TBM three-rail transport vehicle transport organization method

Abstract

This invention discloses a TBM three-rail transport vehicle transportation organization method, belonging to the field of transport vehicle organization, including the following steps: Track layout: arranging tracks and passing platforms, and constructing an assembly platform outside the tunnel; Three-wheeled friction wheel locomotive formation: forming various vehicles within each three-wheeled friction wheel locomotive train, and calculating the traction force, theoretical range, and braking force of the formation; Transport system layout: arranging a gantry crane and a temporary material storage area at the tunnel entrance, and setting up a single-track track and passing platforms inside the tunnel; Transport scheduling arrangement: setting up four stages of transport organization schemes according to the project progress: single-track single-train, double-train operation with turnouts at the tunnel entrance, one set of passing platforms inside the tunnel, and adding a second set of passing platforms inside the tunnel, and conducting transport scheduling arrangements. This invention uses the above-mentioned TBM three-rail transport vehicle transportation organization method to solve the technical problem of organizing rail transit transportation on steep gradients.

Description

Technical Field

[0001] This invention relates to the field of transportation organization technology for transport vehicles, and in particular to a method for organizing the transportation of a TBM (Tertiary Rail Transporter). Background Technology

[0002] TBM is an abbreviation for "Tunnel Boring Machine," also known as a tunnel boring machine or shield tunneling machine. It is a large-scale mechanical device used to excavate tunnels underground, widely used in infrastructure construction such as subways, railways, highways, and hydroelectric power stations. During tunnel construction using TBMs, transport vehicles are needed to move personnel and materials; therefore, the organization and scheduling of TBM transport vehicles is crucial to the overall construction process.

[0003] As the longitudinal gradient of rail transit increases, with some mountain rail transit systems reaching gradients of over 10%, high-gradient transport equipment is required. Ordinary two-track railways cannot meet the transport requirements. Therefore, a special transport organization method is proposed for the three-track transport vehicle, which is being used for the first time in the country. Summary of the Invention

[0004] The purpose of this invention is to provide a TBM (Tertiary Rail Transit) transportation organization method to solve the technical problem of organizing rail transit transportation on steep gradients.

[0005] To achieve the above objectives, the present invention provides a TBM (Tertiary Rail Transit) transportation organization method, comprising the following steps: Step S1, Line layout: Arrange the tracks and passing platforms inside the tunnel, arrange the passing platforms at the tunnel entrance, and build an assembly platform and demarcate the marshalling yard for three-wheeled friction wheel locomotives outside the tunnel. Step S2, Three-wheeled friction wheel locomotive formation: Form various vehicles in each three-wheeled friction wheel locomotive train, and calculate the traction force, theoretical range and braking force of the formation; Step S3, Transportation system layout: A gantry crane and a temporary material storage area are set up at the tunnel entrance, a single track and a passing platform are set up inside the tunnel, and the sleepers are raised; Step S4, Transportation Scheduling Arrangement: Based on the project progress, a transportation organization plan is set up in four stages: single-track single-train operation, double-train operation with turnouts at the tunnel entrance, a passing platform set at 1 / 3 of the tunnel, and a second passing platform added at 2 / 3 of the tunnel. Transportation scheduling is then carried out.

[0006] Preferably, step S1 includes the following steps: Step S11, Tunnel route layout: The main tunnel excavation section is equipped with a single track and passing platforms in some areas. The sleepers on the track are suitable for three-wheeled friction wheel locomotives. The sleepers are spaced 1 meter apart, and every three adjacent sleepers form a group. Each group of sleepers is arranged periodically along the track. Each group of sleepers includes two adjacent sleepers bolted to the lowest point of the tunnel segment and one sleeper placed directly on the segment. The sleepers are connected and fixed with round steel. Step S12, Passing Platform Setup: Each tunnel is equipped with one passing platform at the tunnel entrance to allow two trains of three-wheeled friction wheel locomotives to pass each other at the tunnel entrance. Inside the tunnel, one passing platform is added at 2.5km and 5km respectively. The passing platforms are turnouts. Step S13, outside the tunnel, grouping area: An assembly platform for material storage was built outside the tunnel and connected to the industrial plaza and the cantilever section inside the tunnel to serve as a train marshalling area.

[0007] Preferably, step S2 includes steps S21, S22, and S23; Step S21, Grouping format: Each three-wheeled friction wheel locomotive formation includes one locomotive, one personnel car for workers to and from work, one gravel tank car for transporting gravel into the tunnel, one dry powder tank car for transporting cement powder, two segment cars for transporting tunnel segments, and one flatbed car for transporting belt conveyors, water pipes, and rails.

[0008] Preferably, in step S22, the traction force of the train is calculated: Weight of heavy-duty tractor material: G2 = Personnel weight + Dry powder tank weight + Dry powder weight + Pebble stone tank weight + Pebble stone weight + Segment weight + Other material weight; Equipment weight: G1 = Weight of personnel and vehicle + Weight of locomotive + Weight of dry powder tanker truck + Weight of gravel tanker truck + Weight of 2 segment trucks + Weight of flatbed truck; Demand traction force F = (G2 + G1)g(μ1 + μ2 + w) + (G2 + G1)γa; Where G1 represents the self-weight of the driving equipment; G2 represents the traction weight; μ1 represents the gradient resistance coefficient; μ2 represents the comprehensive operating resistance coefficient of the three-wheeled friction wheel locomotive; w represents the additional resistance coefficient; and g represents the gravitational acceleration, taken as 9.8 m / s². 2 γ represents the coefficient of inertia; a represents acceleration. The traction force of a single drive is 25KN, and the required number of drive units N = F / 25*S, where S is the safety factor; Step S23, Calculation of theoretical battery life: Based on the train's running distance, the rated power of the train's drive, and the heavy load coefficient X, calculate the time required for one uphill run under heavy load. When going downhill, the train is in electric braking mode and the motor is recharged. Calculate the power consumption of the pump station for one round trip while maintaining rated power operation. Calculate the power consumption of the train for one round trip. Based on the above technical configuration, calculate the power required to meet the endurance requirements for one trip.

[0009] Preferably, in step S24, braking force calculation: Heavy load uphill: a = (F + Gy + f) / m; Gy = mg sin 6.8°; f = μmgcos6.8°; S t =v 2 / 2a; S0=vt0; t0 = 0.7s; Where μ represents the overall drag coefficient, and g = 9.8 m / s 2 m represents the mass of the train, f represents the braking force, v represents the continuous speed of the train, Gy represents the component force on the slope; f represents the total frictional resistance; S0 represents the idle distance; t0 represents the idle time; S t This represents the effective braking distance; the braking distance S = S0 + St is calculated. Light load downhill: a = (F - Gy + f) / m; Gy = mg sin 6.8°; f = μmgcos6.8°; S t =v' 2 / 2a; S0=v't0; Where v' represents the continuous speed of the formation, and the braking distance S is calculated as S = S0 + S t .

[0010] Preferably, step S3 includes the following steps: Step S31, Arrangement of the entrance to the transportation system: A gantry crane is set up at each of the left and right tunnel entrances. Loading and parking lines are set up in the area covered by the gantry cranes. At the same time, a temporary material storage area is set up in the area covered by the gantry cranes so that the three-wheeled friction wheel locomotives can be quickly loaded after arriving at the parking point. Step S32, Layout of the transportation system inside the tunnel: The tunnel is equipped with a single-track track and a passing platform. The passing platform includes two Y-shaped turnouts and a passing zone. The passing platform is used to lift the sleepers as a whole, taking into account the curve location and train operation organization, and is placed on the straight section.

[0011] Preferably, in step S4, Phase 1: Single-line, single-group: In the early stages of tunnel construction, a single track and a single trainset were used, with the trainset running in one direction on a single track: the train departed from the tunnel entrance, transported materials along the single track into the depths of the tunnel, and stopped and unloaded the materials upon reaching the destination. Round trip cycle: After unloading the supplies, the train returns empty to the tunnel entrance to prepare for the next round of loading and transportation of supplies; Phase Two: Double-train operation with turnouts installed at the tunnel entrance: As the project progressed, turnouts were installed at the tunnel entrances to allow two train sets to alternately enter and exit the tunnel. Alternating entry and exit: One train enters the tunnel to transport supplies, while another train loads at the tunnel entrance. When the first train reaches the end of the tunnel and unloads its supplies and returns, the second train enters the tunnel, and the first train begins loading. Switch switching: Controlling the direction of train entry and exit by operating the switches; Phase 3: A passing platform will be installed at one-third of the tunnel's length. A passing platform is set up at one-third of the tunnel to allow two train sets to pass each other inside the tunnel. Passing platform utilization: When two train sets meet in the tunnel, one train set stops at the passing platform at 1 / 3 of the distance to allow the other train set to pass. Phase Four: Add a second passing platform at 2 / 3 of the tunnel's length. A second passing platform was added at two-thirds of the way through the tunnel to further optimize transportation scheduling.

[0012] Therefore, the present invention employs the above-mentioned TBM three-rail transport vehicle transportation organization method, which has the following beneficial effects: (1) This invention assembles three-rail transport vehicles and sets up multiple passing platforms. Based on the actual construction situation, it rationally arranges the transportation organization in four stages to solve the problem of transportation organization on steep gradients in rail transit, making transportation more efficient and ensuring the orderly operation of the overall transportation. (2) The present invention rationally arranges the passing platform and coordinates with the three-rail transport vehicle grouping to realize the rapid scheduling of personnel and materials, improve efficiency and reduce construction costs; (3) The present invention improves the stability of horizontal transportation work by reasonably assembling the three-rail transport vehicles and using a three-wheeled friction wheel locomotive, thereby improving the safety of transportation.

[0013] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0014] Figure 1This is a flowchart of a method according to an embodiment of the present invention. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages disclosed in the embodiments of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely illustrative of the embodiments of the present invention and are not intended to limit the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments in this application without creative effort are within the scope of protection of this application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout.

[0016] It should be noted that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products, or devices.

[0017] Similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0018] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed when in use. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0019] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] Example: like Figure 1 As shown, the present invention provides a TBM (Telerail Transport Vehicle) transportation organization method, including the following steps: Step S1, Line Layout: Step S11, Tunnel route layout: The main tunnel excavation section has a single-track track with passing platforms in some areas. The sleepers on the track are suitable for three-wheeled friction wheel locomotives. The sleepers are spaced 1 meter apart, and every three adjacent sleepers form a group. Each group of sleepers is arranged periodically along the track. Each group of sleepers includes two adjacent sleepers bolted to the lowest segment in the tunnel, and one sleeper placed directly on the segment. The sleepers are connected and fixed with Ø16 round steel.

[0021] Step S12, Passing Platform Setup: Due to the excessive length of the transportation route and the fact that only single-line transportation can be used, in order to ensure continuous material transportation, not affect TBM tunneling construction, facilitate passing between trains, and avoid construction interference, it is planned to install one set of turnouts near the tunnel entrance of each tunnel to allow two trains to stop and pass each other at the tunnel entrance simultaneously. It is also planned to add one set of passing platforms (turnouts) at 2.5km and 5km inside the tunnel.

[0022] Step S13, outside the tunnel, grouping area: An assembly platform for material storage was built outside the tunnel and connected to the industrial plaza and the cantilever section inside the tunnel to serve as a train marshalling area.

[0023] Step S2, Three-wheeled friction wheel locomotive formation: Step S21, Grouping format: The main materials for TBM tunneling and transportation include tunnel segments, gravel, dry cement, rails, track materials, and other auxiliary materials.

[0024] Each three-wheeled friction wheel locomotive formation consists of: 1 train of personnel cars + 1 locomotive + 1 train of gravel tank cars + 1 train of dry powder tank cars + 2 trains of segment cars (1 ring) + 1 train of flatbed cars; One flatbed cart: mainly for storing belt racks, water pipes, rails, etc. Two segment trucks: one ring of segments can be stored, and each segment truck has a load capacity of 15 tons. One dry powder tanker truck: for transporting cement dry powder, with a volume of 4m³. 3 ; One gravel tanker truck: used for transporting gravel into the tunnel; the gravel tank has a volume of 8m³. 3 ; One vehicle: 16 seats per vehicle, to meet the commuting needs of employees.

[0025] Step S22, calculation of traction force of the train: Weight of heavy-duty tractor material: G2 = Personnel weight + Dry powder tank weight + Dry powder weight + Pebble stone tank weight + Pebble stone weight + Segment weight + Other material weight = 1.6 + 1.4 + 4 + 3.5 + 8 + 23 + 5 = 46.5t; Equipment weight: G1 = Weight of personnel and vehicle + Weight of locomotive + Weight of dry powder tanker + Weight of gravel tanker + Weight of 2 segment trucks + Weight of flatbed truck = 3.63 + 16.5 + 3.41 + 5 + 2 × 3.7 + 5 ≈ 41t; Demand traction force F = (G2 + G1)g(μ1 + μ2 + w) + (G2 + G1)γa ≈ 142 kN; Wherein, G1 represents the self-weight of the driving equipment; G2 represents the traction weight; μ1 represents the gradient resistance coefficient (×%=× / 1000), with a value of 0.12; μ2 represents the comprehensive operating resistance coefficient of the three-wheeled friction wheel locomotive (generally taken as 0.006-0.02, with 0.02 taken); w represents the additional resistance coefficient (due to factors such as curves), with a value of 0.005; and g represents the gravitational acceleration, taken as 9.8 m / s². 2 γ represents the coefficient of inertia, 1.0068 kg / m². 2 ; 'a' represents acceleration, 0.2 m / s². 2 ; The traction force of a single drive is 25KN, and the required number of drive units N = F / 25*S, where S is the safety factor; Step S23, Calculation of theoretical battery life: The train's operating distance is calculated to be 7.6km, and the rated power of the train drive is P=352kW; The time required for one heavy-load uphill run is approximately t=1.58h, and the load factor X=0.563; When going downhill, it is in electric braking mode, and the motor recharges itself, so it does not consume electricity. The power consumption for one round trip of the pumping station (calculated based on maintaining rated power operation) is approximately 19.5 kWh; The power consumption for one round trip of the train is W=P*t*X+19.5≈332.7kWh.

[0026] The trainsets in this project are equipped with a power capacity of 403.2 kWh, which is theoretically sufficient to meet the range requirements for one trip.

[0027] Step S24, Braking force calculation: Heavy load uphill: The continuous speed of the train is v=5km / h; Braking force: F1 = 20kN × 10; Group mass: m = 87.5t; Therefore, braking distance: S = S0 + S t ; Where a = (F + Gy + f) / m, Gy = mgsin6.8°, f = μmgcos6.8°, μ: comprehensive drag coefficient, taken as 0.025, g = 9.8m / s 2Gy represents the component force of the slope; f represents the total frictional resistance; S0 represents the idle distance; t0 represents the idle time; S t Represents the effective braking distance; S t =v 2 / 2a, S0=vt0, t0=0.7s; Therefore, S≈1.24m; Where μ represents the overall drag coefficient, with a value of 0.025; g = 9.8 m / s² 2 .

[0028] Light load downhill: The maximum speed of the equipment is v' = 7 km / h; Braking force: F1 = 20kN × 10 Group mass: m = 47.5t; Therefore, braking distance: S = S0 + S t ; Where a = (F - Gy + f) / m, Gy = mgsin6.8°, f = μmgcos6.8°, μ: comprehensive drag coefficient, taken as 0.025, g = 9.8m / s 2 ; S t =v' 2 / 2a, S0=vt0, t0=0.7s; Therefore, S≈2.51m.

[0029] Step S3, Transportation System Layout: Step S31, Arrangement of the entrance to the transportation system: A gantry crane is set up at each of the left and right tunnel entrances. Loading and parking lines are set up in the area covered by the gantry cranes. At the same time, a temporary material storage area is set up in the area covered by the gantry cranes so that the three-wheeled friction wheel locomotives can be quickly loaded after arriving at the parking point. Step S32, Layout of the transportation system inside the tunnel: The tunnel is equipped with a single-track track and a passing platform. The passing platform includes two Y-shaped turnouts and a passing zone. The passing platform is used to lift the sleepers as a whole, taking into account the curve location and train operation organization, and is placed on the straight section.

[0030] Step S4, Transportation Scheduling Arrangement: Based on the project progress, set up a transportation organization plan in four stages: single-track single-train, double-train operation with turnouts at the tunnel entrance, passing platforms at 1 / 3 of the tunnel, and adding a second passing platform at 2 / 3 of the tunnel, and then conduct transportation scheduling arrangements.

[0031] Phase 1: Single line, single trainset (0-500m): In the early stages of tunnel construction, a single track and a single trainset were used, with the trainset running in one direction on a single track: the train departed from the tunnel entrance, transported materials along the single track into the depths of the tunnel, and stopped and unloaded the materials upon reaching the destination. Round trip cycle: After unloading the supplies, the train returns empty to the tunnel entrance to prepare for the next round of loading and transportation of supplies; Phase Two: Double-train operation with turnouts installed at the tunnel entrance (500m-2.5km): As the project progressed, turnouts were installed at the tunnel entrances to allow two train sets to alternately enter and exit the tunnel. Alternating entry and exit: One train enters the tunnel to transport supplies, while another train loads at the tunnel entrance. When the first train reaches the end of the tunnel and unloads its supplies and returns, the second train enters the tunnel, and the first train begins loading. Switch switching: Controlling the direction of train entry and exit by operating the switches; Phase 3: A passing platform will be set up at the 1 / 3 mark (2.5km-5km): A passing platform is set up at one-third of the tunnel to allow two trains to pass each other inside the tunnel; Passing platform utilization: When two train sets meet in the tunnel, one train set stops at the passing platform at 1 / 3 of the distance to allow the other train set to pass. Phase 4: Add a second passing platform at the 2 / 3 mark: A second passing platform was added at two-thirds of the way through the tunnel to further optimize transportation scheduling.

[0032] Transportation efficiency calculation: Phase 1: Calculating transport efficiency based on a maximum length of 500m: Loading time: 1 hour; Transportation time into the cave: 0.5km / (5km / h) = 0.1h; Unloading time: 0.5 hours; Return time: 0.5km / (5km / h) = 0.1h; The longest running cycle time for a single group is 1.7 hours.

[0033] Phase Two: Calculating transport efficiency based on a maximum distance of 2.5km: First Group: Loading time: 1 hour; Transportation time into the cave: 2.5km / (5km / h) = 0.5h; Unloading time: 0.5 hours; Return time: 2.5km / (5km / h) = 0.5h; Meanwhile, the second train set enters the tunnel and is transported back to the tunnel entrance parking area: 0.5 + 0.5 + 0.5 = 1.5 hours.

[0034] At this point, the first train car has finished loading, meaning it will depart after waiting 0.5 hours after loading, while the second train car begins loading.

[0035] The longest material supply cycle time is 0.5 + 0.5 + 0.5 = 1.5 hours.

[0036] Phase 3: Calculating transportation efficiency based on a maximum distance of 5km: Returning to train group ① from the fault platform: From the passing platform to the tunnel entrance: 2.5km / (5km / h) = 0.5h; Loading time: 1 hour; Time from entering the tunnel to the passing platform: 2.5km / (5km / h) = 0.5h; Total: 0.5 + 1 + 0.5 = 2 hours; Meanwhile: Train formation ② after passing through the passing platform: The journey from the passing platform to the TBM unloading station takes 2.5km / (5km / h) = 0.5h. Unloading time: 0.5 hours; Time to return to the passing platform: 2.5km / (5km / h) = 0.5h; The total time is 0.5 + 0.5 + 0.5 = 1.5 hours. At this point, there is still 0.5 hours before train ① enters the tunnel and travels to the passing platform, while train ② needs to wait empty for 0.5 hours.

[0037] The longest material supply cycle time during this stage is 0.5 + 0.5 + 0.5 + 0.5 = 2 hours.

[0038] Phase Four: Calculating transport efficiency based on a maximum distance of 7.5km: There are 2 switches in this stage. The calculations are based on the passing positions: ① Passing on platform #1: Returning to train group ① from passing platform #1: From the passing platform to the tunnel entrance: 2.5km / (5km / h) = 0.5h; Loading time: 1 hour; Time from entering the tunnel to passing platform #1: 2.5km / (5km / h) = 0.5h; Total: 0.5 + 1 + 0.5 = 2 hours; Meanwhile: Train formation ② after passing through the passing platform: The journey from the passing platform to the TBM unloading station: 5km / (5km / h) = 1 hour; Unloading time: 0.5 hours; Time to return to the passing platform: 5km / (5km / h) = 1 hour; The total time is 1 + 0.5 + 1 = 2.5 hours. At this point, train 1 has been waiting for 0.9 hours since it entered the tunnel and reached the passing platform, while train 2 has only just arrived at the passing platform.

[0039] The longest material supply cycle time during this stage is 2.5 hours.

[0040] ②2# Passing Platform: Returning to train group ① from passing platform #2: From the passing platform to the tunnel entrance: 5km / (5km / h) = 1 hour; Loading time: 1 hour; Time from entering the tunnel to passing platform #1: 5km / (5km / h) = 1 hour; Total: 1 + 1 + 1 = 3 hours; Meanwhile: Train formation ② after passing through the passing platform: The journey from the passing platform to the TBM unloading station takes 2.5km / (5km / h) = 0.5h. Unloading time: 0.5 hours; Time to return to the passing platform: 2.5km / (5km / h) = 0.5h; The total time is 0.5 + 0.5 + 0.5 = 1.5 hours. At this point, it will take another 1.5 hours for train ① to enter the tunnel and travel to the passing platform, while train ② will arrive at the passing platform.

[0041] The longest material supply cycle time during this stage is 3 hours.

[0042] ③ Two passing platforms allow vehicles to pass each other: Returning to train group ① from passing platform #1: From the passing platform to the tunnel entrance: 2.5km / (5km / h) = 0.5h; Loading time: 1 hour; Time from entering the tunnel to passing platform #2: 5km / (5km / h) = 1 hour; Total: 0.5 + 1 + 1 = 2.3 hours; Meanwhile: Train formation ② after passing platform #1: The journey from the No. 1 passing platform to the TBM unloading station takes 5km / (5km / h) = 1 hour. Unloading time: 0.5 hours; Time to return to passing platform #2: 2.5km / (5km / h) = 0.5h; The total time is 1 + 0.5 + 0.5 = 2 hours. At this point, train ① has been waiting for 0.5 hours since it entered the tunnel and reached the passing platform, while train ② has only just arrived at the No. 2 passing platform.

[0043] The longest material supply cycle time during this stage is 2.5 hours.

[0044] Therefore, when two sets of passing platforms are in use, two sets of passing platforms are used to pass vehicles separately. The longest material supply cycle time during this stage is 2.5 hours.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for organizing transportation using a TBM (Teleportation Machine) trirail transport vehicle, characterized in that: Includes the following steps: Step S1, Line layout: Arrange the tracks and passing platforms inside the tunnel, arrange the passing platforms at the tunnel entrance, and build an assembly platform and demarcate the marshalling yard for three-wheeled friction wheel locomotives outside the tunnel. Step S2, Three-wheeled friction wheel locomotive formation: Form various vehicles in each three-wheeled friction wheel locomotive train, and calculate the traction force, theoretical range and braking force of the formation; Step S3, Transportation system layout: A gantry crane and a temporary material storage area are set up at the tunnel entrance, a single track and a passing platform are set up inside the tunnel, and the sleepers are raised; Step S4, Transportation Scheduling Arrangement: Based on the project progress, a transportation organization plan is set up in four stages: single-track single-train, double-train operation with turnouts at the tunnel entrance, a passing platform in the tunnel, and a second passing platform in the tunnel. Transportation scheduling is then carried out.

2. The TBM three-track transport organization method according to claim 1, characterized in that: Step S1 includes the following steps: Step S11, Tunnel route layout: The main tunnel excavation section is equipped with a single track and passing platforms in some areas. The sleepers on the track are suitable for three-wheeled friction wheel locomotives. Every three adjacent sleepers form a group. Each group of sleepers is arranged periodically along the track. Each group of sleepers includes two adjacent sleepers bolted to the lowest point of the tunnel segment and a sleeper placed on the segment. The sleepers are connected and fixed with round steel. Step S12, Passing Platform Setup: Each tunnel is equipped with a passing platform at the tunnel entrance to allow two trains of three-wheeled friction wheel locomotives to pass each other at the tunnel entrance simultaneously. Passing platforms are also added at intervals inside the tunnel, and the passing platforms are turnouts. Step S13, outside the tunnel, grouping area: An assembly platform for material storage was built outside the tunnel and connected to the industrial plaza and the cantilever section inside the tunnel to serve as a train marshalling area.

3. The TBM three-rail transport vehicle transportation organization method according to claim 2, characterized in that: Step S2 includes steps S21, S22, and S23; Step S21, Grouping format: Each three-wheeled friction wheel locomotive formation includes a locomotive, a personnel car for workers to and from work, a gravel tank car for transporting gravel into the tunnel, a dry powder tank car for transporting cement powder, a segment car for transporting tunnel segments, and a flatbed car for transporting belt frames, water pipes, and rails.

4. The TBM three-rail transport vehicle transportation organization method according to claim 3, characterized in that: Step S22, calculation of traction force of the train: Weight of heavy-duty tractor material: G2 = Personnel weight + Dry powder tank weight + Dry powder weight + Pebble stone tank weight + Pebble stone weight + Segment weight + Other material weight; Equipment weight: G1 = Weight of personnel and vehicle + Weight of locomotive + Weight of dry powder tanker truck + Weight of gravel tanker truck + Weight of segment truck + Weight of flatbed truck; Demand traction force F = (G2 + G1)g(μ1 + μ2 + w) + (G2 + G1)γa; Where G1 represents the self-weight of the driving equipment; G2 represents the traction weight; μ1 represents the gradient resistance coefficient; μ2 represents the comprehensive operating resistance coefficient of the three-wheeled friction wheel locomotive; w represents the additional resistance coefficient; and g represents the gravitational acceleration, taken as 9.8 m / s². 2 γ represents the coefficient of inertia; a represents acceleration. The traction force of a single drive is 25KN, and the required number of drive units N = F / 25*S, where S is the safety factor; Step S23, Calculation of theoretical range: Based on the train's running distance, the rated power of the train's drive, and the heavy load coefficient X, calculate the time required for one uphill run under heavy load. When going downhill, the train is in electric braking mode and the motor is recharged. Calculate the power consumption of the pump station for one round trip while maintaining rated power operation. Calculate the power consumption of the train for one round trip. Based on the above technical configuration, calculate the power required to meet the endurance requirements for one trip.

5. The TBM three-track transport organization method according to claim 4, characterized in that: Step S24, Braking force calculation: Heavy load uphill: a = (F + Gy + f) / m; Gy = mg sin 6.8°; f = μmgcos6.8°; S t =v 2 / 2a; S0=vt0; t0 = 0.7s; Where μ represents the overall drag coefficient, and g = 9.8 m / s 2 m represents the mass of the train, f represents the braking force, v represents the continuous speed of the train, Gy represents the component force on the slope; f represents the total frictional resistance; S0 represents the idle distance; t0 represents the idle time; S t This represents the effective braking distance; the braking distance S = S0 + St is calculated. Light load downhill: a = (F - Gy + f) / m; Gy = mg sin 6.8°; f = μmgcos6.8°; S t =v' 2 / 2a; S0=v't0; Where v' represents the continuous speed of the formation, and the braking distance S is calculated as S = S0 + S t .

6. The TBM three-track transport organization method according to claim 5, characterized in that: Step S3 includes the following steps: Step S31, Arrangement of the entrance to the transportation system: A gantry crane is set up at each of the left and right tunnel entrances. Loading and parking lines are set up in the area covered by the gantry cranes. At the same time, a temporary material storage area is set up in the area covered by the gantry cranes so that the three-wheeled friction wheel locomotives can be quickly loaded after arriving at the parking point. Step S32, Layout of the transportation system inside the tunnel: The tunnel is equipped with a single-track track and a passing platform. The passing platform includes two Y-shaped turnouts and a passing zone. The passing platform is used to lift the sleepers as a whole, taking into account the curve location and train operation organization, and is placed on the straight section.

7. The TBM three-rail transport vehicle transportation organization method according to claim 6, characterized in that: In step S4, Phase 1: Single-line, single-group: In the early stages of tunnel construction, a single track and a single trainset were used, with the trainset running in one direction on a single track: the train departed from the tunnel entrance, transported materials along the single track into the depths of the tunnel, and stopped and unloaded the materials upon reaching the destination. Round trip cycle: After unloading the supplies, the train returns empty to the tunnel entrance to prepare for the next round of loading and transportation of supplies; Phase Two: Double-train operation with turnouts installed at the tunnel entrance: As the project progressed, turnouts were installed at the tunnel entrances to allow two train sets to alternately enter and exit the tunnel. Alternating entry and exit: One train enters the tunnel to transport supplies, while another train loads at the tunnel entrance. When the first train reaches the end of the tunnel and unloads its supplies and returns, the second train enters the tunnel, and the first train begins loading. Switch switching: Controlling the direction of train entry and exit by operating the switches; Phase 3: A set of passing platforms will be installed in the tunnel. A passing platform is set up inside the tunnel to allow two train sets to pass each other within the tunnel; Passing platform utilization: When two train sets meet in the tunnel, one train set stops at the passing platform in the tunnel to allow the other train set to pass. Phase Four: Add a second set of passing platforms inside the tunnel: A second passing platform was added inside the tunnel to further optimize transportation scheduling.

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