JPH08303180A - Control method for head for propulsion - Google Patents

Abstract

PURPOSE: To improve controllability by estimating the position and attitude of a head for propulsion after a plurality of unit stroke propulsion by using a specified algorithm and correcting the direction of the head. CONSTITUTION: When it is estimated that the position and attitude of a head 4 are deviated from tolerance at the time of the continuous propulsion of the head 4, the control direction of the pressure-receiving surface 7a of the head 4 is corrected. When an estimated algorithm correcting the control direction is determined as follows at that time, the result of propulsion can be estimated accurately though the algorithm is simple. θ'=θ-Spsin (ψ). D'=D+Ssin ((θ'+θ)/2). (where, S represents a propulsive distance, θ, θ' the angle of the current attitude of the head and the angle of an attitude after propulsion of the head to a projected line respectively, (p) the rates of changes of the angles to the projected line of the head per a unit propulsive distance, ψ the angular position of the pressure-receiving surface, D, D' distances from the projected line displaying the current position of the head and S a distance from the projected line displaying the estimated place of the head after S propulsion). Accordingly, the head can efficiently be controlled accurately.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of controlling an excavating device for forming a hole through which an optical fiber cable, an electric wire or the like is inserted in the ground, and more specifically, a slope If the pressure receiving surface is rotatably provided around the front-rear axis of the propulsion head and propelled by a constant propulsive force with the pressure receiving surface oriented in a certain direction, the pressure receiving surface receives a direction opposite to the direction of the pressure receiving surface. The present invention relates to a method for controlling a propulsion head that adjusts the direction of an inclined pressure receiving surface so that the propulsion head passes along a propulsion planning line by utilizing the phenomenon that the propulsion head changes its propulsion direction.

[0002]

2. Description of the Related Art This type of propulsion head control method uses a position detection means for detecting the position of a propulsion head connected to the tip side of a propulsion pipe that receives a pressing force from the rear and propels in the soil. Inclination of the propulsion head provided so as to receive a reaction force from the soil accompanying the propulsion in the soil based on the position information and the posture information from the posture angle detection means for detecting the posture of the propulsion head. The control direction of the pressure receiving surface is determined by using a control theory such as fuzzy reasoning, and the pressure receiving surface is adjusted to the determined control direction to improve the propulsion efficiency by continuously propelling a unit stroke a plurality of times. I was doing. When the above example is described in detail, when the propulsion head is displaced from the propulsion planning line, the position and attitude of the propulsion head with respect to the propulsion planning line are detected, and this actual position and the position where the propulsion head should be, The actual posture and the posture that should be taken are compared with each other, and the data obtained by these comparisons are used as input values, and based on these data, the control for the pressure receiving surface is performed so that the propulsion head comes closer to the propulsion planning line. The direction is determined by applying multiple fuzzy rules, and if you want to adjust the course of the propulsion head to the right, the control direction is determined so that the pressure receiving surface faces left, and the propulsion head is propelled by multiple strokes. As described above, the propulsion head is advanced along the propulsion planning line while repeating the direction adjustment of the pressure receiving surface and the multiple stroke movements.

[0003]

However, in the above-described conventional method for controlling the propulsion head, when the propulsion planning line is substantially straight, the operation for determining the control direction of the pressure receiving surface by calculation is performed every time. Even if it is not performed, it can be efficiently propelled by propelling a plurality of strokes in the control direction determined by the result of one calculation, but if the number of continuous propulsion increases, there is a possibility that it will deviate greatly from the propulsion planning line. Further, when performing so-called curved propulsion in which the propulsion planning line is a curve, the tangent line of the propulsion planning line closest to the propulsion head is set as a virtual propulsion planning line, and the propulsion head with respect to the virtual propulsion planning line The propulsion head has a tendency to shift to the outside in the radial direction of the propulsion planning line because it was to control, and when propulsing multiple strokes in the determined control direction, the allowable control range is A big deviation,
There was a risk that it would be impossible to return to the planned line. An object of the present invention is to provide a propulsion head control method capable of estimating in advance the risk of the propulsion head deviating from an allowable control range and correcting the control direction of the pressure receiving surface of the propulsion head in advance. is there.

[0004]

In order to solve this problem, the characteristic configuration of the method for controlling a propulsion head according to the present invention is such that the propulsion of a unit stroke of the propulsion head is repeated a plurality of times in accordance with the determined control direction. In this case, the position and orientation of the propulsion head after the plurality of unit strokes of propulsion are estimated based on a preliminarily provided estimation algorithm, and one of the estimated position and the estimated posture exceeds the allowable control range. In this case, correction is applied to the determined control direction so that the propulsion head does not exceed the control range. With the above-mentioned configuration, the estimation algorithm is configured as follows: θ ′ = θ−sp sin (ψ) D ′ = D + s sin ((θ ′ + θ) / 2) (where, s is the propulsion distance and θ and θ ′ are The angle representing the current attitude of the propulsion head with respect to the propulsion plan line and the angle representing the estimated attitude after s propulsion, p is the rate of change of the angle of the propulsion head with respect to the propulsion plan line per unit propulsion distance. , Ψ is the angular position of the pressure receiving surface D and D ′ are the distance from the propulsion planning line that represents the current position of the propulsion head, and the estimated position of the propulsion head after s propulsion. (Distance from the promotion line)
It is preferable that

[0005]

When the propulsion head is continuously propelled in the control direction of the pressure receiving surface determined based on the current position and posture of the propulsion head, the position and the posture of the propulsion head deviate from the allowable control range. If it is estimated, the control direction of the pressure receiving surface is corrected, and if it is estimated that the position or orientation of the propulsion head falls within an allowable control range, the propelling head continuously propels for a plurality of strokes. Then, the estimation algorithm is as follows: θ ′ = θ−sp sin (ψ) D ′ = D + s sin ((θ ′ + θ) / 2) (where s is the propulsion distance and θ and θ ′ are the propulsion planning lines, respectively. The angle representing the current attitude of the propulsion head with respect to s and the angle representing the estimated attitude after propulsion, p is the rate of change of the angle of the propulsion head with respect to the propulsion planning line per unit propulsion distance, and ψ is The angular positions of the pressure receiving surface, D and D ′, are the distance from the propulsion planning line that represents the current position of the propulsion head, and the propulsion plan that represents the estimated position of the propulsion head after s propulsion. (Distance from the line), by substituting the measured value or the design value for the rate of change p of the angle of the propulsion head with respect to the propulsion planning line per unit propulsion distance, the propulsion result can be accurately estimated for a simple reason. You can do it.

[0006]

The position and orientation of the propulsion head deviates from the allowable control range and is prevented from becoming uncontrollable. It is now possible to provide a propulsion head control method capable of improving propulsion efficiency by continuing propulsion a plurality of times.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a situation in which a propulsion device 2 installed in a starting pit 1 propels a propelling body A in the ground toward a predetermined position in a reaching pit (not shown). The starting pit 1 is provided with earth retaining walls 1a on all sides,
A support frame 1b that receives the earth pressure acting on the earth retaining wall 1a is provided on the inner side of the earth retaining walls 1a. The propulsion device 2 is a known device that is configured to hold the propulsion body A and press it toward the soil to propel it. As shown in FIG. 2, the propulsion body A includes a plurality of propulsion pipes 3 and a propulsion head 4 which are connected in a freely bendable manner in the longitudinal direction. A plurality of hydraulic hoses 5 for circulating the pressure oil for driving the propulsion head over the empty space,
A plurality of cables 6 connected to the measuring means installed in the propulsion head 4 are provided and configured. The propulsion pipe 3 is composed of a metal cylindrical body, and a spherical joint J is employed to flexibly connect the propulsion pipe 3 or the propulsion head 4 adjacent to each other. As shown in FIG. 2, the propulsion head 4 has a cylindrical head body 4a, and is a fitting tubular member that is rotatable around the axis of the head body 4a and is capable of retracting along the axial direction. 4b is provided in the head body 4a in an internally fitted state, and a front conductor 7 provided with an inclined pressure receiving surface 7a for receiving earth pressure due to propulsion is fixed to the tip of the fitting tubular member 4b. is there. In the head body 4a,
A rotation drive mechanism R that rotationally drives the fitting cylinder member 4b and the front conductor 7 fixed thereto around the cylinder axis, and drives the fitting cylinder member 4b and the front conductor 7 to move in and out in the cylinder axis direction. A freely retractable drive mechanism T, a known acceleration sensor C1 which is an example of an attitude angle detection means for detecting a deviation θv (see FIG. 3a) in the vertical attitude angle of the propulsion head 4 with respect to the planned line K, and A rotation angle detection sensor C2, which is an example of rotation angle measuring means for measuring the rotation angle of the front conductor 7 around the axis, and consequently the rotation angle of the pressure receiving surface 7a, is installed. On the other hand, the propulsion head 4 is provided on the outer peripheral portion of the head body 4a.
A transmission coil C3 used for position measurement is provided. The electromagnetic wave from the transmitting coil C3 is received and processed on the ground by a known electromagnetic wave detecting unit C4 which is an example of a position detecting means, so that the propulsion head 4 is processed.
Can be calculated, and from the result, the vertical displacement amount Dv (see FIG. 3a) and the horizontal displacement amount Dh (see FIG. 3b) of the propulsion head 4 with respect to the planning line K of the propulsion route. Is determined. The amount of misalignment in each direction means the length of the line connecting the intersection point P between the axial center of the propulsion head 4 and the inclined pressure receiving surface 7a and the point Q on the planned line K closest to P. The horizontal component is the amount of positional deviation in the horizontal direction Dh
And the vertical component is the vertical displacement amount Dv.
The acceleration sensor C1, the rotation angle detection sensor C2, and the electromagnetic wave detection unit C4 are connected to a control unit 50 for the propulsion head 4, which will be described in detail later, and the data thereof is used to steer the propulsion head 4 using the fuzzy theory. Used for control. The inclined pressure receiving surface 7a of the leading conductor 7 is
Since the head body 4a is formed so as to be inclined with respect to the axis of the cylinder, the rotary drive mechanism R moves the front conductor 7 into a cylinder so that the inclined pressure receiving surface 7a faces outward of the propulsion curve during curve propulsion. When the tip conductor 7 is pushed forward in the state of being rotationally driven around the axis, the inclined pressure receiving surface 7a
The propulsion head 4 can be guided in the propulsion curve direction by the earth pressure acting on. The steering control of the propulsion head 4 referred to here is to determine the operation direction of the inclined pressure receiving surface 7a and the propulsion operation amount in the operation direction, and push the propulsion head 4 forward with a predetermined stroke.

FIG. 4 shows the structure of a control unit 50 for controlling the steering of the propulsion head 4. The control unit 50 includes an input interface 51 connected to the acceleration sensor C1, the rotation angle detection sensor C2, and the electromagnetic wave detection unit C4, and a vertical fuzzy circuit that outputs a control amount related to the vertical direction from the information sent from the input interface 51. The inference unit 52 and the horizontal direction fuzzy inference unit 53 that outputs the control amount in the horizontal direction, and the signal synthesizing unit that determines the control direction and the control amount of the pressure receiving surface by synthesizing the output results from both the fuzzy inference units 52 and 53. 54, a position / orientation estimation unit 55 in which an estimation algorithm for estimating the future position and orientation of the propulsion head based on the control signal from the signal synthesis unit 54 is stored, and the propulsion head estimated here. When it is determined that the position and orientation are within the control range, the control signal from the signal synthesizing unit 54 is input to drive the rotation. And a driver 57 for outputting an operation signal and mechanism R to the propulsion device 2. As explained below,
When it is determined that the estimated position and the estimated posture of the propulsion head are out of the control range, a correction value is artificially input. At this time, the correction value input unit 56 is used to perform the position / orientation estimation unit. Enter 55. When it is determined that the input correction value is within the control range, this value is set by the driver 57.
Is input to The propulsion direction of the propulsion head 4 having the above components is controlled by a fuzzy rule described below. How the propulsion head proceeds in the future as a result of the application of this fuzzy rule. If necessary, at least one of the control direction and the control amount estimated by the estimation algorithm and artificially corrected by the fuzzy rule is artificially corrected through the correction value input unit 56. This method is shown as a flow chart in FIG. More specifically, first, the current position and attitude of the propulsion head 4 are detected using the position detecting means and the attitude detecting means. The control direction of the propulsion head 4 is calculated by applying the fuzzy rule described below to the current information on the position and attitude of the propulsion head 4 obtained in this step. The position and orientation of the propulsion head after the next stroke is estimated using a predetermined estimation algorithm based on this calculation result and the current information. This estimation algorithm is expressed by the following (Equation 1) to ( It is shown in Formula 4).

[Equation 1] θ'h = θh −sp sin (ψ)

[Equation 2] D'h = Dh + s sin ((θ'h + θh) / 2)

[Equation 3] θ'v = θv −sp cos (ψ)

## EQU4 ## D'v = Dv + s sin ((θ'v + θv) / 2), where ψ is the angle from the vertical line in the vertical plane of the pressure receiving surface 7a, as defined in FIG. s is the propulsion distance, θh,
θv, Dh, and Dv are as defined in FIGS. 3A and 3B, and θ′h, θ′v, D′ h, and D′ v are the vertical view and the diagram of FIG. 8A. It is a variable that defines the position and angle with respect to the planning line K after the propulsion head has been propelled, as defined in the horizontal plan view of FIG. 8 (b). In FIGS. 8 (a) and 8 (b) above, the propulsion head at the present time is drawn by a solid line, and the estimated propulsion head 4 after one stroke is drawn by a broken line. For the variable s representing the propulsion distance of the propulsion head, when these equations are used to estimate the position and attitude when the propulsion head is propelled for one stroke, as shown in FIG. It suffices to substitute the distance for one minute, and when propelling in the same direction for a plurality of strokes, the distance for one stroke must be further substituted for the estimation result and the calculation must be repeated. In the equation, p is called a steering ability, and is a numerical value indicating how much the direction of the propulsion head 4 can be changed in a unit distance. The steering ability p is currently a value that bends 6 ° when propelled by 300 mm, but it is small when the viscosity is large because the pressure escapes, and becomes large when the particle size is small because it becomes hard and the soil quality becomes large. Depending on the situation, it can be calculated once during use of the excavator or, if necessary, multiple times. Specifically, this steering ability can be calculated using (Equation 1) or (Equation 3).
That is, θh is measured at the beginning of excavation work, θ′h is measured at the place where a stroke for propulsion is propelled by one stroke, and (ψ) is substituted to solve (Equation 1) for p. That is, only the first stroke is not used for estimating (Equation 1), but is used for calculating the steering ability for a given soil. In order to grasp the change of the steering ability p by monitoring the movement of the head during the propulsion and to make it follow, the operator appropriately inputs and updates the value of p at that time to make an accurate estimation.
Further, the value of p can be automatically calculated using (Equation 3) and (Equation 4). That is, the judgment is made by observing the value of the posture change amount when the unit length advances. The above (Formula 1) and (Formula 2) are equations for calculating the position and orientation of the propulsion head on the horizontal plane, and (Formula 3) and (Formula 4) are for calculating the position and posture of the vertical plane of the propulsion head. For example, the above sine function may be a cosine function depending on how the pressure-receiving surface angle ψ is defined, and the sign corresponding to this sine function may change depending on how it is defined. is there. Actually, (Equation 1) and (Equation 2) for calculating the position and orientation in the horizontal direction are almost the same as (Equation 3) and (Equation 4) for calculating the position and orientation in the vertical direction. The difference is that the sine function of (Equation 1) is a cosine function in (Equation 3), but this is because there is an angle difference of 90 degrees between the horizontal plane and the vertical plane. In this embodiment, the future position of the propulsion head when traveling in the control direction obtained by the fuzzy rule is calculated by (Equation 1) to (Equation 4), but the propulsion head is propelled for a plurality of strokes. However, if it does not exceed the set control range, the propulsion head is propelled in the same direction for the plurality of strokes. Since the propulsion head does not exceed the control range at the time of propelling a plurality of strokes, the position and attitude of the propulsion head are measured by the position detection means and the attitude angle detection means at this time. If the fuzzy rules described are applied and the estimation algorithm is used again and it is determined that the propulsion head does not exceed the set control range even when propelled for multiple strokes, the same direction is used for these multiple strokes. Propel the propulsion head. This work is repeated. In addition, when it is estimated that the position or posture angle of the propulsion head exceeds the control range in the first stroke, the control direction calculated by the fuzzy rule is artificially corrected, and the result is substituted into the estimation algorithm again. Again, it is checked whether the position or attitude angle of the propulsion head exceeds the control range. The control range of the estimated position in this embodiment is ± 100 mm with respect to the position of the Dh and Dv from the planned line, and the angle of θh and θv with respect to the planned line is set to ± 5 degrees. This can be relaxed or restricted depending on the characteristics and conditions. As described above, in the propulsion head control method of the propulsion head according to the present invention, the position of the propulsion head to be reached next before being actually propelled for one stroke based on the control direction and the control amount set by the fuzzy inference. Since the attitude is estimated and it is determined whether the estimated position and the angle are included in the respective control ranges, it is possible to avoid the situation where the position or the angle of the propulsion head 4 exceeds the control range and becomes uncontrollable. Can be done.

Next, a specific example of the fuzzy rule used in the present invention will be described. Vertical direction fuzzy inference unit 52
Is the deviation θv of the posture angle in the vertical direction from the input interface 51, and the change amount Δθv of this deviation θv,
The positional deviation amount Dv and the vertical fuzzy inference unit 52
The previous control amount pUv determined in step 1 is input, and the control amount Uv related to the vertical direction is determined using the fuzzy rule for vertical direction control. The horizontal fuzzy inference unit 53 receives the horizontal posture angle deviation θh, the change amount Δθh of the deviation θh, and the horizontal positional deviation amount Dh from the input interface 51, and the horizontal direction fuzzy inference unit 53 receives the fuzzy for horizontal control. The control amount Uh in the vertical direction is determined using a rule. The basic fuzzy rule for vertical control consists of nine rules as follows: if Dv = NB and θv = NB then Uv = PB if Dv = ZR and θv = NB then Uv = PM if Dv = PB and θv = NB then Uv = ZR if Dv = NB and θv = ZR then Uv = PM if Dv = ZR and θv = ZR then Uv = ZR if N = DV = NV nd Nv = NV Uv = ZR if Dv = PB and θv = NV Uv = ZR if Dv = PB then Uv = ZR if Dv = ZR and θv = PB then Uv = NM if Dv = PB and θv = PB then Uv = NB Furthermore, the change Δθv in the attitude angle deviation θv, that is, in one attitude stroke. The following priority fuzzy rules that take precedence over the above basic rules when the change in angle is large If Δθv = PB and Dv = PB then Uv = NB if ΔΔv = PB and Dv = ZR then Uv = NM if Δθv = NB and Dv = Zv Uv = Pd Nv = Dv Nv = PB and Nv = Nd Uv = PV and Nv In the fuzzy rule expressed using the above symbols, PB is a positive large value, PM is a positive medium value, ZR is about zero, NB is a large negative value, NM is a negative medium value, and And the negative meanings are as shown in Figures 3a and 3b. From this, for example, the top rule of the above basic fuzzy rules is expressed in a natural sentence: "If the propulsion head 4 is displaced downward with respect to the planned line and its posture is downward. For example, increase the control amount that makes the pressure receiving surface face down to steer the propulsion head 4 upward. ”
When the top rule of the above priority fuzzy rules is expressed in a natural sentence, “If the attitude angle change of the propulsion head 4 is large upward and deviates upward from the planned line, 4 controls the pressure receiving surface upward so as to steer 4 downward. " Similar fuzzy rules are also provided for horizontal control,
The basic rule is if Dh = NB and θh
= NB then Uh = PB if Dh = ZR and θh = NB then Uh = PM if Dh = PB and θh = NB then Uh = ZR if Dh = NB and θh = ZR then Dh = UR = ZR then Uh = ZR and Rh then Uh = ZR if Dh = PB and θh = ZR then Uh = NM if Dh = NB and θh = PB then Uh = ZR if Dh = ZR and Ph and Uh = UR Ph and Uh = PB and θh = PB and θh = PB and θh = NB, and the priority fuzzy rule when the change in posture angle is large is: if Δθh = PB and Dh = PB then Uh = NB if Δθh = PB and Dh = ZR then Uh = NM if Δθh = NB and then Uh = PB if Δθh = NB and Dh = ZR the n Uh = PM. For example, regarding the horizontal direction control, if the top rule of the above basic fuzzy rules is expressed by a natural sentence, "If the propulsion head 4 is displaced to the right with respect to the planned line, and its posture is directed to the right. If so, increase the control amount that turns the pressure receiving surface to the right so as to steer the propulsion head 4 to the left. ”If the top rule of the above priority fuzzy rule is expressed in a natural sentence,“ If propulsion If the change in the attitude angle of the head 4 is large to the left and deviates to the left with respect to the planned line, the control amount for turning the pressure receiving surface to the left in order to steer the propulsion head 4 to the right is increased.
The membership functions used in this fuzzy inference are represented in Figures 9a to 9d. FIG. 9a is a membership function relating to positional deviation, FIG. 9b is a membership function relating to posture deviation, and FIG. 9c is a membership function relating to variation in posture deviation, both of which use a fuzzy triangular variable, In this embodiment, both the vertical direction and the horizontal direction are used. FIG. 9d is a membership function related to the controlled variable, which is a singleton. Each fuzzy inference unit 52, 53 matches the input value given by the input interface 51 with the antecedent part of each fuzzy rule, and infers the control amount in the corresponding direction from the membership function of the consequent part. The inference results of these fuzzy rules are combined and the control quantities Uv and Uh are output as the final inference results. Since the matching and combining in the fuzzy inference unit is based on the known fuzzy control theory, detailed description thereof is omitted here. For example, the fuzzy inference units 52 and 53 are used.
Uses the data sent from the input interface 51 to find the grade value that matches the value of each variable in the antecedent part of the fuzzy rule based on the membership function shown in FIGS. 9a, 9b and 9c The grade value of one is taken, and the grade value is shown in Fig. 9 in the processing of the consequent part.
It is multiplied by the control amount obtained from the membership function (singleton) of d (for example, N with a great value of 0.5).
If M, then 0.5 × (−0.5) = − 0.25),
The control amount of the fuzzy rule. By taking the total sum of the control of each fuzzy rule thus obtained (of course, a predetermined value may be added to or multiplied by this total sum value), the final control amount Uv or Uh in each direction may be obtained. Is determined. In this rule matching, when the change amount Δθv of the attitude angle shift θv is large, the priority fuzzy rule is adopted as described above. Vertical direction control amount Uv output from the vertical direction fuzzy inference unit 52 and horizontal direction control amount U output from the horizontal direction fuzzy inference unit 53.
h is combined by the signal combining unit 54, and the control direction and control amount for the pressure receiving surface 7a as the steering member are determined. The method of this synthesis is shown schematically in FIG. Figure 10
, The vertical control amount Uv is plotted on the vertical axis and the horizontal control amount Uh is plotted on the horizontal axis.
v and the horizontal control amount Uh take values from 1 to -1, as can be seen from Fig. 9d. In the example of the figure, Uv = -0.
2, Uh = -0.2. Here, the vector R, which is the sum of the vertical vector having the value of Uv and the horizontal vector having the value of Uh, is taken as the control direction and control amount for the pressure receiving surface 7a. In other words, in this example, the control direction Ψ is 135 degrees (0 degree immediately above), and the control amount is 0.28. Since the relationship between the control direction Ψ and the direction of the pressure receiving surface 7a is exactly 180 degrees opposite, in this example, the direction of the pressure receiving surface 7a is adjusted to the upper right (315 degrees). In this propulsion head 4, since the angle of the inclined surface of the pressure receiving surface 7a itself cannot be changed, the direction correction ability is constant, and therefore the ability adjustment according to the control amount cannot be performed. For this reason, the operation of advancing in a controlled direction during the propulsion of one stroke (normally 300 mm) and the operation of advancing in a direction 180 degrees opposite to that direction are proportionally distributed according to the control amount, that is, the stroke is divided, and the pseudo movement is performed. Is controlled according to the control amount. An example of this proportional distribution is shown in FIG. According to FIG. 11, since the control amount is 0.28 in the above example, the pressure receiving surface is located at the upper right (315 degrees).
100 mm in a direction (135 degrees) with the pressure receiving surface inverted 180 degrees.
It will be promoted in the divided strokes. The driver 55 determines the direction of the pressure receiving surface and the propulsion stroke as described above.
After being converted into an operation signal, it is sent to the rotary drive mechanism R and the propulsion device 2.

When the estimation algorithm for estimating the future position of the propulsion head based on the control direction which is the output value from the above fuzzy rule, that is, (Equation 1) to (Equation 4), does not need to perform proportional distribution. Although it can be easily used, it can also be applied when the pressure receiving surface is inverted halfway. Two examples of this method are described. One method is to substitute the angle of each pressure receiving surface of proportional distribution and the division stroke distance into (Equation 1) to (Equation 4). Specifically, using the above example, when propelling the pressure receiving surface toward 315 degrees in 200 mm divided strokes, ψ is 315 degrees and s is 200 mm. Using these values, the position and attitude of the propulsion head after the divided strokes are estimated, and the estimated position and attitude angle are substituted into (Equation 1) to (Equation 4), and further 135 degrees and s is 100 mm.
Then, the final position and attitude of the propulsion head after one stroke is estimated. The second method is to multiply the second item on the right side of (Equation 1) and (Equation 3) by a coefficient according to the proportional distribution. In the example of FIG. 11, when the proportional distribution is 1: 1, the propulsion head goes straight without changing the direction, so the second term of (Equation 1) and (Equation 3) is 0. There must be. Therefore, the coefficient by which each term is multiplied is zero. Further, when the proportional distribution is 2: 1, as compared with the case where there is no proportional distribution, the amount of change in the angle of the propulsion head is close to 1/3, and this is multiplied as a coefficient.

[Other Embodiments] In the above embodiment, first, the position and attitude of the propulsion head are measured by the position detecting means and the attitude angle detecting means, and these data are used as the input values of the fuzzy rule. When the control direction of the propulsion head is determined, and then it is determined by the predetermined estimation algorithm that the position and posture of the propulsion head 4 are propelled by a plurality of strokes and do not exceed the set control range, the plurality of strokes are determined. Although the propulsion head 4 is actually propelled, the fuzzy rule may be adapted every time the propulsion head is propelled by one stroke. That is, using the estimation algorithm, the position and orientation when the propulsion head 4 is propelled for one stroke is estimated, and when it is determined that the estimated position and the estimated orientation are within the control range,
The propulsion head 4 is propelled by one stroke, and the estimated position and estimated posture are used as the input values of the fuzzy rule to determine the control direction of the next stroke. This work is carried out a plurality of times depending on the situation, and then the actual position of the propulsion head is measured, and the propulsion head is advanced without making a plurality of strokes to measure the position and orientation. With this method, as compared with the method of propelling the propulsion head 4 for a plurality of strokes in the same direction, the propulsion head 4 follows the planned line more accurately, and the trajectory becomes smoother. At this time, the actual propulsion of the propulsion head is
After estimating the position and posture of the propulsion head after propelling for a plurality of strokes, it may be performed collectively for the plurality of strokes, or after estimating the position and posture for one stroke,
1 when it is determined that these are within the control range
You may advance by the stroke. Further, in order to further accurately follow the planned line of the propulsion head, as shown in the flowchart of FIG. 6, the position and the posture of the propulsion head are measured for each stroke by the position detection means and the posture angle detection means. You may. These data are used as the input values of the above-mentioned fuzzy rule, the control direction is determined for each stroke, and based on this, the algorithm expressed by the estimation algorithm of (Equation 1) to (Equation 4) The position and posture of the propulsion head 4 after the stroke propulsion is estimated. It is judged whether or not the estimated position and the estimated posture are within the position control range and the angle control range, which are allowable ranges in the fuzzy control stage. At this time, when the estimated position or the estimated angle is not included in each control range, the control direction and the control amount of the propulsion head 4 are artificially corrected, and the above-mentioned (Equation 1)- Whether the estimated position and the angle are included in the respective control ranges is determined by the algorithm represented by (Equation 4). At this time, if it is determined that the estimated position and the angle are within the respective control ranges, the propulsion head 4 is actually propelled by one stroke, and then,
Again, the current position and attitude of the propulsion head 4 are detected, and the above work is repeated. When the position and attitude angle of the propulsion head 4 are measured for each stroke in this way, more reliable data can be obtained than when the position of the propulsion head is estimated by the estimation algorithm. The tracking of the line is more accurate and smooth. Although the control of the propulsion head by the fuzzy control has been described, the control method is not limited to the fuzzy control, other control methods may be used, and the correction content when the estimated position exceeds the control range will be described in detail. Although not provided, it is not particularly limited and can be appropriately configured.

It should be noted that although reference numerals are added to the claims for convenience of comparison with the drawings, the present invention is not limited to the configurations of the accompanying drawings by each entry.

[Brief description of drawings]

FIG. 1 is a side sectional view showing a state of implementation of a propulsion method employing a control system according to the present invention.

[Figure 2] Side view of the propulsion unit

FIG. 3 is an explanatory diagram for explaining a displacement of a propulsion head with respect to a propulsion planning line.

FIG. 4 is a block diagram schematically showing a control system according to the present invention.

FIG. 5 is a flowchart showing an embodiment of a propulsion head control method according to the present invention.

FIG. 6 is a flowchart showing another embodiment of the propulsion head control method according to the present invention.

FIG. 7 is a perspective view in which the direction of the inclined surface of the propulsion head is defined.

FIG. 8 is a diagram showing the current position of the propulsion head and the state of propulsion.

FIG. 9 is a diagram showing a membership function used in a fuzzy inference unit.

FIG. 10 is an explanatory diagram illustrating a synthesis process of a vertical direction control amount and a horizontal direction control amount in a signal synthesis unit.

FIG. 11 is a diagram showing division of a propulsion stroke according to a control amount.

[Explanation of symbols]

 4 Propulsion head 7a Pressure receiving surface of propulsion head C1 Attitude angle detection means C4 Position detection means

Claims (2)

[Claims] 1. A propulsion head (4) connected to the tip side of a propulsion pipe (3) for propelling in soil by receiving a pressing force from the rear.
Based on the position information from the position detecting means (C4) for detecting the position of the position and the attitude information from the attitude angle detecting means (C1) for detecting the attitude of the propulsion head (4), The control direction of the inclined pressure receiving surface (7a) of the propulsion head (4) provided so as to receive the reaction force from the soil is determined, and the propulsion pipe (3) is propelled on the propulsion planning line in a unit stroke. In the method of controlling the propulsion head, when the propulsion of the unit stroke of the propulsion head (4) is performed a plurality of times in accordance with the determined control direction, the plurality of unit stroke propulsions are performed based on an estimation algorithm provided in advance. The position and orientation of the subsequent propulsion head (4) is estimated, and if either the estimated position or the estimated posture exceeds the allowable control range, the propulsion head (4) does not exceed the control range. The control method of the propulsion head that corrects the determined control direction. 2. The estimation algorithm is characterized in that θ ′ = θ−sp sin (ψ) D ′ = D + s sin ((θ ′ + θ) / 2) (where s is the propulsion distance and θ and θ ′ are The angle representing the current attitude of the propulsion head (4) with respect to the propulsion planning line and the angle representing the estimated attitude after s propulsion, respectively, p is the propulsion plan of the propulsion head (4) per unit propulsion distance The rate of change of the angle with respect to the line, ψ is the angular position of the pressure receiving surface (7a), D and D'are the distance from the propulsion planning line representing the current position of the propulsion head (4), and s propulsion The method for controlling a propulsion head according to claim 1, wherein the propulsion head (4) is a distance from the propulsion planning line that represents the estimated position.