An electrified construction towed track system suitable for large cavern excavation

Abstract

This invention relates to the field of electrified construction equipment technology for water conservancy projects, and discloses an electrified construction towed track system suitable for large-scale tunnel excavation. The system includes a DC power supply track system, an intelligent sliding contact power receiving module, construction vehicle terminals, a current-collecting cable, an electric construction vehicle, and a traction substation. The DC power supply track system adopts a modular splicing structure, allowing for dynamic disassembly and relocation along with the tunnel excavation surface. The intelligent sliding contact power receiving module uses strain gauges to achieve closed-loop tension control of the current-collecting cable, combined with a mechanical anti-derailment structure to ensure stable power reception. The electric construction vehicle has dual modes: track-based power reception and trackless independent operation. This invention solves the problem of continuous power supply for electric engineering machinery in dynamic construction of large tunnels, enabling full-cycle electrified construction of tunnels, and is applicable to underground engineering construction scenarios such as water conservancy, transportation, and mining.

Description

Technical Field

[0001] This invention relates to the field of green and intelligent construction and electrified construction equipment technology for water conservancy projects, and in particular to an electrified construction towed track system suitable for large-scale tunnel excavation. Background Technology

[0002] Currently, the excavation and construction of large caverns in water conservancy projects still mainly rely on traditional fossil fuel-powered machinery such as diesel and heavy oil, which has three major drawbacks: First, the construction cost is high. Fossil fuel prices fluctuate frequently and continue to rise, with fuel costs accounting for a high proportion of the total construction cost. At the same time, the power structure of traditional machinery is complex, and the maintenance cost is much higher than that of electric machinery. Second, environmental protection and occupational health issues are prominent. Working in enclosed caverns generates a large amount of exhaust gas and noise pollution, resulting in high carbon emissions, which does not meet the requirements of green construction. Third, intelligent transformation is difficult and costly, making it difficult to adapt to the development needs of intelligent construction and unmanned construction in water conservancy projects.

[0003] However, in large-scale tunnel excavation scenarios, the large-scale application of electric construction machinery still faces key technical bottlenecks: First, the elevation of the excavation base changes dynamically with construction, and traditional overhead contact lines cannot adapt to the dynamic construction scenario, making installation and relocation extremely difficult. Moreover, dust and falling rocks inside the tunnel can easily damage the contact line, and the stability and safety of current collection cannot be guaranteed. Second, existing charging and swapping modes suffer from insufficient battery life, low operating efficiency, large investment in supporting facilities, and limited deployment space inside the tunnel, failing to meet the needs of continuous high-intensity construction in tunnels. Third, existing fixed-track power supply systems cannot achieve rapid disassembly and dynamic relocation, and lack intelligent power collection and control and safety protection structures designed for the harsh construction environment of tunnels, making them unsuitable for the characteristics of the entire tunnel excavation process. Summary of the Invention

[0004] In summary, there is currently no electrified power supply system in the industry that can adapt to the dynamic construction characteristics of large cavern excavation, can be quickly disassembled and relocated, has stable and reliable power supply, and has complete safety protection. This seriously restricts the electrification and green transformation of underground cavern construction in water conservancy projects. This invention proposes a systematic solution to address the pain points of this industry.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: An electrified construction towed track system suitable for large-scale tunnel excavation includes a DC power supply track system, an intelligent sliding contact power receiving module, construction vehicle terminals, current receiving cables, an electric construction vehicle, and a traction substation. The DC power supply track system is laid along the longitudinal section of the tunnel, and its input end is electrically connected to the traction substation to form a DC power supply circuit; the intelligent sliding contact power receiving module slides with the DC power supply track system to draw power from the DC power supply track system; the construction vehicle terminal is fixedly installed on the electric construction vehicle. The two ends of the current-collecting cable are electrically connected to the intelligent sliding contact power-collecting module and the construction vehicle terminal, respectively, to transmit electrical energy to the electric construction vehicle; the intelligent sliding contact power-collecting module and the construction vehicle terminal are both connected to the external background operation and maintenance scheduling control system to realize real-time adjustment of operating parameters and overall scheduling of operations.

[0006] Preferably, the DC power supply track system includes a positive metal rail, a negative metal rail, a grooved positive insulating cover, a grooved negative insulating support, and a through-hole insulating support; both the positive and negative metal rails are grooved structures, with the positive metal rail arranged above the negative metal rail and both in the same vertical plane. The slotted positive electrode insulating cover is fixedly connected to the top of the positive electrode metal guide rail by the rail top fixing bolts, and fits into the positive electrode metal guide rail; the negative electrode metal guide rail is supported above the negative electrode slotted insulating support, and fits into the negative electrode slotted insulating support; the upper end of the through-core insulating support is fixedly connected to the slotted positive electrode insulating cover, and the lower end is fixedly connected to the negative electrode slotted insulating support, realizing the insulation separation and structural support between the positive electrode metal guide rail and the negative electrode metal guide rail.

[0007] Preferably, the DC power supply track system further includes a guide rail support assembly, which includes a hollow sleeve support column, a height adjustment bolt, fastening bolts, a triangular bracket connecting fastener, lateral triangular support legs, and threaded pile heads. The bottom of the negative pole slotted insulating support is provided with a metal sleeve, the lower end of which has a slot. The metal sleeve is fitted onto the upper end of the hollow sleeve support column via the height adjustment bolt and locked in place by at least three fastening bolts. The metal sleeve is connected to the construction ground through the hollow sleeve support column, enabling direct grounding of the negative pole slotted insulating support column and the slotted positive pole insulating cover plate. At least three lateral triangular support legs are connected to the middle of the hollow sleeve support column via the triangular bracket connecting fastener. A threaded pile head is fixed to the bottom of the hollow sleeve support column, and the threaded pile head is used to drill into the construction base surface to fix the track system.

[0008] Preferably, the DC power supply track system is composed of multiple rail segments spliced ​​together, and adjacent rail segments are connected and fixed to sliding screws through connecting components; The connecting positions of two adjacent positive metal rails and two adjacent negative metal rails are provided with matching slots on the side. The side slots of the connecting components fit into the slots of the rails and are tightened by three to five sliding screws. A sliding displacement is reserved between the sliding screws and the slots to release the internal stress of thermal expansion and contraction of the rails.

[0009] Preferably, the intelligent sliding contact power receiving module includes a speed regulating wheel, a servo motor, a low-voltage power supply module, a side end box, a cable branch box, and strain gauges. One or two speed regulating wheels are installed at the top and bottom, with the wheel width matching and engaging with the grooves on the upper and lower surfaces of the slotted positive electrode insulating cover and the slotted negative electrode insulating support. The servo motor is connected to the speed regulating wheel for driving its rotation to adjust the overall operating speed of the module. The low-voltage power supply module integrates command receiving functionality and is located inside the side end box. One end of the side end box is fixedly connected to the speed regulating wheel and the servo motor, while the other end is securely connected to the cable branch box. The low-voltage power supply module is electrically connected to the servo motor and an external backend operation and maintenance scheduling control system. Strain gauges are attached to the surface of the current-receiving cable, and the strain gauge signal output end is communicatively connected to the low-voltage power supply module for real-time acquisition and feedback of current-receiving cable deformation data. The low-voltage power supply module controls the start / stop and speed of the servo motor based on the feedback signal to eliminate the tension of the current-receiving cable.

[0010] Preferably, the intelligent sliding contact power receiving module also includes a power receiving slider, a bus sleeve, a compression spring, a current collecting sleeve, a terminal block, and a combiner; the power receiving slider slides in contact with the guide rail of the DC power supply track system, the bus sleeve is fixed to the bus end of the power receiving slider, the current collecting sleeve and the bus sleeve are stacked tightly together, and the compression spring is located between the bus sleeve and the current collecting sleeve to provide positive pressure for the power receiving slider to contact the guide rail and to realize springback compensation after wear; The collector sleeve base is fixedly connected to the combiner via at least three terminals, and the combiner output is electrically connected to the current-collecting cable in the cable branch box.

[0011] Preferably, the cable branch box has a threaded cable interface at the inlet end, and the current receiving cable is connected to the cable branch box through the threaded cable interface; the threaded cable interface is also equipped with an insert screw and a magnetic lock. After the insert screw is tightened, it is embedded into the insulating outer layer of the threaded cable interface, and together with the magnetic lock, it forms a double fastening and anti-loosening structure.

[0012] Preferably, the wiring terminal of the construction vehicle includes a cable laying reel, a servo motor, a laying reel bracket, and a monitoring camera; the laying reel bracket is fixed to the electric construction vehicle, the cable laying reel is rotatably mounted on the laying reel bracket, the servo motor is located at the central axis of the cable laying reel and has an internal control unit, which is used to drive the cable laying reel to rotate to lay and reel in the current-collecting cable; the monitoring camera is installed on the side of the electric construction vehicle and is communicatively connected to the control unit of the servo motor and the external back-end operation and maintenance scheduling control system, which is used to monitor in real time the distance between the electric construction vehicle and the DC power supply track system and the distance of the current-collecting cable from the ground.

[0013] Preferably, the electric construction vehicle is equipped with its own energy storage battery and has a track-based operation mode powered by a DC power supply track system and a trackless independent operation mode powered by the energy storage battery. The rated power supply voltage of the DC power supply track system is 750VDC or 1500VDC. A set of guide rail support components is installed every 15 to 20 meters. The guide rails at the same cross-section are divided into two independent current receiving areas on the left and right by through-core insulated pillars, which can simultaneously power two electric construction vehicles.

[0014] Preferably, the operation method of this system includes the following steps: S1. After the initial support of the tunnel is completed and the basic size is determined, the track line is planned according to the tunnel design parameters and the work path. The DC power supply track system is laid along the center line of the tunnel longitudinal section. The threaded pile head is drilled into the construction base and fixed. The guide rail is leveled by the height adjustment bolt. The multi-section guide rail is spliced ​​by the connecting components and sliding screws. The DC power supply track system is connected to the traction substation. The electrical performance tests of insulation, withstand voltage, and grounding resistance are completed, and the no-load power-on debugging is carried out. The intelligent sliding contact power receiving module is snapped into place with the DC power supply track system. The two ends of the current receiving cable are locked to the intelligent sliding contact power receiving module and the wiring terminal of the construction vehicle, respectively. Strain gauges are attached to the surface of the current receiving cable and the signal link is debugged. After the entire system is functionally tested and qualified, it enters the work preparation state. S2. The operation area and driving path are divided by the external background operation and maintenance scheduling control system. Electric construction vehicles are dispatched to carry out excavation and transportation operations from the center of the tunnel to both sides. During the operation, the intelligent sliding contact power receiving module continuously draws power from the guide rail through the power receiving slider. The strain gauge collects the deformation data of the current receiving cable in real time. When the tension exceeds the preset threshold, the low-voltage power module triggers the servo motor to adjust the speed of the speed regulating wheel to match the vehicle's speed and eliminate the risk of cable over-tension. The monitoring camera collects the spacing and cable height data in real time and drives the servo motor to control the cable deployment reel to automatically retract and extend the current receiving cable. S3. When the excavation progress reaches the preset cycle step distance, cut off the power supply of the traction substation, complete the track discharge test, disassemble the DC power supply track system in modules, transport it to the position near the inner wall of both sides of the tunnel, and complete the re-laying, fixing, grounding test and power-on debugging of the two parallel tracks. S4 and electric construction vehicles are connected to the DC power supply track system on both sides of the tunnel. They simultaneously carry out the cleaning of the remaining earth and rock from both sides to the center. For the corner areas, they switch to the trackless independent operation mode to complete the finishing work. After the middle area is completely cleaned, a new flat working base is formed. S5. Repeat steps S1 to S4 on the new working base, advancing segment by segment into the depth of the tunnel until the entire cross-section excavation of the tunnel is completed; the internal and external background operation and maintenance scheduling control system monitors the system operation status in real time throughout the entire operation cycle, and promptly warns and handles any abnormal situations; after the project is completed, the disassembly, maintenance and transfer of all system equipment are completed.

[0015] An electrified construction towed track system suitable for large-scale tunnel excavation, which provides the following benefits during operation: 1. This system can be quickly disassembled and relocated in cycles as the excavation base surface of the tunnel changes dynamically, adapting to the construction characteristics of continuous advancement of the working face. It solves the problems of traditional overhead contact networks being unable to adapt to dynamic construction and being easily damaged by the tunnel environment. It avoids the defects of insufficient battery life and large supporting investment of charging and swapping mode, and can realize continuous electrification construction throughout the entire process of tunnel excavation. 2. The positive and negative guide rails are arranged in layers on the same vertical plane to reduce the risk of electric shock during construction inside the tunnel; the grooved guide rail and the insulated support are designed to balance lightweight and structural stability; the threaded pile head + adjustable sleeve support structure can be quickly fixed and flexibly adapted to uneven construction sites; the triangular support has the functions of preventing overturning, limiting excavation boundaries, and controlling safe distances; the special splicing components can realize the rapid splicing of guide rails, while effectively releasing the internal stress of thermal expansion and contraction; the sleeve grounding design can eliminate static charge on the surface of the guide rails and ensure the personal safety of maintenance personnel. 3. By collecting real-time deformation data of the current-collecting cable through strain gauges, the servo motor is controlled to adjust the speed of the speed regulating wheel, automatically eliminating the risk of cable over-tension and fundamentally avoiding cable breakage accidents; the speed regulating wheel and the guide rail groove are engaged to form a mechanical anti-detachment structure, which, together with the cable interface double anti-detachment design, eliminates the risk of power interruption; the power-collecting slider with unidirectional rebound compensation can continuously ensure close contact with the guide rail, and the redundant design of multiple terminals further improves the reliability of current collection and is suitable for harsh construction environments inside tunnels; 4. The monitoring camera, in conjunction with the intelligent cable deployment tray, can automatically adjust the cable winding and unwinding in real time, avoiding vehicle collisions with the track and cable dragging and wear, thus reducing construction safety risks; the electric construction vehicle is equipped with a storage battery and has dual modes of track-based power reception and trackless independent operation, adapting to all scenarios of main construction and corner finishing, significantly reducing the input of track materials; the same track section is set with two independent current receiving areas, which can support multiple vehicles to work in parallel, improving construction efficiency. 5. This system can significantly reduce overall construction costs, greatly simplify equipment maintenance processes, and improve overall construction economic efficiency. At the same time, it can reduce the number of personnel working inside the tunnel through electrification, thereby reducing personnel safety risks in high-risk operations. Full-process electrification can eliminate fossil energy consumption and exhaust gas and noise pollution, reduce carbon emissions from the project, and improve the working environment inside the tunnel. The system is applicable to similar underground engineering construction scenarios such as traffic tunnels and mine roadways, and has good versatility. Attached Figure Description

[0016] Figure 1 This is an overall schematic diagram of the electrified construction towed track system applicable to large-scale tunnel excavation according to the present invention; Figure 2 This is a schematic diagram of the quick-assembly DC power supply rail and its support and connection components according to the present invention; Figure 3 This is a schematic diagram of the connection component structure of the DC power supply track system of the present invention; Figure 4 This is a schematic diagram of the intelligent sliding contact power receiving module of the present invention; Figure 5 This is an enlarged schematic diagram of a portion of the intelligent sliding contact power receiving module of the present invention; Figure 6 This is a schematic diagram of the towed new energy construction vehicle of the present invention; Figure 7 This is a reference diagram for a construction arrangement example of the present invention.

[0017] In the diagram: DC power supply track system 1, rail top fixing bolt 101, slotted positive electrode insulating cover plate 102, positive electrode metal guide rail 103, through-hole insulating support column 104, negative electrode metal guide rail 105, negative electrode slotted insulating support 106, height adjustment bolt 107, fastening bolt 108, hollow sleeve support column 109, triangular bracket connecting fastener 110, lateral triangular support leg 111, threaded post head 112, connecting assembly 113, sliding screw 114, intelligent sliding contact power receiving module 2, speed regulating wheel 201, servo motor 202, Low-voltage power supply module 203, Side end box 204, Cable branch box 205, Threaded cable interface 206, Insert screw thread 207, Magnetic lock 208, Power receiving slider 209, Busbar sleeve 210, Compression spring 211, Current collecting sleeve 212, Terminal block 213, Combiner 214, Strain gauge 215, Construction vehicle terminal block 3, Cable laying reel 301, Servo motor 302, Laying reel bracket 303, Monitoring camera 304, Current receiving cable 4, Electric construction vehicle 5, Traction substation 6. Detailed Implementation

[0018] like Figure 1 As shown, an electrified construction towed track system suitable for large-scale tunnel excavation includes a DC power supply track system 1, an intelligent sliding contact power receiving module 2, a construction vehicle terminal block 3, a current receiving cable 4, an electric construction vehicle 5, and a traction substation 6. The DC power supply track system 1 is laid along the longitudinal section of the tunnel. The line is adapted to the tunnel excavation operation path and is set with straight sections, curved sections and turning sections. Its input end is electrically connected to the DC output end of the traction substation 6. The traction substation 6 is connected to the construction power grid outside the tunnel, converting the AC power into matching DC power to build a stable DC power supply circuit for the system. The intelligent sliding contact power receiving module 2 slides with the DC power supply track system 1 through a mechanical snap-fit ​​structure. It can slide freely along the entire length of the track and is used to continuously draw power from the DC power supply track system 1. The construction vehicle terminal 3 is fixedly installed on the side or rear of the electric construction vehicle 5 by bolts. The two ends of the current-collecting cable 4 are reliably electrically connected to the intelligent sliding contact power-collecting module 2 and the construction vehicle terminal 3, respectively, to stably transmit the electrical energy obtained from the DC power supply track system 1 to the power system of the electric construction vehicle 5. The intelligent sliding contact power-collecting module 2 and the construction vehicle terminal 3 are both connected to the external background operation and maintenance scheduling control system through wireless communication links to realize the real-time uploading of equipment operating parameters, the real-time issuance of control commands, and the overall scheduling and anti-conflict control of multiple electric construction vehicles 5.

[0019] Preferred solutions include Figure 2 As shown, the DC power supply track system 1 includes a positive metal rail 103, a negative metal rail 105, a groove-shaped positive insulating cover plate 102, a negative groove-shaped insulating support 106, and a through-core insulating support column 104; the positive metal rail 103 and the negative metal rail 105 are both groove-shaped structures with openings on one side, with the groove openings facing the power receiving side. The positive metal rail 103 is arranged directly above the negative metal rail 105 and the two are in the same vertical plane, forming a layered power supply structure, which complies with the underground construction power safety specifications. The slotted positive electrode insulating cover 102 is fixedly connected to the top of the positive electrode metal guide rail 103 by rail top fixing bolts 101 arranged at intervals along the length of the guide rail. The inner groove of the slotted positive electrode insulating cover 102 is fitted with the top flange of the positive electrode metal guide rail 103 to form a fully enclosed insulating protection. The negative electrode metal guide rail 105 is supported in the top groove of the negative electrode slotted insulating support 106. The bottom flange of the negative electrode metal guide rail 105 is fitted with the groove of the negative electrode slotted insulating support 106 to improve the overall structure. The through-core insulating support column 104 is made of high-strength insulating composite material. Its upper end is fixedly connected to the center of the bottom surface of the slotted positive electrode insulating cover 102, and its lower end is fixedly connected to the center of the top surface of the negative electrode slotted insulating support 106. While achieving reliable insulation separation between the positive electrode metal guide rail 103 and the negative electrode metal guide rail 105, it provides stable vertical structural support for the upper and lower guide rails.

[0020] Preferred solutions include Figure 2 and Figure 3As shown, the DC power supply track system 1 also includes a guide rail support assembly, which includes a hollow sleeve support column 109, a height adjustment bolt 107, a fastening bolt 108, a triangular bracket connecting fastener 110, a lateral triangular support leg 111, and a threaded post head 112; the bottom of the negative pole slotted insulating support 106 has a metal sleeve integrally formed, and the lower end of the metal sleeve has a contraction groove opened along the axial direction. By fitting the height adjustment bolt 107 with the upper end of the hollow sleeve support column 109, the installation height of the guide rail can be adjusted vertically to accommodate different... The construction base surface is leveled, and the metal sleeve is radially locked by at least three fastening bolts 108 evenly arranged along the circumference of the sleeve. The metal sleeve is connected to the construction ground through the hollow sleeve support 109, which enables direct grounding of the negative pole slotted insulating support 106 and the slotted positive pole insulating cover 102, continuously eliminating static charge on the guide rail surface and ensuring the personal safety of maintenance personnel. At least three lateral triangular support legs 111 are connected to the middle of the hollow sleeve support 109 through a ring-shaped triangular bracket fastener 110, with the bottom ends of the support legs facing outwards. The inclined support is placed on the construction base surface to enhance the track's anti-overturning ability; the bottom end of the hollow sleeve support 109 is coaxially fixed with a threaded pile head 112, the outer wall of which is provided with continuous helical teeth for screwing into the construction base surface to achieve rapid fixation of the track system; the DC power supply track system 1 is composed of multiple standard length guide rail units spliced ​​together, and adjacent guide rail units are connected and fixed to the sliding screw 114 through the connecting component 113; the connecting positions of two adjacent positive metal guide rails 103 and two adjacent negative metal guide rails 105 are all provided with matching groove sides. The strip-shaped slot, the side slot of the connecting component 113 fits tightly with the slot of the guide rail. The positive metal guide rail 103 is connected to the connecting component 113 in an inverted "V" shape, and the negative metal guide rail 105 is connected to the connecting component 113 in a regular "V" shape. They are fixed by three to five sliding screws 114 through and tightened. The sliding screw 114 has a reserved sliding displacement along the length of the guide rail between the rod body and the inner wall of the slot. This is used to release the internal stress of thermal expansion and contraction caused by changes in ambient temperature and to avoid deformation of the guide rail structure.

[0021] Preferred solutions include Figure 4As shown, the intelligent sliding contact power receiving module 2 includes a speed regulating wheel 201, a servo motor 202, a low-voltage power supply module 203, a side end box 204, a cable branch box 205, and strain gauges 215. One or two speed regulating wheels 201 are installed at the top and bottom of the module. The wheel width precisely matches and engages with the preset limiting wheel grooves on the upper and lower surfaces of the slotted positive electrode insulating cover plate 102 and the slotted negative electrode insulating support 106, forming a mechanical limiting structure to prevent detachment. The output shaft of the servo motor 202 is connected to the wheel axle of the speed regulating wheel 201 via a coupling, driving the speed regulating wheel 201 to rotate in both directions along the length of the guide rail to adjust the overall running speed of the module and match the travel state of the electric construction vehicle 5. The low-voltage power supply module 203 integrates command reception, signal processing, and motor drive functions, and is sealed inside the insulating side end box 204. One end of the side end box 204 is connected to the speed regulating wheel 201. The mounting bracket and the housing of the servo motor 202 are fixedly connected at one end, and the other end is tightly and sealed to the cable branch box 205 of the same material. The low-voltage power supply module 203 is electrically connected to the servo motor 202 and the external background operation and maintenance scheduling control system, and at the same time draws power from the DC power supply rail to provide low-voltage working power for itself and the servo motor 202. The strain gauge 215 is evenly attached to the outer sheath surface of the current receiving cable 4 along the axial direction. The signal output end of the strain gauge 215 is connected to the signal input end of the low-voltage power supply module 203 through the shielded signal line. It is used to collect the axial deformation data of the current receiving cable 4 in real time and feed it back to the low-voltage power supply module 203 in real time. After comparing the feedback signal with the preset tension threshold, the low-voltage power supply module 203 controls the start, stop, direction and speed of the servo motor 202 in real time, automatically eliminates the excessive tension of the current receiving cable 4 and avoids cable damage.

[0022] Preferred solutions include Figure 5As shown, the intelligent sliding contact power receiving module 2 also includes a power receiving slider 209, a bus sleeve 210, a compression spring 211, a current collector sleeve 212, a terminal block 213, and a combiner 214. The power receiving slider 209 is made of highly conductive and wear-resistant graphite material, and its sliding end face is in close sliding contact with the conductive surfaces of the positive metal rail 103 and the negative metal rail 105 of the DC power supply rail system 1. The bus sleeve 210 is made of highly conductive copper material and is fixed to the tail end of the power receiving slider 209. The current collector sleeve 212 and the bus sleeve 210 are coaxially stacked and tightly fitted with a large and small cylinder structure, and can slide relative to each other along the axial direction. The compression spring 211 is coaxially disposed between the inner cavities of the current collector sleeve 210 and the current collector sleeve 212. It is used to continuously provide positive pressure for the current receiving slider 209 to contact the conductive surface of the guide rail, and to achieve axial automatic springback compensation after the current receiving slider 209 wears, so as to ensure stable contact pressure. The base end of the current collector sleeve 212 is fixedly connected to the input end of the current collector 214 through at least three terminals 213 evenly arranged in the circumferential direction, forming a multi-contact redundant conductive structure. The positive and negative output ends of the current collector 214 are reliably electrically connected to the positive and negative core wires of the current receiving cable 4 in the cable branch box 205, respectively, to form a complete power supply circuit.

[0023] Preferred solutions include Figure 4 As shown, the cable branch box 205 has an integrally formed threaded cable interface 206 at the inlet end. The end of the current receiving cable 4 is sealed and connected to the threaded cable interface 206 by threaded engagement, achieving mechanical fixation and electrical sealing. The outside of the threaded cable interface 206 is also equipped with an insert screw 207 and an L-shaped neodymium magnet magnetic lock 208. After being tightened radially, the insert screw 207 is embedded between the insulating outer layer of the threaded cable interface 206 and the outer sheath of the current receiving cable 4, forming a radial locking structure. The L-shaped neodymium magnet magnetic lock 208 is attracted and fixed between the housing of the cable branch box 205 and the end metal crimping part of the current receiving cable 4, forming a double fastening and anti-detachment structure of mechanical + magnetic attraction with the insert screw 207, preventing the cable from being pulled off during operation.

[0024] Preferred solutions include Figure 6As shown, the construction vehicle terminal 3 includes a cable laying reel 301, a servo motor 302, a laying reel bracket 303, and a monitoring camera 304. The laying reel bracket 303 is fixed to the rear or side frame of the electric construction vehicle 5 with high-strength bolts. The cable laying reel 301 is rotatably mounted on the mounting base of the laying reel bracket 303 via bearings. The servo motor 302 is coaxially located at the central axis of the cable laying reel 301. A control unit is integrated inside the motor housing to precisely drive the cable laying reel 301 to rotate in both directions, thereby realizing the automatic laying and retrieval of the current-collecting cable 4. The monitoring camera 304 is a wide-angle camera with night vision function, installed on the side of the electric construction vehicle 5 near the track, with the lens facing the track and the current-collecting cable 4. It is wirelessly connected to the control unit of the servo motor 302 and the external background operation and maintenance scheduling control system to collect and monitor the lateral distance between the electric construction vehicle 5 and the DC power supply track system 1, as well as the distance from the ground to the lowest point of the current-collecting cable 4, and transmits the monitoring data to the control unit in real time.

[0025] Preferred solutions include Figure 1 and Figure 6 As shown, the electric construction vehicle 5 is a new energy engineering vehicle adapted for underground cavern construction. The vehicle body is equipped with a large-capacity energy storage battery and has dual operating modes: a track-based operating mode that is continuously powered by the DC power supply track system 1, and a trackless independent operating mode that is disconnected from the track system and powered by its own energy storage battery. The two modes can be switched with one button through the vehicle control system. The rated power supply voltage of the DC power supply track system 1 is 750VDC or 1500VDC, which can be selected according to the construction power requirements. A set of guide rail support components is set every 15 to 20 meters along the length of the guide rail to ensure the stability of the track installation. The guide rail at the same cross-section is divided into two mutually insulated independent current receiving areas by the through-core insulated support column 104, which can simultaneously power two electric construction vehicles 5, realize bidirectional parallel operation, and improve construction efficiency.

[0026] Example: This embodiment is based on the above-mentioned electrified construction towed track system suitable for large-scale tunnel excavation. Specifically, for the large-scale tunnel excavation scenario of a diversion tunnel in a water conservancy project, the operation and construction steps are as follows: Step 1: After the initial support of the upper step of the tunnel is completed, the excavation scale is stable, and the tunnel outline dimensions and base surface flatness meet the design requirements, the track laying line is planned according to the tunnel design cross-sectional parameters, excavation cycle step distance, and earthwork transportation operation path. The layout positions of straight sections, curved sections, and turning sections are determined, and the turning radius matches the minimum turning requirements of the electric construction vehicle 5. Space is reserved for the subsequent relocation of the track. A DC power supply track system 1 is laid along the longitudinal section centerline of the tunnel. Vertically screw the threaded pile head 112 at the bottom of the hollow sleeve support 109 into the construction base surface to the designed depth. Adjust the vertical height and levelness of the guide rail section by section through the height adjustment bolt 107, control the deviation of the smoothness of the whole line of the guide rail within the allowable range of the specification, and lock it by pressing with the fastening bolt 108; Adjacent guide rail units are spliced through the connecting component 113 and the sliding screw 114. The connecting component 113 is placed in an inverted "V" shape at the joint of the positive metal guide rail 103, and the connecting component 113 is placed in a positive "V" shape at the joint of the negative metal guide rail 105. When tightening the sliding screw 114, reserve the sliding displacement amount for thermal expansion and contraction; Connect the completed DC power supply track system 1 to the DC output terminal of the traction substation 6.依次完成绝缘电阻测试、工频耐压测试、接地电阻测试,各项电气参数均符合地下工程电力施工安全规范后,进行轨道系统空载通电调试;将智能化滑触受电模组2的调速轮201精准卡入槽形正极绝缘盖板102、负极槽形绝缘支座106的轮槽内,确保受电滑块209与正负极导轨导电面紧密贴合,将受流电缆4两端分别与智能化滑触受电模组2的螺纹电缆接口206、施工车辆接线端3的电缆展放盘301锁固连接,通过插入式螺扣207与磁吸锁208完成双重防脱锁止;在受流电缆4外护套表面沿轴向间隔贴设应变片215,完成应变片信号链路、伺服马达202控制链路、伺服电机302控制链路的通信调试,全系统调速功能、电缆收放功能、受电稳定性、通信可靠性联调合格后,进入作业准备状态;依次完成绝缘电阻测试、工频耐压测试、接地电阻测试,各项电气参数均符合地下工程电力施工安全规范后,进行轨道系统空载通电调试;将智能化滑触受电模组2的调速轮201精准卡入槽形正极绝缘盖板102、负极槽形绝缘支座106的轮槽内,确保受电滑块209与正负极导轨导电面紧密贴合,将受流电缆4两端分别与智能化滑触受电模组2的螺纹电缆接口206、施工车辆接线端3的电缆展放盘301锁固连接,通过插入式螺扣207与磁吸锁208完成双重防脱锁止;在受流电缆4外护套表面沿轴向间隔贴设应变片215,完成应变片信号链路、伺服马达202控制链路、伺服电机302控制链路的通信调试,全系统调速功能、电缆收放功能、受电稳定性、通信可靠性联调合格后,进入作业准备状态;Connect the completed DC power supply track system 1 to the DC output terminal of the traction substation 6. After completing the insulation resistance test, power frequency withstand voltage test, and grounding resistance test in sequence, and all electrical parameters meet the safety specifications for underground engineering power construction, conduct no-load power-on debugging of the track system; Precisely snap the speed regulating wheel 201 of the intelligent sliding contact power receiving module 2 into the wheel grooves of the grooved positive insulation cover plate 102 and the negative grooved insulation support 106, ensure that the power receiving slider 209 is closely fitted with the conductive surfaces of the positive and negative guide rails, lock and connect both ends of the current receiving cable 4 to the threaded cable interface 206 of the intelligent sliding contact power receiving module 2 and the cable deployment reel 301 of the construction vehicle wiring terminal 3 respectively, and complete double anti-disconnection locking through the plug-in screw 207 and the magnetic lock 208; Stick strain gauges 215 at intervals along the axial direction on the outer sheath surface of the current receiving cable 4, complete the communication debugging of the strain gauge signal link, the servo motor 202 control link, and the servo motor 302 control link. After the joint debugging of the speed regulation function, cable retraction and deployment function, power receiving stability, and communication reliability of the whole system is qualified, enter the operation preparation state; Step 2 (as Figure 7 shown), through the external background operation and maintenance dispatching control system, divide the left and right working areas, vehicle driving paths, and meeting points according to the number of working faces and the number of configured electric construction vehicles 5. Utilize the double independent current receiving areas on the same cross-section of the guide rail to dispatch two electric construction vehicles 5 to work in parallel to avoid conflicts between driving and operation; Dispatch the electric construction vehicles 5 to carry out chamber excavation, earthwork loading, and transportation operations synchronously from the center of the chamber to both sides; During the operation, the intelligent sliding contact power receiving module 2 continuously draws power from the DC power supply track system 1 through the power receiving slider 209. The compression spring 211 continuously provides a positive contact pressure for the power receiving slider 209, and automatically rebounds and compensates after wear to ensure continuous power receiving; The strain gauge 215 continuously collects the axial deformation data of the current receiving cable 4 and transmits it to the low-voltage power supply module 203. When the cable tension exceeds the preset safety threshold, the low-voltage power supply module 203 immediately triggers the servo motor 202 to start, adjusts the speed and rotation direction of the speed regulating wheel 201, makes the running speed of the module match the traveling speed of the electric construction vehicle 5, and automatically eliminates the risk of over-tension of the cable pulling. After the tension returns to the safe range, the servo motor 202 stops operating; Simultaneously, the monitoring camera 304 collects data in real time on the lateral distance between the electric construction vehicle 5 and the DC power supply track system 1, as well as the distance from the ground to the lowest point of the current receiving cable 4. When the distance exceeds the preset safety threshold, the servo motor 302 drives the cable laying tray 301 to rotate in the forward direction to lay the cable. When the cable height from the ground is lower than the preset minimum value, the cable laying tray 301 is driven to rotate in the reverse direction to retract the cable, thus avoiding vehicle collision with the track and cable dragging and wear. Step 3 (e.g.) Figure 7 As shown), when the excavation work from the center to both sides reaches the preset cycle step distance and the working face advances to the design boundary, the shutdown command is first issued through the background operation and maintenance scheduling control system. All electric construction vehicles 5 stop working and park in a safe area; the main power supply of the traction substation 6 is cut off, and the DC power supply track system 1 is discharged and tested for electricity step by step. After confirming that there is no power, a safety warning sign is hung, and then the dismantling work is carried out. Following the reverse order of installation, first remove the sliding screw 114 and connecting component 113 at the guide rail connection position, then loosen the fastening bolt 108 and height adjusting bolt 107, and unscrew the threaded pile head 112 of the hollow sleeve support 109 from the base surface as a whole, completing the modular disassembly of the single section guide rail unit. After disassembly, the components are classified, protected, and transported to the new layout positions on the inner walls of the tunnel adjacent to both sides. Based on the current working base surface condition, plan two parallel track laying lines on the inner walls of both sides of the tunnel respectively. Leave a safe operating distance between the track and the tunnel wall and the excavation working face. Repeat the track laying, fixing, and electrical testing process in S1 to complete the layout and power-on debugging of the two independent DC power supply track systems 1 on both sides of the tunnel. Step 4: Connect the intelligent sliding contact power receiving module 2 of the electric construction vehicle 5 to the DC power supply track system 1 on both sides of the tunnel. Through the background operation and maintenance scheduling control system, the electric construction vehicles 5 on both sides are simultaneously dispatched to carry out the excavation, loading and transportation of the remaining soil and rock from both sides of the tunnel towards the center, and clear the platform-shaped residual area in the middle that is higher than the current working base. For the corner areas such as the arch foot of the tunnel and the bottom of the side wall outside the track coverage area, the electric construction vehicle 5 switches to the trackless independent operation mode powered by its own energy storage battery to complete the small-scale finishing cleanup work. After all the earth and rock in the middle area of ​​the tunnel section has been cleared and transported away, the new working surface will be leveled and compacted to ensure that the flatness and compaction of the surface meet the requirements for the next cycle of track laying. Step 5: On the new leveled work surface, repeat steps S1 to S4, advancing the excavation work segment by segment into the depth of the tunnel according to the preset excavation cycle distance, until the entire cross-section excavation and transportation work of the entire tunnel is completed. Throughout the entire operation cycle, the external background operation and maintenance scheduling control system collects the electrical parameters of the track system, the operating status of the intelligent sliding contact power receiving module 2, and the operating position and operation data of the electric construction vehicle 5 in real time. It provides real-time warnings for abnormal situations such as insulation abnormalities, excessive cable tension, and equipment communication interruptions, and simultaneously triggers the shutdown protection mechanism to dispatch operation and maintenance personnel to handle the situation on-site. After the entire tunnel excavation project is completed, after the entire system is de-energized, discharged, and tested for voltage according to the standard procedures, the DC power supply track system 1, intelligent sliding contact power receiving module 2, construction vehicle terminal 3, and other equipment are fully disassembled, cleaned, and maintained, and then transported away from the site in categories, completing the electrification construction work of the entire tunnel excavation process.

Claims

1. An electrified construction towed track system suitable for large-scale tunnel excavation, characterized in that, It includes a DC power supply track system (1), an intelligent sliding contact power receiving module (2), a construction vehicle terminal (3), a current receiving cable (4), an electric construction vehicle (5), and a traction substation (6); The DC power supply track system (1) is laid along the longitudinal section of the tunnel, and its input end is electrically connected to the traction substation (6) to construct a DC power supply circuit; the intelligent sliding contact power receiving module (2) is slidably engaged with the DC power supply track system (1) to draw power from the DC power supply track system (1); the construction vehicle terminal (3) is fixedly installed on the electric construction vehicle (5); The two ends of the current receiving cable (4) are electrically connected to the intelligent sliding contact power receiving module (2) and the construction vehicle terminal (3) respectively, and are used to transmit electrical energy to the electric construction vehicle (5). The intelligent sliding contact power receiving module (2) and the construction vehicle terminal (3) are both connected to the external background operation and maintenance scheduling control system to realize real-time adjustment of operating parameters and overall scheduling of operations.

2. The electrified construction towed track system for large-scale tunnel excavation according to claim 1, characterized in that, The DC power supply track system (1) includes a positive metal rail (103), a negative metal rail (105), a groove-shaped positive insulating cover plate (102), a negative groove-shaped insulating support (106), and a through-core insulating support column (104); the positive metal rail (103) and the negative metal rail (105) are both groove-shaped structures, the positive metal rail (103) is arranged above the negative metal rail (105) and the two are in the same vertical plane; The slotted positive electrode insulating cover plate (102) is fixedly connected to the top of the positive electrode metal guide rail (103) by the rail top fixing bolt (101) and fits into the positive electrode metal guide rail (103); the negative electrode metal guide rail (105) is supported above the negative electrode slotted insulating support (106) and fits into the negative electrode slotted insulating support (106); the upper end of the through-core insulating support column (104) is fixedly connected to the slotted positive electrode insulating cover plate (102) and the lower end is fixedly connected to the negative electrode slotted insulating support (106), thereby realizing the insulation separation and structural support between the positive electrode metal guide rail (103) and the negative electrode metal guide rail (105).

3. The electrified construction towed track system suitable for large-scale tunnel excavation according to claim 2, characterized in that, The DC power supply track system (1) also includes a guide rail support assembly, which includes a hollow sleeve support column (109), a height adjustment bolt (107), a fastening bolt (108), a triangular bracket connecting fastener (110), a lateral triangular support leg (111), and a threaded post (112). The bottom of the negative pole slotted insulating support (106) is provided with a metal sleeve, and the lower end of the metal sleeve is provided with a slot. It is connected to the upper end of the hollow sleeve support column (109) by the height adjustment bolt (107) and is connected by at least three fasteners. The bolt (108) is pressurized and locked, and the metal sleeve is connected to the construction ground through the hollow sleeve support (109) to realize the direct grounding of the negative pole slotted insulating support (106) and the slotted positive pole insulating cover (102); the hollow sleeve support (109) is connected to at least three lateral triangular support legs (111) through the triangular bracket connecting fastener (110) in the middle; the bottom end of the hollow sleeve support (109) is fixed with a threaded pile head (112), which is used to drill into the construction base surface to realize the fixation of the track system.

4. The electrified construction towed track system suitable for large-scale tunnel excavation according to claim 2, characterized in that, The DC power supply track system (1) is composed of multiple rail segments spliced ​​together, and adjacent rail segments are connected and fixed by a connecting component (113) and a sliding screw (114); The adjacent positive metal rails (103) and the adjacent negative metal rails (105) are connected by matching slots on the side of the groove. The side slot of the connecting component (113) fits into the slot of the rail and is tightened by three to five sliding screws (114). The sliding screws (114) and the slot are reserved with a sliding displacement to release the thermal expansion and contraction stress of the rail.

5. The electrified construction towed track system for large-scale tunnel excavation according to claim 1, characterized in that, The intelligent sliding contact power receiving module (2) includes a speed regulating wheel (201), a servo motor (202), a low-voltage power supply module (203), a side end box (204), a cable branch box (205), and strain gauges (215). One or two speed regulating wheels (201) are installed on the top and bottom, with the wheel width matching and engaging with the grooves on the upper and lower surfaces of the slotted positive electrode insulating cover plate (102) and the slotted negative electrode insulating support (106). The servo motor (202) is connected to the speed regulating wheel (201) for driving the speed regulating wheel (201) to rotate and adjust the overall operating speed of the module. The low-voltage power supply module (203) integrates command receiving functionality and is located in the side end box (204). Inside, one end of the side box (204) is connected and fixed to the speed regulating wheel (201) and the servo motor (202), and the other end is tightly connected to the cable branch box (205). The low-voltage power supply module (203) is electrically connected to the servo motor (202) and the external background operation and maintenance scheduling control system. The strain gauge (215) is attached to the surface of the current receiving cable (4). The signal output end of the strain gauge (215) is connected to the low-voltage power supply module (203) for communication, which is used to collect the deformation data of the current receiving cable (4) in real time and feed it back. The low-voltage power supply module (203) controls the start and stop and speed of the servo motor (202) according to the feedback signal to eliminate the tension of the current receiving cable (4).

6. The electrified construction towed track system for large-scale tunnel excavation according to claim 5, characterized in that, The intelligent sliding contact power receiving module (2) also includes a power receiving slider (209), a bus sleeve (210), a compression spring (211), a current collector sleeve (212), a terminal block (213), and a combiner (214); the power receiving slider (209) slides in contact with the guide rail of the DC power supply rail system (1), the bus sleeve (210) is fixed to the current receiving end of the power receiving slider (209), the current collector sleeve (212) and the bus sleeve (210) are stacked tightly together, and the compression spring (211) is located between the bus sleeve (210) and the current collector sleeve (212) to provide positive pressure for the power receiving slider (209) to contact the guide rail and to realize springback compensation after wear; The base end of the current collector sleeve (212) is fixedly connected to the combiner (214) through at least three terminals (213), and the output end of the combiner (214) is electrically connected to the current receiving cable (4) in the cable branch box (205).

7. The electrified construction towed track system for large-scale tunnel excavation according to claim 5, characterized in that, The cable branch box (205) is provided with a threaded cable interface (206) at the inlet end, and the current receiving cable (4) is connected to the cable branch box (205) through the threaded cable interface (206); The threaded cable interface (206) is also equipped with an insert screw (207) and a magnetic lock (208). After the insert screw (207) is tightened, it is embedded in the insulating outer layer of the threaded cable interface (206) and works with the magnetic lock (208) to form a double fastening and anti-loosening structure.

8. The electrified construction towed track system for large-scale tunnel excavation according to claim 1, characterized in that, The construction vehicle terminal (3) includes a cable laying reel (301), a servo motor (302), a laying reel bracket (303), and a monitoring camera (304). The laying reel bracket (303) is fixed on the electric construction vehicle (5), the cable laying reel (301) is rotatably mounted on the laying reel bracket (303), the servo motor (302) is located at the central axis of the cable laying reel (301), and has a control unit inside, which is used to drive the cable laying reel (301) to rotate to reel in and out the current-collecting cable (4). The monitoring camera (304) is installed on the side of the electric construction vehicle (5), and is connected to the control unit of the servo motor (302) and the external background operation and maintenance scheduling control system for real-time monitoring of the distance between the electric construction vehicle (5) and the DC power supply track system (1) and the distance of the current-collecting cable (4) from the ground.

9. The electrified construction towed track system for large-scale tunnel excavation according to claim 2 or 3, characterized in that, The electric construction vehicle (5) is equipped with its own energy storage battery and has a track operation mode that is powered by the DC power supply track system (1) and a trackless independent operation mode that is powered by the energy storage battery. The DC power supply track system (1) has a rated power supply voltage of 750VDC or 1500VDC. A set of guide rail support components is set every 15 to 20 meters. The guide rails at the same cross section are divided into two independent current receiving areas on the left and right by through-core insulated support pillars (104), which can simultaneously supply power to two electric construction vehicles (5).

10. The electrified construction towed track system for large-scale tunnel excavation according to any one of claims 1 to 8, characterized in that, The system operates by following these steps: S1. After the initial support of the tunnel is completed and the initial scale is determined, the track line is planned according to the tunnel design parameters and the operation path. The DC power supply track system (1) is laid along the center line of the tunnel longitudinal section. The threaded pile head (112) is drilled into the construction base surface and fixed. The guide rail is leveled by the height adjustment bolt (107). The multi-section guide rail is spliced ​​by the connecting component (113) and the sliding screw (114). The DC power supply track system (1) is connected to the traction substation (6). The electrical performance tests of insulation, withstand voltage, and grounding resistance are completed, and the no-load power-on debugging is carried out. The intelligent sliding contact power receiving module (2) is connected to the DC power supply track system (1). The two ends of the current receiving cable (4) are locked to the intelligent sliding contact power receiving module (2) and the construction vehicle terminal (3) respectively. The strain gauge (215) is attached to the surface of the current receiving cable (4) and the signal link debugging is completed. After the entire system is functionally tested and qualified, it enters the operation preparation state. S2. The operation area and driving path are divided by the external background operation and maintenance scheduling control system. The electric construction vehicle (5) is dispatched to carry out excavation and transportation operations from the center of the cave to both sides. During the operation, the intelligent sliding contact power receiving module (2) continuously draws power from the guide rail through the power receiving slider (209). The strain gauge (215) collects the deformation data of the current receiving cable (4) in real time. When the tension exceeds the preset threshold, the low voltage power supply module (203) triggers the servo motor (202) to adjust the speed of the speed regulating wheel (201) to match the vehicle speed and eliminate the risk of cable over-tension. The monitoring camera (304) collects spacing and cable height data in real time, and drives the servo motor (302) to control the cable laying reel (301) to automatically reel in and lay the current-collecting cable (4). S3. When the excavation progress reaches the preset cycle step distance, cut off the power supply of the traction substation (6), and after completing the track discharge test, modularly disassemble the DC power supply track system (1), transport it to the position near the inner wall of both sides of the tunnel, and complete the re-laying, fixing, grounding test and power-on debugging of the two parallel tracks. S4 and electric construction vehicle (5) are connected to the DC power supply track system (1) on both sides of the tunnel. The remaining earth and stone are cleaned up from both sides to the center. The corner area is switched to trackless independent operation mode to finish. After the middle area is completely cleaned up, a new flat operation base is formed. S5. Repeat steps S1 to S4 on the new working surface, advancing segment by segment into the depth of the tunnel until the entire cross-section excavation of the tunnel is completed. The internal and external back-end operation and maintenance scheduling control system monitors the system's operating status in real time throughout the entire operation cycle and provides timely warnings and handling of abnormal situations. After the project is completed, the entire system of equipment will be dismantled, maintained, and transported away from the site.

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