采矿工程毕业设计（论文）-泉店煤矿0.9Mta新井设计

本科生毕业设计（论文）题目：泉店煤矿0.9Mt/a新井设计对综采放顶煤工作面回采率的论述姓名：学号：01080176班级：采矿工程2008-6班二〇一二年六月中国矿业大学本科生毕业设计姓名：学号：01080176学院：矿业工程学院专业：采矿工程设计题目：泉店煤矿0.9Mt/a新井设计专题：对综采放顶煤工作面回采率的论述指导教师：职称：副教授2012年6月徐州

中国矿业大学毕业设计任务书学院:矿业工程学院专业年级:采矿工程2008级学生姓名:任务下达日期：2012年1月8日毕业设计日期：2012年3月12日至2012年6月8日毕业设计题目：兴隆庄煤矿0.9Mt/a新井设计毕业设计专题题目：对综采放顶煤工作面回采率的论述毕业设计主要内容和要求：以实习矿井泉店煤矿条件为基础，完成泉店煤矿0.9Mt/a新井设计。主要内容包括：矿井概况、矿井工作制度及设计生产能力、井田开拓、首采区设计、采煤方法、矿井通风系统、矿井运输提升等。结合煤矿生产前沿及矿井设计情况，撰写一篇关于对综采放顶煤工作面回采率的论述的专题论文。完成3000字以上的与采矿有关的科技论文翻译一篇，题目为“Theoptimalsupportintensityforcoalmineroadwaytunnelsinsoftrocks”。院长签字：指导教师签字：

中国矿业大学毕业设计指导教师评阅书指导教师评语（①基础理论及基本技能的掌握；②独立解决实际问题的能力；③研究内容的理论依据和技术方法；④取得的主要成果及创新点；⑤工作态度及工作量；⑥总体评价及建议成绩；⑦存在问题；⑧是否同意答辩等）：成绩：指导教师签字：年月日

中国矿业大学毕业设计评阅教师评阅书评阅教师评语（①选题的意义；②基础理论及基本技能的掌握；③综合运用所学知识解决实际问题的能力；④工作量的大小；⑤取得的主要成果及创新点；⑥写作的规范程度；⑦总体评价及建议成绩；⑧存在问题；⑨是否同意答辩等）：成绩：指导教师签字：年月日

中国矿业大学毕业论文答辩及综合成绩答辩情况提出问题回答问题正确基本正确有一般性错误有原则性错误没有回答答辩委员会评语及建议成绩：答辩委员会主任签字：年月日学院领导小组综合评定成绩：学院领导小组负责人：年月日摘要本设计包括三个部分：一般部分、专题部分和翻译部分。一般部分为泉店煤矿0.9Mt/a新井设计。一般部分共包括10章：1.矿区概述及井田地质特征；2.井田境界和储量；3.矿井工作制度及设计生产能力、服务年限；4.井田开拓；5.准备方式-带区巷道布置；6.采煤方法；7.井下运输；8.矿井提升；9.矿井通风与安全技术；10.矿井基本技术经济指标。泉店煤矿位于许昌市和禹州市之间，西距禹州市21km，东距许昌市16km，交通甚为便利。井田走向长约7km，倾向长约3km，面积约16.6km2。井田内主采煤层为一层，为二1煤。煤层倾角平均为25°，平均厚度5.88m。井田地质条件中等。矿井工业储量为137.28Mt，可采储量为77.34万t。矿井设计生产能力为0.9Mt/a。矿井服务年限61.38a。矿井正常涌水量为1634.39m3/h，最大涌水量为1931.27m3/h。矿井相对瓦斯涌出量为1.02m3/t，属低瓦斯矿井。矿井煤尘有爆炸危险性，煤层无自然发火危险性。矿井采用立井三水平暗立井延深开拓。一矿一面，采煤方法为走向长壁综合机械化放顶煤开采。全矿采用胶带运输机运煤，助运输采用架线式电机车牵引1t固定箱式矿车运输矸石和材料等。矿井通风方式为两翼对角式。矿井年工作日为330d，日净提升时间16h，工作制度为“三八制”。专题部分题目是对综采放顶煤工作面回采率的论述。论述了我国综放开采回采率现状，研究了综放开采顶煤损失构成和形成机理，系统地分析了综放回采工作面的煤炭损失，并在此基础上，从采煤工艺、设备等方面提出了提高综放回采工作面回收率的有效技术途径及管理方法，以及回采率的计算。翻译部分是一篇关于软岩巷道支护强度与围岩变形关系的论文，英文题目为“Theoptimalsupportintensityforcoalmineroadwaytunnelsinsoftrocks”。关键词：立井三水平；暗立井延深；采区；放顶煤开采；两翼对角式通风

ABSTRACTThisdesignincludesthreeparts:thegeneralpart,specialsubjectpartandtranslationpart.ThegeneralpartisanewdesignofQuanDianmine.Thisdesignincludestenchapters:1.Anoutlineoftheminefieldgeology;2.Boundaryandthereservesofmine;3.Theservicelifeandworkingsystemofmine;4.Developmentofmine;5.Thelayoutofminingarea;6.Themethodusedincoalmining;7.Transportationoftheunderground;8.Theliftingofthemine;9.Theventilationandthesafetyoperationofthemine;10.Thebasiceconomicandtechnicalnorms.QuanDianminelocatesbetweenthecityofYuZhouandXuChang,21kmawayfromthecityofYuZhouinthewest,16kmawayfromthecityofXuChanintheeast.Andithasconveniencetransportations.Minefieldhasalengthof7kminthesouthandnorthdirectionwhileawidthof3kmintheeastandwestdirectiononaverage.ThetotalareaisApproximately16.6km2.Themaincoalseaminthemineisonlyone,whichisthe二1coalseam.Theaverageangleis25degree,whilethethicknessisabout5.88m.Theminefieldgeologicalconditionismedium.Theprovedreservesoftheminefieldare137.28milliontons.Therecoverablereservesare77.34milliontons.Thedesignedproductivecapacityis0.9milliontonsperyear.Theservicelifeis61.38years.Thenormalflowofthemineis1634.39m3perhourandthemaxflowofthemineis1931.27m3perhour.TheRelativegasdischargequantityis1.02m3perton.ThusitisLowgaseousmine.Thecoaldustoftheminehasexplosionhazard.Butthecoalseamhasnospontaneouscombustion.Thedevelopmentofthemineisthreelevelofverticalshaft,deepeningwithinsideverticalShaft.Thenumberoftheworkingfacesisonlyone.Longwallminingwithsublevelcavingistheminingmethod.Severalbeltconveyersundertakethejobofcoaltransportinthemine,whilethexiliaryhaulageusesthewirelayingtypeelectriclocomotivetotowthe1tfixedbox-typeminecartransportationgangueandthematerialandsoon.Theventilationtypeisdiagonalventilation.Theworkingdaysinayearare330.Everydayittakes16hoursinliftingthecoal.Theworkingsysteminthemineis“three-eight”.Thetitleofthespecialsubjectpartis“thedissertationoftheRecoveryratetotheFullymechanizedcoalcavingworkingface”.ThisarticlediscussesPresentsituationoffullymechanizedcavingminingrecoveryrateandthefullymechanizedcavingmininglossoftopcoalcompositionaswellastheformationmechanism,thenitputsforwardasystematicanalysisofthelossofcoalcavingminingface,andonthisbasis,itputsforwardtheproposedeffectivetechnicalapproachandmanagementpracticestoimprovetherecoveryoffullymechanizedcavingminingface,andtherecoveryratecalculationrelayingoncoalminingtechnology,equipment,etc..Thetranslatedacademicpaperisabouttherelationshipbetweensupportintensityandrockdeformationofroadwaytunnelsinsoftrock.Itstitleis“Theoptimalsupportintensityforcoalmineroadwaytunnelsinsoftrocks”.Keywords:threelevelofverticalshaft;deepeningwithverticalShaft;district;longwallminingwithsublevelcaving;diagonalventilatio 目录一般部分1矿区概述及井田地质特征 页英文原文TheoptimalsupportintensityforcoalmineroadwaytunnelsinsoftrocksC.Wang*MiningEngineeringProgram,WesternAustralianSchoolofMines,PMB22,KalgoorlieWA6430,Australia1.IntroductionTheessenceofundergroundroadwaysupportistoprovidethesurroundingrocksofanundergroundroadwaywithassistancetohelpthemachievestressandstrainequilibriumandultimatelystabilityofdeformation.Theapproachestothisgoalareeithertoreinforcetherockmassbyrockboltingorinjection(internalrockstabilization)ortoprovidethesurroundingrockswithasupportresistancewithamagnitudebeingdescribedasthesupportintensity(externalrockstabilization).Whenanundergroundroadwayislocatedinsoftrockswhicharetoosofttobereinforcedbyboltingand/orunsuitableforrockinjectionbecauseofrestraintsimposedbyeithertherockmassimpermeabilityorrockmassdeteriorationwhenwaterisencountered,externalrocksupport,suchassteelsets,thereforebecomestheonlyoptionforthestabilitycontroloftheroadway.Underthiscircumstance,thesupportintensitymeansasupportforceactingperunitsurfaceareaofthesurroundingrocksoftheroadway.Insoftrockengineeringpractice,thedesignofasupportpatternforaroadwayinundergroundcoalminingisnormallybasedonrulesofthumb.Inmostcases,heavysupportmeasuresareadoptedtosecureasuccessfulroadway.Fig.1(a)demonstratestheexcellentconditionofasub-levelroadwaywithinsoftrocksatanundergroundcoalmineinnorthChina,whereanexcessivecapitalcostwasappliedfortheachievementofroadwaystability.Insomecases,suchasaserviceroadwaydriveninsoftrocksatthesamemine(Fig.1(b)),insufficientsupportintensitywasspecifiedasaresultofalackofrelevantexperienceanddesigncodes.Consequently,failureoftheroadwaystabilitywasinevitableandanextracostwasincurredwhenthesubsequentroadwayrepairorrehabilitationwasundertaken.Thecriticalissueinbothcasesliesinthedeterminationofanoptimalsupportintensitywhichisthefunctionofthegeometryanddimensionofaroadwayanditsgeotechnicalconditionsincludingrockmassproperties,stressconditionsandhydrologicalstatus.Physicalmodellingusingsimulatedmaterialsbasedonthetheoryofsimilarityprovidesadirectperceptionalmethodologyformininggeomechanicsstudy[1-6].Usingsimulatedmaterialsofthesamecompositiontoconstructaroadwayanditssoftsurroundingrocks,applyingacertainmagnitudeofsimulatedsupportintensitytothesurfaceofaroadwayundersimulatedstressconditions,thethree-dimensionalphysicalmodellingmethoddepictedinthisNoteemonstratesaquantitativesolutionforstrategicdesignofroadwaysupportconcernedwithsoftrocks.Arelationbetweenthesupportintensityanddeformationofthesurroundingrocksofaroadwayhasbeenestablishedafteraseriesofsimulationtestshadbeenconducted.Adiscussionontheoptimalsupportintensityforaroadwayinsoftrocksisalsogiven.Fig.1.Examplesofsuccessfulandunsuccessfulsupportofundergroundroadwayswithinsoftrocks:(a)Goodconditionofasublevelroadway,(b)Unsuccessfulsupportofaserviceroadway.2.Featuresofthethree-dimensionalphysicalmodellingAphysicalmodellingstudyoftheinteractionbetweensupportintensityandroadwaydeformationwascarriedoutusingthethreedimensionphysicalmodellingsystem(seeFig.2)attheCentralLaboratoryofRockMechanicsandGroundControl,ChinaUniversityofMiningandTechnology.Featuresofthissystemaredescribedinthefollowingsub-sections.Fig.2.Three-dimensionalloadedphysicalmodellingsystemattheCentralLaboratoryofRockMechanicsandGroundControl,ChinaUniversityofMiningandTechnology.

2.1.SizeofthephysicalmodelTheeffectivesizeofaphysicalmodelis1000mmwide,1000mmhighand200mmthick.2.2.ThreedimensionalactiveloadingcapabilitySixflatjacksareusedtoapplyloadstothesixsidesofthephysicalmodelintheformofarectangularprism.Eachflatjackwasdesignedtocoverthefullareaofoneofthesixsidesandbecapableofapplyingapressureofupto10MPaontothesurfaceofthesimulatedrockmass.Thismeansthattheflatjacksarecapableofapplyinganactiveloadofupto1000tonnesand200tonnessimultaneouslyonthefrontandbackfacets,thetopandbottom,andthetwosidefacetsofamodel,respectively.2.3.Long-termcontinuousloadingcapabilityAhigh-pressure,nitrogen-operated,hydraulicpressurestabilisingunitwasemployedtomaintainaconsistentmagnitudeofloadappliedtothemodelsothatthephysicalmodellingtestisabletolastcontinuouslyforweeks,monthsorevenyearswithoutinterruption.Thisfeatureensuresthatthestudyofthelong-termrheologicalbehaviourofsoftrockscanbecarriedout.3.PhysicalmodellingtestsPhysicalmodellingofanundergroundroadway/tunnelwithinsoftrockswithahydrostaticstressconditionwascarriedout.Thesamesimulatedmaterialswererepeatedlyusedsixtimestoconstructsixphysicalmodels.Eachroadwaymodelwasprovidedwithadifferentmagnitudeofsupportintensity.3.1.GeotechnicalconditionsfortheprototypeandthemodellingscaleAspecifiedundergroundroadwaywithinsoftrockswasassumedtobetheprototypeforthemodellingstudy.Detailedgeotechnicalconditionsoftheroadwayanditssurroundingrocksare:circularroadwaywithadiameter(D)of4.5mandcross-sectionalareaof16m2;UCS(Rc)ofthesurroundingrockwas20MPa;bulkdensityofthesurroundingrockwas2500kg/m3;depthoftheroadwaylocationwas500mbelowsurface;rockmassstress(s0)was12.5MPainalldirections;supportintensity(pa)tobeappliedtotheroadwaywas0.1,0.2,0.3,0.4,0.5and0.6MPa,respectively.Thegeotechnicalmodellingscale(Cl)determinedwas1:25.Thebulkdensity(gm)ofthesimulatedrockmassmaterialswas1600kg/m3.Therefore,alltherelatedsimulationconstantsare:similarityconstantforbulkdensity:Cg¼1600/2500=0.64;similarityconstantforstrength:Cs¼ClCg¼0:256;

similarityconstantforload:CF¼CgC1¼4:09610ÿ5;similarityconstantfortime:Ct¼Cl:5¼0:2:

Geotechnicalconditionsofthesimulatedrockmass

androadwaywerederivedfromthoseoftheprototyperockmassaspresentedbelow:strengthofthesimulatedrockmass:Rm=RcCs=0.512;diameterofthesimulatedroadway:Dm=DCl=180mm;loadintensityonthefacetsofthemodel:pm=s0Cs=0.32MPa;Simulatedsupportintensity:pam=paCs=0.00256,0.00516,0.00768,0.01024,0.0128and0.01536MPa;respectively.3.2.RealizationofsupportintensityinphysicalmodellingDuetotherestraintsofthesmalldimensionsofthemodelroadwayonthesimulationofsupportstructure,thesupportpatternandstructurewereunabletobesimulated.Instead,anequivalentsupportintensitywassimulatedandappliedtothesurfaceofthesurroundingrockofthemodelroadway.AStaticWaterSupportandDeformationMeasurementSystem(SWSDMS)wasdesignedspecially.Fig.3illustratestheSWSDMSbeinginstalledinthemodelroadway.ThemechanismofSWSDMSistouse4separatewatercapsulestoapplyasupportintensitytothesurfaceoftheroadwayroof,twosidewallsandfloor.Fourrubbertubes,eachofwhichwaslinkedtoawatercapsuleandfilledwithwater,wereusedtogenerateawaterpressureatthecapsule/rockinterfaceandmeasureitthroughthewaterlevelreading.Acertainconstantsimulatedsupportintensitywasachievedbyapplyingacertainheightofstaticwaterpressure.Achangetosupportintensitycouldbemadebychangingthewaterheightintherubbertube.Thevolumechangeofeachofthefourwatercapsuleswasmeasuredattheduetimebycollectingandweighingthewateroverflow.Thevolumeofwatercomingfromeachofthefourwatercapsuleswasusedtocalculatetheradialdeformationofroadwaysurroundingrock,i.e.,roofsubsidence,wall-to-wallclosureandfloorheave.Theproposedsimulatedsupportintensities,i.e.,Pam¼0:00256,0.00516,0.00768,0.01024,0.0128and0.01536MPa,wereachievedbyadjustingthestaticwaterlevelto256,516,768,1024,1280and1536mmhigh,respectively.Fig.3.StaticWaterSupportandDeformationMeasurementSystem(SWSDMS)beingaccommodatedinaroadwaymodelinthereal3-Dloadedphysicalmodellingsystem.3.3.ConstructionofphysicalmodelThecompositionsandpropertiesofmaterialstobeusedfortheconstructionofphysicalmodelswerestudiedpriortothephysicalmodelconstruction.Giventhesignificantrheologicaldeformationofroadwaysexcavatedinsoftrock,sandandparaffinwaxwerechosenforthesimulatedsoftrock.Thepropertiesofaseriesofsand/paraffinwaxmixtureswerestudiedinlaboratoryandarepresentedinTable1.Table1Compositionsandpropertiesofsand/paraffinwaxmixturesAccordingtothegeotechnicalconditionsoftheprototyperockmassandthemodelscale,amixtureofsand/paraffinwaxof100:3wasselectedtoconstructtherockmassmodel.Theproceduresinvolvedinthemodelconstructionincludecoldmixingofthesandandparaffinwax,ovenheatingthesand/waxmixtureandconstructingthephysicalmodelusingthehotsand/waxmixture.3.4.ProcessofphysicalmodellingTherealprocessofanundergroundroadwayexcavation,supportinstallationanddeformationofthesurroundingrockswithtimewassimulatedinthelaboratoryphysicalmodelling.Afterthemodelhadcooleddown,prestressingthemodel,excavationoftheroadwayunderpressure,installationoftheSWSDMSdeviceandmeasurementoftheroadwaydeformationwerecarriedoutstepbystep.Thewholeprocessofmodellingwasstrictlyconductedaccordingtothetimesimilarityconstant.Eachphysicalmodellingsteplastedfor10-25daysinthelaboratory,whichwereequivalenttoarealtimeperiodof50-125daysapproximately.4.RelationsbetweensupportintensityandroadwaydeformationComparableresultsofthesixphysicalmodellingtestsconductedwiththeidenticalmaterialsandgeotechnicalconditionsrevealedthesignificanceofthesupportintensityinundergroundroadway/tunnelsupport.4.1.EffectofsupportintensityonthedeformationcharacteristicsofaroadwayThedeformationcharacteristicsofanidenticalroadwaywithdifferentsupportintensityisgraphicallypresentedinFig.4(a)and(b).Itcanbeseenthattheinfluenceofsupportintensityonthedeformationcharacteristicsissignificant.Withasupportintensityof0.1MPa,theroadwayexperiencedalargeeformationforaperiodof118daysaftertheroadwayexcavationandtheprovisionofsupportintensity.Duringthisperiod,anaverageof828mmdeformationwasaccumulated.Followingthisperiod,thewall-to-wallclosureandroof-to-floorconvergencestayedsteadyatalevelof4.4mm/day.Bycontrast,whenasupportintensityof0.6MPawasprovidedtotheidenticalroadway,itspost-excavationdeformationmerelylastedfor36dayswithanaccumulativeclosure/convergenceof40mm,followedbyarheologicaldeformationof0.08mm/day,whichwascontinuouslyreducingwithFig.4.Deformationofroadwaywithaseriesofsupportintensities:(a)Deformationofroadwaywithtime,(b)Deformationrateofroadwaywithtime.time.Thecomparisonshowsthatthedeformationmagnitudeofthelatterwasonly4.8%thatoftheformer.Anegativeexponentialrelationbetweenthedeformationrateandsupportintensitycanalsobededucedfromthecurveofdeformationratevs.supportintensitypresentedinFig.5andbemathematicallyexpressedas:v¼0:023pa2:4:wherevistherheologicaldeformationrateofthesurroundingrockofaroadwayinmm/day,paisthesupportintensityinMPaprovidedtothesurroundingrock.Fig.5Relationsbetweenrheologicaldeformationrateandsupportintensityofaroadwayinsoftrocks.4.2.OptimalsupportintensityforaroadwayinsoftrocksRequirementsonthecontrolofroadwaydeformationdependontheusageandservicelifeoftheroadway.Itisknownthatazerodeformationrateisimpossiblepracticallytotargetinsupportingaroadwayinsoftrocks.Awiseapproachistoexerciseadesignprinciplethattheroadwaydeformationisallowedtotakeplacetoadegreewithinanacceptablelimit.Physicalmodellingresultsindicatedthatanincreaseofsupportintensityfrom0.1to0.5MPacanmarkedlyreducethedeformationrateofthesurroundingrocks.Afurtherincreaseofsupportintensityfrom0.5to0.6MPa,however,didnotbringaboutasmuchreductionofdeformationrateasthatcreatedbythesupportintensityincreaseoffrom0.1to0.2MPaorfrom0.3to0.4MPa.Thismeansthatareasonablerangeofsupportintensityexistsandanincreaseofsupportintensitycanberewardedwithasignificantreductionofroadwaydeformationiftheactualsupportintensityiswithinthisrange.Furtherincreasesofsupportintensitycanonlycauselessreductionofroadwaydeformation.Therefore,ifbothtechnicalandeconomicalconsiderationsaretakenintoaccount,asupportintensityoffrom0.3to0.5MPawouldbeappropriateformosttemporarytunnelssuchasroadwaysinundergroundcoalmining.Withthissupportintensity,therheologicaldeformationrateofthesurroundingrockscanbecontrolledwithinarangeoffrom0.1to0.4mm/day,withwhichanordinarytemporaryroadwaycanbemaintainedsafelyforyearstoonedecade.5.ConclusionsThethree-dimensionalphysicalmodellingmethodprovidesa‘conceptualapproachtoquantitativedesign’ofroadwaysupportassociatedwithsoftrocks.Withlackofknowledgeoftheconstitutiverelations,especiallyfortherheologicalmechanisms,inrockengineeringpractice,themodellingresultscouldserveasafoundationonwhichascientificdesignofundergroundroadway/tunnelsupportisdeveloped,particularlywhenalargeamountofrockmassdeformationisconcerned.Theexperimentalstudyconductedwithaseriesofsupportintensitiesrevealedthatareasonablesupportintensityexists.Itsvaluedependsonthegeotechnicalandgeometricconditionsoftheundergroundroadway/tunnelconcernedandtherequirementsappliedbytheroadway/tunnelsafeusespecificationsandtheroadway/tunnelservicelifespan.Theresultsindicatethatasupportintensityof0.3to0.5MPacansecurelycontroltheclosureratefortheconditionstestedwithinamagnitudeof0.1to0.4mm/dayforamediumsizeundergroundroadway/tunneldriveninsoftrocksofaround20MPaatadepthofabout500mbelowsurface.References[1]InternalResearchReport.Studyonthetechnologyoflargedeformationcontrolforroadwayswithinsoftrocks.ChinaUniversityofMiningandTechnology,1995[inChinese].[2]WangC.Studyonthesupportingmechanismandtechnologyforroadwaysinsoftrocks.PhDthesis,ChinaUniversityofMiningandTechnology,1995[inChinese].[3]Internalreference(1993).Propertiesofsimulatedmaterialsforphysicalgeomechanicalmodelling.TheCentralLaboratoryofRockMechanicsandGroundControl,ChinaUniversityofMiningandTechnology[inChinese].[4]LinY.Simulatedmaterialsandsimulationforphysicalmodelling. PublishingHouseofChinaMetallurgyIndustry,Beijing,China, 1986[inChinese].[5]DuroveJ,HatalaJ,MarasM,HroncovaE.Support’sdesign basedonphysicalmodelling.ProceedingsoftheInternationalConferenceofGeotechnicalEngineeringofHardSoils}SoftRocks.Rotterdam:Balkema,1993.[6]SinghR,SinghTN.Investigationintothebehaviourofasupport systemandroofstrataduringsub-levelcavingofathickcoalseam.IntJGeotechGeol.Engng.1999;17:21-35.

中文译文煤矿软岩巷道支护强度优化C.Wang采矿工程专业，西澳矿业学校，港口及航运局22卡尔古利WA6430，澳大利亚1引言地下巷道支护的实质是给巷道围岩提供支撑以实现应力应变平衡，并最终使变形稳定。为达到这一目标，需通过锚杆支护加固岩体或注浆（内部岩石稳定）或为围岩提供被描述为支撑强度的具有有一定数量级的支撑阻力（外部岩石稳定）。当地下巷道处于松软岩石中，岩石过于松软以致锚杆加固或不适合注浆加固。这是因为遇到水时岩体渗透性或岩体恶化施加的限制。因此，外部岩石支护如钢棚支护，成为了巷道稳定控制的唯一选择。在这种情况下，支护强度是指单位巷道围岩表面积的支撑力。在软岩工程实践中，地下煤矿巷道支护模式设计通常是基于经验法则。在大多数情况下，采用支护强度大的支护措施，确保巷道稳定。图1（a）展示了在中国北方一煤矿为实现巷道稳定投入过多资金成本的煤矿井下软岩分段巷道的良好条件。在某些情况下，例如在同一煤矿软岩中开掘的服务巷道（如图1（b）），支撑力不足被指定为缺乏相关经验和设计规范所致。因此，巷道失稳是必然的。在随后进行巷道维修或重建时，又需支出额外的费用。这两种情况的关键问题在于最佳的支护强度，与巷道的断面形状和岩土工程条件，包括岩性，应力条件和水文状况呈函数关系。基于相似理论的相似材料的物理模拟为矿山地质力学研究提供了直接感知的方法。[1-6]利用组成相同的相似材料来模拟巷道及周围软岩，模拟应力条件下施加一定的支护强度到巷道表面。在这份说明中描述的三维实体建模方法，展示了软岩巷道支护战略设计方面定量计算的方案。通过一系列相似实验的结果，支护强度和巷道围岩变形间的关系建立。关于软岩巷道最佳支护强度的讨论也由此展开。图1地下软岩巷道支护成功和失败的例子a分段巷道的良好条件b服务巷道支护失效2.三维实体模型的特征在中国矿业大学岩土力学与地面控制中心实验室进行的关于支护强度和巷道围岩变形间关系的物理模拟研究采用了三维实体模型系统（见图2）。该系统的特征描述如下：图2中国矿业大学岩土力学与地面控制中心实验室三维加载实体模型系统2.1实体模型尺寸物理模型的有效尺寸为1000毫米宽，1000毫米高，200毫米厚。2.2三维实时加载能力六个千斤顶用于向长方体形式的物理模型的六个面加载。六个千斤顶设计能够各自覆盖一个面，并能够向模拟岩石表面施加10MPa的压力。这意味着千斤顶能够同时在前后上下左右六个面动态施加1000t到2000t的力。2.3长期连续加载能力高压氮气操作的液压稳定单元是用来保持相同负载应用到模型上，使物理模型试验能够持续数周，数月甚至数年连续无间断。此功能确保了软岩长期流变行为研究的进行。3物理模型测试地下软岩巷道或隧道的物理模拟在静水条件下进行，同样的模拟材料重复使用六次来兴建六个物理模型。对每个巷道模型提供不同程度的支护强度。3.1原型和模型比例的岩土工程条件为进行模拟研究，假定一个指定的软岩巷道为原型。巷道和围岩详细的岩土工程条件有：圆形巷道，直径4.5m，截面积16m2；围岩单向抗压强度为20MPa；岩石体积密度为2500kg/m3；巷道位于地面以下500m；岩石各向压力为12.5MPa；巷道支护强度分别为：0.1,0.2,0.3,0.4,0.5,0.6Mpa。岩土模拟比例定为1:25。模拟岩体材料的容重（gm）为1600kg/m3，因此，所有相关模拟常数为：容重相似不变：Cg¼1600/2500=0.64;强度相似不变：Cs¼ClCg¼0:256;负载相似不变CF¼CgC1¼ 4:09610ÿ5;时间相似不变Ct¼Cl:5¼0:2:

模拟岩体和巷道的地质条件依据如下所示的原岩：模拟岩体强度Rm=RcCs=0.512;模拟巷道直径:Dm=DCl=180mm;模型各面加载强度pm=s0Cs=0.32MPa;模拟支护强度:pam=paCs=0.00256,0.00516,0.00768,0.01024,0.01280.01536MPa; 3.2物理模型支护强度的实现由于小尺寸模拟巷道在支护结构上的限制，支护模式和结构不能被模拟。相反，相同的支护强度被模拟并施加到模拟巷道围岩。专门设计了一种静水支撑和变形测量系统（SWSDMS）。图3说明了SWSDMS被安装在模型巷道。SWSDMS的机制是用4个单独的水胶囊向巷道顶板，两帮和底板的表面提供支护强度。连接胶囊的并充满水的四个橡胶管用在水胶囊和岩石界面生成水压，并通过读取水位来测量水压大小。图3静水支撑和变形测量系统（SWSDMS）被安置在真实三维物理模拟加载系统下的巷道模型施加一定的静水压高度可以获得某一数值的模拟支护强度，通过改变橡胶管水的高度来实现模拟支护强度的变化。每个水胶囊的体积变化可以通过在适当时候收集并测量溢出水量来获得。来自每个水胶囊的水的体积用来计算巷道围岩的径向变形，即顶板