JP3307759B2 - Control method of propulsion generation means - Google Patents

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 . Push
The present invention relates to a method for controlling a force generating means .

[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, as described above, when the propulsion force is adjusted based on the experience and intuition of the operator, (1) the propulsion work is performed while being conscious of the load carrying capacity of the pipe. Large, (2) due to human error, the propulsion pressure exceeding the pipe load capacity is applied to the propulsion pipe,
It has drawbacks such as the risk that the propulsion tube will burst.

The present invention has been made to solve the above-mentioned drawbacks of the prior art, and has as its object to prevent breakage of a propulsion pipe.

[0005]

To achieve the above objects resolving means for the ## control method thrust generating means according to the present invention, controls the propulsive force generating means for applying a driving force to the lead pipe is installed in the starting pit Generating the propulsion force during a propulsion operation.
Measure the propulsion generated by the raw means and store the propulsion
And the number of past times measured and stored during propulsion
The average value of the propulsion force for
The ratio to the past average of the propulsion force is higher than the preset value.
Is larger, the propulsion speed by the thrust generator is
The feature is to reduce the degree .

[0006]

[0007]

[0008]

[0009]

[0010]

The operation and effect of the present invention constructed as described aboveIn one
Is the thrust generated by the thrust generation meansAnd measure this
Before the propulsion work, the measured thrust depends on the load capacity of the pipe.
If it is larger than the specified allowable limit propulsion (when it exceeds),
Artificial construction to stop the operation of the propulsion generation means
Accidents such as pipe breakage due to mistakes can be avoided.
And safe construction can be performed. Also the operator
Can work without being aware of the load carrying capacity of pipes.
The burden on the operator can be reduced.

In the present invention configured as described above, when the ratio of the latest measured value of the propulsion force to the average value of the past propulsion force is larger than a preset value, it is determined that the propulsion resistance has changed abruptly. In such a case, the state of the front surface of the cutter is generally changed, not the normal propulsion resistance. In general, when the propulsion speed is reduced, the sediment from the cutter is improved and the front resistance decreases, and the frictional resistance (propulsion resistance) of the pipe, which is considered to be the viscous resistance to the soil, decreases. . Therefore, in the present invention , the propulsion speed is reduced. As a result, pipe destruction due to
Accidents can be avoided and construction can be performed reliably.
Can be.

[0012]

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. 2 shows a schematic configuration of a tunnel excavator according to an embodiment of the present invention.

In FIG. 2, a cutter head 12 is provided at the tip of the 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 injection pump 20 sucks the lubricating material in the lubricating material tank 22 and sends the lubricating material to the discharge port 16 under pressure, and injects the lubricating material from the discharge port 16 into the ground around the front conduit 10.

Behind the front 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. 3, the controller 30 has an input / output interface (I / O) 32 through which an oil pressure sensor 34 as a propulsion force 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. , The injection amount of the lubricant is determined as described later. In addition, the controller 30 includes an I /
A pump controller 42 for directly controlling the lubrication infusion pump 20 is connected via O40.

As shown in FIG. 1, the controller 30 includes a lubricant injection start determining unit 50, a lubricant injection amount calculating unit 60, and a propulsion state determining unit 70. Further, the controller 30 receives the output of the proximity switch 38, receives the output of the pipe, calculates the propulsion distance of the forward conduit 10 from the given pipe length, and calculates the type of pipe input from the keyboard 36 and excavates. The memory 82 stores an arithmetic expression for calculating soil properties, a target propulsion length, a propulsion resistance, and coefficients thereof, the output of the lubrication injection start determination unit 50, the lubrication injection amount calculation unit 60, and the propulsion state determination unit 70. 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 lubricating material injection start judging section 50 predicts a final propulsion resistance calculation circuit 52 for predicting a final propulsion resistance when the vehicle reaches the arrival shaft from the output signal of the propulsion distance calculation section 80 and the data in the memory 82. Based on the oil pressure of the propulsion jack 24 detected by the hydraulic pressure sensor 34, that is, the propulsion force and the output of the predicted propulsion resistance calculation circuit 52, the final propulsion force calculation circuit 54 that calculates the final propulsion force is stored in the memory 82. Comparing the load capacity of the pipe with the value obtained by the final thrust calculation circuit 54 to determine whether or not the pipe is damaged by the final thrust,
A pipe breakage judging circuit 56 for inputting a lubrication material injection start signal to the injection amount control unit 84 is provided.

The lubricating material injection amount calculating section 60 has a memory 8
2 and the propulsion distance calculated by the propulsion distance calculation unit 80, the propulsion resistance calculation circuit 62 for calculating the theoretical propulsion resistance at the propulsion distance, the propulsion force detected by the hydraulic pressure sensor 34 and the propulsion resistance calculation circuit 62 A deviation calculating circuit 64 for calculating a deviation from the obtained propulsion resistance; and an injection amount calculating circuit 66 for obtaining an injection amount of the lubricant in accordance with the deviation obtained by the deviation operation circuit 64 and inputting the injection amount to the injection amount control unit 84. It is.

Further, the propulsion state determination unit 70 includes a thrust force memory 72 for storing the thrust detected by the hydraulic pressure sensor 34,
The value stored in the propulsion memory 72 is read out, and an average value calculation circuit 74 for obtaining an average propulsion force in the past plural times of propulsion is used. An injection stop judging circuit 76 for comparing the propulsion force detected by 34 with the injection amount control unit 84 and inputting an injection stop signal of the lubricant to the injection amount control unit 84.

In the embodiment constructed as described above, prior to excavation, the type of pipe, the diameter of the pipe, the length l of one pipe to be buried, and the final Formulas, coefficients, etc. for determining the typical excavation distance L ₀ , soil properties, pipe load capacity, and propulsion resistance are determined by the controller 30.
Given, is stored in the memory 82 (FIG. 4 Step 1
00). Then, when the basic data is input and the propulsion is started, the predicted propulsion resistance calculation circuit 52 of the slip material injection start determination unit 50 reads the coefficient of the formula for calculating the propulsion resistance from the memory 82 ( Step 101). Also,
The propulsion distance calculation unit 80 of the controller 30 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 L ₁ = l ₀ + N × l, and calculates the slipping material. The predicted propulsion resistance calculation circuit 52 of the injection start determination unit 50 and the propulsion resistance calculation circuit 62 of the lubricant injection amount calculation unit 60
And enter Here, l ₀ is the length of the front conduit 10.

The predicted propulsion resistance calculating circuit 52 reads the propulsion distance L ₁ of the current which is promoting distance calculator 80 calculated, and calculates the remaining propulsion distance L ₂ = L ₀ -L ₁ (Step 10
2, 103). Then, the predicted propulsion resistance calculation circuit 52 calculates
The final prediction propulsion resistance F ₂ in the case of promoting the remaining propulsion distance L ₂ is calculated by the following equation (step 104), and inputs to the final driving force calculation circuit 54.

F ₂ = R · S · L ₂ where R is a 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 F ₂ when reaching the reaching shaft from the predicted propulsion resistance calculation circuit 52, the final propulsion force F ₁ detected by the hydraulic pressure sensor 34 is used. read (step 105), obtains a final thrust F _a time to reach the target of arrival pit as: send the pipe breakage judgment circuit 56 (step 10
6).

## EQU2 ## F _a = F ₁ + F ₂

The tube failure determining circuit 56, a final driving force F _a that has entered from the final propulsion force calculating circuit 54, a memory 82
It is stored compared to the tube load force F _MAX (Step 1
07). Then, when the pipe breakage determination circuit 56 determines that F _a <F _MAX , the lubrication material injection start determination unit 50 proceeds to step 10.
2 and the above processing is repeated. However, as indicated by two-dot chain line in FIG. 5, if the F _a in the final propulsion distance L ₀ is expected to exceed the F _MAX, pipe breakage determination circuit 56 determines that the F _a ≧ F _MAX, Pipe damage judgment 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) is reduced 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 described above, the lubricating material injection amount calculating unit 60 calculates the current thrust distance L ₁ obtained by the thrust distance calculating unit 80 by the thrust resistance calculating circuit 62. Reading (step 110 in FIG. 6), the theoretical propulsion resistance f _S at L ₁ is determined based on the following equation given in advance, and sent to the deviation calculation circuit 64 (step 111).

F _s = R · S · L ₁ where R and S are the same as those described in the above formula 1.

The deviation calculating circuit 64 includes a propulsion resistance calculating circuit 6
2, when the propulsion resistance f _{S at} the propulsion distance L ₁ obtained is input, the current thrust F ₁ detected by the hydraulic pressure sensor 34 is input.
Loading and sends the injection amount calculating circuit 66 obtains the deviation ΔF = F ₁ -f _S therebetween (step 112, 113).
Then, the injection amount calculating circuit 66 determines whether or not the deviation ΔF obtained by the deviation calculating circuit 64 is within the allowable deviation ΔF _{0 with} respect to the propulsion resistance f _S obtained by the calculation, as in step 114 (FIG. 7). If ΔF ≦ ΔF ₀ , the process of the lubricant injection amount calculation unit 60 returns to step 110. However, as shown in FIG. 7, when ΔF> ΔF ₀ , the injection amount calculation circuit 66 calculates the injection amount of the lubricant so that ΔF ≦ ΔF ₀ according to the following equation, and sends the calculated amount to the injection amount control unit 84. (Step 115).

Q = Q ₀ · (ΔF / ΔF ₀ ) Here, Q ₀ is a lubricant injection amount reference value determined according to 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. In other words, 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 detected by the oil pressure sensor 34 and stores it in the propulsion memory 72 as shown in step 120 in FIG. input. Then, the average value calculation circuit 74 reads the propulsion force of the past several times (for example, 10 times) immediately before the currently detected propulsion force stored in the propulsion memory 72 and calculates the average value to determine the injection stop. Output to the circuit 76 (step 121). The injection stop judging circuit 76 judges whether or not the thrust read this time is twice or more the average thrust obtained by the average value calculating circuit 74 (step 122). When the injection stop determination circuit 76 determines that the current propulsion is smaller than twice the average propulsion, the propulsion state determination unit 70 returns to step 120 to further read the propulsion and perform the above processing. If it is twice or more, the process proceeds to step 123 to output a signal for stopping the injection of the lubricant, and the propulsion jack 24
Slow down the propulsion speed.

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.

FIG. 9 is a block diagram of the second embodiment.
In this embodiment, an external storage device 130 is connected to the controller 30, and the external storage device 130 stores a map of the load bearing capacity corresponding to the type and diameter of the pipe. Further, a display device (CRT) 134, a keyboard 36, and a hydraulic pressure sensor 34 are connected to the controller 30 via an I / O 132. And the hydraulic pressure sensor 34
Is configured to detect the discharge pressure of the hydraulic pump 26 serving as a hydraulic pressure source as the propulsion pressure of the propulsion jack 24 and input the detected pressure to the controller 30. An electromagnetic valve 136 is provided between the hydraulic pump 26 and the propulsion jack 24,
The solenoid valve 136 is connected to the controller 30 via the I / O 132, and is controlled by the controller 30. Furthermore, a relief valve 138 is provided in a hydraulic circuit between the electromagnetic valve 136 and the hydraulic pump 26 so that the hydraulic pressure supplied to the propulsion jack 24 can be controlled.

The second embodiment configured as described above is similar to that of FIG.
When the type of the pipe and the pipe diameter are input from the keyboard 36 as in step 140, the controller 30 reads the load capacity F _MAX of the corresponding pipe from the external storage device 130,
This is converted to the limit driving pressure P _MAX of propulsion jacks 24 (step 141). Then, the controller 30
As shown in FIG. 11, delta this limit driving pressure P _MAX
Determining the allowable limit driving pressure P ₀ corresponding to P only lower tolerance limit propulsion (step 142). This allowable limit propulsion pressure is set to, for example, a pressure of 80 to 90% of P _MAX ,
The pressure is 2 to 2.5 times the normal propulsion pressure.

[0031] Thereafter, the controller 30 reads the driving pressure P of propulsion jacks 24 for the oil pressure sensor 34 has detected (step 143) and compares this detected pressure P and the allowable limit driving pressure P ₀ (step 144). If P <P ₀ , the controller 30 returns to step 143 and reads the detected oil pressure of the oil pressure sensor 34. If P ≧ P ₀ , the controller 30 proceeds to step 1
45, the solenoid valve 136 is shut off, and the propulsion jack 24
Is stopped to prevent the pipe from being broken, an abnormality is displayed on the display device 134, and an alarm device (not shown) is activated. The time required for the propulsion pressure to rise from the normal value to the allowable limit pressure P ₀ is generally 2 to 5 seconds.

In this way, when the propulsion force pressure becomes abnormally high, the propulsion is automatically stopped, so that the pipe can be prevented from being broken due to human error and safe construction can be performed. Becomes Further, the operator can concentrate on the work without being conscious of the load-carrying capacity of the pipe, and the burden on the operator is reduced, and even if the operator is not a skilled operator, safe and efficient automatic construction can be performed.

[0033]

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 if the detected thrust is larger than the allowable limit thrust determined according to the load bearing 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 block diagram of a controller of a tunnel excavator according to a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a tunnel excavator according to an embodiment of the present invention.

FIG. 3 is a schematic block diagram of a first embodiment of the present invention.

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

FIG. 9 is a block diagram of a main part according to a second embodiment.

FIG. 10 is a flowchart illustrating the operation of the second embodiment.

FIG. 11 is an explanatory diagram of how to determine a propulsion stop time in a second embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Lead pipe 12 Cutter head 16 Lubricant discharge port 20 Lubricant injection means (infusion pump) 24 Propulsion generating means (propulsion jack) 30 Controller 34 Propulsion detection means (hydraulic sensor) 50 Lubricant injection start determination unit 60 Lubricant Injection amount calculation unit 70 Propulsion state determination unit 80 Propulsion distance calculation unit 84 Injection amount control unit

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-59889 (JP, A) JP-A-6-2491 (JP, A) Jikai Sho 64-19693 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) E21D 9/06 311 E21D 9/06 301 E21D 9/08

Claims (1)

(57) [Claims] 1. A method for controlling a thrust generating means installed in a starting shaft to apply a thrust to a leading conduit, comprising: measuring a thrust generated by the thrust generating means during a propulsion operation; Along with storing the force, an average value of the propulsion force for a predetermined number of past times measured and stored during propulsion is obtained, and a ratio of the latest measured value of the propulsion force to the average value of the past propulsion force is a predetermined value. A method for controlling the propulsion force generating means, wherein the propulsion speed by the propulsion force generation means is decreased when the propulsion force becomes larger than the propulsion force.