer yard is located on the side of the underground auxiliary inclined shaft; Both the underground auxiliary inclined shaft and the transfer yard are equipped with overhead rails for monorail locomotives to travel on. When the underground auxiliary inclined shaft is in the passing condition, the underground auxiliary inclined shaft is used for train operation, and the transfer yard is used for train storage.

2. The inclined shaft auxiliary transportation system according to claim 1, characterized in that, The dark auxiliary inclined shaft comprises multiple sequentially connected sub-sections; Multiple transfer yards are set up in a one-to-one correspondence with multiple sub-sections. When a sub-section is in a passing condition, the corresponding transfer yard is used for parking vehicles, and the sub-section is used for driving.

3. The inclined shaft auxiliary transportation system according to claim 2, characterized in that, The number of vehicles in each sub-segment is at most one; And / or, the driving directions within any two of the sub-segments are independent of each other.

4. The inclined shaft auxiliary transportation system according to claim 2, characterized in that, At any given time, the number of locomotives traveling upwards is equal to the number of locomotives traveling downwards; And / or, within each of the sub-sections, when one locomotive that is meeting another enters the transfer yard, the other locomotive that is meeting another enters the shaft within the sub-section.

5. The inclined shaft auxiliary transportation system according to claim 1, characterized in that, The transfer yard includes a sequentially connected vehicle drop-off section, a connecting section, and a vehicle storage section; The car-dropping section and the car-storage section are respectively located on both sides of the dark auxiliary inclined shaft. The connecting section connects the car-dropping section and the car-storage section. The car-dropping section and the dark auxiliary inclined shaft are intersected. The car-dropping section and the dark auxiliary inclined shaft are connected at the following locations: The connection points between the vehicle-dropping section and the connecting section, the connection points between the connecting section and the storage section, and the connection points between the storage section and the dark auxiliary inclined shaft are curved.

6. The inclined shaft auxiliary transportation system according to claim 5, characterized in that, The vehicle-slinging section includes an inclined vehicle-slinging section and a horizontal vehicle-slinging section; The inclined vehicle-slinging section extends inclinedly from top to bottom, and the horizontal vehicle-slinging section connects the inclined vehicle-slinging section and the connecting section. The horizontal vehicle-slinging section, the connecting section, and the vehicle-storage section are all horizontally arranged. The angle between the inclined car-slinging section and the dark auxiliary inclined shaft increases from top to bottom. The minimum angle between the inclined car-slinging section and the dark auxiliary inclined shaft is 10-15°, and the maximum angle between the inclined car-slinging section and the dark auxiliary inclined shaft is 30-45°.

7. The inclined shaft auxiliary transportation system according to claim 5, characterized in that, It also includes a functional vehicle yard, which is at least used for maintenance and is horizontally arranged. Both the derailment section and the connecting section are connected to the functional vehicle yard area, which is used to connect the working face of the mining area.

8. The inclined shaft auxiliary transportation system according to claim 4, characterized in that, It also includes pedestrian underground inclined shafts and pedestrian connecting alleys; The underground auxiliary inclined shaft and the transfer yard are connected to the underground pedestrian inclined shaft via the pedestrian connecting alley.

9. The inclined shaft auxiliary transportation system according to claim 8, characterized in that, The pedestrian connecting alleyway extends between the pedestrian culvert and the auxiliary culvert, and passes through the parking section; Alternatively, the pedestrian connecting alley extends between the pedestrian culvert and the vehicle drop section, with a portion of the pedestrian connecting alley used as the connecting section.

10. The inclined shaft auxiliary transportation system according to claim 1, characterized in that, Both the underground auxiliary inclined shaft and the transfer yard are equipped with ground rails at their bottoms for trains to travel in tandem.

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