GB2203779A

GB2203779A - Tunneling chamber

Info

Publication number: GB2203779A
Application number: GB08809752A
Authority: GB
Inventors: Helmut Heisterkamp; Emil Konietzka
Original assignee: GTA GRUBEN TRANSPORT AUSBAUTEC
Current assignee: GTA GRUBEN TRANSPORT AUSBAUTEC
Priority date: 1987-04-24
Filing date: 1988-04-25
Publication date: 1988-10-26
Anticipated expiration: 2008-04-25
Also published as: DE3813905A1; GB8809752D0; DE3813905C2; GB2203779B

Abstract

With a tunneling chamber for the temporary support of a road section in underground mining, comprising a roof structure having several roof members adjustable in height and spaced over the circumference, and at least to support frames (1) arranged in line in the direction of the roadway and suited to the cross sectional form of the road, with each support frame (1) consisting of supports (2) adjustable in height at the side face and a cross girder (3) near the roof, with the supports (2) attached to transport members and movable together with the transport members in the longitudinal direction of the roadway, with the cross girders (3) supporting the roof members, it is possible to achieve a considerable increase in efficiency, without the disadvantage of the trample effect during driving, and to carry out the processes of releasing, loading and lining in parallel, because the roof members consist of at least two roof member elements (4) arranged in line in the direction of the roadway, and the roof member elements (4) of each roof member being joined together in an articulated manner, and one roof member element (4) at least being joined to the front support frame (1). <IMAGE>

Description

TUNKELING CRAMMER The invention concerns a tunneling chamber for the temporary support of a way head in underground mining, having a roof structure consisting of several height-adjustable roof members arranged over the roadway circumference and a minimum of two support frames adapted to the form of the roadway cross section and arranged one behind the other in the direction of the roadway axis, with each support frame consisting of heightadjustable props at the face side and one cross girder near the roof, with the props secured to transport members for sliding or moving, together with the transport members, in the longitudinal direction of the roadway, with the cross girder supporting the roof members.

From DE-PS 30 40 354 a cutter shield for the temporary support of a way head of the above type is known, with so-called cutter boards being used as roof members which can be moved individually towards the face, and where the support frames can also be moved relative to the cutter boards in the direction of the face.

Pressure pads of rubber or plastic, which can be filled with a pressure medium and which are braced against the rock, are arranged lengthwise and over the entire length of the cutter boards. It is claimed that this known cutter shield is suitable for irregular working faces as well, achieving a largely full face support of the rock at low specific pressures,under these conditions, and avoiding the alternating stress relief and load over large areas of the surrounding rock (trample effect) during the advance of the cutter boards and support frame.

The cutter shield described in DE-PS 30 40 354 exhibits a number of disadvantages: Although the air pads attached to the cutter boards enable good contact to be maintained with the rock, they have a limited life only as they are constantly pressed against the rock which frequently has very sharp edges. The time consuming replacement of a defective air pad interrupts other processes, as it is impossible to tension the cutter shield fully or move it.

In addition, the adaptation of the cutter shield to the rock is greatly limited with vertical or horizontal variations in the required cross section, because of the length of the cutter boards. Advancing the cutter shield requires a great deal of time, as the cutter boards have to be moved individually.

From DE-PS 25 52 428 and DE-PS 27 43 776 it is known with mechanical, temporary supports to relieve, in part, the roof bars supported on frames during the advancing of the tunneling chamber. Because of the repeated setting, a trample effect occurs.

As a result of this property, these designs have not been successful in practice.

Based on the above state of the technique, the purpose of the invention is to provide a tunneling chamber of the type referred to at the beginning, which enables, without the disadvantages of the trample - effect, the processes of releasing, loading and supporting to be carried out in parallel during advance work, in order to achieve a considerable increase in efficiency.

The tunneling chamber according to the invention, where the above problem is solved, is characterised by the roof members comprising at least two roof member elements arranged in line and in the longitudinal direction of the roadway, with the roof member elements of each roof member being pivoted, and at least one roof member element being pivoted to the front support frame.

The tunneling chamber according to the invention is suitable for seam workings (drifting, advance setting, simultaneous operation, following operation) and rock workings as well as for break through measures. In principle, the design is the same for every application. According to the requirements of the individual tunneling work, the construction can be designed differently.

The length of the tunneling chamber, the division e.q. in one, two or three parts, and the use and the number of support frames are determined by the tunneling equipment used. It is possible to install the permanent support at the same time and without interfering with the tunneling operation.

The roof structure forming one unit and consisting of individual roof member elements is advanced as one in steps, which should conform preferably to the construction distance.

Because of the cross section form of the individual roof member elements, the space required at the road circumference is minial with a high load capacity. This permits the hole ring to be drilled in close accuracy to the profile underneath the protruding roof structure during blasting operation, and thus avoids the previously occuring 'saw tooth'. Because the pressure of the lifting cylinders at the cross girders of the frames can be adjusted in a variable manner, a three-point bearing at least is achieved for every single roof member element. With six roof member elements for example, at least 18 contact points are achieved over a chamber length of about 4 m, without trample effect.The varying contact pressures of the individual lifting cylinders are achieved by different cylinder diameters according to their location and number in the cross girders, with groups of lifting cylinders being controlled separately. Because of the pivoted jointing of the roof member elements, the roof structure is closely matched to the cross section of the working face. The pressure intake is restricted by means of excess pressure safety devices, and this permits a limited yielding of the entire roof structure without the supports at the face being retracted when the cross section is reduced as a result of convergence.

Small deviations in the horizontal as well as in the vertical directions are possible because of the constructional features of the tunneling chamber according to the invention: a) mobility of the substructure, b) the separate support structures are not joined rigidly, c) the roof structure with the articulated roof member elements is in several parts and short in length, and d) the roof. member elements of each support frame can be raised or lowered separately.

Additional measures, e.g. stretchers fitted to one side of the substructure may be required with horizontal deviations of the road level in particular.

The length of the tunneling chamber is relatively short. For example, with a two-part design the distance between the last construction and the face is about 8 m before a 3m long lift? and about 11 m after a 3 m long lift?. Over a length of about 8 m, the roof structure has at least 36 contact points without any particular pressure. The inherent bearing strength of the rock is maintained, and the trample effect avoided. The advancing of the entire tunneling chamber requires comparatively little effort with sliding rock contact and low pressure. By the parallel operation of the support work and the processes of loading, drilling and charging during blast work on the one hand and, on the other hand with the cutting during cutting machine operation, a considerable reduction in the time required previously for one drive cycle can be achieved.

With blasting, the drilling of the hole ring and, if necessary, of the breaking-in shot, takes place before the tunneling chamber is advanced. For this, the drilling truck remains in the safe chamber area. The projecting roof structure, which is well matched to the road cross section, offers good cross sectional orientation during drilling. The remaining holes are drilled after the tunneling chamber has been advanced.

The working area under the roof structure is protected from coal or rock fall, and offers a high degree of safety. The permanent support is installed under the protection of the roof structure and the rear projection of the roof. By means of a cap lifting device (s. DE-PS 36 26 948: device for installing support arches), a pre-assembled cap roof can.be installed and fitted. After this, the side props can be installed.

The application of back-filling can take place parallel to the driving and, in addition, also during re-setting or maintenance work, as close as possible behind the tunneling chamber. The types of back-filling can be Bullflex, solid back-filling or a combination of these.

Little shift effort is required for assembling and dismantling the tunneling chamber, and even re-locations can be accomplished in a cost effective manner.

There are various possibilities of extending and developing the tunneling chamber according to the invention and, initially, the claims following claim 1 are referred to. Otherwise, these development possibilities are explained in detail in the following together with the explanation of a preferred design example by means of the drawings. In the drawing Fig. 1 shows a view of the tunneling chamber in the direction of tunneling and in operating position, Fig. 2 a side view of the tunneling chamber represented in Fig. 1, Fig. 3 a partial view of several adjacent roof member elements, Fig. 4 the installation and bringing in of a tunneling chamber during tunneling with cutting machine operation, and Fig. 5 a diagramatical side view of the advance procedure of a tunneling chamber on a telescoped track structure.

Figs. 1 and 2 show in sequence one type of design of the tunneling chamber according to the invention. The support frames 1, of a form suitable to the cross section of the roadway, consist of supports 2, adjustable in height by means of lifting cylinders and intended for the side faces, and two cross girders 3, arranged opposite each other in order to join the supports 2 and intended for the roof face. On cross girders 3, roof members are provided in the direction of the roadway axis. The roof members consist of at least two roof member elements 4, arranged in line and in the longitudinal direction of the roadway. The roof member elements 4 of each roof member are joined in an articulated fashion.In the position of rest of the tunneling chamber, shown in Fig. 2, the roof members project freely at both ends over the outer support frame 1. At least one roof member element 4 is joined in an articulated manner to the front support frame 1.

As can be seen from Fig. 1 the design of the tunneling chamber according to the invention preferred here, shows the individual roof member elements 4 joined in an articulated manner to the roof member elements 4 of adjacent roof members as well. Fig. 2 shows that the distance between the adjacent roof member elements 4 of one roof member can be altered by means of cylinder/piston units 5. Figs. 1 and 3 show that the roof member elements 4 are suited to the form of the cross section of the roadway.

The dimension by which both ends of the roof member project over the support frame I when the tunneling chamber is in the rest position, is determined according to the type of application of the tunneling chamber. At the rear ends of the roof members a follow-up device 6 of lightweight construction is joined in an articulated manner, and rests with both rear ends on structures 7 already installed. With blasting tunneling, the length of the follow-up device 6 is determined by the length of the lift? required.

Fig. 3 shows that the roof structure, consisting of individual roof member elements 4, is resting freely on the lifting cylinders 8 attached to the cross girders 3 of the support frames 1. By means of the lifting cylinders 8, the height of the roof member elements 4 can be adjusted and, the total of the pressures of the lifting cylinders 8 can be controlled in a variable manner. The pressure forces of the lifting cylinders 8 can be adjusted differently, and the pressure intake of the lifting cylinders 8 can be restricted by means of excess pressure safety devices.

Between roof member elements 4, and the lifting cylinders 8 of the cross girders 3, lubricated slides 9, or rollers, are provided in order to reduce friction as far as possible. In addition, Fig. 3 shows that the roof structure resting freely on the lifting cylinders 8, is supported at the overhanging roof by cylinder/piston units 10 in the cross girders 3 of the support frames 1, with guide pieces.

In the preferred design of the tunneling chamber according to the invention two adjacent suuport frames 1 are connected together to a support frame mounting 13, by means of braces 11 and transport carriage 12. For this, the braces II are arranged in accordance to the center of gravity which results during the advance of the tunneling chamber. The number of the support frame mountings 13 used, corresponds to the number of the roof member elements 4 of one roof member. In the preferred design example of the tunneling chamber, two support frame mountings 13 are used. The adjacent support frame mountings 13 are joined in an articulated manner by means of return cylinders 14, the position of which is also determined by the center of gravity during the advance of the tunneling chamber.

The supports 2, of the support frames 1, can be lowered to such an extent that the entire tunneling chamber fits in the inside cross section selected. In order to enable the tunneling chamber to be used with blasting operation as well, the supports 2 are protected with a guard device 15 against the effect of blasting.

The entire tunneling chamber can be moved on two tracks 16, installed on the floor of the roadway. Between the transport carriage 12, and the tracks 16 installed on the floor of the roadway, lubricated slides 17, or rollers, are provided. The tracks 16, installed on the floor of the roadway; can be extended in advance lengths, and Fig. 2 shows one possibility of extension by fitting, and Figs. 4 and 5 another possibility by means of a telescopic track structure.

Viewed in the direction of driving, at least one support frame 1, can be supported at the rear against the tracks 16 installed on the floor, and can be secured to the tracks 16 by brake shoes 19.

As can be seen in Fig. 3 of the preferred design example, the articulated connection between the individual roof member elements 4, can be achieved by means of chain links 20, or similar, in order to match the roof structure in the best possible manner to the surrounding rock 21.

As can be seen in Fig. 2 in particular, the front roof member elements 4 can be provided with profile plates 22, in the -region facing the front support frame 1, and these are provided with protruding ribs 23, which engage securely in recesses 24 on the front cross girder 3 of the front support frame 1.

Fig. 4 shows the operation, i.e. the installation, bringing in and the advance of the tunneling chamber according to the invention for tunneling with cutting machine operation: The preferred design of the tunneling chamber according to the invention, represented in Fig. 4, comprises two support frame mountings 13, which can be moved on rollers on the telescopic track structure 16. For the installation of the tunneling chamber, the installation takes place on a prepared section outside the blasting area, where no roadway widening is required (Fig. 4, I).

The cutting machine 25, can be moved through the installed tunneling chamber (Fig. 4, section A-A). After loading the lift?, the front half of the tunneling chamber is advanced to the cleared section - which is provided with rim holes - and the roof structure, formed by roof member elements 4 is raised.

For this, the individual roof member elements 4 are not yet secured in the lengthwise direction, the roof member elements 4 of the rear support frame mounting 13, are resting freely on this, and secured against slipping by means of chains, or similar, (Fig. 4, II).

After further driving by the length of one roof member element 4, the front half of the tunneling chamber is advanced far enough for the rear half to be located between the front half and the construction^7 installed last. Now, the roof member elements 4, of the rear support frame mounting 13, are raised. Both halves of the roof are only joined, when the entire roof structure is in contact with the rock (Fig. 4 III).

The lining of the tunneling chamber is carried out in reverse order, with the two chamber halves being released first, and the rear half of the tunneling chamber moved to installation position. When the steel arch segment has been installed in the region of the rear half of'the tunneling chamber, this can be dismantled. The lining of the front half is done in the same manner.

The advance of the tunneling chamber is controlled by return cylinders 14, which are located between the two support frame mountings 13. One advance step is described in detail in Fig. 5.

Fig. 4, IV, shows the advanced tunneling chamber and, behind it, at the follow-up device 6, suspended from the roof structure, a pre-assembled cap roof is installed - in the design example shown comprising three cap arches - by means of a cap lifting device 26. The cap lifting device 26 is attached in a mobile manner to single overhead rails 27. As mentioned before, for the back-filling of the lining, Bullflexhoses 28, solid back-filling 29, or a combination of these can be used. It is practical to back-fill by means of a back-filling platform 30, which can be moved on the plat conveyor 31, behind the cutting machine 25.

Finally, Fig. 5 describes in detail one advance step of the tunneling chamber according to the invention. Shown is again a tunneling chamber (Fig. 5, I), comprising two support frame mountings 13. At the beginning of the advance, the track structure 16 is extended and, in the design example, this is achieved by a cylinder/piston unit 32 (Fig. 5, II). This is followed 'by advancing the front support frame mounting 13, by means of the return cylinder 14, which joins both support frame mountings 13 in an articulated manner.For this, the front support frame mounting 13, moves the entire roof structure under rock contact, i.e. the roof member elements 4, between the standing rear support frame mounting 13 and the rock 21, are also moved whilst in contact with the rock (Fig. 5, III).

The advance of the entire roof structure is made possible, because the frictional values occuring are comparatively low, those between the rock 21 and the roof member elements 4 as a result of the minimal adjustable pressure (sliding friction); and between roof member elements 4 and lifting cylinders 8 (rolling or sliding friction assisted by lubrication), and between supports 2 and the tracks 16 (rolling or sliding friction with additional lubrication).

During a further step, the rear tracks 16 are moved by one step length with the help of the cylinder/piston unit 32 (Fig. 5, IV). Finally, the rear support frame mounting 13 is also moved, with the cylinder/piston units 18, supported by means of brake shoes 19 on the tracks 16, providing additional thrust (Fig. 5, V). When the brake shoes 19 have been moved by the cylinder/piston unit 18, the tunneling chamber, completely advanced by one step, is again in the starting position shown in Fig. 5, I.

Claims

Patent Claims:

1. Tunneling chamber for the temporary support of a road section in underground mining, with a roof structure consisting of several roof members, adjustable in height and spaced over the road circumference, and with at least two support frames (1), arranged in line in the direction of the road axis and suited to the cross sectional form, with each support frame (1) consisting of height-adjustable supports (2) at the side face and one cross girder (3) near the roof, with the supports (2) secured to transport members and movable together with the transport members in the longitudinal direction of the roadway, -with the cross girders (3) supporting the roof members, c h a r a c t e r i s e d by the roof members comprising at least two roof member elements (4) arranged in line in the longitudinal direction of the roadway, and with the roof member elements (4) of each roof member being joined together in an articulated manner, with at least one roof member element (4) being articulated to the front support frame (1).

2. Tunneling chamber according to Claim 1, characterised by the individual roof member elements (4) being joined in an articulated manner to the roof member elements (4) of adjacent roof members as well.

3. Tunneling chamber according to Claim 1 or 2, characterised by the distance between the adjacent roff member elements (4) of one roof member being changeable by means of cylinder/piston units (5).

4. Tunneling chamber according to Claims 1 to 3, characterised by the roof member elements (4) being adapted to the cross sectional form of the roadway.

5. Tunneling chamber according to one of the Claims 1 to 4, characterised by the ends of the roof members projecting over the support frames (1), and by the dimension of the ends of the roof members projecting over the support frame (1) in the rest position of the tunneling chamber being diemsnsioned in accordance with the use of the tunneling chamber.

6. Tunneling chamber according to one of the Claims 1 to 5, characterised by a follow-up device (6) being fitted to the rear ends of the roof members, and by the rear ends of the follow-up device (6) resting on already installed structures (7).

7. Tunneling chamber according to one of the Claims 1 to 6, characterised by the roof member elements (4) resting freely on lifting cylinders (8) fitted to cross girders (3) of the support frames (1).

8. Tunneling chamber according to Claim 7, characterised by the roof member elements (4) being adjustable in height by the lifting cylinders (8), and by the pressures of the lifting cylinders (8) being adjustable in total in a variable manner.

9. Tunneling chamber according to Claim 7 or 8, characterised by the different adjustments of the pressure forces of the lifting cylinders (8).

10. Tunneling chamber according to one of the Claims 7 to 9, characterised by the pressure intake of the lifting cylinders (8) being restricted by excess pressure safety devices.

11. Tunneling chamber according to one of the Claims 7 to 10, characterised by lubricated sliding pieces (9), or rollers, being provided between the roof member elements (4) and the lifting cylinders (8) of the cross girders (3).

12. Tunneling chamber according to one of the Claims 1 to 11, characterised by the roof structure at the roof being supported with guide pieces by cylinder/piston units (10) in the cross girders (3) of the support frame (1).

13. Tunneling chamber according to one of the Claims 1 to 12, characterised by at least two adjacent support frames (1) being secured together by means of braces (11) and transport carriage (12) to one support frame mounting (13).

14. Tunneling chamber according to Claim 13, characterised by the braces (11) being arranged in relation to the center of gravity resulting during the advance of the tunneling chamber.

15. Tunneling chamber according to Claim 13 or 14, characterised by the number of the support frame mountings (13) used corresponding to the number of the roof member elements(4) of one roof member.

16. Tunneling chamber according to one of the Claims 13 to 15, characterised by several support frame mountings (13), and preferably two, being arranged in line.

17. Tunneling chamber according to Claim 16, characterised by the adjacent support frame mountings (13) being joined in an articulated manner by return cylinders (14).

18. Tunneling chamber according to Claim 17, characterised by the return cylinder (14) being arranged in relation to the center of gravity resulting during the advance of the tunneling chamber.

19. Tunneling chamber according to one of the Claims I to 18, characterised by the supports (2) of the support frames (1) being suitable to be lowered far enough for the entire tunneling chamber to fit in the selected inside tunnel cross section.

20 Tunneling chamber according to one of the Claims 1 to 19, characterised by the supports (2) being protected with a guard (15) against the effect of blasting.

21. Tunneling chamber according to one of the Claims 13 to 20, characterised by the tunneling chamber being suitable for moving on transport carriages (12) on two tracks (16) installed on the floor of the roadway.

22. Tunneling chamber according to Claim 21, characterised by lubricated sliding runners (17), or rollers, being provided between the transport carriage (12) and the tracks (16) installed on the floor of the roadway.

23. Tunneling chamber according to Claim 21 or 22, characterised by the tracks (16), installed on the floor of the roadway, being extendable in step lengths by a telescopic arrangement or by extensions.

24. Tunneling chamber according to one of the Claims 21 to 23, characterised by one support frame (1) at least, viewed in the direction of driving, being supported at the rear by means of -cylinder/piston units (18) against the tracks (16), installed on the floor of the roadway.

25. Tunneling chamber according to Claim 24, characterised by the cylinder/piston units (18) being secured by brake shoes (19) to the tracks (16).

26. Tunneling chamber according to one of the Claims 6 to 25, characterised by a pre-assembled cap roof being installed by means of a lifting device (26) at the follow-up device (6) suspended to the roof structure.