JPH07259500A - Operation of material carrier train of tunnel and its control device - Google Patents

Abstract

PURPOSE:To carry in a material for tunnel construction to the side of a working face by an unmanned train and to carry out digging debris without being late for digging speed even in a narrow tunnel, while to carry in equipment and the material by a manned train for injection of a back filling and to secure their yard and working space. CONSTITUTION:A special track 50 for an unmanned train is laid practically rectilineally between a mouth and the neighbourhood of a working space in a tunnel, newly set by-pass tracks 51, 51 points are sequentially laid in accordance with digging of the tunnel in the middle of the unmanned train special track 50, and each territory of it is made a double track. On the unmanned train special track 50, the unmanned train is periodically operated to carry the material and equipment required at the working space side from the mouth to the working space, and a the time when the unmanned outward train heading for the working space from the mouth and the unmanned inward train returning from the working space to the mouth cross, the unmanned inward train enters the by-pass track 51 (54), and it is made to pass with the unmanned outward train travelling on the unmanned train special track 50. When a manned train is interrupt operated under the periodical operation of the unmanned train, the manned train is made to preferentially travel on the by-pass track 51 under the condition that it does not obstruct the periodical operation of the unmanned train.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of operating a train for transporting materials and equipment such as a segment for building a tunnel, and a control system therefor. Furthermore, in more detail, unmanned trains are used to transport segments from the wellhead to the face, and on the way back, excavation piles are loaded and this is operated regularly, while materials such as backfill materials and visitors are also transported. The present invention relates to a method of interrupting a manned train and its control device.

[0002]

2. Description of the Related Art In constructing a tunnel, a digging process is often performed while lining a segment. Therefore, in the face part, it is necessary to sequentially transport the segments to the vicinity of the face face as the excavation proceeds. In addition, it is necessary to discharge the excavation scrap caused by excavation outside the tunnel.

For this reason, conventionally, materials such as segments are put on a train and run on rails laid in a tunnel.

[0004] In this case, usually, a single-rail is laid, and therefore the train only reciprocates on the single-track. However, if the tunnel length is short,
Although this is effective, if the tunnel length becomes long, it takes a long time for the train to reach the face of the tunnel, and it becomes difficult to transport the material at a frequency commensurate with the tunneling speed.

In Japanese Patent Laid-Open No. 2-194297, FIG. 13 describes that the battery trains pass each other in the middle of the tunnel (hereinafter referred to as the first prior art example). However, as shown in FIG. 1, it is considered that they pass each other near the wellhead.

On the other hand, Japanese Examined Patent Publication No. 2-59278 describes that only the portion near the face is double-tracked (hereinafter referred to as the second prior art example).

[0007]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention In the above-mentioned first and second prior examples, both are basically a single line, and only a slight difference is made near the wellhead in the first prior example. Although it is effective for providing a short tunnel or a pit in the middle, if the tunnel length without a pit becomes 3 km or more, for example, the material cannot keep up with the tunneling speed.

[0008] Therefore, it is conceivable that the track is double-tracked and two carrier trains are operated regularly. However, in this case, as in the embodiment of the present invention described later, the inner diameter is 30
In the case of about 00 mm, the transport train occupies most of the tunnel cross section, and it is not possible to secure a space for performing work such as backfilling injection within the laying length region of the track.

On the other hand, in the case of backfilling injection, the work location is not constant due to the setup, and this should be considered or prioritized in the same row as the loading of materials such as segments and the unloading of excavation. , The construction efficiency is reduced as a whole.

For unmanned operation of this type of train,
In Japanese Patent Laid-Open No. 3-290599, an optical sensor system is used to recognize the position of a train.
Although the wireless detection method is disclosed in Japanese Patent No. 0, the method is unpractical when the tunnel length is long and the equipment cost increases.

Therefore, an object of the present invention is to carry the material for constructing the tunnel into the crocodile without delaying the excavation speed by the unmanned train, and to carry out the excavation gap even in a narrow tunnel, during which the material is removed. For the purpose of backfilling and injection, equipment and materials are brought in by a manned train to secure a storage space or work space.

[0012]

[Means for Solving the Problems] The above problem is that a private line for an unmanned train is laid in a substantially straight line between the tunnel entrance and the vicinity of the face, and the tunnel is dug in the middle of the unmanned train dedicated line. Along with this, new bypass lines will be laid in sequence, at least two bypass lines will be laid, and each section will be double-tracked. When an unmanned return train going to and an unmanned return train returning to the pit from the face end intersect, one of the unmanned return train and the unmanned return train is inserted into the bypass line, and the other is run on an unmanned train dedicated line. When the manned train is interrupted under the regular operation of the unmanned train, it can be solved by preferentially running the bypass line under the condition that the regular operation of the unmanned train is not disturbed.

[0013] In this case, an unmanned train passing through the bypass line is used as an unmanned return train that carries in excavation shavings, carries necessary materials on the face of the face, and runs on the line dedicated to the unmanned train from the wellhead toward the face. You can make a difference.

Further, it is desirable to provide a connecting / disconnecting section for allowing the unmanned train to pass each other on the bypass line. In this case, the dedicated line for unmanned trains is laid in a substantially straight line between the tunnel entrance and the vicinity of the face, and a new bypass line is installed in the middle of the unmanned train dedicated line along with the tunnel excavation. Are laid in sequence, and at least two bypass lines are laid,
Each section shall be double-tracked.In addition, an unmanned train use line that partially uses the bypass line shall be provided at the end of the bypass line or in the middle, and if using the end of the bypass line, return to the unmanned train use line. In the case of using the bypass line in the middle of the bypass line, the two separation lines are branched from the unmanned train use line, pass through the unmanned train use line, and return to the unmanned train use line again. In the unmanned train dedicated line, the unmanned train is operated regularly, and an unmanned train going from the wellhead to the face side and an unmanned returning train returning from the face to the wellhead intersect with each other. , One of the unmanned return train and the unmanned outbound train is entered in the separation section, the other is run on an unmanned train dedicated line, and both pass each other, and the manned train is interrupted under the regular operation of the unmanned train. When operating, unmanned train Under conditions that do not inhibit the regular operation, in which moving the bypass line preferentially.

Further, under such a mode, an unmanned return train for carrying the excavation gap is entered into the detachment section, and necessary materials are put on the face of the face to run on the line dedicated to the unmanned train from the wellhead toward the face of the face. It can be passed as an unmanned train.

It is preferable that the separating section is provided at the most distal end of the face of the face, at the outermost entrance of the shaft, or at both of them. Of course, it can also be provided on a bypass line on the way.

When a manned train enters a dedicated line for unmanned trains from a bypass line, within the time to enter the next bypass line,
It is desirable to judge whether there is a possibility that an unmanned train will enter the dedicated unmanned train line between bypass lines, and try to enter only when there is no possibility of entering.

It is also suitable to provide a traffic signal before and after the connecting / disconnecting section and on the bypass line before entering the unmanned train dedicated line from the bypass line to inform the driver of the manned train whether or not the driver can enter.

Further, a large number of ID tags for writing information on the unmanned train and the manned train are installed at predetermined intervals on the unmanned train dedicated line and the bypass line.
It is preferable that a reading unit for reading the information written in the D tag is also provided and the unmanned train and the manned train are run based on the information read by the reading unit.

Each ID tag is connected to a central control device outside the mine, detects the traveling status of unmanned trains and manned trains, and based on the detection signal, gives an operation command for unmanned trains and manned trains from the central control device. Can be

On the other hand, as the configuration of the control device of the present invention, a dedicated line for unmanned trains is laid substantially linearly between the tunnel entrance and the vicinity of the face, and in the middle of the unmanned train dedicated line, At least two bypass lines should be laid, each section should be double track, and an unmanned train use line that partially uses the bypass line should be provided at the end of the bypass line or in the middle. In the case of midway use of the bypass line, one separation line returning to the unmanned train utilization line is branched from the unmanned train utilization line, and the two separation lines are returned to the unmanned train utilization line through the unmanned train utilization line. When the unmanned train that goes from the wellhead to the face and the unmanned return train that returns from the face to the wellhead intersects the unmanned train, Enter either a train or an unmanned outbound train The other side is provided with a passing means for running the dedicated line for unmanned trains to pass each other, and a standby means is provided for a position other than the unmanned train use line in the bypass line as a standby position for the manned train, and an adjacent bypass line The space between can be a material or equipment storage space or a work space.

[0022]

The present invention is suitable when the tunnel cross section is small. When the tunnel cross section is small and long, if the entire length is double-tracked, most of the tunnel cross section will be the running space of the train, and it will not be possible to secure a space for installing backfill injection material in the middle of the tunnel. Further, if the tunnel length becomes long, it becomes necessary to install one transformer or a plurality of transformers with a certain length on the way to the excavator of the tunnel facing the face, but it is not possible to secure the installation space for the transformer. .

Therefore, in the present invention, the entire length is not double-tracked, but a plurality of bypass lines are provided, and the space between the adjacent bypass lines is used as the installation space for backfilling injection equipment and transformers.

According to the present invention, by providing the bypass line, the unmanned trains can pass each other.
Further, while it is necessary to constantly supply the segment to the vicinity of the face face for the tunnel excavation and to discharge the excavation chip on the contrary, it is not necessary to carry in the equipment and transformer for backfill injection. It is a regular term. In addition, this loading and unloading must be handled by manned personnel. Therefore, it is necessary to operate manned trains irregularly. In this manned train, unmanned trains preferentially operate the dedicated line for unmanned trains, and under the condition that the operation is not disturbed, interrupt operation using the bypass line reduces the time lag of unmanned train operation Effective above.

On the other hand, under the priority operation of unmanned trains, the shorter the section where the manned train enters the unmanned train dedicated line, the shorter the crossing time with the manned train, and the manned train tunnels regardless of the unmanned train. You can travel to the back of the car relatively freely. However, if returning unmanned trains also use the entire bypass line, it is necessary for manned trains to run while avoiding returning unmanned trains. It will be extremely difficult.

Therefore, according to a more preferable aspect of the present invention, an unmanned train utilization line that partially uses the bypass line is provided at the end or in the middle of the bypass line, and in the case of using the end of the bypass line, the unmanned train is used. In the case of using the bypass line in the middle of the bypass line, branching from the unmanned train utilization line, passing through the unmanned train utilization line, and returning to the unmanned train utilization line again, two coupling lines are provided. An unmanned train utilization line and a separation line constitute a separation section. In this way, if there is a possibility that the unmanned train may intersect with the unmanned train, it is sufficient to wait on the bypass line under the condition that the unmanned train use line is not entered, and the unmanned trains on the way and the unmanned train returning It can guarantee regular driving.

When passing an unmanned train on the way back and forth, it is preferable to give priority to the way out. Therefore, if an unmanned train uses the entire bypass line, and if a bypass line is provided with a mating section, an unmanned return train that carries the excavation scrap is entered into that mating section, Pass the necessary materials on the side, pass from the mine mouth to the face, and pass the unmanned train passing on the dedicated line for unmanned trains.

It is desirable that the separating section is provided at the most distal end of the face. That is, it is effective to improve the workability of the cutting face when the excavation of the cutting face is finished, so that the work for guiding the succeeding segment-loaded unmanned train to the cutting face is performed immediately. Since there is an uncoupling section at the leading edge of the face, the following unmanned trains with segment loading are on standby, and if the unmanned train that has finished loading the excavation slip is started in the uncoupling section, it immediately waits. The subsequent unmanned segment-loaded train can be guided to the face.

It is desirable that the separating section is also provided at the most entrance of the wellhead. The reason for this is the same as the way of setting the timing for cutting face, in order to promptly carry out the excavation scrap and load the segments.

When a manned train enters a dedicated line for unmanned trains from a bypass line, within the time to enter the next bypass line,
It is a preferable mode for safe driving to judge whether or not an unmanned train may enter the dedicated line for unmanned trains between bypass lines and to make an approach for the first time when there is no possibility to enter.

For this purpose, before and after the separation section and on the bypass line before entering the unmanned train dedicated line from the bypass line,
It is desirable to provide traffic lights that indicate whether or not a driver of a manned train can enter, for example, by displaying in blue and red.

A large number of ID tags for writing information on unmanned trains and manned trains are installed at predetermined intervals on the unmanned train dedicated line and bypass line, and a reading means for reading the information written on the ID tags is also provided on the unmanned trains and manned trains. It is preferable to run the unmanned train and the manned train based on the information read by the reading means.

[0033]

The present invention will be described in more detail with reference to the following examples. FIG. 1 shows an example of a cross section of the tunnel T.
The inner diameter is 3000mm, the top exhaust pipe 1, fluorescent lamp 2,
The high-voltage line 3 has a water supply pipe 4 and a drain pipe 5 on one side.
Communication lines 6A, 6A, a power line 6B, a backfill injection pipe 7 and the like are arranged on the other side portion.

A dedicated line 50 for the unmanned train 10 is laid in a substantially straight line in the tunnel T between the wellhead I and the vicinity of the face F, and along the excavation of the tunnel in the middle of the unmanned train dedicated line 50. New bypass lines 51 are sequentially laid. The bypass line 51 is adapted for the manned train 20 to travel. Due to the sizes of the unmanned train 10 and the manned train 20 which are also shown in FIG. 1, they occupy most of the tunnel cross section.

An example of formation of the unmanned train 10 is shown in FIG. 1
Reference numeral 0A denotes a battery locomotive, which has a wellhead I facing toward the alley, and has one trolley 10B for transporting temporary contacts and visitors who are sequentially connected as necessary, and a steel car for excavation-sliding 1
4 0C, 2 segment carrier 10D, 8 in total
It is a vehicle formation. This knitting mode is appropriate and can be changed for each excavation length. Although a specific example of the manned train 20 is not shown, it can be a similar manned-operated battery locomotive, to which an appropriate manned car can be connected.

FIG. 3 shows the unmanned train dedicated line 50 and the manned train bypass line 51. Furthermore, in the embodiment, a separation line (blank line) 52 that is separated from the unmanned train dedicated line 50 and shares the bypass line 51 is laid. Therefore, the shared section 53 of the main line (dedicated line) and the bypass line 5
One unmanned train use section 54 is provided. In addition, the common section 53 is, for example, 1400 as the tunnel is dug.
Every m, the unmanned train use section 54 is 2200-2300m
Is provided for each. The common section 53 can be 40 m or more, usually about 100 m. The space between adjacent bypass lines 51, 51 in this section is the installation space for equipment for backfill injection and the installation space for transformers for boosting the pressure in each section to pass high-voltage lines to the tunnel boring machine up to the face. To use as.
Therefore, the length of the shared section 53 can be determined mainly by the necessary space and the formation or total length of the unmanned train. Further, the pitch of the unmanned train use sections 54, 54 can be mainly determined by the traveling speed and the traveling time interval of the unmanned train 10 required by the face.

The tunnel length is, for example, about 8 km, but an example of installation of all train tracks is shown in FIG. As shown in FIG. 5, the unmanned train 10 and the manned train 20 reciprocate between a fixed wellhead point 55 in this section and a movement point 56 that moves as the face F progresses. The unmanned train 10 is loaded with segments at a wellhead, guided by a dedicated train line 50 by a wireless train guide by a worker (not shown) at the wellhead, and runs while passing through a fixed point 57 on the way to a face F of about 150 m. It stops at the front moving point 56. Here, the wellhead point 55 is set as a wellhead side start point of automatic train operation, and the movement point 56 is set as a face side start point of automatic train operation. Movement point 5
6 is sequentially changed to the front. The fixed points 57 are provided in order to grasp the operating status of the train, and are the installation positions of ID tags, which will be described later, and the number thereof is sequentially increased as the tunnel is dug.

After that, as shown in FIG. 6, the worker on the face F side guided the train to the pull-in section by the handy radio 60, lowered the segment, and loaded the excavation slot instead, and this was completed. At this point, the vehicle is again wirelessly guided to the automatic traveling section and automatically travels to the wellhead point 55.
When it reaches the wellhead point 55, the worker at the wellhead guides the train to throw away the excavation waste and waits for the loading of the segment again. Such operation is continuously performed.

For automatic running of the unmanned train 10, as shown in FIGS. 6 and 7, the unmanned train 10 is extended from a wireless antenna 61 for communicating with a handy radio 60 of a worker and a central command room 80. 6 for transmitting and receiving radio signals to and from the guided radio path 62 laid along the track
3 (two units are installed for one train so that transmission / reception can be performed even in a dead section), an inductive wireless device mobile station 64, and a large number of ID tags 65 installed in the length direction between rails to be described later.
The ID controller 66 for recognizing the station number written in the field through the antenna 63, the encoder 6 connected to the wheel for obtaining the traveling distance and the traveling speed.
7. A safety device 68 as an obstacle sensor is installed.

Signals from these devices are given to the locomotive control unit 69 as shown in FIG.
It is used for control such as running, slowing down, stopping, etc., and the result or running state is conversely passed through the guiding wireless device mobile station 64 to the guiding wireless device fixed station 81 connected to the central controller 80A in the central command room 80. Given.

Now, returning to FIG. 6, the television camera 8 is provided at an appropriate position (particularly near the point) in the tunnel T.
No. 1 is installed, and a display device 84 installed in the central command room 80 can monitor the operating status and working status (including working status of face) of the train in the mine.
On the other hand, in the face, the main part of the signal displayed on the monitor 83 of the central command room 80 is displayed on the CRT display device 82 so that the operating status of the train can be judged. Reference numeral 70 is a signal for a manned train, which will be described in detail later.

FIG. 8 shows a switching branching device 90 between the unmanned train dedicated line 50 and the manned train bypass line 51, and a switching branching device 91 between the unmanned train dedicated line 50 or the manned train bypass line 51 and the separation line 52. There is. Further, FIG. 9 shows a traffic signal 70 for a manned train going through a face and a switching branching device 90.
Fig. 10 shows the traffic signal 7 for the manned train returning to the wellhead.
0 and switch branch 90 are shown. Further, FIG. 11 shows an installation example of the ID tag 65.

The relationship between these and the train will be described later, and the operation mode of the unmanned train 10 will be described first with reference to FIGS. In the embodiment, excavation of the tunnel has progressed considerably, five manned train bypass lines 51 have been laid, and four separation sections by the separation line 52 are provided.

That is, in the state shown in FIG. 13, the train arrives at the cutting edge coupling / decoupling section (the fourth coupling / decoupling section), the train arrives at the second coupling / decoupling section from the wellhead I, and the train is pulled in for segment loading. Still on the line.

Next, in the state shown in FIG. 14, the train is guided by the worker to the face to load the drilling scrap, the train progresses to the third connecting / disconnecting section, and the train completes the segment loading. However, it is in a state of entering the first coupling / decoupling section by a worker or a command from the central command room 80.

After that, as shown in FIG. 15, the train that has completed the loading of the drilling waste is guided to the unmanned train use line of the fourth coupling section, and instead, the train is exclusively used for the unmanned train of the fourth coupling section. Get to the line. The train is proceeding to the second separation section, and the train is in the stage of loading segments.

Subsequently, as shown in FIG. 16, the train departs on the return route, and after passing through the unmanned train dedicated line 50, enters the third connecting / disconnecting section to pass the train. Trains are guided by the workers to the face and load the excavated chips. The train that has completed the segment loading enters the first separation section according to a command from the worker or the central command room 80.

At the stage of FIG. 17, there are four trains and four trains.
Two trains passed each other in the second separation section
Pass each other in the third separation section. Trains are loading segments.

After that, in the stage of FIG. 18, the train departs on the return route, passes through the unmanned train dedicated line 50, and then enters the third connecting / disconnecting section to pass the train. Trains are guided by the workers to the face and load the excavated chips. The train that has completed the segment loading enters the first uncoupling section and passes by the train.

Next, at the stage shown in FIG. 19, all the trains to trains are completed, and thereafter the above-mentioned operation is sequentially performed in each train unit. In these cases, the number of unmanned trains can be thinned out, and the setting or change of the sections to be separated should be determined by the progress of the process such as the request for face cutting and the operating status of manned trains described later. be able to.

In the present invention, the unmanned train 10 and the manned train 20 are operated in a large number in the longitudinal direction between rails, for example, as shown in FIG. Individual installation, 4 for unmanned train 10
A shared line of 0 trains and at least an unmanned train dedicated line 5
The ID tag 65 is installed before the entrance of the separation line 52 on the 0 and immediately after exiting the exit (not shown in FIG. 11).
It is done based on the information written in. That is, as shown in FIG. 7, the station number written in the ID tag 65 and the set speed (stop, slow speed, deceleration,
The speed increase) is recognized by the ID controller 66, and the locomotive control device 69 controls the traveling based on the current traveling speed and traveling distance given by the ID controller 66.

On the other hand, these pieces of information are given to the guidance wireless device fixed station 81 through the guidance wireless device mobile station 64,
On the contrary, in response to the signal, the central control unit 80A in the central command room 80 sends a start or stop signal to the guide radio unit mobile station 64 from the guide radio unit fixed station 81 according to the operation program. It is configured to give to 69.

The manned train 20 also has a similar function, but the operator starts or stops the train according to the lighting state of the traffic light 70 whose red or blue is switched by a signal from the central control unit 80A. There is.

By the way, the ID tags A to D (6 in and around the separation section shown in FIG. 20 and FIG. 21 are shown.
In 5), the following information is input, and the operation is performed according to the contents. That is, as shown in FIG. 20, the ID tag A increases the speed, I
As shown in FIG. 21, D tag C indicates stop or slow speed, ID tag D indicates deceleration instruction information, and ID tag A decelerates, ID tag B stops, ID tag D for unmanned trains returning to the wellhead.
Writes speed-up instruction information, respectively.

On the other hand, from the central controller 80A, FIG.
As shown in, for the unmanned trains 10X and 10Y that have entered the separation section, the following conditions are met and the running conditions of other trains are confirmed, and then a start (start) command is issued.
That is, for the unmanned train 10X, another unmanned train 1
When 0Y stops or slows in the connecting section and there is no train in the L ₂ section, for the unmanned train 10Y, another unmanned train 10X stops in the connecting section and no trains in the L ₁ section. The condition is that it does not exist. In addition, in order to perform the same control in other coupling sections,
There are no other trains in the L ₁ and L ₂ sections during normal running except for abnormal conditions.

Next, the correspondence between the unmanned train 10 and the manned train 20 will be described. In FIG. 23, the manned train 2
0 is a condition where it does not interfere with the regular operation of the unmanned trains 10, 10 ... After adding, return to the waiting point at the wellhead. This manned train 2
The operating condition of 0 is sent to the central command room 80 side by the ID tag 65 group described above, and the manned train 20
The driver is notified by displaying the start (green light) or stop (red light) on the traffic light 70.

Concretely, the example of FIG. 23 in which the manned train bypass line 51 enters the shared section 53 and exits to the next manned train bypass line 51, and from the manned train bypass line 51 through the unmanned train utilization section 54 to the front side As shown in FIG. 24, which goes through the manned train bypass line 51, a traffic signal 70 is installed, and a driver of the manned train 20 is informed of whether or not to enter.

The condition for entry is that the manned train 20 has a traffic light 7
Stopping at a predetermined position before 0 (determined by a signal from the ID tag 65), and there is no other unmanned train within a predetermined distance (for example, 500 m: variable) before and after the turnout 90 or the turnout 91. This is the case when both conditions are met. The driver of the manned train 20 descends from the train 20 before passing through the shared section 53 or the unmanned train utilization section 54, and manually switches the branching device 90 or the branching device 91 to the manned train bypass line 51, and after passing. , Turnout 9 immediately
0 or the branching device 91 is returned to the original position. During the period until the end of the switching (which can be detected by the limit switch 92 (see FIG. 7) provided in the branching device 90 or the branching device 91), the buzzer sound and the rotating lamp blink, and the driver is switched back. I am trying to encourage you. Here, it takes time to switch the branching device 90 or the branching device 91, and while traveling in the shared section 53 or the unmanned train utilization section 54 (each also indicated by a symbol L), another unmanned train 10 is, for example, 100 m long.
When approaching to the point, a signal from the central controller 80A causes a simultaneous stop of the manned train and the unmanned train.
FIG. 9 shows an arrangement mode of the traffic signal 70 for the manned train 20 on the way, but it is shown that the traffic signal 70 is provided at a position before entering the shared section 53 and at a position before entering the unmanned train utilization section 54, respectively. There is. On the contrary, FIG. 10 shows the case of the returning manned train 20, and similarly, a group of traffic signals 70 is installed.

On the main monitor 83A of the central command room 80,
For example, the operating status of each train is displayed in the mode shown in FIG. The position and direction of the unmanned train is displayed in the upper part, the tunnel excavation distance is displayed in the center, the direction and running speed of each train is displayed in the lower left, and the position of each train is displayed in the lower right. Displayed in different colors.

It should be noted that the display for each unmanned train is merely an outline and has no correspondence. Although details are not shown on the sub monitor 83B, as shown in the outline in FIG. 7, mainly an emergency or abnormality display, daily report data,
Point waiting time, management data, etc. are displayed. In FIG. 7, reference numeral 93 is a button for emergency stop at the well I or face F and a start button for entering the unmanned train 10 in the automatic operation section. From these, the central controller 80A through the interface 94.
Signals are sent to and received from.

In the embodiment, a so-called ID control system is adopted. As the ID control system, those provided by Nippon Denso Co., Ltd. or OMRON Corporation can be used. In an ID tag (also called a data carrier), various kinds of information are written in advance in its built-in storage unit. When the train reaches the installation location of the ID tag 65, the information in the ID tag 65 is read by the microwave through the antenna 63 by the read command, the information is read by the ID controller 66, and the locomotive control device 69 and the guide radio device are moved. It is provided to the central controller 80A through the station 63 and the like.

(Modification) The above is a basic example, but various modifications are possible. That is, first, it is preferable that only one manned train train 10 operates, since the rate of hindering the regular operation of the unmanned train 10 is small, but it is also possible to operate a plurality of trains.

It is possible to provide only the bypass line without providing the separation section. In this case, unmanned trains pass each other on the bypass line section. When an unmanned train enters this bypass line section, the manned train needs to wait on another bypass line.

When it is not necessary for an unmanned train to enter each of the connecting and disconnecting sections each time and there is no fear of passing each other unmanned train, skip the connecting and disconnecting section on the way and run the unmanned train dedicated line. You can

As shown in FIG. 4, the connecting / disconnecting sections are provided at the edge of the face F and the edge of the well I, respectively. Although it is preferable in that it is possible to move quickly to the stage, it is also possible to install it on the way of the manned train bypass line 51 or at the center of the tunnel. Zone Z, which shows the separation section in FIG. 4, is, for example, 2 days to 1 with the tunnel excavation.
It is desirable to relocate in sequence for about a week and leave it as an intermediate section for unmanned trains at certain intervals.

The number of trains operated by unmanned trains is preferably one or two at the beginning of tunnel excavation, but the number of train formations should be increased from the middle to the end because the time to reach the face face F gradually increases. Is desirable. Although it depends on the final tunnel length, finally, three or more train sets, particularly 4 to 6 train sets, are preferable.

The present invention can be applied to excavation of various tunnels. For example, as described above, in addition to the case of using a tunnel boring machine (TBM), the case of using a shield machine,
Of course, it can be applied to the so-called NATM method.

[0068]

As described above, according to the present invention, even in a narrow tunnel, unmanned trains can carry the material for constructing the tunnel into the crocodile without delaying the excavation speed and excavation. There is an advantage that the equipment can be carried in by a manned train and a storage space or a work space can be secured for carrying out the sludge and injecting backfill during the process.

[Brief description of drawings]

FIG. 1 is an exemplary view of a cross section of a tunnel.

FIG. 2 is a schematic diagram of an example of formation of an unmanned train.

FIG. 3 is an explanatory diagram of travel routes of unmanned trains and manned trains.

FIG. 4 is a schematic diagram of an example of laying tracks of the entire tunnel.

FIG. 5 is a schematic diagram of a running mode of an unmanned train.

FIG. 6 is a schematic diagram of the entire facility.

FIG. 7 is a block diagram of a control device.

FIG. 8 is an explanatory diagram of switching points.

FIG. 9 is an explanatory diagram of traffic lights and points for an outbound manned train.

FIG. 10 is an explanatory diagram of signals and points for a returning manned train.

FIG. 11 is an explanatory diagram of installation locations of ID tags for manned trains.

FIG. 12 is an explanatory diagram of an example of a monitor screen in the central command room.

FIG. 13 is an explanatory diagram of a first stage of input of an unmanned train.

FIG. 14 is an explanatory diagram of a second stage of the unmanned train.

FIG. 15 is an explanatory diagram of a third stage of the unmanned train.

FIG. 16 is an explanatory diagram of a fourth stage of the unmanned train.

FIG. 17 is an explanatory diagram of a fifth stage of the unmanned train.

FIG. 18 is an explanatory diagram of a sixth stage of the unmanned train.

FIG. 19 is an explanatory diagram of a seventh stage of the unmanned train.

FIG. 20 is an explanatory diagram of an installation position of an ID tag for an outbound train.

FIG. 21 is an explanatory diagram of the installation position of the ID tag for the returning train.

FIG. 22 is an explanatory diagram of operation confirmation of an unmanned train.

FIG. 23 is an explanatory diagram of a waiting mode of a manned train.

FIG. 24 is an explanatory diagram of another waiting mode of the manned train.

[Explanation of symbols]

10 ... Unmanned train, 20 ... Manned train, 50 ... Unmanned train dedicated line, 51 ... Bypass line, 52 ... Separation line (blank line), 53 ...
Main line (dedicated line) shared section, 54 ... Unmanned train use section,
Reference numeral 60 ... Radio equipment, 61 ... Radio antennas 61, 62 ... Guided radio path, 63 ... Antenna, 64 ... Guided radio apparatus mobile station, 6
5 ... ID tag, 66 ... ID controller, 67 ... Encoder, 69 ... Locomotive control device, 70 ... Traffic light, 80 ... Central command room, 80A ... Central control device, 81 ... Inductive wireless device fixed station 81.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Tetsuo Koike 4-12-20 Nihonbashihonmachi, Chuo-ku, Tokyo Sato Industry Co., Ltd.

Claims (11)

[Claims] 1. A dedicated line for an unmanned train is laid substantially in a straight line between a tunnel entrance and the vicinity of a face, and a new bypass line is installed in the middle of the unmanned train dedicated line as the tunnel is dug. Laying sequentially, laying at least two bypass lines, each section is a double track, and in the dedicated line for unmanned trains, unmanned trains are operated regularly, from unmanned outbound trains going from the wellhead to the cutting face and from the cutting face. When an unmanned return train returning to the pit crosses, one of the unmanned return train and the unmanned outbound train is inserted into the bypass line, and the other is run on an unmanned train dedicated line so that they pass each other. When carrying out interruption operation of a manned train under regular operation of the train, the bypass line is preferentially run under the condition that the regular operation of the unmanned train is not interrupted. Method. 2. An unmanned return train that passes an unmanned return train that carries out excavation scraps on the bypass line, puts necessary materials on the face of the face, and runs on an unmanned train dedicated line from the wellhead toward the face. The method of operating a material transfer train for a tunnel according to claim 1. 3. A dedicated line for an unmanned train is laid substantially linearly between the tunnel entrance and the vicinity of the face, and a new bypass line is installed in the middle of the unmanned train dedicated line as the tunnel is dug. Lay in sequence, at least two bypass lines are laid, each section is a double track, and an unmanned train use line that partially uses the bypass line is installed at the end of the bypass line or at the end of the bypass line. In the case of, the one separation line that returns to the unmanned train use line is branched from the unmanned train use line in the case of using the bypass line, and returns to the unmanned train use line through the unmanned train use line 2
A separate line is provided to form a separate section using the unmanned train utilization line and the separate line, and in the unmanned train dedicated line, the unmanned train is operated regularly, and the unmanned outgoing train from the wellhead to the face of the face When the unmanned returning train returning from the face to the mine mouth intersects, one of the unmanned returning train and the unmanned going train is inserted into the separation section, and the other is run on an unmanned train dedicated line to pass the two, When the manned train is interrupted under the regular operation of the unmanned train, the bypass line is preferentially run under the condition that the regular operation of the unmanned train is not disturbed. Train operation method. 4. An unmanned return train that carries an unmanned return train that carries excavation scraps into the uncoupling section, puts necessary materials on the face of the face, and runs on an unmanned train dedicated line from the wellhead toward the face The method of operating a material transfer train for a tunnel according to claim 2. 5. The method of operating a material transport train for a tunnel according to claim 3, wherein the connecting / disconnecting section is provided at the leading edge of the face. 6. The method of operating a material transport train for a tunnel according to claim 3, wherein the connecting / disconnecting section is provided at the entrance of the mine mouth. 7. When a manned train enters a dedicated line for unmanned trains from a bypass line, within the time to enter the next bypass line,
The method for operating a material transport train for a tunnel according to claim 1 or 3, wherein it is determined whether or not the unmanned train may enter the dedicated unmanned train line between the bypass lines, and only when there is no possibility of entering the unmanned train, enter the unmanned train dedicated line. 8. The tunnel material according to claim 1, wherein traffic signals are provided before and after the connecting / disconnecting section and on the bypass line before entering the unmanned train dedicated line from the bypass line to inform the driver of the manned train whether or not the driver can enter. How to operate a transport train. 9. An unmanned train dedicated line or a bypass line is also provided with a large number of ID tags for writing information on unmanned trains and manned trains at predetermined intervals, and a reading means for reading the information written on the ID tags on unmanned trains and manned trains. The method of operating a material transport train for a tunnel according to claim 1 or 3, wherein an unmanned train and a manned train are provided based on the information read by the reading means. 10. Each ID tag is connected to a central control device outside the mine, detects the traveling status of an unmanned train and a manned train, and based on the detection signal, the central control device issues an operation command for the unmanned train and the manned train. The method of operating a material transport train for a tunnel according to claim 1 or 3, wherein: 11. An unmanned train dedicated line is laid in a substantially straight line between the tunnel entrance and the vicinity of the face, and at least two bypass lines are laid in the middle of the unmanned train dedicated line. The section will be double-tracked.In addition, an unmanned train use line that partially uses the bypass line will be provided at the end or in the middle of the bypass line, and in the case of using the end of the bypass line, one separation line that returns to the unmanned train use line In case of using the bypass line on the way, branch from the unmanned train use line and return to the unmanned train use line through the unmanned train use line 2
When the unmanned train that runs from the wellhead to the face and the unmanned return train that returns from the face to the wellhead intersects, the unmanned train that goes from the wellhead to the faceface intersects with each other. One of the unmanned return trains and unmanned outbound trains is entered into the separation section, and the other is run as an unmanned train dedicated line to provide a passing means for passing the two, and the positions other than the unmanned train use line on the bypass line are manned. An operation control device for a train for material transportation in a tunnel, characterized in that a standby means is provided as a standby position for the train, and a space between adjacent bypass lines is a material or equipment storage space or a work space.