JPH08282478A - Trolley type tunnel-inside material carrying method - Google Patents

Abstract

PURPOSE: To allow a mobile transfer carrier to run in a sharp-curved and sharp- gradient tunnel by disposing it at any position inside the tunnel and running a tire type transport carrier reciprocatingly between a tunnel inlet and the mobile type transfer carrier and between the mobile type transfer carrier and a heading. CONSTITUTION: A tire type transfer carrier 20 (20A, 20B) receives a trolley arm power supply and a battery power supply for self-traveling, and comprises a wheel rotation amount sensor, a bar code reader, an inclination sensor, and a gyro. Also, the axial position, orientation, and lateral position of the carrier in a tunnel are measured to steer to a commanded point for running inside the tunnel. In the tunnel T, transfer carriers 1A and 1 are disposed at an inlet and a proper intermediate point, and an unloading device 14 is disposed at a point near a heading A. Then, the transfer carrier 20 is transported reciprocatingly between a loading device 13 and the transfer carrier 1A, between the transfer carriers 1A and 1, and the transfer carrier 1 and the unloading device 14 to transport materials to the heading A.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of transporting materials in a railless tunnel in a shield tunnel or the like.

[0002]

2. Description of the Related Art Conventionally, in a shield tunnel, a rail has been laid inside the tunnel, and a truck of a battery locomotive is run on the rail, and the truck carries the material.

[0003]

Since the conventional transfer method is a rail type, when passing each other, the evacuation rail at the point installed in advance waits for the backward vehicle to pass, which causes a lot of loss time and a cycle. The time gets longer.

Further, the construction cost was required because the installation and removal work of rails were required. In addition, I was unable to drive through a sharp curve or steep tunnel. An object of the present invention is to provide a method of transporting materials in a railless tunnel in which the cycle time can be shortened and a tunnel with a sharp curve or a steep slope can be handled.

[0005]

According to the method for transporting materials in a trackless tunnel according to the present invention, a mobile transfer truck is arranged at an arbitrary position in the tunnel, and a tunnel entrance and a mobile transfer truck are provided. Between the mobile transfer cart and the mobile transfer cart, and between the mobile transfer cart and the face by pistons with one tire-type carrier, the material is supplied from the entrance to the face. It is characterized by being transported.

Further, according to the present invention, the tire type carrier is provided with a trolley arm power supply and a battery power supply, has a wheel rotation sensor, a bar code reader, an inclination sensor and a gyro, and positions in the tunnel axis direction of the vehicle. It has a large diameter tire with an arc cross section that measures the direction and lateral position, steers to a commanded point, and travels in a tunnel.

Further, according to the present invention, the tire type carriage is adapted to find a point of speed control or positioning by means of a mechanical guide and a bar code label to decelerate and position.

Further, according to the present invention, the tire type carrier is provided with traveling wheels, an opening / closing arm and an arm elevating device on a gate type frame so as to straddle the carrier and the segment placed on the ground. It is designed to be lifted for unloading and unloading.

Further, according to the present invention, the tire-type carrier truck calculates the positions of the axle reference points of the front wheels and the rear wheels based on the position / posture data of the truck so that each of them may face its respective target position. Steer the wheels independently to
It is designed to drive the dolly in a posture.

[0010]

In the present invention, the cycle time is the time required for the railless carriage to reciprocate between the movable transfer carriage near the face and the face, which is greatly shortened compared to the conventional case. Further, the tire-type carrier truck can cope with traveling on a curved surface of an inner wall of a steep curve, a steep slope tunnel, and a small diameter tunnel.

[0011]

Embodiments of the present invention will be described below with reference to the drawings.

Referring to FIGS. 18 and 2, a pair of traveling parts 2 are provided in a movable transfer carriage 1 used in the present invention, and a pair of traveling wheels driven by a motor 3 are provided in the traveling part 2. 4 are provided. The running parts 2 and 2 are connected by a gate-shaped frame 5, and an elevating frame 8 is provided on the frame 5 so as to be vertically movable via two pairs of elevating rails 6 and an elevating device 7. The lifting frame 8 is connected to the lifting frame 8 via the opening / closing rail 9 and the opening / closing device 10.
A pair of open / close arms 11 are provided so as to be able to expand and contract with each other. The two segments S thus configured and placed on the floor via the spacers 12 are moved up and down by the elevating frame 8 and by expanding and contracting the open / close arm 11 so that the tire type carrier 2
It is supposed to be transferred to 0.

3 to 6 show a tire-type carrier truck 20 embodying the present invention. A pair of large-diameter tires 22, a drive device 23, and a control device 24 are provided in front of and behind the low-floor vehicle body 21 of the tire-type carrier vehicle 20, respectively. Then, electric power is supplied from a power supply rail 25 laid along the peripheral wall of the tunnel T via a power supply arm 26 projecting in the center of the vehicle body 21, and as shown in FIG. 7, power is supplied in a sharp curve. If power cannot be supplied via the arm 26, the loaded battery 25a (FIG. 10)
It is designed to drive.

A wireless modem 28 having a camera 27 and an antenna 28a is provided in front of the dolly 20 (on the left side in the figure), and a wheel rotation amount sensor 29 and an absolute sensor each of which is composed of an incremental encoder is provided on each tire shaft. A steering angle sensor 30 composed of an encoder is provided. An inclinometer 31 is provided in each of the front and rear portions and the center portion of the vehicle body 21, and a gyro compass 32, a bar code reader 33, a sonar 34, and a bump sensor 35 are provided in the front portion. Further, a power feeding arm angle sensor 36 and a shoe angle sensor 54, which are absolute encoders, are provided. Further, as shown in FIG. 8, the contact surface of the large-diameter tire 22 is formed in an arcuate cross section to match the curved surface shape of the tunnel T to reduce the rolling resistance and improve the contact property to enable curved surface traveling. ing.

FIG. 9 shows a hydraulic circuit of the truck 20. That is, pressure oil from an oil pump (not shown) is supplied to the left or right oil chamber of the steering cylinder 42 by the three-position solenoid proportional valve 40 and the three-position manual valve 41 arranged in parallel via the check valve 38 and the pressure control valve 39. Is selectively supplied to the right or left oil chamber, and the pressure oil in the left or right oil chamber is supplied to both valves 40 and 41.
Is selectively returned to the tank 43. Reference numeral 44 in the figure is a pressure transducer, 4
5 is a pressure gauge and 46 is an accumulator.

In FIG. 10, the drive device 23 is provided with a steering drive device 23a and a tire drive device 23b.

The control unit 24 includes a position / posture / speed calculation circuit 24a and a steering control circuit 24.
b and a speed control circuit 24c are provided.

The central control unit 47 is installed outside the tunnel T, and is provided with a control map 48, a transfer point setting circuit 50 and a cargo scheduling circuit 51. The power feeding rail 25 and the battery 25a form a power feeding device 52. Then, position information and the like are input to the central controller 47 from the trolley 20 and another trolley 20A (FIG. 1) controller 24, and the central controller 47 outputs a point command or the like to the trolley 20. Communication between the central control unit 47 and the carriage 20 is as shown in FIG.
1 via a wireless modem 28.

Next, the operation will be described. As shown in FIG. 12, when the carriage 20 travels, the traveling direction distance Y for position sensing is obtained by measuring the number of rotations of the front and rear tires 22 with the wheel rotation amount sensor 29. Since the error accumulates only with this number of rotations, as shown in FIG. 13, the bar code label 37 is attached at an arbitrary position of the tunnel T, and the address is input by scanning with the bar code reader 33 while traveling. The position data for the address is obtained and reset from the map 48 (FIG. 10) created by measuring the position in advance.

In FIG. 14, the displacement X from the axis is calculated as the deviation X from the lowermost position of the tunnel T by measuring the rolling angle θ by the inclinometer 31.

Further, since accurate positioning is required at the end of the transportation route such as the place where the segments S are loaded and unloaded on the loading carriage 1, as shown in FIG. 15, the bar code labels 37 are arranged at a fine pitch. The error in the running direction is reduced, and the lateral position is forcibly determined by the mechanical guide 53 shown in FIG. Also, the barcode label 37,
Is also used to specify the deceleration point.

16 and 17 show an algorithm for steering control of the carriage 20. That is,
Map 4 by inputting signals from the feed arm angle sensor 36 and the shoe angle sensor 54 and the position Y in the tunnel axis direction.
From the data of 8, the posture of the central portion C of the vehicle body 21 (displacement X,
Y and the angle α) are calculated, and the centers Cf of the front and rear tires 20f and 20r and the displacements Xf and Xr of the Cr are calculated. Then
Their displacement Xf, Xr and the given displacement X _F, the difference between X _R, calculated longitudinal tire 20f, 20r of the steering angle .alpha.f, the .alpha.r, central portion C of the angles α and longitudinal tire 20f compares , 20r are steered to perform a closed-loop steering control so that the angle between the power feeding arm 26 and the carriage 20 and the angle between the power feeding arm and the shoe are kept constant.

Next, the mode of transportation will be described.

In FIGS. 1 and 19, a loading device 13 is arranged in the vertical shaft H, and transfer trucks 1A and 1 are arranged at the entrance and intermediate points of the tunnel T, respectively, and at points near the face A. The unloading device 14 is arranged, and the transport vehicle 20 is provided between the loading device 13 and the transfer carriage 1A, between the transfer carriages 1A and 1 and between the transfer carriage 1 and the unloading equipment 14.
B, 20A and 20 carry the piston to carry the segment S to the face A.

Then, the loading device 13 is used to transport the carriage 20B.
The segment S loaded in the
0A, then the transfer carriage 1 transfers to the transfer carriage 20, and the unloading device 14 unloads the transfer carriage 20.

Specifically, it is performed in the mode shown in FIG.
That is, the control device 24 uses the position / posture / speed calculation circuit 24a to calculate the position / posture / speed based on the reset position information from the bar code reader 33, the wheel rotation amount information from the wheel rotation amount sensor 29, and the tilt information from the tilt sensor 31. The posture and speed are calculated, and the position information is output to the transfer point setting circuit 50 via the map 48 (step S1). Then
The transfer point setting circuit 50 sets a transfer point,
Transfer point information is transferred to the mobile transfer cart 1, the steering control circuit 24b, and the speed control circuit 24.
c and (step S2). Therefore, the steering control circuit 24b, based on the transfer point information, the posture information from the gyro 32, and the steering angle information from the sensor 30, the steering drive device 23.
The steering control command is output to a (step S
3), steer the tires 20f and 20r (step S
4) At the same time, the speed control circuit 24c outputs a speed control command to the tire driving device 23b based on the transfer point information (step S5), and controls the speeds of the tires 20f and 20r (step S6).

The transfer point is set in step S2 as shown in FIG. 21, for example. That is, the present points of the carriages 20 and 20A are P1, P2, and the transfer carriage 1
Position, that is, the transfer point is P, the distance between the points P1 and P is L1, the distance between the points P and P2 is L2, and the carriage 2 is
Assuming that the speeds of 0 and 20A are V1 and V2, the time required for unloading the trolley 20A is Ts, and the margin time is Tk, the following Equation 1 and Equation 2 (L1 / V1) = (L2 / V2) -Ts-Tk (1) L = L1 + L2 (2) By obtaining L1 or L2, the transfer point P is obtained from the position (Y1-L1) of the point P1 in the tunnel axis direction or the position (Y2 + L2) of the point P2 in the tunnel axis direction. Ask.

FIG. 22 shows a traveling mode of the truck 20 in the tunnel T. That is, the control device 24 is based on the reset position information from the bar code reader 33, the wheel rotation amount information from the wheel rotation amount sensor 29, the power feeding arm angle information from the power feeding arm angle sensor 36, and the trolley posture information from the gyro 32. The position / posture / speed calculation circuit 24a calculates the position / posture / speed, and the central controller 47
The position information is output to the map 48, the target angle / bogie angle information is output to the steering control circuit 24b, and the target speed / bogie speed information is output to the speed control circuit 24c (step S1). Then, the steering control circuit 24c, based on the target angle / truck angle information,
A steering control command is output to the steering drive device 23a (step S2), and the tires 20f and 20r are steered (step S3). At the same time, the speed control circuit 24c outputs a speed control command to the tire driving device 23b based on the target speed / truck speed information (step S4),
The rotation speeds of the tires 20f and 20r are controlled (step S
5).

FIG. 23 shows the positioning of the carriage. That is, the control device 20 determines the position / posture based on the positioning position information and acceleration / deceleration position information from the bar code reader 33, the wheel rotation amount information from the wheel rotation amount sensor 29, and the steering angle information from the steering angle sensor 30. The speed calculation circuit 24a calculates the position / posture / speed, outputs the position information to the map 48, and outputs the trolley position / posture / speed information to the steering control circuit 24b and the speed control circuit 24c (step S1). Then, the central controller 47 sets the target position on the map 48 and sets the target position on the steering control circuit 24.
The target position information is output to b and the speed control circuit 24c (step S2). Therefore, the steering control circuit 24b outputs a steering control command to the steering drive device 23a based on the trolley position / posture / speed information and the target position information (step S3), and steers the tires 20f, 20r (step S4). at the same time,
The speed control circuit 24c is used for the tire driving device 23b.
To the tire 20 (step S5).
The speeds of f and 20r are controlled to stop at the target position (step S6).

[0030]

As described above, according to the present invention, the cycle time can be shortened and a tunnel with a sharp curve or a steep slope can be dealt with.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view of a tunnel and a shaft explaining a transportation mode.

FIG. 2 is a front view of FIG. 1;

FIG. 3 is a perspective view showing a tire-type carrier truck for carrying out the present invention.

FIG. 4 is a side view of FIG.

5 is a top view of FIG.

6 is a front view of FIG.

FIG. 7 is a drawing showing a state of a tire-type carrier truck during a sharp curve.

FIG. 8 is a front view showing the shape of a tire.

FIG. 9 is a hydraulic circuit diagram of a tire type carrier.

FIG. 10 is a control block diagram.

FIG. 11 is a drawing showing a central controller and a wireless modem.

FIG. 12 is a plan view illustrating mileage correction.

FIG. 13 is a perspective view illustrating resetting of position data.

FIG. 14 is a front view illustrating displacement from an axis.

FIG. 15 is a perspective view illustrating positioning at the end of the transport route.

FIG. 16 is a block diagram showing a steering control algorithm.

FIG. 17 is an explanatory diagram of the reference numerals of FIG. 16.

FIG. 18 is a side view showing a mobile transfer cart used in the present invention.

FIG. 19 is a perspective view showing a loading device.

FIG. 20 is a control flow diagram illustrating a transfer mode.

FIG. 21 is a positional relationship diagram illustrating a transfer mode.

FIG. 22 is a control flow diagram illustrating a traveling mode.

FIG. 23 is a control flow diagram illustrating a positioning mode.

[Explanation of symbols]

 A ... Face H ... Vertical shaft P ... Transfer point S ... Segment T ... Tunnel 1 ... Transfer type transfer truck 2 ... Traveling section 3 ... Motor 4 .... -Running wheel 5 ... Frame 6 ... Elevating rail 7 ... Elevating device 8 ... Elevating frame 9 ... Opening / closing frame 10 ... Opening / closing device 11 ... Opening / closing arm 12 ... Spacer 13 ... Loading device 14 ... Unloading device 20 ... Tire type carrier 21 ... Low floor type vehicle 22 ... Large diameter tire 23 ... Drive device 23a ... Steering drive Device 23b ... Tire driving device 24 ... Control device 24a ... Position / posture / speed calculation circuit 24b ... Steering control circuit 24c ... Speed control circuit 25 ... Power supply rail 25a ... Battery 26・ ・ ・ Power supply arm 27 ・ ・ ・ Camera 28 ・ ・ ・ Wireless modem 28a ・ ・ ・ Antenna 28b ・ ・ ・ Wireless kill switch 29 ・ ・ ・ Wheel rotation amount sensor 30 ・ ・ ・ Steering angle sensor 31 ・ ・ ・ Inclinometer 32・ ・ ・ Gyro compass 33 ・ ・ ・ Bar code reader 34 ・ ・ ・ Sonar 35 ・ ・ ・ Bump sensor 36 ・ ・ ・ Feed arm angle sensor 37 ・ ・ ・ Bar code label 38 ・ ・ ・ Check valve 39 ・ ・ ・ Pressure control Valve 40 ... 3-position solenoid proportional valve 41 ... 3-position manual valve 42 ... Steering cylinder 43 ... Tank 44 ... Pressure transducer 45 ... Pressure gauge 46 ... Accumulator 47 ... Central control unit 48 ... Map 50 ... Transfer point setting circuit 51 ... Load staging circuit 52 ... Power supply device 5 3 ... Mechanical guide 54 ... Shoe angle sensor

Front Page Continuation (71) Applicant 595052013 Eric Hoffman, USA 15221 14 Pittsburgh Wilkins Road, Pennsylvania (72) Inventor Yoshinori Matsunaga 1-2-7 Moto-Akasaka, Minato-ku, Tokyo Kashima Construction Co., Ltd. (72) Invention Kenji Kikuchi, 1-2-7 Moto-Akasaka, Minato-ku, Tokyo Kashima Construction Co., Ltd. (72) Inventor, Tatsuro Sato 1-2-7, Moto Akasaka, Minato-ku, Tokyo Kashima Construction Co., Ltd. (72) Inventor Ryo Mizutani 1-2-7 Moto-Akasaka, Minato-ku, Tokyo Kashima Construction Co., Ltd. (72) Inventor Takeo Kanade United States 15208 Pittsburgh Penrose Drive 130, Pennsylvania (72) Inventor Charles E Soap United States 15044 Pennsylvania County Gibsonia Birdna Circle 3025 (72) Inventor Eric Hoffman United States 15212 Pitts, Pennsylvania Hague Wilkins Road 14 address

Claims (5)

[Claims] 1. A mobile transfer carriage is arranged at an arbitrary position in the tunnel, and between the tunnel entrance and the mobile transfer carriage,
Transporting materials from the entrance to the face by piston-transporting with one tire-type carrier between the mobile transfer trolley and the mobile transfer trolley, and between the mobile transfer trolley and the face. A method of material transportation in a trackless tunnel characterized by: 2. The tire type carrier is provided with a trolley arm power supply and a battery power supply, has a wheel rotation sensor, a bar code reader, a tilt sensor and a gyro, and determines the position and direction of the tunnel axis of the vehicle and the lateral position. 2. The method for transporting materials in a trackless tunnel according to claim 1, further comprising a large-diameter tire having an arc section, which is measured and steered to a commanded point to travel in the tunnel. 3. The method for transporting materials in a trackless tunnel according to claim 1, wherein the tire type carrier truck decelerates and positions by finding a speed control or positioning point by a mechanical guide and a bar code label. 4. The tire type carrier is provided with a traveling wheel, an opening / closing arm, and an arm elevating device on a gate-shaped frame, and lifts and unloads the carrier and a segment placed on the ground while straddling it. The method of transporting materials in a trackless tunnel according to claim 1, wherein the material is unloaded. 5. The tire-type carrier truck calculates the positions of the axle reference points of the front wheels and the rear wheels based on the position / posture data of the truck, and the wheels independently move the wheels so as to face their respective target positions. The method for transporting materials in a trackless tunnel according to claim 1, wherein the trolley is steered to drive the trolley to a target position / posture.