JP2001349178A - Method for controlling injection of lubricant in lead pipe and method for controlling amount of injection of lubricant - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method for controlling the injection of a lubricant in a lead pipe capable of appropriately controlling the injection of the lubricant. SOLUTION: In the method for controlling the injection of the lubricant from a lubricant discharging opening (16) into the surrounding natural ground in the lead pipe (10) to be propelled by the provision of a propulsion force (F1) from a propulsion force generating means (24) in the rear, pipe loading capacity (FMAX) is obtained from construction conditions such as pipe type, pipe diameter, soil quality overall length of propulsion (L0), etc., previously inputted prior to propulsion work. During the propulsion work, a propulsion force (F1) generated by the propulsion force generating means (24) and propulsion distance (L1) are computed to obtain predicted propulsion resistance (F2) at arrival at an arrival shaft is obtained from the propelled distance (L1) and each construction condition. A predicted final propulsion force (Fa) at arrival at the arrival shaft is obtained from the measured propulsion force (F1) and a predicted propulsion resistance (F2). The predicted final propulsion force (Fa) is compared with the pipe loading capacity (FMAX), and the lubricant is discharged from the lubricant discharging opening (16) of the lead pipe (10) when the predicted final propulsion force (Fa) exceeds the pipe loading capacity (FMAX).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to water and sewage pipes, gas pipes,
The present invention relates to a tunnel excavation device used for so-called pipe propulsion method, in which a power line pipe or the like is buried by uncutting and excavated. The present invention relates to a method for controlling the injection of a lubricating material into a leading conduit and a method for controlling a lubricating material injection amount.

[0002]

2. Description of the Related Art In a pipe propulsion method, a leading pipe having a cutter head is propelled while a pipe forming a tunnel is added by a main pushing device (propelling jack) generally installed in a starting shaft. When the front pipe is propelled, a lubricating material is injected into the surrounding ground from the front pipe to reduce the resistance received from the ground to facilitate propulsion and prevent the pipe from being broken. Conventionally, for the injection of the lubricant, the operator reads the propulsion resistance displayed on the control device, and adjusts the injection amount of the lubricant based on the operator's experience and intuition. In addition, the operator adjusts the propulsion force by the propulsion jack, checks the propulsion resistance displayed on the control device, and relieves the hydraulic system that drives the propulsion jack based on his / her experience and intuition, as in the case of lubrication. By adjusting the valve, the output of the propulsion jack was controlled so as not to exceed the load-carrying capacity of the pipe used (the load that the pipe could withstand without breaking).

[0003]

However, when the amount of the lubricating material to be injected is determined based on the operator's experience and intuition as described above, not only the operator's experience and skill but also a constant result is obtained. However, excessive injection of the lubricant affects the loss of the lubricant and the construction accuracy. When adjusting the propulsion force based on the experience and intuition of the operator,
(1) Since the propulsion work is performed while being aware of the load carrying capacity of the pipe, the burden on the operator is large. (2) Due to human error,
There is a drawback that the propulsion pressure exceeding the pipe load capacity is applied to the propulsion pipe, and there is a risk that the propulsion pipe may burst.

[0004] The present invention has been made to solve the above-mentioned drawbacks of the prior art, and has as its object to appropriately control the injection of lubricant.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, a method for controlling the injection of a lubricating material into a leading conduit according to the present invention is carried out by applying a propulsive force by a rearward propulsive force generating means. A method of controlling the injection of lubricating material from the lubricating material discharge port to the surrounding ground in a front conduit, wherein a pipe type, a pipe diameter, soil quality, a total propelling length, etc., which are input in advance prior to the propulsion work. When the pipe load carrying capacity is determined from the construction conditions of the above, during the propulsion work, the propulsion force and the propulsion distance generated by the propulsion force generation means are measured, and when the shaft reaches the arrival shaft according to the measured propulsion distance and the respective enforcement conditions. Is calculated, a predicted final propulsion force at the time of reaching the reaching shaft is obtained from the measured propulsion force and the predicted propulsion resistance, and the predicted final propulsion force is compared with the pipe load-bearing capacity obtained in advance. When the propulsion exceeds the pipe load capacity,
The sliding material is discharged from the sliding material discharge port of the leading conduit.

[0006] According to the above-mentioned slipping material injection control method, when the predicted final propulsion force at the time of reaching the reaching shaft exceeds the load-carrying capacity of the pipe, control is performed to discharge the slipping material from the slipping outlet of the leading conduit. The forward conduit can be propelled with proper propulsion. In other words, since it is possible to avoid useless injection of the lubricant, cost can be reduced. In addition, since an appropriate propulsion force can be secured, it is possible to prevent an unnecessary load from being applied to the cutter section and the propulsion force generation means provided in the leading conduit, to reduce the occurrence of failure of various machines, and to shorten the life of the device. Can be extended. Further, it is possible to prevent the hydraulic relief valve of the thrust generating means from being operated excessively, to perform safe construction, prevent damage to the pipe, etc., and to improve construction efficiency.

[0007] The method for controlling the amount of lubricating material injected into the front conduit is a method for controlling the amount of lubricating material from the lubrication outlet of the front conduit to the surrounding ground in the front conduit which is propelled by the propulsive force generated by the rear propulsive force generating means. A method for controlling the injection amount, during the propulsion work, measuring the propulsion force and the propulsion distance generated by the propulsion force generation means, given in advance, pipe type, pipe diameter, construction conditions such as soil quality and the like The theoretical thrust resistance at the time of measurement is determined based on the measured thrust distance, and when a value ΔF obtained by subtracting the theoretical thrust resistance from the measured thrust is larger than a predetermined allowable deviation ΔFo, a predetermined slippage is determined. It is characterized in that the lubricant is injected by an amount obtained by multiplying the reference injection amount Qo of the material by the ratio of ΔF to ΔFo.

According to the above-described method for controlling the amount of lubricant to be injected, the amount of the lubricant is obtained by multiplying a predetermined reference injection amount of lubricant Qo by a ratio of ΔF to ΔFo. Not only is it possible to save the amount of lubricating material and reduce the cost of tunnel construction, it is also possible to prevent overloading of tunnel excavation equipment, reduce the failure of various machines, and prolong the service life. Can be planned. Further, since the pipe is not broken, the construction efficiency can be improved.
Further, since an excessive load can be prevented from acting, the hydraulic relief valve can be prevented from being operated excessively, and safe construction can be performed by automatically setting the relief pressure. That is, even if the operator is not a skilled operator, it is possible to eliminate the occurrence of breakage of the pipe, etc., and to perform energy-saving and efficient safe construction.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of a tunnel excavator according to the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 shows a schematic configuration of a tunnel excavator according to an embodiment of the present invention.

In FIG. 1, a cutter head 12 is provided at the tip of a leading conduit 10. An earth discharging screw 14 for transporting earth and sand excavated by the cutter head 12 is provided in the center of the leading conduit 10 along the axial direction. In addition, a lubricant outlet 16 for discharging lubricant is formed on the peripheral surface of the leading conduit 10. The discharge port 16 is connected to the pipe 1
8 is connected to an injection pump 20 which is a lubricant injection means. Then, the infusion pump 20 sucks the lubricating material in the lubricating material tank 22 and feeds the lubricating material to the discharge port 16, and injects the lubricating material from the discharge port 16 into the ground around the front conduit 10.

Behind the leading conduit 10, a propulsion jack 24
Is arranged. The propulsion jack 24 is installed in a starting shaft (not shown), is supplied with hydraulic oil from a hydraulic pump 26, and serves as a propulsion force generating means for applying a propulsion force for advancing the leading conduit 10. The hydraulic pump 26 and the infusion pump 20 are controlled by a controller 30, which will be described in detail later.

As shown in FIG. 2, the controller 30 has an input / output interface (I / O) 32 and a hydraulic sensor 34 as a thrust detecting means provided in a hydraulic circuit of the propulsion jack 24, and a controller 30. And a proximity switch (proximity SW) 38 for outputting a signal each time the propulsion jack 24 completes propulsion of one tube. Based on the information input from these, the injection amount of the lubricant is determined as described later. Further, a pump controller 42 for directly controlling the lubricating material infusion pump 20 via the I / O 40 is connected to the controller 30.

As shown in FIG. 3, the controller 30
A lubricant injection start determining unit 50, a lubricant injection amount calculating unit 60,
And a propulsion state determination unit 70. Further, the controller 30 receives the output of the proximity switch 38 and calculates a propulsion distance calculation unit 80 for obtaining the distance of propulsion of the forward conduit 10 from a given length of the pipe, and the type of the pipe input from the keyboard 36 and excavation. A memory 82 for storing an arithmetic expression for calculating soil properties, a target propulsion length, a propulsion resistance, a coefficient thereof, and the like, and outputs of the lubrication material injection start determining unit 50, the lubrication material injection amount calculation unit 60, and the propulsion state determination unit 70 are stored. And an injection amount control unit 84 that outputs a control signal to the pump controller 42. The calculation of the propulsion distance is not limited to this, and the actual length may be measured using a cable length sensor or the like.

The lubrication material injection start determining section 50 calculates a predicted propulsion resistance calculation for predicting a final propulsion resistance when the vehicle reaches the arrival shaft from the data in the memory 82 and the propulsion distance obtained by the propulsion distance calculation section 80. A circuit 52, a final thrust calculating circuit 54 for calculating a final thrust based on the oil pressure of the propulsion jack 24 detected by the oil pressure sensor 34, that is, the thrust and the output of the predicted thrust resistance calculating circuit 52, The pipe load capacity stored in the memory 82 is compared with the value obtained by the final thrust calculation circuit 54 to determine whether or not the pipe is damaged by the final thrust. And a pipe breakage determination circuit 56 for inputting an injection start signal.

The lubricating material injection amount calculating section 60 calculates the thrust distance obtained from the data in the memory 82 and the thrust distance calculated by the thrust distance calculating section 80.
A thrust resistance calculation circuit 62 for calculating a theoretical thrust resistance at the thrust distance; a deviation calculation circuit 64 for calculating a deviation between the thrust detected by the hydraulic pressure sensor 34 and the thrust determined by the thrust resistance calculation circuit 62; The injection amount calculation circuit 66 calculates the injection amount of the lubricant in accordance with the deviation obtained by the circuit 64 and inputs the calculated injection amount to the injection amount control section 84.

The propulsion state judging section 70 reads a propulsion memory 72 for storing the propulsion detected by the hydraulic pressure sensor 34, and a value stored in the propulsion memory 72. Value calculation circuit 74 for calculating the effective propulsion force, and compares the average propulsion force obtained by the average value calculation circuit 74 with the propulsion force detected by the hydraulic pressure sensor 34, and instructs the injection amount control unit 84 to stop the injection of the lubricant. It comprises an injection stop determination circuit 76 for inputting a signal.

In the embodiment constructed as described above, prior to propulsion, the type and diameter of the pipe, the length Lb of one pipe to be buried, and the final Formulas, coefficients, etc. for determining the typical propulsion distance L0, soil properties, pipe load capacity, and propulsion resistance are determined by the controller 30.
And stored in the memory 82 (step 1 in FIG. 4).
00). When the basic data is input and the propulsion is started in this way, the predicted propulsion resistance calculation circuit 52 of the slip material injection start determination unit 50 reads the coefficient of the equation for calculating the predicted propulsion resistance from the memory 82. (Step 101). Further, the propulsion distance calculating section 80 counts the number of propulsions (the number of pipes added) N based on the signal from the proximity switch 38, calculates the current propulsion distance L1 = Ls + N × Lb, and determines the start of lubrication injection. The estimated propulsion resistance calculation circuit 52 of the unit 50 and the propulsion resistance calculation circuit 62 of the lubricant injection amount calculation unit 60 are input. Here, Ls is the length of the leading conduit 10.

The predicted propulsion resistance calculation circuit 52 reads the current propulsion distance L1 obtained by the propulsion distance calculation unit 80, and calculates the remaining propulsion distance L2 = L0-L1 (step 10).
2, 103). Then, the predicted propulsion resistance calculation circuit 52 calculates
The final predicted propulsion resistance F2 when the remaining propulsion distance L2 has been propelled is calculated by the following equation (step 104) and input to the final propulsion force calculation circuit 54.

(Equation 1) Here, R is the resistance generated in a unit area of the outer peripheral surface of the pipe,
S is the outer peripheral length of the tube.

When the final propulsion force calculating circuit 54 receives the final predicted propulsion resistance F2 when reaching the arrival shaft from the predicted propulsion resistance calculation circuit 52, it reads the current propulsion force F1 detected by the hydraulic pressure sensor 34 ( Step 105) The final propulsion force Fa at the time of reaching the target reaching shaft is obtained by the following equation and sent to the pipe breakage determination circuit 56 (Step 10).
6).

(Equation 2)

The pipe breakage judging circuit 56 stores the final propulsion force Fa input from the final propulsion force calculation circuit 54 into a memory 82.
(Step 1)
07). Then, when the pipe breakage determination circuit 56 determines that Fa <FMAX, the lubrication material injection start determination unit 50 proceeds to step 10.
2 and the above processing is repeated. However, as indicated by the two-dot chain line in FIG. 5, it is expected that Fa at the final propulsion distance L0 will exceed FMAX, and if the pipe damage determination circuit 56 determines that Fa ≧ FMAX, the pipe damage determination circuit 5
No. 6 gives a command to start injection of the lubricating material to the injection amount control unit 84 and ends this processing. Thereby, the controller 30
The injection pump 20 is driven to start injection of the lubricant. For this reason, the propulsion resistivity (propulsion resistance per unit length) becomes smaller at the boundary of the injection start point a, and the propulsion can be performed by the propulsion force shown by the dashed line in FIG. be able to.

On the other hand, when the initial value is set as in step 100, the lubricating material injection amount calculating section 60 reads the current thrust distance L1 obtained by the thrust distance calculating section 80 by the thrust resistance calculating circuit 62. (Step 110 in FIG. 6) Based on the following equation given in advance, the theoretical propulsion resistance fs at L1 is determined and sent to the deviation calculation circuit 64 (Step 111).

(Equation 3) However, R and S are the same as those described in the equation (1).

The deviation calculating circuit 64 includes a propulsion resistance calculating circuit 6
2, when the propulsion resistance fs at the propulsion distance L1 obtained is input, the current propulsion force F1 detected by the hydraulic pressure sensor 34 is input.
Is read, and the difference ΔF = F1−fs between them is obtained and sent to the injection amount calculation circuit 66 (steps 112 and 113).
Then, the injection amount calculation circuit 66 determines whether or not the deviation ΔF obtained by the deviation calculation circuit 64 is within the allowable deviation ΔFo with respect to the propulsion resistance fs calculated by the operation (see FIG. 7). ). If ΔF ≦ ΔFo, the process of the lubricant injection amount calculation unit 60 returns to step 110. However, as shown in FIG. 7, if ΔF> ΔFo, the injection amount calculation circuit 66 calculates the injection amount of the lubricant so that ΔF ≦ ΔFo according to the following equation, and sends it to the injection amount control unit 84 ( Step 115).

(Equation 4) Here, Qo is a lubricant injection amount reference value determined by soil conditions, types of lubricant, and the like, and Q is a lubricant injection amount. When the injection amount control unit 84 supplies a control signal corresponding to the injection amount of the lubricant to the pump controller 42, the process of the lubricant injection amount calculation unit 60 returns to step 110.

As a result, the amount of the lubricating material suitable for propulsion can be obtained, so that the lubricating material can be saved and the cost of tunnel construction can be reduced, and also the overload of the tunnel excavator can be prevented. Thus, the failure of various machines can be reduced and the service life can be prolonged. Further, since the pipe is not broken, the construction efficiency can be improved. And
Since an excessive load can be prevented from acting, the hydraulic relief valve can be prevented from being over-operated, and safe construction can be performed by automatically setting the relief pressure. That is, even if the operator is not a skilled operator, it is possible to eliminate the occurrence of breakage of the pipe, etc., and to perform energy-saving and efficient safe construction.

On the other hand, the propulsion state judging section 70 first reads the current thrust F1 detected by the hydraulic pressure sensor 34 and stores it in the propulsion memory 72 as shown in step 120 in FIG. To enter. Then, the average value calculation circuit 74 reads the propulsion forces of the past several times (for example, 10 times) immediately before the current detected propulsion force F1 stored in the propulsion force memory 72, calculates the average value thereof, and stops injection. Output to the judgment circuit 76 (step 12
1). The injection stop determination circuit 76 determines whether the currently read propulsion force F1 is twice or more the average propulsion force obtained by the average value calculation circuit 74 (step 122). When the injection stop determination circuit 76 determines that the current propulsion force is smaller than twice the average propulsion force, the propulsion state determination unit 70 returns to step 120 to further read the propulsion force F1 and perform the above processing. If it is twice or more, step 1
Proceeding to 23, a signal for stopping the injection of the lubricant is output, and the propulsion speed by the propulsion jack 24 is reduced.

This means that the detected propulsion force being twice or more the average propulsion force indicates that the propulsion resistance has changed abruptly. In such a case, generally, the propulsion resistance is not a normal propulsion resistance. , Because the state of the front of the cutter changes. And such a phenomenon generally decreases the propulsion speed,
Since the intake of the soil from the cutter is improved and the front resistance is reduced, and the frictional resistance (propulsion resistance) of the pipe, which is considered to be the viscous resistance to the soil, is reduced. Therefore, when the propulsion force (propulsion resistance) abnormally rises, the injection stop determination circuit 76 stops the injection of the lubricant, reduces the propulsion speed, and determines whether the propulsion force (propulsion resistance) has returned to the normal state. Is determined (step 124). Then, the injection stop determination circuit 76
Gives the lubrication material injection resuming command to the injection amount control unit 84 when the propulsion force returns to normal (step 125), and the processing by the propulsion state determination unit 70 returns to step 120. Note that the number of times the average value is obtained does not need to be 10, and the threshold value for detecting an abnormality is not limited to twice the average value.

[0026]

As described above, according to the present invention, the thrust generated by the thrust generating means is detected, and when the detected thrust is larger than the theoretically determined thrust, The amount of lubricating material to be injected is determined according to the size of the lubricating material, and by injecting the appropriate lubricating material, the forward conduit can be propelled with an appropriate propulsion force. In addition, it is possible to prevent the cutter unit and the propulsion force generating means provided on the front conduit from being subjected to an unnecessarily large load, thereby reducing the occurrence of failures and extending the life of the apparatus.

Further, the thrust generated by the thrust generating means is detected, and when the detected thrust is larger than the allowable limit thrust determined in accordance with the load carrying capacity of the pipe, the operation of the thrust generating means is stopped. Therefore, it is possible to avoid an artificial construction error such as a broken pipe, and to perform a safe construction.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a tunnel excavator according to an embodiment.

FIG. 2 is a schematic block diagram of an embodiment.

FIG. 3 is a block diagram of a controller of the tunnel excavator according to the embodiment.

FIG. 4 is a flowchart illustrating an operation of a lubricant injection start determining unit of the controller according to the embodiment.

FIG. 5 is a diagram illustrating the timing of starting the injection of the lubricant according to the embodiment.

FIG. 6 is a flowchart illustrating an operation of a lubricant injection amount calculating unit of the controller according to the embodiment.

FIG. 7 is a diagram illustrating a method of calculating an injection amount of a lubricant in an example.

FIG. 8 is a flowchart illustrating an operation of a propulsion state determination unit of the controller according to the embodiment.

[Explanation of symbols]

10: forward conduit, 12: cutter head, 16: lubricant outlet, 20: lubricant injection means (infusion pump), 24: propulsion generation means (propulsion jack), 30: controller, 3
4: propulsion force detection means (oil pressure sensor), 50: lubrication injection start determination unit, 60: lubrication injection amount calculation unit, 70: propulsion state determination unit, 80: propulsion distance calculation unit, 84: injection amount control unit, f
s: theoretical propulsion resistance, F1: propulsion, F2: predicted propulsion resistance, F
a: predicted final propulsion, FMAX: pipe load capacity, ΔF: deviation, Δ
Fo: Tolerance, Q: Lubricant injection amount, Qo: Lubricant reference injection amount (lubricant injection amount reference value), L0: Total propulsion length (propulsion distance to reaching shaft), L1: Propulsion distance.

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Matsuyuki Fujii 2-3-6 Akasaka, Minato-ku, Tokyo F-term in Komatsu Ltd. (reference) 2D054 AC18 AD36 FA12 GA08 GA13 GA25 GA41 GA64 GA65 GA97

Claims (2)

[Claims] 1. A method for controlling the injection of lubricating material from a lubricating material discharge port to surrounding ground in a forward conduit which is propelled by being propelled by a rear propulsive force generating means, comprising: Prior to the pipe type, pipe diameter, soil quality, the pipe load capacity is obtained from the construction conditions such as the total propulsion length, and the propulsion force and the propulsion distance generated by the propulsion force generation means during the propulsion work are calculated. Measured, the predicted propulsion resistance at the time of reaching the reaching shaft is calculated from the measured propulsion distance and the respective enforcement conditions, and the predicted final propulsion force at the time of reaching the reaching shaft from the measured propulsion and the predicted propulsion resistance is calculated. Comparing the predicted final propulsion force with a previously determined pipe load capacity, and when the predicted final propulsion force exceeds the pipe load capacity, discharging the lubricating material from the lubrication discharge port of the front conduit. Lubricant control method. 2. A method for controlling an injection amount of lubricating material from a lubricating material discharge port to a surrounding ground in a forward conduit which is propelled by being propelled by a rear propulsive force generating means,
During the propulsion operation, the thrust generated by the thrust generating means and the propulsion distance are measured, and the measurement time is determined based on the predetermined construction conditions such as pipe type, pipe diameter, soil quality, and the measured propulsion distance. The theoretical thrust resistance is obtained from the measured thrust, and when the value ΔF obtained by subtracting the theoretical thrust resistance from the measured thrust is larger than a predetermined allowable deviation ΔFo, a predetermined reference injection amount Qo of the lubricant is set to ΔF with respect to ΔFo. A method for controlling the amount of lubricating material to be injected into a front conduit, characterized by injecting an amount of lubricating material multiplied by the ratio of: