Roadway arrangement structure for preventing roadway floor heave

Abstract

The utility model discloses a laneway arrangement structure for preventing laneway floor heave, which comprises a laneway body, a diagonal bar I, an arc-shaped bridge support and a diagonal bar II, the arc-shaped bridge support is arranged below the top of the laneway body, and the arc-shaped bridge support plays a main support role on the top of the laneway body. Pressure from the top of the roadway body can be resisted through the arc-shaped bridge supports, the pressure is transmitted to the bottom of the roadway body through the second inclined supporting rods, and therefore the roadway body can be prevented from collapsing, and the pressure of the top of the roadway body and the pressure of the bottom of the roadway body interact; damage of pressure to the roadway body is counteracted through acting force and counter-acting force, the phenomenon of roadway floor heaving is further prevented, safety is improved, the two second inclined supporting rods are matched with each other to be in the shape with the narrow upper portion and the wide lower portion, and supporting performance is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of tunnel engineering technology, specifically a tunnel layout structure for preventing tunnel floor heave. Background Technology

[0002] Floor heave is an engineering problem. Affected by mining operations, the roof, floor, and sidewalls of a roadway deform and shift within the roadway, causing the roadway floor to bulge upwards – this phenomenon is called floor heave. Floor heave reduces the roadway cross-section, obstructs transportation and pedestrian access, and hinders mine ventilation. This forces many mines to invest significant manpower and resources in temporary measures such as "bottom excavation," and in severe cases, can render the entire roadway unusable, significantly restricting mine production and safety. Some patent documents disclose relevant technical solutions to the roadway floor heave problem.

[0003] For example, patent application CN202321919277.5 discloses a device for preventing floor bulging in soft rock. This device avoids floor bulging by setting a pressure relief space near the sidewall of the tunnel floor. However, the pressure relief space set in this device may damage the overall structural strength of the tunnel, and safety risks still exist. Utility Model Content

[0004] The purpose of this utility model is to provide a roadway layout structure for preventing roadway floor heave, so as to solve the problem that the existing technology of setting a pressure relief space to avoid the damage to the overall structural strength of the roadway caused by floor heave pits may pose a safety risk.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a roadway layout structure for preventing roadway floor heave, characterized in that it includes a roadway body, a first diagonal brace, an arc-shaped bridge brace, and a second diagonal brace;

[0006] An arc-shaped bridge support is provided below the top of the tunnel body. Both ends of the arc-shaped bridge support are connected to the mounting groove. A fixed end plate is installed in the mounting groove. The bottom of the fixed end plate is connected to the bottom of the tunnel body through a diagonal brace.

[0007] The lower surface of the arc-shaped bridge support is symmetrically provided with two sets of abutment grooves. Each set of abutment grooves includes two abutment grooves. The inner side of each of the two abutment grooves is equipped with a fixed end plate. The two fixed end plates are connected by a diagonal brace.

[0008] Preferably, the bottom of the tunnel body is provided with a second reinforcement layer and a second grid steel frame base, the second reinforcement layer is located on top of the second grid steel frame base, and a track is installed on the top of the second reinforcement layer.

[0009] Preferably, a pre-embedded stable base is provided at both ends of the connection between the second reinforcing layer and the second grid steel frame base, and an abutment groove matching the bottom of the pre-embedded stable base is connected to both sides of the top of the second grid steel frame base.

[0010] Preferably, the bottom end of the second diagonal brace is provided with a second reinforcing layer and connected to the upper surface of the pre-embedded stable base.

[0011] Preferably, the bottom of the tunnel body is provided with a support base, which includes a first reinforcement layer and a second grid steel frame base. The second reinforcement layer and the second grid steel frame base are both built into the support base.

[0012] Preferably, both the first and second grid steel frame bases have equally spaced mounting holes, with inclined anchor rods inserted into the mounting holes at both ends and vertical anchor rods inserted into the mounting holes at the middle.

[0013] Preferably, the top surfaces of both the inclined anchor rod and the vertical anchor rod are connected to external threaded connection ends, and the external threaded connection ends are connected to the inclined anchor rods with a limiting edge extending outward. The inclined anchor rods provide support at both ends of the bottom of the tunnel body, and the vertical anchor rods provide support at the middle part of the bottom of the tunnel body.

[0014] Preferably, an internally threaded locking sleeve is fitted onto the outside of the externally threaded connection end.

[0015] Preferably, the first fixed end plate is installed in the mounting groove by fastening bolts; the second fixed end plate is installed on the inner side of the second abutment groove by fastening bolts.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] (1) This type of roadway layout structure for preventing roadway floor heave can resist the pressure from the top of the roadway body by using the arc-shaped bridge brace, and transfer the pressure to the bottom of the roadway body through the second diagonal brace, thereby preventing the roadway body from collapsing. The pressure at the top and the pressure at the bottom of the roadway body interact with each other, and the action and reaction forces are used to offset the damage to the roadway body by the pressure, further preventing the roadway floor heave phenomenon and improving safety. In addition, the two second diagonal braces cooperate with each other to present a shape that is narrow at the top and wide at the bottom, which effectively improves the support.

[0018] (2) The roadway layout structure for preventing roadway floor heave, by using the combination of fixed end plate two and fastening bolts, allows the two ends of the diagonal brace one to be fixed in the corresponding positions in the two abutment grooves two respectively, effectively strengthening the structural stability of the upper half of the arc bridge support on both sides, and avoiding the uneven force on the top middle of the arc bridge support when the two ends are subjected to force, which would cause it to break in the middle and cause the track to be directly damaged first.

[0019] (3) This roadway layout structure for preventing roadway floor heave, by placing the height of the second reinforcement layer above the height of the pre-embedded stable base, ensures that the pre-embedded stable base and the end position connected to the second diagonal brace are uniformly bonded and fixed and embedded in the second reinforcement layer, thereby improving the full connection between the pre-embedded stable base and the second grid steel frame base. This allows the diagonal anchor, vertical anchor, second grid steel frame base and second reinforcement layer to form a seamless integrated structure, which bears the pressure at the bottom of the roadway and plays a supporting role at the bottom of the roadway, thereby preventing the occurrence of roadway floor heave. The angle between the second diagonal brace and the roadway body is 30 degrees, the angle between the diagonal anchor and the vertical anchor is 45 degrees, and the angle between the diagonal anchor and the second diagonal brace is 30 degrees, which improves the stability of the structure and plays a better supporting role. Attached Figure Description

[0020] Figure 1 This is a front view structural diagram of the present invention;

[0021] Figure 2 This utility model Figure 1 Enlarged structural diagram at point A in the middle;

[0022] Figure 3 This utility model Figure 1 Enlarged structural diagram at point B;

[0023] Figure 4 This is a bottom view of the structure of the arc-shaped bridge support of this utility model connected to the mounting groove and the abutment groove.

[0024] Figure 5 This is a top view schematic diagram of the structure of the support mounting hole connection of this utility model.

[0025] In the diagram: 1. Tunnel body; 2. Diagonal brace one; 3. Installation groove; 4. Fixed end plate one; 5. Support seat; 6. Diagonal anchor rod; 7. Arc-shaped bridge brace; 8. Fastening bolt; 9. Diagonal brace two; 10. Reinforcement layer one; 11. Embedded stable base; 12. Grid steel frame seat one; 13. Abutment groove one; 14. Grid steel frame seat two; 15. Vertical anchor rod; 16. Reinforcement layer two; 17. Track; 18. Abutment groove two; 19. Fixed end plate two; 20. External threaded connection end; 21. Internal threaded locking sleeve; 22. Limiting edge; 23. Installation hole position. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0027] Please see Figure 1-5This utility model provides an embodiment of a roadway layout structure for preventing roadway floor heave, comprising a roadway body, a first diagonal brace, an arc-shaped bridge brace, and a second diagonal brace. An arc-shaped bridge brace is provided below the top of the roadway body. Both ends of the arc-shaped bridge brace are connected to mounting grooves. A first fixed end plate is installed in the mounting grooves via fastening bolts. The bottom of the first fixed end plate is connected to the second diagonal brace. The arc-shaped bridge brace can resist pressure from the top of the roadway body and transmit the pressure to the bottom of the roadway body through the second diagonal brace, thereby preventing roadway collapse. The pressure at the top and bottom of the roadway body interacts, using action and reaction forces to offset the damage to the roadway body, further preventing roadway floor heave and improving safety. Furthermore, the two second diagonal braces cooperate to present a shape that is narrower at the top and wider at the bottom, effectively improving support.

[0028] The lower surface of the arc-shaped bridge support is symmetrically connected with two sets of abutment grooves. The two abutment grooves form a group. The inner side of each of the two abutment grooves is fitted with a fixed end plate. By using the cooperation of the fixed end plate and the fastening bolt, the two ends of the diagonal brace can be fixed in the corresponding positions in the two abutment grooves, which effectively enhances the structural stability of the upper half of the arc-shaped bridge support and avoids uneven stress on the top middle of the arc-shaped bridge support when the two ends are subjected to force, which would cause it to break in the middle and cause the track to be directly damaged first.

[0029] The two fixed end plates are connected by a diagonal brace.

[0030] Preferably, the bottom of the tunnel body is provided with a second reinforcement layer and a second grid steel frame base, the second reinforcement layer is located on top of the second grid steel frame base, and a track is installed on the top of the second reinforcement layer.

[0031] Preferably, pre-embedded stabilizing bases are provided at both ends of the connection between the second reinforcement layer and the second grid steel frame base. The height of the second reinforcement layer is above the height of the pre-embedded stabilizing bases, so that the pre-embedded stabilizing bases and the ends connected to the second diagonal brace are uniformly bonded and fixed and embedded in the second reinforcement layer. This improves the connection between the pre-embedded stabilizing bases and the second grid steel frame base, so that the diagonal anchor rods, vertical anchor rods, the second grid steel frame base and the second reinforcement layer form a seamless integrated structure, which bears the pressure at the bottom of the roadway and plays the role of supporting the bottom of the roadway, thereby preventing the phenomenon of roadway floor heave.

[0032] The angle between the second inclined brace and the roadway body is 30 degrees, the angle between the inclined anchor and the vertical anchor (15) is 45 degrees, and the angle between the inclined anchor and the second inclined brace is 30 degrees, which improves the stability of the structure and provides better support.

[0033] Both sides of the top of the second grid steel frame base 14 are connected to abutment grooves 13 that match the bottom of the pre-embedded stable base 11.

[0034] The bottom end of the second diagonal brace 9 is fitted with a second reinforcing layer 16 and connected to the upper surface of the pre-embedded stable base 11.

[0035] The bottom of the tunnel body 1 is provided with a support seat 5, which includes a first reinforcement layer 10 and a first grid steel frame seat 12. The second reinforcement layer 16 and the second grid steel frame seat 14 are both built into the support seat 5.

[0036] The grid steel frame base 12 and the grid steel frame base 14 are provided with equally spaced installation holes 23. The installation holes 23 at both ends are provided with inclined anchor rods 6, and the installation holes 23 at the middle are provided with vertical anchor rods 15.

[0037] Both the top surfaces of the inclined anchor rod 6 and the vertical anchor rod 15 are connected to external threaded connection ends 20, and the external threaded connection ends 20 and the inclined anchor rod 6 are connected by a limiting edge 22 extending outward.

[0038] An internally threaded locking sleeve 21 is fitted onto the outside of the externally threaded connection end 20.

[0039] In this embodiment, the arc-shaped bridge brace 7 can resist the pressure from the top of the tunnel body 1 and transmit the pressure to the bottom of the tunnel body 1 through the diagonal brace 2 9, thereby preventing the tunnel body 1 from collapsing. The pressure at the top and bottom of the tunnel body 1 interacts, using action and reaction forces to offset the damage to the tunnel body 1, further preventing the tunnel floor from bulging and improving safety. By using the cooperation of the fixed end plate 2 19 and the fastening bolt 8, the two ends of the diagonal brace 1 2 can be fixed in the corresponding positions in the two abutment grooves 2 18, effectively strengthening the structural stability of the upper half of the arc-shaped bridge brace 7 and avoiding uneven force distribution at the top and middle of the arc-shaped bridge brace 7 when the two ends are under force, which would cause it to break in the middle and cause the track 17 to be directly damaged first.

[0040] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this utility model.

[0041] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0042] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0043] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A roadway layout structure for preventing roadway floor heave, characterized in that, It includes the tunnel body (1), diagonal brace one (2), arc-shaped bridge brace (7) and diagonal brace two (9); An arc-shaped bridge support (7) is provided below the top of the tunnel body (1). Both ends of the arc-shaped bridge support (7) are connected to the mounting groove (3). A fixed end plate (4) is installed in the mounting groove (3). The bottom of the fixed end plate (4) is connected to the bottom of the tunnel body (1) through a diagonal brace (9). The lower surface of the arc-shaped bridge support (7) is symmetrically provided with two sets of abutment grooves (18). Each set of abutment grooves (18) includes two abutment grooves (18). The inner side of each of the two abutment grooves (18) is equipped with a fixed end plate (19). The two fixed end plates (19) are connected by a diagonal brace (2).

2. The roadway layout structure for preventing roadway floor heave according to claim 1, characterized in that: The bottom of the tunnel body (1) is covered with a second reinforcement layer (16) and a second grid steel frame base (14). The second reinforcement layer (16) is located on top of the second grid steel frame base (14), and a track (17) is installed on top of the second reinforcement layer (16).

3. The roadway layout structure for preventing roadway floor heave according to claim 2, characterized in that: The two ends of the connection between the second reinforcement layer (16) and the second grid steel frame base (14) are provided with embedded stable bases (11), and the two sides of the top of the second grid steel frame base (14) are connected with abutment grooves (13) that match the bottom of the embedded stable bases (11).

4. The roadway layout structure for preventing roadway floor heave according to claim 1, characterized in that: The bottom end of the second diagonal brace (9) is provided with a second reinforcing layer (16) and connected to the upper surface of the pre-embedded stable base (11).

5. A roadway layout structure for preventing roadway floor heave according to claim 2, characterized in that: The bottom of the tunnel body (1) is provided with a support seat (5). The support seat (5) includes a first reinforcement layer (10) and a first grid steel frame seat (12). The second reinforcement layer (16) and the second grid steel frame seat (14) are both built into the support seat (5).

6. The roadway layout structure for preventing roadway floor heave according to claim 5, characterized in that: The first grid steel frame base (12) and the second grid steel frame base (14) are provided with equally spaced installation holes (23). The installation holes (23) at both ends are provided with inclined anchor rods (6), and the installation holes (23) at the middle end are provided with vertical anchor rods (15).

7. A roadway layout structure for preventing roadway floor heave according to claim 6, characterized in that: The top surfaces of both the inclined anchor rod (6) and the vertical anchor rod (15) are connected to external threaded connection ends (20), and the external threaded connection ends (20) and the inclined anchor rod (6) are connected by an externally extending limit edge (22).

8. A roadway layout structure for preventing roadway floor heave according to claim 7, characterized in that: An internally threaded locking sleeve (21) is fitted onto the outside of the externally threaded connection end (20).

9. A roadway layout structure for preventing roadway floor heave according to claim 1, characterized in that: The fixed end plate (4) is installed in the mounting groove (3) by fastening bolts (8); The fixed end plate 2 (19) is installed on the inner side of the abutment groove 2 (18) by fastening bolts (8).

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