Safety escape tube system and method

Abstract

The application discloses a safe escape pipeline system and method, and belongs to the technical field of engineering machinery. The system provided by the application solves the problem that the existing escape pipeline cannot move with the operation surface and is slow to deploy. The system comprises a walking mechanism provided with a cab at both ends and provided with a lifting arm; at least one multi-section telescopic sleeve pipe which is detachably fixed to the side of the walking mechanism, the multi-section telescopic sleeve pipe comprises at least three coaxially arranged middle pipe sections, front end pipe sections and rear end pipe sections, the inner diameter of the middle pipe sections is larger than the outer diameters of all the front end pipe sections and the rear end pipe sections, the diameters of the pipe sections gradually decrease towards the respective end portions, and all the pipe sections are nested in the middle pipe sections when being retracted; a telescopic driving mechanism comprising a plurality of front end hydraulic cylinders and a plurality of rear end hydraulic cylinders, the cylinder bodies being fixed to the inner walls of the outer pipe sections, and the piston rods being fixed to the end portions of the corresponding inner pipe sections; and a hydraulic control system for controlling the sequential actions of the hydraulic cylinders. The system is mainly used in tunnel construction and other scenes, and provides an emergency escape passage which can quickly move with the walking mechanism and be flexibly deployed.

Description

Technical Field

[0001] This invention belongs to the field of engineering machinery technology, specifically relating to a safe escape pipeline system and method. Background Technology

[0002] In confined space engineering projects such as tunnel construction, mining operations, or underground utility tunnels, providing emergency escape routes for workers is a fundamental requirement for safe production. Traditional escape routes mostly employ fixed structures, i.e., rigid pipes pre-installed on the tunnel sidewalls or ground, or temporary passages erected on-site in emergencies. These fixed facilities cannot be flexibly moved as the working face advances. As the tunneling face extends forward, an unprotected gap is formed between the end of the fixed passage and the working face—precisely the area with the highest risk and the greatest need for rapid evacuation. To address the issue of immobile passages, some equipment attempts have attempted to place escape pipes in sections on transport vehicles, transporting and splicing them together as needed. However, the space inside tunnels is narrow, and construction vehicles already bear a heavy material transport burden; adding bulky rigid pipes would severely encroach on working space, affecting normal vehicle passage and operations. If the pipes are suspended outside the vehicle, they are highly susceptible to scraping against the tunnel walls or other equipment, and the bumps during vehicle movement could cause the pipes to loosen or fall, posing a significant safety hazard.

[0003] Designing escape tunnels as retractable structures is one approach to resolving space constraints. However, in actual development, the actuation of multi-section pipes presents numerous challenges. Using mechanical transmission methods such as wire rope traction or rack and pinion systems requires complex transmission mechanisms on the outside of each pipe section. These mechanisms cannot be nested with the pipe sections during retraction, resulting in a bulky overall structure that cannot achieve compact storage. Installing the drive components inside the pipe presents the difficulty of extremely limited installation space, especially for the innermost pipe section, where the narrow internal space makes it difficult to fit standard-sized drive components. Furthermore, improper fixing of the drive components and the setting of force transmission points can easily generate eccentric torques during extension and retraction, leading to pipe section jamming or seal failure. In addition, when multiple pipe sections are driven by multiple power components, ensuring that each section extends and retracts in a reasonable sequence to avoid interference between sections or overload of the drive components due to disordered operation is also a complex control problem that needs to be solved in hydraulic system design. In emergency situations, the reliability of pipeline extension is extremely important. Any extension failure caused by complex control logic or interruption of external power source may delay precious escape opportunities. Summary of the Invention

[0004] One object of the present invention is to solve at least the above-mentioned problems and to provide at least the advantages that will be described later.

[0005] Another objective of this invention is to provide a safe escape pipeline system that enables the onboard installation and deployment of escape pipelines on a mobile mechanism. In the retracted state, multiple sections of the sleeve are tightly nested in the side of the mobile mechanism to avoid movement interference with the working mechanism and ensure normal construction operations of the mobile mechanism. In an emergency, it can be quickly extended to form a continuous passage for personnel evacuation. At the same time, the multi-section telescopic sleeve can be quickly hoisted and deployed using a crane to adapt to the needs of escape passage construction in different locations, thereby meeting the comprehensive needs of mobile equipment, flexible deployment, and emergency escape.

[0006] To achieve these objectives and other advantages of the present invention, a safe escape tunnel system is provided, comprising: The traveling mechanism has a driver's cab at both ends and a boom mounted on it; At least one multi-section telescopic sleeve is detachably fixed to the side of the traveling mechanism. The multi-section telescopic sleeve includes at least three coaxially arranged intermediate tube sections, at least one front tube section, and at least one rear tube section. The inner diameter of the intermediate tube section is larger than the outer diameter of all the front and rear tube sections. The diameters of the front and rear tube sections decrease progressively towards their respective ends. Adjacent tube sections are connected by sliding pairs. The intermediate pipe section is the outermost pipe section. Among the two pipe sections nested opposite each other, the outer pipe section is the outer layer pipe section and the inner pipe section is the inner layer pipe section. In the contracted state, all front and rear pipe sections are nested inside the intermediate pipe section. In the extended state, each pipe section extends out in sequence to form a continuous pipe channel. The telescopic drive mechanism includes multiple front hydraulic cylinders and multiple rear hydraulic cylinders. Each front hydraulic cylinder corresponds to a front pipe section. The cylinder body of the front hydraulic cylinder is fixed to the inner wall of the outer pipe section directly fitted onto the front pipe section, and the piston rod of the front hydraulic cylinder is fixed to the rear end of the front pipe section. Each rear hydraulic cylinder corresponds to a rear pipe section. The cylinder body of the rear hydraulic cylinder is fixed to the inner wall of the outer pipe section directly fitted onto the rear pipe section, and the piston rod of the rear hydraulic cylinder is fixed to the front end of the rear pipe section. All front hydraulic cylinders and all rear hydraulic cylinders are connected to a hydraulic power source mounted on the traveling mechanism via hydraulic pipelines. And a hydraulic control system, which is connected to all front hydraulic cylinders, all rear hydraulic cylinders and hydraulic actuators of the boom, to control the sequential movement of each hydraulic cylinder and the lifting and lowering movement of the boom.

[0007] In tunnel construction, escape pipelines with a modular, spliced ​​structure are commonly used. These pipelines, once assembled, are quite long, making them difficult to move flexibly according to the work progress and impossible to be directly carried by construction equipment such as mobile mechanisms. This often results in the pipelines being unable to be deployed to the emergency location in a timely manner during sudden emergencies. Attempting to install existing pipelines onto mobile mechanisms is problematic because their lack of compact storage design occupies a significant amount of space and interferes with the movement of the working mechanism, severely impacting its normal operation. To address these issues, a safe escape pipeline system is provided. This system employs a multi-section telescopic sleeve structure, detachably fixed to the side of the mobile mechanism. The inner diameter of the middle section is larger than the outer diameter of all front and rear sections. The diameters of the front and rear sections decrease progressively towards their respective ends, allowing all front and rear sections to be nested within the middle section in the retracted state, achieving compact storage and avoiding interference with the mobile mechanism. In the extended state, the sections extend sequentially to form a continuous escape passage. The telescopic drive mechanism comprises multiple front-end hydraulic cylinders and multiple rear-end hydraulic cylinders. The cylinder body of each hydraulic cylinder is fixed to the inner wall of the outer pipe section directly fitted onto it, and the piston rod is fixed to the end of the pipe section, thus enabling the sequential extension and retraction of each pipe section. The drive structure is compact and does not interfere with the nesting of the pipe sections. The traveling mechanism has cabs at both ends, allowing for bidirectional travel within the tunnel without turning around, improving mobility and deployment efficiency. The boom mounted on the traveling mechanism can be used to hoist multiple telescopic pipe sections from the traveling mechanism to the ground, facilitating the construction of continuous escape routes at multiple deployment locations. The hydraulic control system uniformly controls the sequential movement of each hydraulic cylinder and the lifting and lowering of the boom. This escape pipeline system allows the escape pipeline to move and deploy synchronously with the traveling mechanism, ensuring normal operation of the traveling mechanism while enabling the rapid construction of escape routes in emergencies, significantly improving the safety of tunnel construction and the mobility of the equipment.

[0008] Preferably, the sliding pair between adjacent pipe sections includes: Several wear-resistant rings, each wear-resistant ring including an annular metal matrix embedded in the inner wall of an outer pipe section (including an intermediate pipe section) and a self-lubricating composite material layer composited on the inner circular surface of the annular metal matrix, wherein the self-lubricating composite material layer is in sliding contact with the outer wall of the inner pipe section; Among them, several wear-resistant rings are equally spaced on the inner wall of the outer pipe section to form a support structure with at least two support points for the inner pipe section. A circumferential positioning groove is formed on the outer circular surface of the annular metal substrate, and a corresponding circumferential positioning boss is provided on the inner wall of the outer tube section. The circumferential positioning boss is embedded in the circumferential positioning groove to prevent the wear-resistant ring belt from rotating circumferentially and displacing axially relative to the outer tube section.

[0009] In multi-section telescopic sleeves subjected to frequent expansion and contraction, as well as eccentric loads and vibrations, the guiding accuracy and wear resistance of the sliding pair directly affect the smoothness and service life of the sleeve expansion and contraction. In this sliding pair structure, the wear-resistant ring is composed of an annular metal matrix and a self-lubricating composite material layer. The metal matrix is ​​embedded in the inner wall of the outer sleeve, while the self-lubricating composite material layer slides in contact with the outer wall of the inner sleeve, ensuring both support strength and stable low-friction characteristics. A set of wear-resistant rings is installed at each end of the same outer sleeve, forming a double-point support structure for the inner sleeve. This ensures that the inner sleeve is always supported at two points during expansion and contraction, significantly improving its resistance to eccentric loads and preventing sleeve jamming or coaxiality deviations due to single-point wear or uneven stress. The circumferential positioning groove on the outer surface of the annular metal matrix engages with the circumferential positioning boss on the inner wall of the outer sleeve, effectively preventing circumferential rotation and axial displacement of the wear-resistant ring relative to the outer sleeve, ensuring the positional stability and guiding accuracy of the wear-resistant ring during operation. With the above structure, the sliding pair can maintain stable guiding performance and low friction characteristics during long-term use of multi-section telescopic sleeves, reducing maintenance requirements and extending the service life of the system.

[0010] Preferably, the annular metal substrate is further provided with at least two radial compensation holes that penetrate its wall thickness, and the radial compensation holes are evenly distributed along the circumference.

[0011] At least two radial compensation holes penetrating the wall thickness are made on the annular metal substrate, with each hole evenly distributed circumferentially. This structural design primarily considers that during actual use of multi-section expansion sleeves, changes in ambient temperature or long-term expansion and contraction friction may cause thermal expansion and contraction or slight deformation of the metal substrate. If the metal substrate changes shape due to stress accumulation, it will directly affect the contact accuracy between the self-lubricating composite layer and the inner pipe section, and may even lead to gaps or local interference between the wear-resistant ring and the pipe wall, thereby compromising the stability and guiding performance of the sliding pair. The radial compensation holes provide channels for stress release. During thermal expansion and contraction or deformation under stress, the metal substrate can absorb and disperse stress through these tiny holes, avoiding irreversible deformation due to stress concentration, and ensuring that the annular metal substrate always maintains the designed roundness and dimensional accuracy. The even distribution of multiple compensation holes circumferentially makes stress release more balanced, avoiding local deformation caused by uneven stress distribution. This structure allows the wear-resistant ring to maintain a stable geometry under complex working conditions, ensuring that the sliding contact between the self-lubricating composite material layer and the inner tube section is always uniform and reliable, thereby further improving the service life and guiding accuracy of the sliding pair.

[0012] Preferably, the self-lubricating composite material layer is composed of a sintered body of polytetrafluoroethylene and copper powder, and a plurality of axially extending chip guide grooves are formed on its inner circular surface. The depth of the chip guide grooves is 1 / 3 to 1 / 2 of the thickness of the self-lubricating composite material layer, and a sliding support surface is formed between adjacent chip guide grooves.

[0013] The self-lubricating composite material layer is composed of a sintered body of polytetrafluoroethylene (PTFE) and copper powder. PTFE provides excellent self-lubricating properties, reducing the coefficient of friction between the composite material and the outer wall of the inner tube section. The addition of copper powder enhances the load-bearing capacity and wear resistance of the composite material, making it less prone to excessive wear during long-term reciprocating sliding. Several axially extending chip guide grooves are formed on the inner circular surface of the composite material layer. The depth of the chip guide grooves is controlled to be one-third to one-half the thickness of the self-lubricating composite material layer, forming a continuous sliding support surface between adjacent chip guide grooves. This structural design allows for the containment and temporary storage of minute amounts of abrasive debris or tiny particles intruding from the outside during frequent sliding of the telescopic sleeve. This prevents particles from accumulating on the sliding support surface and causing abrasive wear, thus protecting the sliding support surface from damage. Simultaneously, the limited depth of the chip guide grooves ensures sufficient chip-carrying space while also ensuring that the sliding support surface has sufficient contact area to maintain stable guidance and load-bearing capacity. Through the aforementioned material composition and groove design, the sliding pair can maintain stable low friction characteristics and guiding accuracy even under dusty or complex working conditions, significantly extending the service life of the wear-resistant ring belt and reducing the maintenance and replacement needs caused by particle wear.

[0014] Preferably, in the telescopic drive mechanism, the rod chambers and rodless chambers of all front hydraulic cylinders are connected to the hydraulic power source through parallel front oil supply lines and front oil return lines, respectively, and the rod chambers and rodless chambers of all rear hydraulic cylinders are connected to the hydraulic power source through parallel rear oil supply lines and rear oil return lines, respectively. Among them, for each front oil supply line except for the front hydraulic cylinder corresponding to the innermost front pipe section, a first pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding front hydraulic cylinder. The control port of the first pressure sequence valve is connected to the rodless chamber of the inner front hydraulic cylinder of the front hydraulic cylinder. The opening pressure of the first pressure sequence valve is set to be greater than the maximum working pressure required for the inner front hydraulic cylinder to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source. In each rear oil supply line except for the rear hydraulic cylinder corresponding to the innermost rear pipe section, a second pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding rear hydraulic cylinder. The control port of the second pressure sequence valve is connected to the rodless chamber of the innermost rear hydraulic cylinder of the rear hydraulic cylinder. The opening pressure of the second pressure sequence valve is set to be greater than the maximum working pressure required for the innermost rear hydraulic cylinder to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source.

[0015] When multiple telescopic sleeves are driven by multiple independent hydraulic cylinders, if the extension sequence of each sleeve is out of control, it can easily lead to situations where the outer sleeve extends before the inner sleeve, or the sleeves jam due to inconsistent extension speeds, or even damage to the drive mechanism or the sleeve itself. To address this issue, this hydraulic control system connects a first pressure sequence valve in series on the rodless chamber supply lines of all hydraulic cylinders except the one corresponding to the innermost front sleeve in each front-end oil supply line. The control port of the first pressure sequence valve is connected to the rodless chamber of the innermost front-end hydraulic cylinder, and its opening pressure is set to be greater than the maximum working pressure required for the innermost hydraulic cylinder to fully extend the sleeve, but less than the rated oil supply pressure of the hydraulic power source. A second pressure sequence valve is also installed in the rear-end oil supply line, with the same control logic as the front end. During the extension operation, hydraulic oil first enters the rodless chamber of the innermost hydraulic cylinder, driving the innermost pipe section to extend. At this time, the pressure in the rodless chamber is low and has not yet reached the opening pressure of the first pressure sequence valve, while the oil supply line to the rodless chamber of the outer hydraulic cylinder is cut off. When the innermost pipe section is fully extended, the pressure in its rodless chamber rises to the working pressure of the inner hydraulic cylinder. This pressure signal is transmitted to the control port of the first pressure sequence valve. When the pressure reaches the set value, the first pressure sequence valve opens, and hydraulic oil enters the rodless chamber of the next hydraulic cylinder, driving the corresponding pipe section to extend. This process is repeated to achieve forced sequential extension of each pipe section from the innermost to the outermost layer. This control method avoids mechanical interference and damage caused by disordered extension sequence, ensuring that the multi-section telescopic sleeve can be smoothly extended in a predetermined order each time it is extended, thus improving the reliability and safety of the system operation.

[0016] Preferably, in the telescopic drive mechanism, the rod chambers of all front-end hydraulic cylinders and all rear-end hydraulic cylinders are also connected to the hydraulic power source via parallel pipelines; and, In the rod chamber oil supply line of each front hydraulic cylinder, for all front hydraulic cylinders except the one corresponding to the outermost front pipe section, a third pressure sequence valve is connected in series. The control port of the third pressure sequence valve is connected to the rod chamber of the outermost front hydraulic cylinder. The opening pressure of the third pressure sequence valve is set to be greater than the maximum working pressure required for the outermost front hydraulic cylinder to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source. In the rod chamber oil supply line of each rear hydraulic cylinder, a fourth pressure sequence valve is connected in series for all rear hydraulic cylinders except the one corresponding to the outermost rear pipe section. The control port of the fourth pressure sequence valve is connected to the rod chamber of the outermost rear hydraulic cylinder. The opening pressure of the fourth pressure sequence valve is set to be greater than the maximum working pressure required for the outermost rear hydraulic cylinder to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source.

[0017] When multiple telescopic sleeve sections have completed their extension and need to retract, if the retraction sequence of each section is out of control, the inner section may retract before the outer section, leading to mechanical interference between the sections, or even jamming of the pipe body or damage to the drive mechanism due to uneven force. To address this issue, the hydraulic control system connects a third pressure sequence valve in series in the rod chamber oil supply line of each front-end hydraulic cylinder, except for the hydraulic cylinder corresponding to the outermost front-end section. The control port of the third pressure sequence valve is connected to the rod chamber of the outermost front-end hydraulic cylinder, and its opening pressure is set to be greater than the maximum working pressure required for the outermost hydraulic cylinder to fully retract the pipe section, but less than the rated oil supply pressure of the hydraulic power source. A fourth pressure sequence valve is also installed in the rear oil supply line, with the same control logic as the front end. During the retraction operation, hydraulic oil first enters the rod chamber of the outermost hydraulic cylinder, driving the outermost pipe section to retract. At this time, the pressure in the rod chamber is low and has not yet reached the opening pressure of the third pressure sequence valve, while the oil supply line to the rod chamber of the innermost hydraulic cylinder is cut off. When the outermost pipe section is fully retracted, its rod chamber pressure rises to the working pressure of the outermost hydraulic cylinder. This pressure signal is transmitted to the control port of the third pressure sequence valve. When the pressure reaches the set value, the third pressure sequence valve opens, and hydraulic oil enters the rod chamber of the next hydraulic cylinder, driving the corresponding pipe section to retract. This process is repeated to achieve forced sequential retraction of each pipe section from the outermost to the innermost layer. This control method ensures that each pipe section smoothly resets in a predetermined order during the retraction process, avoiding mechanical interference and damage caused by disordered retraction sequence, and improving the system's operational reliability and service life under various operating conditions.

[0018] Preferably, the hydraulic control system further includes: An emergency accumulator, which is connected to a hydraulic power source via a filling valve, is used to store hydraulic energy during normal operation of the traveling mechanism; The emergency oil supply line connects the outlet of the emergency accumulator in parallel to the rodless chamber oil supply lines of all front hydraulic cylinders and the rodless chamber oil supply lines of all rear hydraulic cylinders, and each connection point is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. An emergency control valve, connected in series in the emergency oil supply line, is used to open when an emergency extension signal is received, so that the high-pressure oil in the emergency accumulator can be supplied simultaneously to the rodless chambers of all front hydraulic cylinders and all rear hydraulic cylinders. The emergency control valve is a normally closed solenoid directional valve, and its opening is controlled by an independent emergency button; the rated working pressure of the emergency accumulator is greater than the maximum opening pressure of the first pressure sequence valve and the second pressure sequence valve, and less than the rated oil supply pressure of the hydraulic power source.

[0019] During normal operation of the traveling mechanism, the hydraulic power source may simultaneously supply oil to multiple actuators. In the event of a sudden emergency requiring the emergency extension of the escape pipeline, the main hydraulic system may be unable to provide sufficient hydraulic oil to the telescopic drive mechanism in time due to flow being occupied by other operations, pipeline malfunctions, or insufficient power. This can lead to slow or even non-existent extension of the escape pipeline, delaying escape. To address this issue, an emergency accumulator is added to the hydraulic control system. This accumulator is connected to the hydraulic power source via a filling valve. During normal operation of the traveling mechanism, the hydraulic power source fills the accumulator, storing hydraulic energy as pressurized oil. Upon receiving an emergency extension signal, the emergency control valve connected in series in the emergency oil supply line opens. The high-pressure oil stored in the emergency accumulator is then supplied simultaneously to the rodless chambers of all front-end and rear-end hydraulic cylinders through the emergency oil supply line. Furthermore, the connection points of the oil supply lines are all located upstream of each first or second pressure sequence valve. Because the rated operating pressure of the emergency accumulator is greater than the maximum opening pressure of the first and second pressure sequence valves, but less than the rated oil supply pressure of the hydraulic power source, the pressure oil released by the accumulator can normally drive each sequence valve to open according to the set logic. This ensures that each pipe section extends sequentially from the innermost layer to the outermost layer. Simultaneously, the accumulator's high flow rate significantly improves the extension speed of the pipe sections. This structural design provides a reliable emergency power source when the main hydraulic system cannot supply oil normally, ensuring that the escape pipeline can extend quickly and reliably under any working condition. It also retains the original sequence control logic, avoiding extension sequence errors caused by emergency oil supply, further enhancing the system's safety and environmental adaptability.

[0020] Preferably, the hydraulic control system further includes multiple emergency bypass valves, each of which is a normally closed solenoid directional valve, and is connected in parallel to both ends of a corresponding first pressure sequence valve or second pressure sequence valve. The control end of the emergency bypass valve is connected to the control end of the emergency control valve and is controlled by the same emergency button. When the emergency button is triggered, the emergency control valve opens and all emergency bypass valves open simultaneously, allowing the high-pressure oil from the emergency accumulator to bypass all first and second pressure sequence valves and directly enter the rodless chambers of all front-end hydraulic cylinders and all rear-end hydraulic cylinders simultaneously, thereby achieving synchronous and rapid extension of the multi-section telescopic sleeve.

[0021] While the emergency accumulator provides power, a sequential extension method still requires each pipe section to complete its stroke sequentially. In extreme emergencies, this process can be time-consuming, hindering personnel escape. To address this, the hydraulic control system incorporates multiple emergency bypass valves. Each emergency bypass valve is a normally closed solenoid directional valve, connected in parallel to either a corresponding first or second pressure sequence valve. The control terminals of the emergency bypass valves are connected to the control terminals of the emergency control valves and are controlled by a single emergency button. When the emergency button is triggered, the emergency control valve opens, supplying oil to the emergency accumulator. Simultaneously, all emergency bypass valves open synchronously. The high-pressure oil from the emergency accumulator bypasses all first and second pressure sequence valves, no longer restricted by the opening pressure of the sequence valves, and directly enters the rodless chambers of all front and rear hydraulic cylinders simultaneously. This control logic ensures that all pipe sections, which would otherwise extend sequentially, receive pressurized oil simultaneously, enabling the synchronous and rapid extension of multiple telescopic sleeves and significantly reducing the time required to establish an escape route. Meanwhile, the emergency bypass valve only engages when the emergency button is triggered, remaining normally closed under normal operating conditions. This does not affect the normal sequential control functions of the first and second pressure sequence valves, ensuring that the system can smoothly extend from the innermost layer to the outermost layer even in normal mode. This design provides a faster response time in extreme emergencies, further enhancing the timeliness of the escape route and the system's emergency response capabilities.

[0022] Preferably, in the emergency oil supply line, a flow divider and combiner valve group is provided between the emergency control valve and each emergency bypass valve. The flow divider and combiner valve group has one oil inlet and multiple oil outlets. The oil inlet is connected to the outlet of the emergency control valve, and the multiple oil outlets are respectively connected to the rodless chamber oil supply line of each front hydraulic cylinder and the rodless chamber oil supply line of each rear hydraulic cylinder through independent branches. The connection point of each branch is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. The flow is distributed inside the flow divider and combiner valve group according to the effective working area ratio of the rodless chamber of each hydraulic cylinder, so that when the emergency control valve is opened and all emergency bypass valves are opened simultaneously, each hydraulic cylinder obtains a flow rate proportional to its rodless chamber area, thereby realizing that each pipe section extends synchronously at the same speed.

[0023] In emergency synchronous extension mode, the rodless chambers of all front and rear hydraulic cylinders simultaneously receive pressurized oil. However, due to differences in the length, mass, and frictional resistance experienced during extension and retraction of each pipe section, the load on each hydraulic cylinder is not the same. If the oil supply flow is not properly distributed, the pipe section with a smaller load will extend faster, while the pipe section with a larger load will extend slower, resulting in inconsistent extension speeds among the pipe sections. This can easily cause motion interference between pipe sections, and even jamming or damage due to uneven force. To address this issue, a flow divider and combiner valve group is installed between the emergency control valve and each emergency bypass valve in the emergency oil supply line. This valve group has one inlet and multiple outlets. The inlet is connected to the outlet of the emergency control valve, and the multiple outlets are connected to the rodless chamber oil supply lines of each front and rear hydraulic cylinder through independent branches. The connection point of each branch is located upstream of the corresponding first or second pressure sequence valve. The flow distribution within the flow divider / combiner valve assembly allocates flow according to the effective working area ratio of the rodless chamber of each hydraulic cylinder. This ensures that when the emergency control valve is opened and all emergency bypass valves are opened simultaneously, the oil flow rate received by each hydraulic cylinder is proportional to the area of ​​its rodless chamber. Since the extension speed of a hydraulic cylinder depends on the ratio of the flow rate into the rodless chamber to its effective working area, when each hydraulic cylinder receives the corresponding flow rate according to its area ratio, the extension speed of its piston rod tends to be consistent. This flow distribution mechanism ensures that during the synchronous extension of multiple pipe sections, each pipe section can extend smoothly at the same speed, avoiding interference or jamming between pipe sections due to speed differences. This makes the emergency synchronous extension action smoother and more reliable, further improving the response performance and structural safety of the escape pipeline in extreme emergency situations.

[0024] A method for deploying escape routes using a safety escape tunnel system includes the following steps: Step S1: Provide a traveling mechanism with a driver's cab at both ends to enable the traveling mechanism to travel in both directions in the tunnel without turning around. The traveling mechanism is equipped with a boom, and at least one multi-section telescopic sleeve is detachably fixed to the side of the traveling mechanism. Step S2: When the first preset deployment position is reached, the first multi-section telescopic sleeve is lifted from the walking mechanism using the boom; before being lifted or before landing, the hydraulic line pre-connected to the hydraulic power source of the walking mechanism is connected to the telescopic drive mechanism of the multi-section telescopic sleeve through a quick connector. Step S3: Control the telescopic drive mechanism through the hydraulic control system to drive the front and rear sections of the first multi-section telescopic sleeve to extend in sequence, forming a continuous first escape channel; Step S4: Determine whether the length of the first escape passage meets the escape requirements. If the length is insufficient, control the walking mechanism to move to the second preset deployment position. Step S5: Use the boom to lift the second multi-section telescopic sleeve from the traveling mechanism to the ground and align it with the first multi-section telescopic sleeve; Step S6: Connect the telescopic drive mechanism of the second multi-section telescopic sleeve to a hydraulic power source through a hydraulic pipeline, drive it to extend to form a second escape channel, and splice the second escape channel with the adjacent end of the first escape channel to form an extended continuous escape channel.

[0025] The present invention has at least the following beneficial effects: First, this safety escape pipeline system features a multi-section telescopic sleeve that can be detachably fixed to the side of the walking mechanism. The structure utilizes a multi-section telescopic sleeve with a middle section having a larger inner diameter than the two end sections. This allows all front and rear sections to be completely nested within the middle section when retracted, achieving compact pipe storage and avoiding interference with the movement of the walking mechanism's operating mechanism, thus ensuring normal construction operations. In an emergency, each section can extend sequentially to form a continuous escape passage, meeting the escape requirements of flexible deployment as equipment moves, significantly improving emergency safety capabilities in scenarios such as tunnel construction. The walking mechanism has driver's cabs at both ends, enabling bidirectional travel within tunnels without turning around, improving mobility and deployment efficiency. The boom on the walking mechanism can hoist the multi-section telescopic sleeve to the ground for splicing and deployment, facilitating the construction of continuous escape passages of any length according to actual needs, further enhancing the system's flexibility and practicality.

[0026] Secondly, in the sliding pair structure, the wear-resistant ring belt is composed of an annular metal matrix and a self-lubricating composite material layer. A set of wear-resistant ring belts is installed at each end of the same outer pipe section, forming a double-support structure. This ensures that the inner pipe section is always supported at two points during expansion and contraction, significantly improving its resistance to eccentric loads and guiding accuracy. The radial compensation holes on the annular metal matrix release stress during thermal expansion and contraction or deformation under load, preventing deformation of the wear-resistant ring belt. The chip guide grooves on the inner circular surface of the self-lubricating composite material layer can accommodate small amounts of wear debris and intruding particles, preventing abrasive wear. This structure allows the sliding pair to maintain stable guiding performance and low friction characteristics over a long period under conditions of frequent expansion and contraction of multi-section telescopic sleeves and eccentric loads and vibrations, reducing maintenance requirements and extending the system's service life.

[0027] Third, the hydraulic control system uses a first and second pressure sequence valve to force the extension of each pipe section from the inner to the outer layer, and a third and fourth pressure sequence valve to force the retraction of each pipe section from the outer to the inner layer, avoiding pipe section jamming or drive mechanism damage caused by disordered extension and retraction sequence. An emergency accumulator provides emergency power when the main hydraulic system cannot supply oil normally, ensuring that the escape pipeline can extend quickly and reliably under any working condition. An emergency bypass valve allows all hydraulic cylinders to simultaneously receive pressurized oil in extreme emergencies, enabling synchronous and rapid extension of multiple pipe sections and significantly shortening the time required to establish an escape route. The flow distribution and combining valve group allocates flow according to the effective working area ratio of the rodless chamber of each hydraulic cylinder, ensuring that each pipe section extends at the same speed, avoiding motion interference and jamming caused by speed differences. This hydraulic control system, through a multi-level control strategy, ensures control of the normal operating sequence while also considering rapid response and smooth operation in emergency situations, comprehensively improving the system's reliability, safety, and environmental adaptability.

[0028] Fourth, during tunnel excavation, this safety escape pipeline system can extend the front pipe sections one by one towards the working face according to the progress of the working face through the hydraulic control system, so that the end of the escape channel always maintains close contact with the working face, effectively shortening the distance between the workers and the entrance of the escape channel; during the excavation process, there is no need to frequently move the entire traveling mechanism or repeatedly hoist and splice the pipeline, and the length of the channel can be dynamically adjusted by simply using the telescopic drive, which significantly reduces the number of deployments and moves of the escape pipeline, improves the continuity and efficiency of construction operations, and ensures that the working face is always within the effective coverage area of ​​the escape channel.

[0029] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of one technical solution of the present invention; Figure 2 This is a schematic diagram of the structure of a multi-section telescopic sleeve and a telescopic drive mechanism according to a technical solution of the present invention.

[0031] 1. Traveling mechanism; 2. Boom; 3. Multi-section telescopic sleeve; 301. Intermediate pipe section; 302. Front pipe section; 303. Rear pipe section; 304. Front hydraulic cylinder; 305. Piston rod of the front hydraulic cylinder; 306. Rear hydraulic cylinder; 307. Piston rod of the rear hydraulic cylinder; 4. Wear-resistant ring belt. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0033] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0034] It should be noted that, unless otherwise specified, the experimental methods described in the following embodiments are conventional methods, and the reagents and materials mentioned are commercially available. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "setting" should be interpreted broadly. For example, they can refer to fixed connection or setting, detachable connection or setting, or integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. The terms "lateral," "longitudinal," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0035] like Figure 1-2 As shown, the present invention provides a safe escape tunnel system, comprising: The traveling mechanism 1 has a driver's cab at both ends, and a boom 2 is installed on the traveling mechanism 1; At least one multi-section telescopic sleeve 3 is detachably fixed to the side of the walking mechanism 1. The multi-section telescopic sleeve 3 includes at least three coaxially arranged intermediate tube section 301, at least one front tube section 302, and at least one rear tube section 303. The inner diameter of the intermediate tube section 301 is larger than the outer diameter of all the front tube sections 302 and the rear tube sections 303. The diameters of the front tube sections 302 and the rear tube sections 303 decrease gradually towards their respective ends. Adjacent tube sections are connected by sliding pairs. Among them, the intermediate pipe section 301 is the outermost pipe section. In the two pipe sections nested opposite each other, the outer pipe section is the outer layer pipe section and the inner pipe section is the inner layer pipe section. In the contracted state, all the front pipe sections 302 and the rear pipe sections 303 are nested inside the intermediate pipe section 301. In the extended state, each pipe section extends out in sequence to form a continuous pipe channel. The telescopic drive mechanism includes multiple front hydraulic cylinders 304 and multiple rear hydraulic cylinders 306. Each front hydraulic cylinder 304 corresponds to a front pipe section 302. The cylinder body of the front hydraulic cylinder 304 is fixed on the inner wall of the outer pipe section directly fitted to the front pipe section 302, and the piston rod 205 of the front hydraulic cylinder is fixed to the rear end of the front pipe section 302. Each rear hydraulic cylinder 306 corresponds to a rear pipe section 303. The cylinder body of the rear hydraulic cylinder 306 is fixed on the inner wall of the outer pipe section directly fitted to the rear pipe section 303, and the piston rod 307 of the rear hydraulic cylinder is fixed to the front end of the rear pipe section 303. All front hydraulic cylinders 304 and all rear hydraulic cylinders 306 are connected to a hydraulic power source installed on the traveling mechanism 1 or externally via hydraulic pipelines. And a hydraulic control system, which is connected to all front hydraulic cylinders 304, all rear hydraulic cylinders 306 and hydraulic actuators of boom 2, for controlling the sequential action of each hydraulic cylinder and the lifting action of boom 2.

[0036] The traveling mechanism 1 can be a self-propelled engineering vehicle, such as a wheeled or tracked chassis, with cabs at both ends for easy bidirectional travel within the tunnel without the need for turning around. A boom 2 is mounted on the traveling mechanism 1; the boom 2 can be a hydraulic telescopic boom or a folding boom, used to lift multiple sections of the telescopic sleeve 3 to the ground. The boom 2 is mounted on a slewing bearing seat on the traveling mechanism 1 and is driven by a hydraulic motor or swing cylinder, enabling 360-degree horizontal rotation. It also features luffing and telescopic functions to meet lifting requirements at different positions and angles. Multiple mounting seats are located on the side of the traveling mechanism 1 for detachably securing the multiple sections of the telescopic sleeve 3. The securing methods can include bolt connections, pin connections, or quick-release buckle connections for easy assembly and disassembly.

[0037] The multi-section telescopic sleeve 3 comprises at least three coaxially arranged pipe sections, specifically a middle pipe section 301, a front pipe section 302, and a rear pipe section 303. Alternatively, depending on the required escape tunnel length, the front pipe section 302 and the rear pipe section 303 can be two or more sections. The inner diameter of the middle pipe section 301 is larger than the outer diameter of all the front pipe sections 302 and the rear pipe section 303. The diameter of the front pipe section 302 decreases progressively from the middle pipe section 301 towards the front end, and the diameter of the rear pipe section 303 decreases progressively from the middle pipe section 301 towards the rear end. Adjacent pipe sections are connected by sliding pairs. Each pipe section can be made of high-strength structural steel, such as Q460C low-alloy high-strength steel or ultra-high molecular weight polyethylene, to ensure sufficient structural strength. In the retracted state, all front-end pipe sections 302 and rear-end pipe sections 303 are nested inside the intermediate pipe section 301, shortening the overall length and facilitating detachable fixing to the side of the traveling mechanism 1 (e.g., the outside of the vehicle body beam) via mounting seats, thus avoiding spatial interference with the traveling and operating mechanisms of the traveling mechanism 1. In the extended state, each pipe section extends sequentially, with the front-end pipe section 302 and rear-end pipe section 303 extending in their respective directions to form a continuous pipe channel. The sliding pair may include a wear-resistant ring band 4 embedded in the inner wall of the outer pipe section. The wear-resistant ring band 4 may be made of a metal matrix and a self-lubricating composite material. For example, the metal matrix may be brass or stainless steel, and the self-lubricating composite material may be a composite of polytetrafluoroethylene and graphite to reduce the coefficient of friction and improve wear resistance.

[0038] The telescopic drive mechanism includes multiple front hydraulic cylinders 304 and multiple rear hydraulic cylinders 306. Each front hydraulic cylinder 304 corresponds to a front pipe section 302, and each rear hydraulic cylinder 306 corresponds to a rear pipe section 303. The cylinder body of the front hydraulic cylinder 304 can be fixed to the inner wall of the outer pipe section directly fitted onto the front pipe section 302. Specifically, a hydraulic cylinder mounting seat can be welded or machined onto the inner wall of the outer pipe section, and the cylinder body can be fixed to the mounting seat by bolts or pins. The piston rod 205 of the front hydraulic cylinder is fixed to the rear end of the front pipe section 302. An ear plate or connecting seat can be provided at the rear end of the front pipe section 302, and the end of the piston rod is hinged to the ear plate through a spherical bearing. The cylinder body of the rear hydraulic cylinder 306 is fixed to the inner wall of the outer pipe section directly fitted onto the rear pipe section 303, and the piston rod 307 of the rear hydraulic cylinder is fixed to the front end of the rear pipe section 303, with a connection method similar to that of the front hydraulic cylinder 304. All front-end hydraulic cylinders 304 and all rear-end hydraulic cylinders 306 are connected to a hydraulic power source mounted on the traveling mechanism 1 via hydraulic pipelines. The hydraulic power source can be a hydraulic pump integrated into the traveling mechanism 1, a separate hydraulic pump station mounted on the traveling mechanism 1, or an external hydraulic pump station. Hydraulic locks or balance valves can be installed in the hydraulic pipelines to prevent unintended movement of the pipe sections due to gravity or external forces during extension and retraction.

[0039] The hydraulic control system is connected to all front hydraulic cylinders 304, all rear hydraulic cylinders 306, and the hydraulic actuators of the boom 2, and is used to control the sequential movement of each hydraulic cylinder and the lifting and lowering movement of the boom 2. The hydraulic control system may include components such as electro-hydraulic proportional directional valves, pressure relays, and limit switches, achieving precise control of the movements of each hydraulic cylinder through the electrical control system. During the extension operation, the hydraulic control system first controls the boom 2 to hoist the multi-section telescopic sleeve 3 from the side of the traveling mechanism 1 to the ground, and then sequentially controls each front hydraulic cylinder 304 and each rear hydraulic cylinder 306 to extend, causing the pipe sections to unfold in sequence to form an escape passage. During the retraction operation, the hydraulic control system sequentially controls each front hydraulic cylinder 304 and each rear hydraulic cylinder 306 to retract, causing the pipe sections to nest back into the middle pipe section 301 in sequence, and then the boom 2 hoists the sleeve back to the side of the traveling mechanism 1 for fixation. The hydraulic control system can also be set to a manual operation mode, so that in the event of an electrical system failure, the extension and retraction of the pipe sections and the lifting and lowering of the boom 2 can be achieved by manually operating the hydraulic valves.

[0040] In use, this safety escape pipeline system detachably fixes at least one multi-section telescopic sleeve 3 to the side of the traveling mechanism 1. During normal operation of the traveling mechanism 1, all front-end pipe sections 302 and rear-end pipe sections 303 are retracted and nested inside the middle pipe section 301, compactly housed on the side of the traveling mechanism 1, avoiding movement interference with the working mechanism of the traveling mechanism 1. When an escape passage needs to be deployed, the traveling mechanism 1 travels to the first preset deployment position, and the boom 2 hoists the first multi-section telescopic sleeve 3 from the traveling mechanism 1 to the ground. The telescopic drive mechanism is connected to a hydraulic power source via hydraulic lines, and the hydraulic control system controls the front-end pipe section 302 and rear-end pipe section 303 to extend sequentially, forming a continuous first escape passage. If the length of the first escape passage is insufficient, the traveling mechanism 1 moves to the second preset deployment position, and the boom 2 hoists the second multi-section telescopic sleeve 3 to the ground, aligning it with the first multi-section telescopic sleeve 3, driving it to extend and form a second escape passage, which is then spliced ​​with the first escape passage to form an extended continuous escape passage. Through the above structure and deployment method, the escape pipeline system realizes the function of synchronous movement and flexible deployment with the walking mechanism 1, providing reliable emergency escape guarantee for construction personnel while ensuring the normal operation of the walking mechanism 1.

[0041] In another technical solution, the sliding pair between adjacent pipe sections includes: Several wear-resistant rings 4, each wear-resistant ring 4 includes an annular metal matrix embedded in the inner wall of the outer pipe section (including the intermediate pipe section 301) and a self-lubricating composite material layer composited on the inner circular surface of the annular metal matrix, wherein the self-lubricating composite material layer slides in contact with the outer wall of the inner pipe section. Among them, several wear-resistant rings 4 are equally spaced on the inner wall of the outer pipe section to form a support structure of at least two fulcrums for the inner pipe section. A circumferential positioning groove is provided on the outer circular surface of the annular metal substrate, and a corresponding circumferential positioning boss is provided on the inner wall of the outer tube section. The circumferential positioning boss is embedded in the circumferential positioning groove to prevent the wear-resistant ring belt 4 from rotating circumferentially and displacing axially relative to the outer tube section.

[0042] The sliding pair between adjacent pipe sections includes at least two sets of wear-resistant rings 4. The wear-resistant rings 4 can be composed of an annular metal substrate and a self-lubricating composite material layer. The annular metal substrate can be made of brass, tin bronze, or stainless steel; for example, tin bronze QSn6.5-0.1 can be used, machined into a ring shape, with the self-lubricating composite material layer sintered or bonded to its inner surface. The self-lubricating composite material layer can be a sintered body of polytetrafluoroethylene (PTFE) and copper powder, or a composite material of PTFE and graphite or molybdenum disulfide, to reduce the coefficient of friction and improve wear resistance. The wear-resistant rings 4 are embedded in the inner wall of the outer pipe section. Specifically, an annular mounting groove can be machined into the inner wall of the outer pipe section, and the wear-resistant rings 4 are installed in the mounting groove by interference fit or screw fixing, so that the self-lubricating composite material layer faces the inner pipe section and slides in contact with the outer wall of the inner pipe section. When the telescopic sleeve is in operation, the inner tube section moves axially relative to the outer tube section. The self-lubricating composite material layer forms a sliding friction pair with the outer wall of the inner tube section. The self-lubricating material can provide stable low friction characteristics, reducing wear and frictional resistance.

[0043] The spacing between two adjacent sets of wear-resistant rings 4 can be determined based on the length of the outer tube section. Typically, this spacing is 0.2 to 0.4 times the length of the outer tube section to ensure that the inner tube section always has two sets of wear-resistant rings 4 providing support during expansion and contraction. When the inner tube section extends, its outer wall is always in contact with the wear-resistant rings 4, forming at least two support points at the front and rear. Even under eccentric loads or vibrations, the inner tube section can maintain its posture stability, avoiding jamming or coaxiality deviations caused by single-point support.

[0044] A circumferential positioning groove is formed on the outer circumferential surface of the annular metal substrate, and a corresponding circumferential positioning boss is provided on the inner wall of the outer pipe section. The circumferential positioning boss is embedded in the circumferential positioning groove. The circumferential positioning groove can be machined during the processing of the annular metal substrate, for example, an annular groove with a width of 3 mm to 5 mm and a depth of 2 mm to 3 mm can be formed. The circumferential positioning boss can be formed simultaneously when the annular mounting groove is processed on the inner wall of the outer pipe section, for example, leaving a raised ring at the bottom of the mounting groove, or embedding a semi-circular key or positioning pin in the mounting groove. When assembling the wear-resistant ring 4, the annular metal substrate is pushed into the mounting groove on the inner wall of the outer pipe section, so that the circumferential positioning boss is aligned and embedded in the circumferential positioning groove, thereby preventing the wear-resistant ring 4 from rotating circumferentially and displacing axially relative to the outer pipe section, ensuring that the wear-resistant ring 4 always remains in the designed position during operation. With the above structure, the wear-resistant ring 4 will not shift or rotate during long-term expansion and contraction, ensuring the guiding accuracy and stability of the sliding pair and extending the service life of the system.

[0045] In another technical solution, at least two radial compensation holes penetrating the wall thickness are also provided on the annular metal substrate, and the radial compensation holes are evenly distributed along the circumference.

[0046] At least two radial compensation holes penetrating the wall thickness are formed on the annular metal substrate. These radial compensation holes can be circular or elliptical, and their diameter can be determined based on the dimensions of the metal substrate. For example, for annular metal substrates with a wall thickness of 5 mm to 10 mm, the diameter of the radial compensation holes can be set to 2 mm to 4 mm. The number of radial compensation holes can be determined based on the circumference of the annular metal substrate and stress relief requirements; for example, it can be set to 3, 4, or 6. The spacing angle between adjacent radial compensation holes is equal, i.e., uniformly distributed circumferentially. The spacing angle can be calculated as 360 degrees divided by the number of holes; for example, the spacing angle is 120 degrees for 3 holes, 90 degrees for 4 holes, and 60 degrees for 6 holes. The radial compensation holes can be machined after the annular metal substrate has been turned into shape. A drilling machine or machining center is used to drill radially into the substrate, ensuring the positional accuracy and circumferential uniformity of each hole.

[0047] In the assembled state, the annular metal substrate is embedded in the annular mounting groove on the inner wall of the outer pipe section. The axis of the radial compensation hole is perpendicular to the axis of the annular metal substrate, extending radially through the entire wall thickness, so that the two ends of the hole connect the outer and inner circular surfaces of the substrate, respectively. When the temperature of the metal substrate rises due to changes in ambient temperature or long-term expansion and contraction friction during operation of the multi-section telescopic sleeve 3, the metal substrate material will undergo thermal expansion. The radial compensation hole can provide a certain deformation space, absorbing the circumferential stress generated by thermal expansion and preventing the metal substrate from deforming due to stress concentration. When the telescopic sleeve is subjected to a large radial load or impact load, the metal substrate may undergo slight elastic deformation after being subjected to force. The radial compensation hole can also play a role in dispersing and releasing stress, preventing excessive local stress from causing permanent deformation or cracks in the substrate. Multiple radial compensation holes are evenly distributed circumferentially, so that the stress release effect tends to be balanced in all directions, avoiding local deformation or warping of the substrate caused by uneven stress distribution.

[0048] In another technical solution, the self-lubricating composite material layer is composed of a sintered body of polytetrafluoroethylene and copper powder, and a number of axially extending chip guide grooves are formed on its inner circular surface. The depth of the chip guide grooves is 1 / 3 to 1 / 2 of the thickness of the self-lubricating composite material layer, and a sliding support surface is formed between adjacent chip guide grooves.

[0049] The self-lubricating composite material layer consists of a sintered body of polytetrafluoroethylene (PTFE) and copper powder. The PTFE can be a fine powder resin produced by suspension polymerization with a purity of over 99%, and the copper powder can be electrolytic copper powder with a particle size between 200-300 mesh. The copper powder content can be controlled between 30% and 50% by volume. During preparation, the PTFE resin and copper powder are mixed uniformly in a specific ratio, then filled into a mold and pressed. The mixture is then sintered in a sintering furnace at 370-380℃ for 2-4 hours, allowing the PTFE to melt and coat the copper powder particles, forming a uniform composite material. This composite material retains the low-friction characteristics of PTFE while improving its load-bearing capacity and wear resistance due to the addition of copper powder, making it suitable for sliding friction conditions. In the assembled state, this composite material layer is bonded to the inner circular surface of a ring-shaped metal substrate. It can be directly bonded to the metal substrate through sintering, or dovetail grooves or a grid pattern can be machined into the inner circular surface of the metal substrate before pressing and sintering the composite material into place.

[0050] Several axially extending chip guide grooves are formed on the inner circular surface of the self-lubricating composite material layer. The number of chip guide grooves can be determined according to the inner diameter and width of the composite layer. For example, for a wear-resistant ring belt 4 with an inner diameter of 200-400 mm, 6-12 chip guide grooves can be formed, and the width of the chip guide grooves can be set to 2-4 mm. The depth of the chip guide grooves is controlled to be one-third to one-half of the thickness of the self-lubricating composite material layer. For example, when the thickness of the composite material layer is 3 mm, the depth of the chip guide grooves can be set to 1-1.5 mm. The chip guide grooves can be formed by machining. After the composite material layer is sintered, a milling machine or a special broaching tool is used to machine uniformly distributed grooves along the axial direction on the inner circular surface of the composite layer. A continuous sliding support surface is formed between adjacent chip guide grooves. The sum of the widths of the sliding support surfaces should be greater than 60% of the circumference of the inner circular surface of the composite layer to ensure sufficient load-bearing area. When the telescopic sleeve is in operation, the outer wall of the inner tube section contacts and slides relative to the sliding support surface. A small amount of abrasive or tiny particles that have entered from the outside are pushed into the chip guide groove for temporary storage during the sliding process, so as to avoid the accumulation of particles on the sliding support surface and the formation of abrasive wear.

[0051] In another technical solution, in the telescopic drive mechanism, the rod chamber and rodless chamber of all front hydraulic cylinders 304 are connected to the hydraulic power source through parallel front oil supply lines and front oil return lines, respectively; and the rod chamber and rodless chamber of all rear hydraulic cylinders 306 are connected to the hydraulic power source through parallel rear oil supply lines and rear oil return lines, respectively. In each front-end oil supply line except for the front-end hydraulic cylinder 304 corresponding to the innermost front-end pipe section 302, a first pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding front-end hydraulic cylinder 304. The control port of the first pressure sequence valve is connected to the rodless chamber of the innermost front-end hydraulic cylinder 304. The opening pressure of the first pressure sequence valve is set to be greater than the maximum working pressure required for the innermost front-end hydraulic cylinder 304 to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source. In each rear oil supply line except for the rear hydraulic cylinder 306 corresponding to the innermost rear pipe section 303, a second pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding rear hydraulic cylinder 306. The control port of the second pressure sequence valve is connected to the rodless chamber of the innermost rear hydraulic cylinder 306. The opening pressure of the second pressure sequence valve is set to be greater than the maximum working pressure required for the innermost rear hydraulic cylinder 306 to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source.

[0052] In tunnel construction or other engineering operations, escape tunnels are typically pre-laid or installed in the work area to ensure the safety of construction personnel. The most common type of escape tunnel in existing technology is a modular, spliced ​​structure, consisting of multiple short pipe sections connected by flanges or clamps. These sections are manually assembled on-site to the required length when needed. While this type of structure provides an escape route, the splicing process is time-consuming, hindering rapid deployment. Furthermore, the overall length of the assembled tunnel is considerable, making it difficult for construction equipment such as the traveling mechanism 1 to carry and transport it directly. This results in the escape tunnel not being able to move with the work surface and often failing to reach its destination in a timely manner during emergencies. When it is necessary to install the escape tunnel onto the traveling mechanism 1 for transport, the lack of telescopic functionality of the tunnel itself means that direct installation would occupy a significant amount of space, interfere with the working mechanism of the traveling mechanism 1, and affect the normal operation of the equipment.

[0053] To address the difficulty in achieving sequential extension control of existing split-type spliced ​​pipelines, this technical solution incorporates a pressure sequence valve in the hydraulic control system. This valve uses pressure signals to force the sequential extension of each pipe section. Specifically, the rod-side and rodless-side chambers of all front-end hydraulic cylinders 304 are connected to the hydraulic power source via parallel front-end supply and return lines, respectively. Similarly, the rod-side and rodless-side chambers of all rear-end hydraulic cylinders 306 are connected to the hydraulic power source via parallel rear-end supply and return lines, respectively. In each front-end supply line, a first pressure sequence valve is connected in series on the rodless-side supply line of each hydraulic cylinder except the one corresponding to the innermost front-end pipe section 302. The control port of this first pressure sequence valve is connected to the rodless-side chamber of the innermost front-end hydraulic cylinder 304. The opening pressure of the first pressure sequence valve is set to be greater than the maximum working pressure required for the innermost front-end hydraulic cylinder 304 to fully extend its corresponding pipe section, while being less than the rated supply pressure of the hydraulic power source. A second pressure sequence valve is also installed in the rear oil supply line. Its control port is connected to the rodless chamber of the inner rear hydraulic cylinder 306. The principle for setting the opening pressure is the same as that for the front end.

[0054] In practical implementation, the hydraulic power source can be the hydraulic pump integrated into the traveling mechanism 1. The rated working pressure of the hydraulic pump can be 20 MPa, limited by the relief valve. When the innermost front hydraulic cylinder 304 drives its corresponding pipe section to extend, the maximum working pressure corresponding to the frictional and inertial forces that need to be overcome is calculated and set to 12 MPa. The opening pressure of the first pressure sequence valve is set to 15 MPa (greater than 12 MPa, less than 20 MPa). During the extension operation, hydraulic oil first enters the rodless chamber of the innermost front hydraulic cylinder 304, driving its piston rod to extend. At this time, since the pipe section is moving, the system pressure only needs to overcome the load and stabilize at around 12 MPa, below 15 MPa. Therefore, the first pressure sequence valve remains closed, and the outer hydraulic cylinder does not move. When the innermost pipe section is fully extended and touches the mechanical limit, its hydraulic cylinder piston stops moving. Since the hydraulic pump is still continuously supplying oil, the pressure in the rodless chamber rises rapidly until it reaches the system's relief pressure of 20 MPa. This pressure signal, reaching up to 20 MPa, is transmitted through the hydraulic pipeline to the control port of the first pressure sequence valve. When the control pressure reaches its set opening pressure of 15 MPa, the first pressure sequence valve opens, allowing pressurized oil to enter the rodless chamber of the next hydraulic cylinder, driving it to extend. This process continues, achieving sequential control from the inside out. Through this pressure sequence control method, each pipe section can smoothly unfold in a predetermined order each time it extends, avoiding jamming between pipe sections or damage to the drive mechanism caused by disordered extension sequence. This improves the reliability and safety of the multi-section telescopic sleeve 3 during the extension process, enabling the escape pipeline to be reliably deployed in the required location.

[0055] In another technical solution, in the telescopic drive mechanism, the rod chambers of all front-end hydraulic cylinders 304 and the rod chambers of all rear-end hydraulic cylinders 306 are also connected to the hydraulic power source through parallel pipelines; and, In the rod chamber oil supply line of each front hydraulic cylinder 304, for all front hydraulic cylinders 304 except the one corresponding to the outermost front pipe section 302, a third pressure sequence valve is connected in series. The control port of the third pressure sequence valve is connected to the rod chamber of the outermost front hydraulic cylinder 304. The opening pressure of the third pressure sequence valve is set to be greater than the maximum working pressure required for the outermost front hydraulic cylinder 304 to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source. In the rod chamber oil supply line of each rear hydraulic cylinder 306, a fourth pressure sequence valve is connected in series for all rear hydraulic cylinders 306 except the rear hydraulic cylinder 306 corresponding to the outermost rear pipe section 303. The control port of the fourth pressure sequence valve is connected to the rod chamber of the outermost rear hydraulic cylinder 306. The opening pressure of the fourth pressure sequence valve is set to be greater than the maximum working pressure required for the outermost rear hydraulic cylinder 306 to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source.

[0056] Existing control methods for multi-section telescopic sleeves 3 primarily focus on the sequential control of the extension process. This is achieved by using pressure sequence valves or limit switches to extend each section sequentially. However, when the sections need to retract, the common practice is to simultaneously supply oil to the rod chambers of all hydraulic cylinders, or rely on manual control of the retraction sequence by the operator. This method struggles to guarantee the sequential nature of the retraction process. When sections retract simultaneously or the retraction sequence becomes uncontrolled, it frequently occurs that the outer sections have not fully retracted while the inner sections have already retracted, leading to mechanical interference between sections. Uneven force distribution can even cause pipe jamming or damage to the drive mechanism, affecting the normal operation and lifespan of the equipment.

[0057] To address the issue of uncontrolled retraction sequence in existing multi-section telescopic sleeves 3, this technical solution incorporates a pressure sequence valve for retraction control within the hydraulic control system. Specifically, the rod chambers of all front-end hydraulic cylinders 304 and all rear-end hydraulic cylinders 306 are connected to the hydraulic power source via parallel pipelines. In the oil supply pipeline for the rod chamber of each front-end hydraulic cylinder 304, a third pressure sequence valve is connected in series for all front-end hydraulic cylinders 304 except those corresponding to the outermost front-end pipe section 302. The control port of this third pressure sequence valve is connected to the rod chamber of the outermost front-end hydraulic cylinder 304. The opening pressure of the third pressure sequence valve is set to be greater than the maximum working pressure required for the outermost front-end hydraulic cylinder 304 to fully retract its corresponding pipe section, while being less than the rated oil supply pressure of the hydraulic power source. A fourth pressure sequence valve is also installed in the rear-end oil supply pipeline, with its control port connected to the rod chamber of the outermost rear-end hydraulic cylinder 306. The opening pressure setting principle is the same as that for the front-end cylinders.

[0058] In practical implementation, the hydraulic power source can be the hydraulic pump integrated into the traveling mechanism 1, with a rated working pressure of 20 MPa. The maximum working pressure required for the outermost front hydraulic cylinder 304 to fully retract its corresponding pipe section can be calculated based on the mass of the pipe section, the frictional resistance of the sliding pair, and the retraction angle; for example, it can be set to 12 MPa. The opening pressure of the third pressure sequence valve can be set to 15 MPa, which is greater than the maximum working pressure of 12 MPa required for the outermost hydraulic cylinder to fully retract, but less than the rated oil supply pressure of 20 MPa of the hydraulic power source. When the retraction operation is performed, the hydraulic oil first enters the rod chamber of the outermost front hydraulic cylinder 304, driving the outermost front pipe section 302 to retract. At this time, the pressure in the outermost rod chamber is approximately 12 MPa, which has not yet reached the opening pressure of 15 MPa for the third pressure sequence valve. Therefore, the third pressure sequence valve remains closed, and the oil supply line to the rod chamber of the innermost front hydraulic cylinder 304 is cut off, so the inner pipe section will not retract. When the outermost front section 302 is fully retracted, the pressure in its rod chamber rises to the hydraulic power source's supply pressure of 20 MPa. This pressure signal is transmitted to the control port of the third pressure sequence valve. When the pressure reaches the opening pressure of 15 MPa, the third pressure sequence valve opens, and hydraulic oil enters the rod chamber of the next front hydraulic cylinder 304, driving the corresponding front section 302 to retract. This process continues, with each front section 302 retracting sequentially from the outermost to the innermost layer. The retraction sequence control method for the rear section 303 is the same as that for the front sections.

[0059] This retraction sequence control method ensures that each pipe section retracts smoothly in a predetermined order each time, preventing interference or jamming damage caused by disordered retraction sequence. Compared to existing technologies where the retraction sequence is uncontrollable, this solution uses a pressure sequence valve to achieve forced sequence control, ensuring the orderliness and reliability of the retraction process and improving the service life and safety of the multi-section telescopic sleeve 3 under repeated expansion and contraction conditions. Furthermore, this control method and the extension sequence control are independent yet coordinated, forming a complete telescopic control system that enables reliable operation of the escape pipeline in both routine operations and emergency situations.

[0060] In another technical solution, the hydraulic control system further includes: An emergency accumulator, which is connected to a hydraulic power source via a filling valve, is used to store hydraulic energy during normal operation of the traveling mechanism 1; The emergency oil supply line connects the outlet of the emergency accumulator in parallel to the rodless chamber oil supply lines of all front hydraulic cylinders 304 and the rodless chamber oil supply lines of all rear hydraulic cylinders 306, and each connection point is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. An emergency control valve, connected in series in the emergency oil supply line, is used to open when an emergency extension signal is received, so that the high-pressure oil in the emergency accumulator can be supplied simultaneously to the rodless chambers of all front hydraulic cylinders 304 and all rear hydraulic cylinders 306. The emergency control valve is a normally closed solenoid directional valve, and its opening is controlled by an independent emergency button; the rated working pressure of the emergency accumulator is greater than the maximum opening pressure of the first pressure sequence valve and the second pressure sequence valve, and less than the rated oil supply pressure of the hydraulic power source.

[0061] In existing technologies that use pressure sequence valves to control the sequential extension and retraction of multi-section telescopic sleeves 3, the hydraulic power required for the telescopic drive mechanism comes entirely from the main hydraulic system of the traveling mechanism 1. When the traveling mechanism 1 is operating normally, the main hydraulic system may simultaneously bear multiple loads such as steering, braking, and operation of working devices, resulting in complex system flow distribution. In the event of a sudden emergency requiring the emergency extension of the escape pipeline, if the main hydraulic system's flow is occupied by other operations, there is a pipeline leak, or the engine speed is too low, resulting in insufficient power, the telescopic drive mechanism will not receive enough hydraulic oil. This will cause the escape pipeline to extend slowly or even fail to start at all, thus delaying the optimal time for personnel to escape.

[0062] To address the problem of unreliable extension of escape pipes in the event of a main hydraulic system failure in existing technologies, this technical solution adds an emergency accumulator to the hydraulic control system. Specifically, the emergency accumulator is connected to the hydraulic power source via a filling valve. During normal operation of the traveling mechanism 1, the hydraulic power source fills the emergency accumulator with hydraulic energy in the form of pressurized oil. The emergency accumulator can be a piston-type or diaphragm-type accumulator, and its volume must ensure that it can drive all pipe sections to complete a full extension in an emergency. Taking a five-section sleeve (two front and two rear or three front and two rear) as an example, if the total oil requirement of the rodless chamber of each hydraulic cylinder is approximately 12 liters, considering the effective volume coefficient of the accumulator (usually 0.6-0.7), an accumulator with a volume of 18 to 20 liters can be selected. The outlet of the emergency accumulator is connected to an emergency oil supply line, which is connected in parallel to the rodless chamber oil supply lines of all front-end hydraulic cylinders 304 and all rear-end hydraulic cylinders 306, with each connection point located upstream of the corresponding first or second pressure sequence valve. An emergency control valve is connected in series in the emergency oil supply line. This emergency control valve can be a normally closed solenoid directional valve, and its opening is controlled by an independent emergency button located in the driver's cab.

[0063] In practical implementation, the rated working pressure of the hydraulic power source can be 20 MPa, and the maximum opening pressure of the first and second pressure sequence valves can be set to 15 MPa. The rated working pressure of the emergency accumulator can be set to 18 MPa, which is greater than the maximum opening pressure of the first and second pressure sequence valves (15 MPa) and less than the rated oil supply pressure of the hydraulic power source (20 MPa), ensuring that the pressure oil released by the accumulator can normally drive each sequence valve to open according to the set logic. During normal operation of the traveling mechanism 1, while the hydraulic power source supplies oil to each actuator, it also charges the emergency accumulator through the charging valve. When the pressure inside the accumulator reaches 18 MPa, the charging valve closes, and the accumulator is in standby mode. When an emergency occurs and the escape pipeline needs to be extended urgently, the driver presses the emergency button in the cab, the emergency control valve is energized and opens, and the high-pressure oil stored in the emergency accumulator is simultaneously supplied to the rodless chambers of all front hydraulic cylinders 304 and all rear hydraulic cylinders 306 through the emergency oil supply pipeline. Since the connection points of the oil supply lines are all located upstream of the first and second pressure sequence valves, the pressurized oil released from the accumulator first reaches the inlet of the sequence valve, while the pressure signal is transmitted to the control chamber of the sequence valve through the control port. When the pressure reaches 15 MPa, the sequence valve opens, and pressurized oil enters the rodless chamber of each hydraulic cylinder, driving the pipe sections to extend sequentially from the innermost layer to the outermost layer. Due to the accumulator's characteristic of instantaneous high-flow output, the extension speed of the pipe sections is higher than when the main hydraulic system supplies oil.

[0064] Through the aforementioned emergency accumulator structure, this technical solution provides a reliable emergency power source in the event that the main hydraulic system cannot supply oil normally, ensuring that the escape pipeline can extend quickly and reliably under any working condition. Compared with existing technologies that rely entirely on the main hydraulic system, this technical solution effectively avoids the risk of main system failure or insufficient flow by pre-storing hydraulic energy. At the same time, the pressure oil released by the accumulator still flows through the original sequence valve, preserving the sequence control logic and avoiding disordered extension sequence caused by emergency oil supply, further improving the safety and environmental adaptability of the escape pipeline system.

[0065] In another technical solution, the hydraulic control system further includes multiple emergency bypass valves, each of which is a normally closed solenoid directional valve and is connected in parallel to both ends of a corresponding first pressure sequence valve or second pressure sequence valve. The control end of the emergency bypass valve is connected to the control end of the emergency control valve and is controlled by the same emergency button. When the emergency button is triggered, the emergency control valve opens and all emergency bypass valves open simultaneously, allowing the high-pressure oil from the emergency accumulator to bypass all first and second pressure sequence valves and directly enter the rodless chambers of all front-end hydraulic cylinders 304 and all rear-end hydraulic cylinders 306 simultaneously, thereby achieving synchronous and rapid extension of the multi-section telescopic sleeve 3.

[0066] In existing technologies using emergency accumulators as backup power sources, when the emergency button is triggered, the pressurized oil released by the accumulator still flows through the first and second pressure sequence valves, and each pipe section extends sequentially from the innermost layer to the outermost layer. While this sequential control method ensures orderly extension, in extreme emergencies, each pipe section must complete its extension stroke in turn, resulting in a relatively long total time. Taking a five-section telescopic sleeve as an example, if each section takes 3 seconds to extend, completing the entire extension takes 15 seconds. In emergency escape scenarios such as sudden collapses or fires, this could delay precious escape opportunities and fail to meet the need for rapid evacuation.

[0067] To address the time-consuming sequential extension method in existing technologies, this technical solution adds multiple emergency bypass valves to the hydraulic control system. Specifically, each emergency bypass valve is a normally closed solenoid directional valve, connected in parallel to both ends of a corresponding first or second pressure sequence valve. The inlet of the emergency bypass valve is connected to the front end of the inlet of the sequence valve, and the outlet is connected to the rear end of the outlet of the sequence valve, thus forming a parallel oil circuit with the sequence valve. The control terminals of all emergency bypass valves are connected to the control terminal of the emergency control valve and are uniformly controlled by a single emergency button located in the operator's cab. Under normal operating conditions, the emergency button is in the closed state, the emergency control valve is closed, and all emergency bypass valves remain normally closed. Pressurized oil must flow through the first and second pressure sequence valves, and each pipe section extends sequentially from the innermost layer to the outermost layer without affecting the normal sequential control function.

[0068] In the event of a sudden, extreme emergency requiring the rapid deployment of the escape tunnel, the driver presses the emergency button, energizing and opening the emergency control valve, simultaneously energizing and opening all emergency bypass valves. High-pressure oil stored in the emergency accumulator reaches the inlet of each emergency bypass valve via the emergency oil supply line. Since the emergency bypass valves are open, the pressurized oil no longer flows through the first and second pressure sequence valves, but directly enters the rodless chambers of all front-end hydraulic cylinders 304 and all rear-end hydraulic cylinders 306. Although the sequence valves are still connected in series in the oil supply line, their opening pressure and sequence control functions are temporarily bypassed due to the short circuit caused by the emergency bypass valves. All the rodless chambers of the hydraulic cylinders simultaneously receive pressurized oil, and the pipe sections no longer extend sequentially, but simultaneously. Taking a five-section telescopic sleeve as an example, the sequential extension process that originally required 15 seconds can be completed in synchronous extension mode using only the extension time of the longest pipe section, for example, 3 seconds, significantly shortening the time required to establish the escape tunnel.

[0069] In practical implementation, a two-position two-way solenoid directional valve can be selected as the emergency bypass valve. Its diameter should be determined based on the instantaneous flow rate of the emergency accumulator; for example, a solenoid valve with a diameter of 10 mm or 16 mm can be selected to ensure smooth flow of pressurized oil. The parallel connection between the emergency bypass valve and the sequence valve needs to be pre-arranged during the hydraulic pipeline design to ensure that when the emergency bypass valve is opened, the oil can bypass the sequence valve and directly enter the rodless chamber of the hydraulic cylinder. An emergency button with a self-locking function and anti-accidental activation can be selected, installed in a position easily accessible to the driver in the cab, and a protective cover should be installed next to the button to prevent accidental operation during normal operation. When the emergency has passed, the driver operates the emergency button again to reset it. The emergency control valve and all emergency bypass valves simultaneously lose power and close, and the hydraulic system returns to the normal operating mode. Subsequent retraction operations are still controlled by the third and fourth pressure sequence valves to ensure the orderly retraction process.

[0070] Through the aforementioned emergency bypass valve structure, this technical solution, while retaining the original sequential control function, provides a synchronous and rapid extension emergency mode for extreme emergencies. Compared to existing technologies that can only extend sequentially, this solution temporarily bypasses the sequence valve by using parallel bypass valves, allowing all hydraulic cylinders to receive pressurized oil simultaneously. This significantly shortens the time required to establish an escape route, providing valuable time for personnel to escape. Furthermore, the emergency bypass valve only engages when the emergency button is triggered, without affecting the sequential control function during normal operations, ensuring reliable system operation in both modes.

[0071] In another technical solution, in the emergency oil supply line, a flow divider and combiner valve group is provided between the emergency control valve and each emergency bypass valve. The flow divider and combiner valve group has one oil inlet and multiple oil outlets. The oil inlet is connected to the outlet of the emergency control valve, and the multiple oil outlets are respectively connected to the rodless chamber oil supply line of each front hydraulic cylinder 304 and the rodless chamber oil supply line of each rear hydraulic cylinder 306 through independent branches. The connection point of each branch is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. The flow is distributed inside the flow divider and combiner valve group according to the effective working area ratio of the rodless chamber of each hydraulic cylinder, so that when the emergency control valve is opened and all emergency bypass valves are opened simultaneously, each hydraulic cylinder obtains a flow rate proportional to its rodless chamber area, thereby realizing that each pipe section extends synchronously at the same speed.

[0072] In the existing technical solution of using emergency bypass valves to achieve synchronous and rapid extension of multiple telescopic sleeves 3, when all emergency bypass valves are opened simultaneously, the high-pressure oil stored in the emergency accumulator bypasses the first and second pressure sequence valves and directly enters the rodless chambers of all front hydraulic cylinders 304 and all rear hydraulic cylinders 306 simultaneously. Although this synchronous oil supply method significantly shortens the extension time, the actual load on each hydraulic cylinder is not the same due to differences in the length, mass, and frictional resistance of each pipe section. Pipe sections with smaller loads extend faster under the same oil supply pressure, while pipe sections with larger loads extend slower, resulting in inconsistent extension speeds among pipe sections. This can easily cause movement interference between pipe sections, and even jamming or damage due to uneven force, affecting the smooth establishment of an escape route.

[0073] To address the issue of inconsistent extension speeds of different pipe sections during synchronous extension in existing technologies, this technical solution incorporates a flow-dividing and combining valve assembly in the emergency oil supply line. Specifically, the flow-dividing and combining valve assembly is positioned between the emergency control valve and each emergency bypass valve. This assembly has one inlet and multiple outlets. The inlet is connected to the outlet of the emergency control valve, and the multiple outlets are connected via independent branches to the rodless chamber oil supply lines of each front-end hydraulic cylinder 304 and each rear-end hydraulic cylinder 306. Each branch connection point is located upstream of the corresponding first or second pressure sequence valve, ensuring that when the emergency bypass valve is open, the pressure oil distributed by the flow-dividing and combining valve assembly can enter the rodless chamber of the hydraulic cylinder through the emergency bypass valve. The flow distribution within the flow-dividing and combining valve assembly is based on the effective working area ratio of the rodless chamber of each hydraulic cylinder, ensuring that the oil supply flow to each hydraulic cylinder is proportional to its rodless chamber area.

[0074] In practical implementation, the flow divider / combiner valve assembly can use multiple fixed orifice flow divider valves or gear flow divider / combiner valves, and its flow divider accuracy should meet the requirement of synchronous extension. The effective working area of ​​the rodless chamber of each hydraulic cylinder can be calculated based on the cylinder diameter. For example, the cylinder diameter of the innermost front hydraulic cylinder 304 can be 63 mm, and the rodless chamber area is 31.2 square centimeters. The cylinder diameter of the outermost front hydraulic cylinder 304 can be 80 mm, and the rodless chamber area is 50.3 square centimeters. The flow divider ratio inside the flow divider / combiner valve assembly should be set according to the ratio of the areas of each rodless chamber, so that the flow rate obtained by the outermost hydraulic cylinder is approximately 1.6 times that of the innermost hydraulic cylinder. When the emergency button is triggered, the emergency control valve opens, and the high-pressure oil from the emergency accumulator first enters the inlet of the flow divider / combiner valve assembly. The valve assembly distributes the total flow to each outlet according to a preset ratio. The distributed pressure oil then reaches the inlet of each emergency bypass valve through each branch. Since each emergency bypass valve opens synchronously, the pressure oil enters the rodless chamber of each hydraulic cylinder through the bypass valve. The outermost hydraulic cylinder receives a larger flow rate due to its larger rodless chamber area, while the innermost hydraulic cylinder receives a smaller flow rate due to its smaller rodless chamber area. However, the extension speed of each hydraulic cylinder, i.e., the ratio of flow rate to area, tends to be consistent. For example, the outermost hydraulic cylinder receives a flow rate of 80 liters per minute, has an area of ​​50.3 square centimeters, and an extension speed of 0.27 meters per second; the innermost hydraulic cylinder receives a flow rate of 50 liters per minute, has an area of ​​31.2 square centimeters, and also has an extension speed of 0.27 meters per second.

[0075] The flow divider / combiner valve assembly can be installed on a hydraulic valve block, with each outlet connected to the inlet of each emergency bypass valve via hydraulic hoses or steel pipes. During pipeline layout, the length and diameter of each branch should be kept as consistent as possible to minimize the impact of differences in pipeline resistance on flow distribution. The flow distribution accuracy of the flow divider / combiner valve assembly can be verified through factory testing, such as testing the flow deviation of each outlet on a test bench to ensure the deviation is within ±5%. In actual use, when the driver presses the emergency stop button, the flow divider / combiner valve assembly automatically distributes the flow proportionally without additional operation, ensuring a rapid response in emergency situations.

[0076] Through the aforementioned diversion and combination valve assembly structure, this technical solution achieves uniform speed extension of each pipe section in emergency synchronous extension mode. Compared with existing technologies that provide synchronous oil supply but have uncontrollable speed, this solution distributes flow according to the proportion of the rodless chamber area, making the piston rod extension speed of each hydraulic cylinder more consistent. This avoids interference or jamming between pipe sections caused by speed differences, resulting in smoother and more reliable emergency synchronous extension. Simultaneously, the diversion and combination valve assembly only intervenes when the emergency bypass valve is open. In normal sequential control mode, oil does not flow through this valve assembly, thus not affecting the normal function of the system and further improving the response performance and structural safety of the escape pipeline in extreme emergency situations.

[0077] In another specific embodiment, to meet the need to gradually adjust the length of the escape passage according to the progress of the working face during tunneling operations, the hydraulic control system can also be equipped with a proportional control function. Specifically, during normal operation of the traveling mechanism 1, the operator can issue a micro-motion command to the hydraulic control system through the operating handle or button located in the cab. The electro-hydraulic proportional directional valve in the hydraulic control system adjusts the flow rate into the rodless chamber of the corresponding front hydraulic cylinder 304 according to the command signal, so that the piston rod extends at a slow and controllable speed, realizing the micro-feeding of the front pipe section 302. At the same time, the outer wall of each pipe section can be marked with axial scale marks, or a displacement sensor can be installed in the hydraulic cylinder to feed back the extension length to the cab display screen in real time, so that the operator can accurately control the extension amount and keep the end of the escape passage at a safe distance from the working face. When multiple pipe sections need to be extended, micro-motion operations can be performed section by section according to the aforementioned sequential control logic, or synchronous micro-adjustment can be achieved by simultaneously supplying oil to multiple hydraulic cylinders through the proportional valve. This incremental extension function allows the escape passage to be flexibly adjusted according to the tunneling progress without frequent full extension or full retraction operations, further improving the continuity and safety of construction.

[0078] The present invention also provides a method for deploying escape routes using a safety escape route system, which includes the following steps: Step S1: Provide a traveling mechanism 1, with a driver's cab at both ends of the traveling mechanism 1 to enable the traveling mechanism 1 to travel in both directions in the tunnel without turning around. The traveling mechanism 1 is equipped with a boom 2, and at least one multi-section telescopic sleeve 3 is detachably fixed to the side of the traveling mechanism 1. Step S2: When the first preset deployment position is reached, the first multi-section telescopic sleeve 3 is lifted from the walking mechanism 1 using the boom 2; before being lifted or before landing, the hydraulic line pre-connected to the hydraulic power source of the walking mechanism 1 is connected to the telescopic drive mechanism of the multi-section telescopic sleeve 3 through a quick connector. Step S3: Control the telescopic drive mechanism through the hydraulic control system to drive the front end section 302 and the rear end section 303 of the first multi-section telescopic sleeve 3 to extend in sequence, forming a continuous first escape channel; Step S4: Determine whether the length of the first escape passage meets the escape requirements. If the length is insufficient, control the walking mechanism 1 to move to the second preset deployment position. Step S5: Use the boom 2 to hoist the second multi-section telescopic sleeve 3 from the traveling mechanism 1 to the ground, and align it with the first multi-section telescopic sleeve 3; Step S6: Connect the telescopic drive mechanism of the second multi-section telescopic sleeve 3 to the hydraulic power source through the hydraulic pipeline, drive it to extend to form a second escape channel, and splice the second escape channel with the adjacent end of the first escape channel to form an extended continuous escape channel.

[0079] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A safe escape tunnel system, characterized in that, include: The traveling mechanism has a driver's cab at both ends and a boom mounted on it; At least one multi-section telescopic sleeve is detachably fixed to the side of the traveling mechanism. The multi-section telescopic sleeve includes at least three coaxially arranged intermediate tube sections, at least one front tube section, and at least one rear tube section. The inner diameter of the intermediate tube section is larger than the outer diameter of all the front and rear tube sections. The diameters of the front and rear tube sections decrease progressively towards their respective ends. Adjacent tube sections are connected by sliding pairs. The intermediate pipe section is the outermost pipe section. Among the two pipe sections nested opposite each other, the outer pipe section is the outer layer pipe section and the inner pipe section is the inner layer pipe section. In the contracted state, all front and rear pipe sections are nested inside the intermediate pipe section. In the extended state, each pipe section extends out in sequence to form a continuous pipe channel. The telescopic drive mechanism includes multiple front hydraulic cylinders and multiple rear hydraulic cylinders. Each front hydraulic cylinder corresponds to a front pipe section. The cylinder body of the front hydraulic cylinder is fixed to the inner wall of the outer pipe section directly fitted onto the front pipe section, and the piston rod of the front hydraulic cylinder is fixed to the rear end of the front pipe section. Each rear hydraulic cylinder corresponds to a rear pipe section. The cylinder body of the rear hydraulic cylinder is fixed to the inner wall of the outer pipe section directly fitted onto the rear pipe section, and the piston rod of the rear hydraulic cylinder is fixed to the front end of the rear pipe section. All front hydraulic cylinders and all rear hydraulic cylinders are connected to a hydraulic power source mounted on the traveling mechanism via hydraulic pipelines. And a hydraulic control system, which is connected to all front hydraulic cylinders, all rear hydraulic cylinders and hydraulic actuators of the boom, to control the sequential movement of each hydraulic cylinder and the lifting and lowering movement of the boom.

2. The safety escape pipeline system according to claim 1, characterized in that, The sliding pairs between adjacent pipe sections include: Several wear-resistant rings, each wear-resistant ring including an annular metal matrix embedded in the inner wall of the outer pipe section and a self-lubricating composite material layer composited on the inner circular surface of the annular metal matrix, wherein the self-lubricating composite material layer slides in contact with the outer wall of the inner pipe section. Among them, several wear-resistant rings are equally spaced on the inner wall of the outer pipe section to form a support structure with at least two support points for the inner pipe section. A circumferential positioning groove is formed on the outer circular surface of the annular metal substrate, and a corresponding circumferential positioning boss is provided on the inner wall of the outer tube section. The circumferential positioning boss is embedded in the circumferential positioning groove to prevent the wear-resistant ring belt from rotating circumferentially and displacing axially relative to the outer tube section.

3. The safety escape pipeline system according to claim 2, characterized in that, The annular metal substrate is also provided with at least two radial compensation holes that penetrate its wall thickness, and the radial compensation holes are evenly distributed along the circumference.

4. The safety escape pipeline system according to claim 2, characterized in that, The self-lubricating composite material layer is composed of a sintered body of polytetrafluoroethylene and copper powder. Several axially extending chip guide grooves are formed on its inner circular surface. The depth of the chip guide grooves is 1 / 3 to 1 / 2 of the thickness of the self-lubricating composite material layer, and a sliding support surface is formed between adjacent chip guide grooves.

5. The safety escape pipeline system according to claim 1, characterized in that, In the telescopic drive mechanism, the rod chamber and rodless chamber of all front hydraulic cylinders are connected to the hydraulic power source through parallel front oil supply lines and front oil return lines, respectively; the rod chamber and rodless chamber of all rear hydraulic cylinders are connected to the hydraulic power source through parallel rear oil supply lines and rear oil return lines, respectively. Among them, for each front oil supply line except for the front hydraulic cylinder corresponding to the innermost front pipe section, a first pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding front hydraulic cylinder. The control port of the first pressure sequence valve is connected to the rodless chamber of the inner front hydraulic cylinder of the front hydraulic cylinder. The opening pressure of the first pressure sequence valve is set to be greater than the maximum working pressure required for the inner front hydraulic cylinder to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source. In each rear oil supply line except for the rear hydraulic cylinder corresponding to the innermost rear pipe section, a second pressure sequence valve is connected in series between the hydraulic power source and the rodless chamber of the corresponding rear hydraulic cylinder. The control port of the second pressure sequence valve is connected to the rodless chamber of the innermost rear hydraulic cylinder of the rear hydraulic cylinder. The opening pressure of the second pressure sequence valve is set to be greater than the maximum working pressure required for the innermost rear hydraulic cylinder to drive its corresponding pipe section to fully extend, and less than the rated oil supply pressure of the hydraulic power source.

6. The safety escape pipeline system according to claim 5, characterized in that, In the telescopic drive mechanism, the rod chambers of all front-end hydraulic cylinders and all rear-end hydraulic cylinders are connected to the hydraulic power source via parallel pipelines; and, In the rod chamber oil supply line of each front hydraulic cylinder, for all front hydraulic cylinders except the one corresponding to the outermost front pipe section, a third pressure sequence valve is connected in series. The control port of the third pressure sequence valve is connected to the rod chamber of the outermost front hydraulic cylinder. The opening pressure of the third pressure sequence valve is set to be greater than the maximum working pressure required for the outermost front hydraulic cylinder to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source. In the rod chamber oil supply line of each rear hydraulic cylinder, a fourth pressure sequence valve is connected in series for all rear hydraulic cylinders except the one corresponding to the outermost rear pipe section. The control port of the fourth pressure sequence valve is connected to the rod chamber of the outermost rear hydraulic cylinder. The opening pressure of the fourth pressure sequence valve is set to be greater than the maximum working pressure required for the outermost rear hydraulic cylinder to drive its corresponding pipe section to fully retract, and less than the rated oil supply pressure of the hydraulic power source.

7. The safety escape pipeline system according to claim 6, characterized in that, The hydraulic control system also includes: An emergency accumulator, which is connected to a hydraulic power source via a filling valve, is used to store hydraulic energy during normal operation of the traveling mechanism; The emergency oil supply line connects the outlet of the emergency accumulator in parallel to the rodless chamber oil supply lines of all front hydraulic cylinders and the rodless chamber oil supply lines of all rear hydraulic cylinders, and each connection point is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. An emergency control valve, connected in series in the emergency oil supply line, is used to open when an emergency extension signal is received, so that the high-pressure oil in the emergency accumulator can be supplied simultaneously to the rodless chambers of all front hydraulic cylinders and all rear hydraulic cylinders. The emergency control valve is a normally closed solenoid directional valve, and its opening is controlled by an independent emergency button; the rated working pressure of the emergency accumulator is greater than the maximum opening pressure of the first pressure sequence valve and the second pressure sequence valve, and less than the rated oil supply pressure of the hydraulic power source.

8. The safety escape pipeline system according to claim 7, characterized in that, The hydraulic control system also includes multiple emergency bypass valves, each of which is a normally closed solenoid directional valve, and is connected in parallel to both ends of a corresponding first pressure sequence valve or second pressure sequence valve. The control end of the emergency bypass valve is connected to the control end of the emergency control valve and is controlled by the same emergency button. When the emergency button is triggered, the emergency control valve opens and all emergency bypass valves open simultaneously, allowing the high-pressure oil from the emergency accumulator to bypass all first and second pressure sequence valves and directly enter the rodless chambers of all front-end hydraulic cylinders and all rear-end hydraulic cylinders simultaneously, thereby achieving synchronous and rapid extension of the multi-section telescopic sleeve.

9. The safety escape pipeline system according to claim 8, characterized in that, In the emergency oil supply line, a flow divider and combiner valve group is provided between the emergency control valve and each emergency bypass valve. The flow divider and combiner valve group has one oil inlet and multiple oil outlets. The oil inlet is connected to the outlet of the emergency control valve, and the multiple oil outlets are respectively connected to the rodless chamber oil supply line of each front hydraulic cylinder and the rodless chamber oil supply line of each rear hydraulic cylinder through independent branches. The connection point of each branch is located upstream of the corresponding first pressure sequence valve or second pressure sequence valve. The flow rate inside the flow divider and combiner valve group is distributed according to the effective working area ratio of the rodless chamber of each hydraulic cylinder, so that when the emergency control valve is opened and all emergency bypass valves are opened simultaneously, each hydraulic cylinder obtains a flow rate proportional to its rodless chamber area, thereby realizing that each pipe section extends synchronously at the same speed.

10. A method for deploying escape tunnels using the safety escape tunnel system according to any one of claims 1-9, characterized in that, Includes the following steps: Step S1: Provide a traveling mechanism with a driver's cab at both ends to enable the traveling mechanism to travel in both directions in the tunnel without turning around. The traveling mechanism is equipped with a boom, and at least one multi-section telescopic sleeve is detachably fixed to the side of the traveling mechanism. Step S2: When the first preset deployment position is reached, the first multi-section telescopic sleeve is lifted from the walking mechanism using the boom; before being lifted or before landing, the hydraulic line pre-connected to the hydraulic power source of the walking mechanism is connected to the telescopic drive mechanism of the multi-section telescopic sleeve through a quick connector. Step S3: Control the telescopic drive mechanism through the hydraulic control system to drive the front and rear sections of the first multi-section telescopic sleeve to extend in sequence, forming a continuous first escape channel; Step S4: Determine whether the length of the first escape passage meets the escape requirements. If the length is insufficient, control the walking mechanism to move to the second preset deployment position. Step S5: Use the boom to lift the second multi-section telescopic sleeve from the traveling mechanism to the ground and align it with the first multi-section telescopic sleeve; Step S6: Connect the telescopic drive mechanism of the second multi-section telescopic sleeve to a hydraulic power source through a hydraulic pipeline, drive it to extend to form a second escape channel, and splice the second escape channel with the adjacent end of the first escape channel to form an extended continuous escape channel.

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