The combined arch theory provides an effective means for designing support parameters in roadways within loose and fractured surrounding rock. A clear understanding of the internal stress evolution during the load-bearing process of the combined arch is of guiding significance for optimizing roadway support. Taking the 11308 return airway of a mine in Inner Mongolia as the engineering background, this study adopts a combined research approach of theoretical calculation, numerical simulation and laboratory testing. It systematically investigates the internal stress evolution of the anchored combined arch load-bearing structure in roadways with loose and fractured surrounding rock. The load-bearing capacity and failure characteristics of the anchored combined arch under different roof support schemes are explored and analyzed. An optimized support scheme for the loose and fractured roof is proposed and applied in the field, and the monitoring results verify its effectiveness. The results indicate that bolt density is a key factor affecting the load-bearing performance of the combined arch. As bolt spacing decreases, the vertical stress concentration in the anchored structure increases, and its deformation resistance is enhanced. During the stage from load-bearing to failure of the combined arch, the changes in vertical and horizontal stresses within the arch become more stable, and the load-bearing capacity is significantly improved. Comparison between the model test results and theoretical calculations shows good agreement, verifying the rationality of the theoretical calculations. Pressure sensors were pre-installed in the laboratory model to monitor the vertical stress changes in the anchored structure throughout the loading process, and numerical simulations confirmed the stress concentration effect of the combined arch. It was also found that the instability of the anchored structure is controlled by the shear plane at the arch feet. Finally, the bolt spacing in the 11308 return airway of the Inner Mongolia mine was optimized to 0.7 m, and field monitoring was introduced. The maximum roof surface settlement displacement was 15 mm, and the maximum roof separation was 3 mm, confirming that these parameters can meet the roadway stability requirements.
Yu et al. (Tue,) studied this question.
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