A double-active-hinged shield machine cooperative steering control system and a control method thereof

Abstract

The application discloses a kind of double active hinged shield machine cooperative steering control system and control method thereof, it is related to tunneling equipment steering control technical field.The double active hinged shield machine cooperative steering control system includes data acquisition unit, controller and execution unit, controller built-in cooperative operation, PID adjustment, safety constraint and machine jam prevention and control module.The double active hinged shield machine cooperative steering control method, total turning angle is calculated by geometric formula, split to two levels according to distribution coefficient Hinge, adopt inner ring position closed loop+outer ring tail shield correction Double closed loop architecture realizes accurate steering, real-time constraint hinge angle difference and execute over-limit compensation, simultaneously by multi-factor comprehensive evaluation realizes machine jam risk grading prevention and control and active escape.This application can realize 15~30m super-small turning radius, improve trajectory accuracy and equipment reliability, build whole-process machine jam prevention and control system, applicable to small-curvature complex tunneling working condition.

Description

Technical Field

[0001] This invention relates to the field of steering control technology for tunnel boring equipment, specifically to a dual-active articulated shield machine and its cooperative steering control method. Background Technology

[0002] With the development of urban underground space and the construction of water conservancy projects, tunnel construction is facing increasingly more challenges involving small-radius turns and S-curves. To improve the turning capability of tunnel boring machines (TBMs), existing technologies have developed dual-active articulated TBMs. These TBMs are equipped with articulated cylinders between the front and middle shields, and between the middle and tail shields. Both sets of articulated cylinders can be actively controlled by the hydraulic system, giving them the potential to achieve extremely small turning radii in terms of mechanical structure.

[0003] However, existing technology does not provide a specific control method for how the two articulated cylinders of a dual-active articulated shield machine should work in coordination. In actual tunneling, if the two articulated cylinders are controlled independently or operate without coordination, the following problems will arise:

[0004] Firstly, the load distribution during turning is unreasonable. The two sets of hinges lack a coordinated control strategy. Their independent operation can easily lead to overload of the front hinge while the rear hinge is idle, or even mutual interference. This makes it impossible to form an effective combined force for turning and makes it difficult to fully release the performance potential of the double-hinged structure.

[0005] Secondly, the tail shield attitude is out of control. Existing solutions mostly rely on the attitude of the front shield for indirect control. The actual direction of the tail shield is prone to deviate significantly from the design axis. There is a lack of independent closed-loop correction methods, which can easily lead to construction problems such as segment damage and grout leakage at the tail shield.

[0006] Third, the hinge angle difference is prone to exceed the limit. Under conditions of sharp turns or sudden changes in strata, the difference between the front-middle hinge angle and the middle-tail hinge angle may be too large, exceeding the allowable range of the seal and mechanical structure, causing seal tearing, pin jamming, or even equipment damage.

[0007] Fourth, it has poor adaptability to S-curve working conditions. When making continuous reverse turns, the timing of the action of the two hinges and the rate of change of the angle are not coordinated, which can easily lead to sudden changes in attitude and damage to the segments.

[0008] Fifth, the risk of shield jamming is prominent. Shield jamming refers to the phenomenon where the shield is squeezed and stuck by the surrounding rock during tunneling, preventing further advancement. In tunneling with small turning radii, double-articulated shield machines generate active deflection angles α and β between the front, middle, and tail shields to adapt to curved routes. The three shields are distributed in a zigzag pattern within the tunnel, and the gap between the shield and the circular tunnel wall is non-uniformly distributed along the length of the shield. In some sections, the gap between the shield and the tunnel wall narrows, increasing the contact area and pressure of the surrounding rock squeezing the shield. Existing anti-jamming measures mainly include passive methods such as equipping widening cutters, pre-grouting reinforcement of the strata, and advanced pipe roof support, none of which utilize the shield machine's own active attitude adjustment capabilities to prevent and cope with jamming.

[0009] Therefore, there is an urgent need for a dual-active articulated shield tunneling machine and its control method that can reasonably distribute the rotational load of the two articulations, correct the tail shield attitude in real time, provide safety constraints on the articulation angle difference, coordinate with the propulsion system, and have the ability to predict and actively prevent jamming.

[0010] It should be noted that the analysis of the above technical information is the result of creative labor. The detailed description of it in the background section is only intended to deepen the understanding of the non-obviousness of the overall background of this application by those skilled in the art, and should not be regarded as an admission or in any form an implication that the above technical information constitutes prior art known to those skilled in the art. Summary of the Invention

[0011] To address the shortcomings of existing technologies, this invention proposes a collaborative steering control system and method for dual-active articulated shield tunneling machines. The technical problem to be solved is: how to achieve precise collaborative steering control of the two-stage articulation of the dual-active articulated shield tunneling machine, while constructing a full-process prevention and control system from machine jam prediction to active escape, effectively reducing the turning radius while improving trajectory tracking accuracy and equipment operation safety.

[0012] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0013] A collaborative steering control system for a dual-active articulated tunnel boring machine includes a data acquisition unit, a controller, and an execution unit;

[0014] The data acquisition unit includes a first angle sensor, a second angle sensor, a first inertial measurement unit, a second inertial measurement unit, a shield gap monitoring module, and a propulsion parameter detection module, which are used to acquire the first hinge angle in real time. Second hinge angle Three-dimensional attitude data of the front shield, three-dimensional attitude data of the tail shield, radial clearance data between the shield and the tunnel wall, pressure and stroke data of the propulsion cylinders; first hinge angle. The second hinge angle is the deflection angle of the middle shield axis relative to the front shield axis. The angle of deflection of the tail shield axis relative to the center shield axis; the controller is electrically connected to the data acquisition unit and the execution unit respectively, and the controller has built-in a coordinated steering calculation module, a PID adjustment module, a safety constraint module and a jamming prevention module. The controller is configured to execute the following control logic:

[0015] Based on the total length of the tunnel boring machine With design turning radius According to the formula Calculate the required total turning angle According to the angle distribution formula , Generate the target rotation angle of the two-stage hinge, where λ is the rotation angle distribution coefficient. According to the position closed-loop PID formula The output of the articulated hydraulic cylinder control quantity drives the actuator to track the target rotation angle, where... The deviation between the target turning angle and the actual turning angle. , , These are the proportional, integral, and differential coefficients, respectively; based on the deviation between the actual and target headings of the tail shield. According to the formula The target value of the second hinge angle β is corrected to form the closed loop of the tail shield attitude outer ring, in which , , Correct the PID parameters for the tail shield; according to the formula The system calculates the angle difference between the two articulations in real time, and performs safety constraints and over-limit compensation when the angle difference exceeds the limit; it assesses the risk level of jamming and executes graded anti-jamming control and escape procedures according to the risk level; the execution unit includes a first set of active articulation cylinders connected between the front shield and the middle shield, a second set of active articulation cylinders connected between the middle shield and the tail shield, and a propulsion cylinder group connected to the middle shield or the tail shield, which are used to receive controller commands to perform articulation attitude adjustment and tunneling propulsion actions.

[0016] Beneficial effects: This technical solution is based on the principle of segmentation invention, which splits the overall turning load into two levels of articulation, and realizes the coordinated distribution of load through an integrated control system, fully releasing the turning potential of the double articulation structure; at the same time, based on the principle of feedback invention, this invention uses dual-end attitude acquisition to form an inner and outer double closed-loop control, realizing the active and accurate correction of the tail shield trajectory; integrating gap monitoring and jamming prevention modules, it can simultaneously realize articulation operation safety constraints and jamming risk prevention, comprehensively improving the reliability of equipment operation and construction safety.

[0017] Preferably, the controller also incorporates a formation adaptive allocation module and / or an extreme turning control module and / or an S-curve transition module and / or an angle difference compensation module; the formation adaptive allocation module is used to adjust the allocation coefficient λ according to the formation hardness: 0.6~0.8 for hard rock formations, 0.3~0.5 for soft soil formations, and 0.5~0.6 for upper soft and lower hard formations, and can be dynamically fine-tuned according to real-time oil pressure; the extreme turning control module is used to adjust the turning angle allocation coefficient λ to 0.4~0.6 when the turning radius reaches the preset minimum value, control the propulsion cylinder to generate a left and right thrust difference to assist turning, and limit the angular velocity of the articulation angle to no more than 0.5° / min~1.0° / min; the S-curve transition module is used to control the two-stage articulation staggered return to the center and reverse direction under continuous reverse turning conditions, and smoothly transition the posture; the angle difference compensation module is used at the second articulation angle When the mechanical limit is exceeded, the excess amount is added to the first hinge angle. The target value is used to achieve two-level linkage compensation. The jamming prevention and control module comprehensively assesses the risk level through four types of risk factors: geology, articulation angle, gap, and oil pressure. It is divided into three levels: low, medium, and high, and corresponding graded responses are provided. When jamming is confirmed, the module executes the escape procedure of articulation swing, pulse propulsion, and gradual return to zero.

[0018] Beneficial effects: Through the integration of multiple module functions, it achieves integrated control of formation self-adaptation, multi-condition adaptation, all-dimensional safety protection and jamming prevention throughout the entire process, fully explores the performance potential of the double-hinged structure, and greatly improves the system's adaptability to complex working conditions.

[0019] A method for coordinated steering control of a dual-active articulated tunnel boring machine (TBM) comprises the following steps using the dual-active articulated TBM coordinated steering control system described in the above technical solution:

[0020] S1. Obtain turning requirements based on the total length of the tunnel boring machine. With design turning radius According to the formula Calculate the required total turning angle ;

[0021] S2. According to the angle distribution formula , The total turning angle is distributed to the first hinge angle α and the second hinge angle β to obtain the target turning angle of the two-stage hinge;

[0022] S3. Control the two sets of active articulated cylinders separately, using a position closed-loop PID control algorithm, according to the formula... Output control quantity to make the actual hinge angle track the corresponding target rotation angle;

[0023] S4. Real-time acquisition of the actual heading angle of the tail shield, compared with the target heading angle on the design axis to obtain the heading deviation. According to the formula The target value of the second hinge angle β is corrected in real time to form a closed loop of the tail shield attitude outer ring.

[0024] S5. According to the formula The angle difference between the two-stage hinge is calculated in real time, and safety constraints and over-limit compensation are executed when the angle difference exceeds the safety threshold.

[0025] S6. Real-time collection of geological, articulation angle, clearance, and oil pressure parameters, comprehensive assessment of jamming risk level, and implementation of graded anti-jamming and escape control based on risk level.

[0026] Beneficial effects: By quantitative geometric calculation and angle distribution, the load distribution of the two-level articulation is reasonably allocated; the dual closed-loop architecture of inner ring position closed loop + outer ring attitude correction ensures the consistency of turning accuracy and tail shield trajectory; by real-time calculation and safety constraints of articulation angle difference, equipment failure caused by excessive angle difference is avoided from the mechanism; based on the principle of pre-action invention, the risk of jamming is predicted in advance and responded to in stages through multi-factor comprehensive evaluation, and a whole-process system from prevention and control to escape is constructed. Compared with the traditional passive anti-jamming method, dynamic prevention and control can be achieved, which significantly reduces the risk of jamming under small curvature turning conditions.

[0027] Preferably, in step S2, the turning angle distribution coefficient λ is dynamically adjusted according to the formation hardness: 0.6~0.8 for hard rock formations with a uniaxial compressive strength UCS > 60 MPa, 0.3~0.5 for soft soil formations with a uniaxial compressive strength UCS < 60 MPa, and 0.5~0.6 for formations with a soft upper layer and a hard lower layer; the distribution coefficient λ can be preset or adjusted online based on real-time tunneling parameters. This technical solution is based on the principle of dynamic characteristics, and adaptively matches the turning angle load distribution strategy according to the formation hardness. In hard rock conditions, it leverages the advantages of the front articulated guide, while in soft soil conditions, it reduces formation disturbance, balancing turning efficiency and formation stability, and significantly improving the construction adaptability under different geological conditions.

[0028] Preferably, when the designed turning radius is less than or equal to the preset minimum turning threshold, the system automatically enters the extreme turning mode: the turning angle distribution coefficient λ is adjusted to 0.4~0.6, controlling the inner propulsion cylinder thrust to increase and the outer thrust to decrease accordingly, with the thrust increment not exceeding 20% ​​of the rated thrust, while limiting the angular velocity of the two-stage articulation angle to 0.5° / min~1.0° / min. This technical solution, through the coordinated force of the articulation system and the propulsion system, provides additional turning torque under extremely small radius turning conditions, realizing a "broken line + bending" composite motion, further compressing the minimum turning radius; at the same time, strict angular velocity limits avoid sudden attitude changes, balancing extreme turning capability and construction stability.

[0029] Preferably, when the tunnel design axis includes continuous reverse turns, an S-curve smooth transition strategy is automatically implemented: in the transition section where the turning direction changes, the first hinge angle is first... The target value is gradually reduced to 0 while maintaining the second hinge angle. Maintain the original direction to compensate for tail sway; wait for the first hinge angle After approaching zero, the two-stage articulation angle is adjusted synchronously in the opposite direction to limit the rate of change of the turning angle throughout the entire process. This technical solution achieves a smooth transition of attitude during continuous reverse turns through the staggered action and rate limitation of the two-stage articulation, avoiding the risk of segment damage and machine jamming caused by sudden attitude changes, and improving the tunneling stability under complex line conditions.

[0030] Preferably, in step S5, the safety threshold for the articulation angle difference is 2°~3°; when the angle difference exceeds the threshold, an audible and visual alarm is issued, the upper limit of the total thrust of the propulsion cylinder is reduced to 60% of the rated thrust, and both sets of articulated cylinders are forced to move in the direction of reducing the angle difference. This technical solution effectively avoids faults such as seal tearing, pin jamming, and cylinder damage caused by excessive angle difference through three levels of safety constraints: alarm, thrust limitation, and forced angle adjustment, thus filling the gap in safety protection strategies for double-articulated shield tunneling machines.

[0031] Preferably, in step S5, if the corrected second hinge angle If it exceeds the mechanical allowable range, then the second hinge angle will be adjusted. Limit to boundary values and according to the formula Calculate the excess amount Then follow the formula = The excess amount is added to the first hinge angle. The target value is achieved through two-stage linkage compensation. When a single-stage articulation reaches its mechanical limit, this technical solution utilizes a quantified linkage compensation mechanism to provide additional adjustment capability through another stage of articulation, fully exploring the adjustment potential of the dual-articulation structure and maximizing steering control performance within the mechanical safety range.

[0032] Preferably, in step S6, the jamming risk assessment includes four risk factors: a geological risk factor, assessed based on geological survey data and the rate of change of thrust, torque, and penetration depth; a hinge angle risk factor, assessed based on the sum of the absolute values ​​of the two hinge angles; a gap risk factor, assessed based on the actual gap between the shield and the tunnel wall; and an abnormal oil pressure factor, assessed based on the pressure difference between the left and right sides of the propulsion cylinder and the oil pressure of the hinge cylinder. The jamming risk is classified into three levels: low, medium, and high, based on the comprehensive score of the four factors. The grading response rules for jamming risk are as follows: Level 1 (low risk) involves normal tunneling; Level 2 (medium risk) involves limiting the propulsion speed and thrust, optimizing the turning angle distribution, and if Level 2 risk persists for more than 2 minutes, the current tunneling cycle is terminated early; Level 3 (high risk) involves cutting off the conventional turning mode and forcing the hinge angle to return to 0 at a rate not exceeding 0.3° / min.

[0033] Beneficial effects: A multi-factor evaluation system is constructed from four dimensions: geological conditions, attitude parameters, gap status, and load data. This system comprehensively covers the causes of machine jamming, effectively improves the accuracy of risk prediction, and provides a reliable decision-making basis for graded response. The graded response strategy is precisely matched with the risk level. Low risk ensures tunneling efficiency, medium risk provides early warning and intervention, and high risk prioritizes the prevention and control of machine jamming, minimizing the impact on tunneling efficiency while preventing machine jamming.

[0034] Preferably, after confirming that the machine is stuck, the escape procedure is executed: control the articulated cylinder to swing in the opposite direction; control the propulsion cylinder to operate in a pulse mode of propulsion-pressure holding-retraction; gradually return the articulation angle to zero; if the propulsion displacement is still less than the normal value, maintain the state and wait for manual intervention.

[0035] Furthermore, after confirming the jam, the articulated cylinder is controlled to swing in the opposite direction with an amplitude of ±3° and a frequency of 0.5Hz; the propulsion cylinder is controlled to operate in a pulsed mode of "5 seconds of propulsion - 3 seconds of pressure holding - 2 seconds of retraction"; the articulation angle is gradually returned to zero at a rate of 0.5° / min; if the propulsion displacement is still less than 5mm after 5 minutes, the state is maintained and manual intervention is awaited. Through a standardized active extrication procedure, the articulated swing is used to loosen the surrounding rock, the pulsed propulsion unloads the load, and the gradual return to center reduces the lateral dimension of the shield body. Multiple methods are used in synergy to improve the efficiency of jam handling and reduce the cost and risk of manual handling.

[0036] In summary, compared with the prior art, the present invention has the following significant technical effects:

[0037] Significantly reducing the turning radius and expanding the application range of tunnel boring machines (TBMs): Through the rational distribution of the two-stage articulated turning angle and the coordinated differential propulsion speed, an ultra-small turning radius of 15-30m can be achieved, far superior to the turning performance of existing single-articulated or non-coordinated double-articulated TBMs. This makes it suitable for sharp-turn projects such as urban underground ring roads, water conservancy diversion tunnels, and mine ramps, significantly improving construction efficiency by replacing the traditional drill-and-blast method. This scheme embodies the TRIZ segmentation principle and dynamic characteristic principle, splitting the overall turning load and dynamically adapting it to the working conditions, fully releasing the performance potential of the double-articulated structure.

[0038] Achieving closed-loop active control of the tail shield trajectory: An outer loop feedback is established through independent attitude detection of the tail shield, and the second active hinge directly corrects the tail shield's heading deviation. This changes the passive following state of the tail shield in existing technologies, effectively reducing the risk of segment damage and grout leakage at the shield tail, and significantly improving tunnel forming quality and trajectory tracking accuracy. This scheme embodies the principle of feedback invention, achieving precise trajectory control through independent closed-loop correction.

[0039] Articulated angle difference safety constraints ensure equipment reliability: By monitoring the two-level articulated angle difference in real time and setting a safety threshold, alarms, push limits, forced angle adjustment and over-limit compensation are actively executed when the limit is exceeded, effectively preventing serious failures such as seal tearing, pin jamming and cylinder damage. This fills the gap in safety protection strategies for double articulated shield machines, and is especially suitable for sharp turns and complex geological conditions.

[0040] Full-process jamming prevention and control significantly reduces construction risks: A four-level prevention and control system of "risk prediction - active jamming prevention - dynamic adjustment - escape from jamming" has been constructed. The attitude adjustment capability of dual active articulation is systematically applied to jamming prevention and control, which reflects the principle of pre-action invention and realizes risk intervention in advance. Compared with the traditional passive jamming prevention method, it can realize dynamic prevention and control of "preventing jamming while tunneling", which significantly reduces the probability of jamming accidents and the cost of handling them.

[0041] Multi-condition adaptive design ensures excellent tunneling stability: Dedicated control strategies are designed for various working conditions, including conventional turns, extreme small-radius turns, and continuous S-shaped reverse turns. Stable posture is ensured through methods such as turning rate limiting and staggered transitions. Simultaneously, the turning load distribution can be adaptively adjusted according to the soil hardness, comprehensively adapting to the construction needs of complex lines and diverse soil layers. Adaptive to soil conditions and intelligently distribute turning loads: The value is automatically adjusted according to the formation hardness, which can fully utilize the guiding ability of the front articulation in hard rock. ), and can also avoid excessive disturbance to the strata in soft soil. This adaptive mechanism can also be optimized through online learning to further improve tunneling efficiency. Smooth S-curve transition avoids abrupt attitude changes: For continuous reverse turning conditions, a special transition control strategy is designed to limit the rate of change of the turning angle and rationally configure the action sequence of the two articulations to achieve smooth attitude changes and avoid segment breakage and machine jamming. Attached Figure Description

[0042] To more clearly illustrate the embodiments of this technical solution, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this technical solution. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic diagram of the overall structure of the dual active articulated shield machine cooperative steering control system described in this invention;

[0044] Figure 2 This is a schematic diagram of the overall process of the dual active articulated shield machine cooperative steering control method described in this invention;

[0045] Figure 3 This is a schematic diagram of the control flow for the extreme turning mode described in this invention;

[0046] Figure 4 This is a schematic diagram of the control process for the anti-jamming and escape mode described in this invention.

[0047] Explanation of reference numerals in the attached figures:

[0048] 1-Cutoff head; 2-Front shield; 3-Middle shield; 4-Tail shield; 5-First active hinge; 6-Second active hinge; 7-Propulsion cylinder; 8-Tail shield brush; 9-First angle sensor; 10-Second angle sensor; 11-First inertial measurement unit; 12-Second inertial measurement unit; 13-Shield gap monitoring system; 14-Controller; 15-Assembly machine; 16-Belt conveyor; 17-Segment; 18-Tunnel wall. Detailed Implementation

[0049] The technical solutions of this technical solution will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this technical solution. Obviously, the described embodiments are only a preferred embodiment of this technical solution, and not all embodiments. Based on the core concept of this technical solution and the following embodiments, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this technical solution.

[0050] It should be noted that these embodiments are provided to make the application thorough and complete, and to fully express the scope of the application to those skilled in the art. It should be observed that, unless otherwise specifically stated, the relative arrangement of components and steps, material composition, numerical expressions, and values ​​described in these embodiments should be interpreted as merely exemplary and not as limiting.

[0051] In the description of this technical solution, it should be understood that the terms axial, radial, left, right, top, inner, and outer, indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings. They are used solely for the convenience of describing the technical solution and for simplification, 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 limitations on this technical solution. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this technical solution, "several" means one or more, unless otherwise explicitly specified.

[0052] In this technical solution, unless otherwise explicitly specified and limited, the terms installation, connection, linking, fixing, etc., should be interpreted broadly. For example, they can refer to fixed connection, detachable connection, or integral connection; they can refer to mechanical connection or electrical connection; they can refer to direct connection or indirect connection through an intermediate medium; and they can refer to the internal connection of two components. For those skilled in the art, the specific meaning of the above terms in this technical solution can be understood according to the specific circumstances.

[0053] Basic Implementation

[0054] This embodiment corresponds to the core technical solution of this application, and fully describes the hardware architecture and basic control process of the cooperative steering control system of dual active articulated shield tunneling machine. The solution is clear and complete, and those skilled in the art can implement it accordingly.

[0055] I. Hardware Architecture of the Cooperative Steering Control System

[0056] This system is mounted on a dual-active articulated tunnel boring machine (TBM). The overall structure of the TBM is as follows: Figure 1 As shown, it includes a cutterhead 1 and a front shield 2, a middle shield 3, and a tail shield 4 arranged sequentially along the tunneling direction, with lengths of respectively... Total length of shield A first active hinge 5, i.e., the first set of active hinge cylinders, is provided between the front shield 2 and the middle shield 3; a second active hinge 6, i.e., the second set of active hinge cylinders, is provided between the middle shield 3 and the tail shield 4.

[0057] The cooperative steering control system consists of three parts: a data acquisition unit, a controller 14, and an execution unit.

[0058] Data acquisition unit

[0059] First angle sensor 9: Installed at the hinge joint between the front shield 2 and the middle shield 3, used to detect the first hinge angle in real time. This angle is defined as the deflection angle of the axis of the middle shield 3 relative to the axis of the front shield 2, with leftward rotation being positive and rightward rotation being negative.

[0060] Second angle sensor 10: Installed at the hinge joint between the middle shield 3 and the tail shield 4, used to detect the second hinge angle in real time. This angle is defined as the deflection angle of the tail shield 4 axis relative to the middle shield 3 axis, with leftward rotation being positive and rightward rotation being negative.

[0061] First inertial measurement unit 11: rigidly mounted inside or on the surface of the front shield 2, used to measure and calculate the three-dimensional spatial attitude of the front shield 2 in real time, including at least the absolute heading angle. Pitch angle and roll angle .

[0062] The second inertial measurement unit 12 is rigidly mounted inside or on the surface of the tail shield 4 and is used to measure and calculate the three-dimensional spatial attitude of the tail shield 4 in real time, including at least the absolute heading angle. Pitch angle and roll angle .

[0063] Shield gap monitoring system 13: Multiple sets of non-contact gap sensors are arranged along the outer periphery of the front shield 2, middle shield 3 and tail shield 4. Ultrasonic sensors or laser displacement sensors can be used. Each set contains at least four measuring points in the upper, lower and left, right directions, for real-time monitoring of the radial gap between the shield and the tunnel wall 18.

[0064] The propulsion parameter detection module consists of a pressure sensor and a displacement sensor installed on each propulsion cylinder 7, and is used to detect the thrust distribution and stroke difference of the propulsion cylinder 7.

[0065] Controller 14

[0066] The controller 14 is electrically connected to all sensors in the data acquisition unit and all control valve groups in the execution unit. It has a built-in cooperative steering calculation module, PID adjustment module, safety constraint module, and jam prevention module, and has data acquisition, logic operation, instruction output, and data storage functions. The controller 14 can execute core control logic such as total turning angle calculation, turning angle allocation, dual closed-loop PID control, tail shield attitude correction, articulation angle difference safety constraint, jam risk assessment, and graded response.

[0067] Execution unit

[0068] The first group of active articulation cylinders: evenly arranged along the circumference of the shield body, with no fewer than 4 cylinders in each group. Each cylinder is controlled by an independent electro-hydraulic proportional valve and is used to actively adjust the first articulation angle. .

[0069] The second group of active articulation cylinders: evenly arranged along the circumference of the shield body, with no fewer than 4 cylinders in each group. Each cylinder is controlled by an independent electro-hydraulic proportional valve and is used to actively adjust the second articulation angle. .

[0070] Seven sets of propulsion cylinders: installed on the middle shield 3 or tail shield 4, evenly arranged in the circumference, used to provide tunneling thrust, and the thrust of each section can be adjusted by the proportional relief valve.

[0071] In addition, the tunnel boring machine is also equipped with conventional components such as tail shield brush 8, assembly machine 15, and belt conveyor 16. Tail shield brush 8 is used for tail sealing, assembly machine 15 is used for assembling segments 17 to form lining, and belt conveyor 16 is used for outputting excavated soil.

[0072] II. Basic Cooperative Steering Control Process

[0073] The basic control flow of this embodiment is as follows: Figure 2 As shown, the specific execution steps are as follows:

[0074] S1. Obtain turning requirements and calculate total turning angle.

[0075] Read the current designed turning radius of the tunneling machine And based on the total length of the tunnel boring machine Calculate the required total turning angle :

[0076] When the tunneling direction is a straight segment hour, =0;

[0077] When R is a specific numerical value, geometric relationships are used: .

[0078] S2. Distribute turning angles to two-stage hinges

[0079] According to the preset allocation coefficient Distributing the total turning angle to the first hinge angle and the second hinge angle, we get:

[0080]

[0081]

[0082] S3. Inner loop position closed-loop tracking control

[0083] Two sets of active articulated cylinders are controlled separately, using a closed-loop PID algorithm to track the target rotation angle. Each articulated cylinder group acts as an independent control channel, with the controller outputting the control quantity... :

[0084]

[0085]

[0086] , , These are the proportional, integral, and derivative parameters, obtained through calibration tests.

[0087] S4. Outer ring tail shield attitude closed-loop correction

[0088] Real-time acquisition of the actual absolute heading angle of the tail shield measured by the second IMU And obtain the tail shield target heading angle at the same mileage along the tunnel design axis. (Given directly from the design axis or calculated using mileage difference), calculate the heading angle deviation:

[0089]

[0090] It has positive and negative values; turning left is positive and turning right is negative.

[0091] by Using the PID control algorithm as input, the target value of the second hinge angle is corrected in real time to obtain the corrected target value of the second hinge angle:

[0092]

[0093] in , , The PID parameters for the tail shield correction loop are defined. The input to this PID controller is the tail shield heading deviation, and the output is the additional correction amount for the second hinge angle, forming an outer loop control. Its physical meaning is: when the actual direction of the tail shield deviates to the right (… When the value is positive (and needs to be corrected to the left), increase the leftward rotation angle of the second hinge angle. This causes the tail shield to swing to the left, achieving active closed-loop correction of the tail shield trajectory.

[0094] S5. Hinge Angle Difference Safety Constraint

[0095] Real-time calculation of the first hinge angle With the second hinge angle absolute value of the difference .like Exceeding the preset security threshold If this is not the case, a safety protection action will be triggered to ensure that the equipment operates within the mechanically permissible range.

[0096] S6. Card Machine Risk Monitoring and Tiered Prevention

[0097] Real-time data collection of geological parameters, articulation angle, gap, oil pressure, etc., comprehensively assesses the risk level of the jamming machine, and implements corresponding prevention and control measures according to the level.

[0098] S7. Tunneling Execution

[0099] Synchronous control of propulsion cylinder 7 and attitude adjustment of articulated cylinder completes turning tunneling operations. Preferred embodiment

[0100] The following embodiments, based on the basic embodiments, further elaborate on optimized technical solutions such as formation adaptive allocation, extreme turning mode, S-curve transition, articulated angle difference over-limit compensation, jamming prevention and extrication, etc. The following optimized technical solutions can be freely combined and used, and the specific combination methods will not be elaborated.

[0101] Preferred Implementation Example 1: Formation Adaptive Rotation Allocation

[0102] Corner distribution coefficient The configuration can be customized according to different geological conditions, or it can be dynamically adjusted online. The specific rules are as follows:

[0103] Hard rock formations (rock uniaxial compressive strength UCS > 60 MPa): A value of 0.6 to 0.8 is used, with the front articulation bearing the main turning load. Hard rock provides strong lateral restraint to the shield, making it difficult for the rear articulation to swing independently. A more efficient turning effect can be achieved by having the front articulation take the lead.

[0104] Soft soil strata (rock uniaxial compressive strength UCS < 60 MPa): A value of 0.3 to 0.5 is used, with the front and rear hinges sharing the turning load, reducing lateral compression on the soft soil layer and preventing over-excavation or collapse of the layer.

[0105] Soft upper strata and hard lower strata: Set the pressure to 0.5~0.6, and simultaneously monitor the oil pressure at both hinges, making dynamic fine adjustments. Value, to balance the load on both sides.

[0106] Corner distribution coefficient The settings can be configured by the operator based on the geological survey report before tunneling, or the controller 14 can identify and automatically adjust them online based on the real-time monitoring of the pressure distribution of the propulsion cylinder 7 and the pressure changes of the articulated cylinder.

[0107] Preferred Embodiment 2: Safety Constraints and Over-Limit Compensation for Hinge Angle Difference

[0108] Safety threshold for hinge angle difference Typically, 2°-3° is used, with the specific value determined based on the allowable angle difference in the design of the hinge seal and pin. Exceed At that time, controller 14 executes the following three levels of safety constraint actions:

[0109] It issues an audible and visual alarm and displays a "Hinges angle difference exceeds limit" message on the control panel or remote monitoring interface;

[0110] The total thrust of the propulsion cylinder 7 is reduced to 60% of its rated thrust to prevent further forced propulsion from exacerbating equipment damage.

[0111] Force the two sets of articulated hydraulic cylinders to decrease Directional movement: If If the limit is exceeded, then actively reduce it. (Retract the first set of hydraulic cylinders) or increase the size (Extend the second set of hydraulic cylinders); if If the limit is exceeded, then the opposite operation will be performed.

[0112] Simultaneously, an over-limit compensation mechanism is set up: if the tail shield is corrected... Exceeding the mechanical allowable range of the second set of active articulated cylinders [ , ], then Limit to boundary values (like > ,but = ,like < ,but = ), and calculate the excess portion: , will exceed the amount Superimposed on the first hinge angle target value, the corrected first hinge angle target value is obtained: = Then with Re-drive the first set of active articulated cylinders.

[0113] The principle of this mechanism is: when the second hinge has reached its mechanical limit but the tail shield deviation still needs to be corrected, additional directional adjustment is indirectly provided by changing the first hinge angle, so as to achieve two-level linkage compensation and fully tap the adjustment potential of the double hinge structure.

[0114] Preferred embodiment 3: Extreme turning mode

[0115] like Figure 3 As shown, when the radius of curvature Approaching the preset threshold (like When the distance is 15m, the controller automatically enters the extreme turning mode and executes the following combined strategy:

[0116] Double-hinged balanced distribution: The distribution coefficients are... Set to 0.4~0.6 to make both hinges produce a large rotation angle (e.g., 5°-6° each) to achieve a compound motion of "folded line + bending";

[0117] Differential thrust cylinder assist: Controls the thrust difference between the left and right thrust cylinders based on the turning direction (left or right). Specifically, assuming the turning side is the inner side (left for left turns, right for right turns), the thrust command of the inner thrust cylinder is increased. ( (≤20% of rated thrust), the outer thrust will be reduced accordingly. The thrust difference generates additional turning torque, assisting the articulated cylinder in completing turns with extremely small radii.

[0118] Angular velocity variation limit: To prevent sudden attitude changes, the angular velocity of the two hinge angles is limited, i.e. , ,in , Recommended The specific value is determined based on the length of the tunnel boring machine and the stability of the strata to prevent sudden changes in attitude.

[0119] Preferred embodiment 4: S-curve turning mode

[0120] When the tunnel design axis includes consecutive reverse turns (such as a left turn followed immediately by a right turn), the controller automatically identifies the S-curve characteristics and executes the following smooth transition strategy:

[0121] In the first turning segment (assuming a left turn, radius of curvature) >0), allocated using conventional methods , ;

[0122] In the transition section (radius of curvature is determined by...) Become infinity and then become ,and and (in the opposite direction), the controller actively... Gradually decrease to 0 (linear or S-shaped change), while maintaining It remains positive (causing the tail shield to continue deflecting to the left to compensate for the rightward deflection of the tail caused by the front shield returning to center).

[0123] when When approaching 0, it begins to turn in the opposite direction: It becomes a negative value. It also becomes negative, and the rates of change of both satisfy... , To avoid mutations;

[0124] Once the reverse turn segment is fully established, the normal allocation strategy is restored.

[0125] Preferred Implementation Example 5: Anti-Stabbing and Escape Mode

[0126] like Figure 4 As shown, this plan constructs a comprehensive vehicle malfunction prevention and control system covering the entire process from risk prediction to emergency response, as detailed below:

[0127] (1) Card risk assessment

[0128] Before entering the turning section and during tunneling, controller 14 collects and analyzes data in real time, identifying the risk level of the tunnel boring machine through four risk factors:

[0129] Geological risk factors The assessment is based on a comprehensive evaluation of geological survey data and real-time tunneling parameters (rate of change of thrust, torque, and penetration depth). If the thrust continues to increase and the penetration depth continues to decrease, the predicted convergence deformation of the surrounding rock is likely to increase.

[0130] Hinge Angle Risk Factor :| |+| When the sum of | exceeds 6°, the gap between the shield and the tunnel wall is significantly reduced;

[0131] gap risk factor The actual gap between the shield and the tunnel wall is monitored in real time using gap sensors installed on the outside of the shield. When the gap at any monitoring point is less than a safety threshold... When this happens, an alert is triggered;

[0132] Oil pressure abnormality factor If the pressure difference between the left and right propulsion cylinders exceeds a certain value of the rated pressure, or if the average oil pressure of the articulated cylinder is continuously higher than the normal range, it is determined that the shield body is subjected to abnormal lateral compression.

[0133] Based on the comprehensive score of the above four factors, controller 14 classifies the card risk level into three levels:

[0134] Level 1 (Low Risk): All factors are within safe limits;

[0135] Level 2 (Medium Risk): At least one factor exceeds the warning threshold;

[0136] Level 3 (High Risk): At least two factors exceed the warning line, or a single factor exceeds the danger threshold.

[0137] (2) Tiered anti-carding response

[0138] Level 1 Low Risk: Normal tunneling, with continuous monitoring of changes in various parameters.

[0139] Level 2 Medium Risk: Limit the advance speed and total thrust, optimize the angle distribution, and monitor various parameters in real time; if the Level 2 risk lasts for more than 2 minutes, the controller 14 will automatically advance the target endpoint of this tunneling ring, and stop the advance immediately after completing the current tunneling task, pending manual handling.

[0140] Level 3 High Risk: If the risk of system malfunction is at Level 3 warning and... At this time, the controller automatically disconnects the turning control mode and switches to the "anti-jamming priority mode":

[0141] Will and Force adjustment towards 0 at the rate limit (≤0.3° / min) until... The risk level has been reduced to below 1° or the risk level of the machine jamming has been reduced to level two.

[0142] (3) Escape Procedure

[0143] If the tunnel boring machine is confirmed to be stuck, follow the standardized extrication procedure:

[0144] Reverse swing of articulated joints: Under the premise of ensuring safety, the first and second sets of articulated hydraulic cylinders are controlled to swing in opposite directions, with a swing amplitude of ±3° and a frequency of about 0.5Hz, so that the shield body generates a small amount of lateral movement in the tunnel, loosening the squeezed surrounding rock.

[0145] Propulsion pulsation adjustment: Control the propulsion cylinder 7 to operate in a pulsation mode of "5 seconds of propulsion - 3 seconds of pressure holding - 2 seconds of retraction", intermittently unloading the contact pressure between the shield and the surrounding rock.

[0146] The hinge angle gradually returns to zero: without causing greater compression, the hinge angle is gradually reduced at a rate of 0.5° per minute. and Adjusting towards 0 causes the shield to gradually shift from a zigzag shape to a straight line, reducing the effective lateral dimension of the shield.

[0147] Coordinated monitoring and handling: If the shield body does not loosen (propulsion displacement <5mm) 5 minutes after the above-mentioned escape actions are performed, maintain the current state and wait for manual handling.

[0148] Preferred Implementation

[0149] This embodiment is a complete implementation method covering all core and optimized technical solutions, corresponding to the optimal technical solution of the present invention. It is applicable to tunnel excavation in complex strata with small curvature and turns. All parameters and processes are fully disclosed and can directly guide engineering applications.

[0150] In this embodiment, the total length of the shield body of the tunnel boring machine is... It is 12m long, of which the length of the front shield 2 is... It is 4m long, with a central shield length of 3.

[0151] It is 4m long, and the tail shield is 4m long. The length is 4m; each group of active articulated cylinders consists of 8 cylinders, evenly distributed circumferentially, and each cylinder is equipped with an independent electro-hydraulic proportional valve; the articulation angle difference safety threshold is... Set to 2.5°, minimum turning radius threshold The height is set to 15m. The first inertial measurement unit 11 and the second inertial measurement unit 12 are rigidly fixed at the central axis positions of the front shield 2 and the tail shield 4, respectively. The shield gap monitoring system 13 is equipped with 4 sets of ultrasonic sensors in each of the three shield sections, corresponding to the four directions of up, down, left and right.

[0152] For different formations, the rotation distribution coefficient is preset as follows: Hard rock formations (UCS>60MPa) Take 0.7, soft soil layer (UCS < 60 MPa) Take 0.4, soft upper strata and hard lower strata. Take 0.55; during the tunneling process, the controller 14 can be finely adjusted online according to the oil pressure difference between the two hinged cylinders. The fine-tuning step size is 0.02.

[0153] Taking a sharp turn in hard rock strata with a design turning radius of R=15m as an example, the complete control process is as follows:

[0154] 1. Controller 14 reads the design turning radius R=15m, substitutes it into the formula to calculate the total turning angle:

[0155] ≈38.66°

[0156] 2. Identify the current formation as hard rock and take initial samples. =0.7, calculate the target turning angle:

[0157]

[0158]

[0159] 3. If the turning radius is detected to be equal to the minimum threshold, the system automatically enters the extreme turning mode and adjusts accordingly. The angle is increased to 0.5, so that the two-stage articulation bears the turning angle evenly; at the same time, the thrust of the left propulsion cylinder is increased by 15% of the rated value, and the thrust of the right side is reduced accordingly to assist turning; the angular velocity of the two-stage articulation is limited to 0.8° / min to smoothly increase the articulation angle.

[0160] 4. The inner loop PID control tracks the target rotation angle in real time, while the outer loop corrects the target value of the second articulation angle in real time based on the tail shield heading data of the second inertial measurement unit 12, ensuring that the tail shield trajectory fits the design axis.

[0161] Real-time calculation of hinge angle difference If the angle difference exceeds 2.5°, an alarm will be triggered immediately, thrust will be limited, and forced angle adjustment will be initiated; if the tail shield correction causes... If the mechanical limit is reached, over-limit compensation is activated, and the excess amount is added to the first hinge angle. .

[0162] During the tunneling process, geological, articulation angle, clearance, and oil pressure data are continuously collected, and the risk of jamming is comprehensively assessed through a four-factor model. If the risk reaches level three and the angle difference is greater than 1.5°, the anti-jamming priority mode is immediately switched to and the articulation angle is gradually corrected.

[0163] If the machine is confirmed to be stuck, the escape program will be automatically started, and active escape will be achieved by reciprocating swing of the hinge, pulsating loading of the propulsion, and gradually returning the hinge angle.

[0164] If the working condition is an S-shaped continuous reverse turn, the controller 14 automatically identifies the characteristics of the line. In the transition section of the turn direction switching, the first hinge angle is reduced to 0 at a rate of 0.6° / min, while the second hinge angle is maintained in the original direction for 20 seconds to compensate for the tail sway. Then, the two hinge angles are adjusted in the opposite direction in a synchronous manner, so that the entire transition is smooth and avoids the segment damage caused by sudden attitude changes.

[0165] This embodiment can achieve tunneling with an ultra-small turning radius of 15m, while also having full-process jamming prevention and control capabilities, high trajectory tracking accuracy, safe and reliable equipment operation, and can fully adapt to the tunnel construction needs of complex lines and diverse strata.

[0166] All aspects not detailed in this invention are conventional technical means known to those skilled in the art.

[0167] The above content shows and describes the basic principles, main features, and beneficial effects of this technical solution. The above description is merely a preferred embodiment of this technical solution and is not intended to limit the scope of this technical solution. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this technical solution should be included within the protection scope of this technical solution.

Claims

1. A cooperative steering control system for a dual-active articulated tunnel boring machine, characterized in that, It includes a data acquisition unit, a controller, and an execution unit; The data acquisition unit includes a first angle sensor, a second angle sensor, a first inertial measurement unit, a second inertial measurement unit, a shield gap monitoring module, and a propulsion parameter detection module, which are used to acquire the first hinge angle in real time. Second hinge angle Three-dimensional attitude data of the front shield, three-dimensional attitude data of the tail shield, radial clearance data between the shield and the tunnel wall, pressure and stroke data of the propulsion cylinders; first hinge angle. The second hinge angle is the deflection angle of the middle shield axis relative to the front shield axis. The angle of deflection of the tail shield axis relative to the center shield axis; The controller is electrically connected to the data acquisition unit and the execution unit respectively. The controller has a built-in collaborative steering calculation module, PID adjustment module, safety constraint module and jam prevention module. The controller is configured to execute the following control logic: Based on the total length of the tunnel boring machine With design turning radius According to the formula Calculate the required total turning angle ; According to the angle distribution formula , Generate the target rotation angle of the two-stage hinge, where λ is the rotation angle distribution coefficient. ; According to the position closed-loop PID formula The output of the articulated hydraulic cylinder control quantity drives the actuator to track the target rotation angle, where... The deviation between the target turning angle and the actual turning angle. , , These are the proportional, integral, and differential coefficients, respectively. Based on the deviation between the actual course of the tail shield and the target course According to the formula The target value of the second hinge angle β is corrected to form the closed loop of the tail shield attitude outer ring, in which , , Correct the PID parameters for the tail shield; According to the formula The angle difference between the two-stage hinge is calculated in real time, and safety constraints and over-limit compensation are executed when the angle difference exceeds the limit. Assess the risk level of the card-trapping machine and implement graded anti-card-trapping control and escape procedures based on the risk level; The execution unit includes a first set of active articulation cylinders connected between the front shield and the middle shield, a second set of active articulation cylinders connected between the middle shield and the tail shield, and a propulsion cylinder group connected to the middle shield or the tail shield, used to receive controller commands to perform articulation attitude adjustment and tunneling propulsion actions.

2. The dual-active articulated shield machine cooperative steering control system according to claim 1, characterized in that, The controller also has a built-in formation adaptive allocation module and / or extreme turn control module and / or S-curve transition module and / or angle difference compensation module. The formation adaptive allocation module is used to adjust the allocation coefficient λ according to the formation hardness: 0.6~0.8 for hard rock formations, 0.3~0.5 for soft soil formations, and 0.5~0.6 for upper soft and lower hard formations, and can be dynamically fine-tuned according to real-time oil pressure; The extreme turning control module is used to adjust the turning angle distribution coefficient λ to 0.4~0.6 when the turning radius reaches the preset minimum value, control the propulsion cylinder to generate left and right thrust difference to assist turning, and limit the articulation angle angular velocity to not exceed 0.5° / min~1.0° / min; The S-shaped curve transition module is used to control the two-stage articulated staggered return to the forward and reverse directions under continuous reverse turning conditions, and to smoothly transition the posture. The angle difference compensation module is used at the second hinge angle. When the mechanical limit is exceeded, the excess amount is added to the first hinge angle. The target value is used to achieve two-level linkage compensation. The jamming prevention and control module comprehensively assesses the risk level through four risk factors: geology, articulation angle, clearance, and oil pressure. It classifies the risk level into three levels: low, medium, and high, and provides corresponding graded responses. When jamming is confirmed, it executes a freeing procedure of articulation swing, pulsed propulsion, and gradual return to zero.

3. A method for coordinated steering control of a dual-active articulated tunnel boring machine, characterized in that, The following steps are performed using the dual active articulated shield machine cooperative steering control system as described in claim 1 or 2: S1. Obtain turning requirements based on the total length of the tunnel boring machine. With design turning radius According to the formula Calculate the required total turning angle ; S2. According to the angle distribution formula , The total turning angle is distributed to the first hinge angle α and the second hinge angle β to obtain the target turning angle of the two-stage hinge; S3. Control the two sets of active articulated cylinders separately, using a position closed-loop PID control algorithm, according to the formula... Output control quantity to make the actual hinge angle track the corresponding target rotation angle; S4. Real-time acquisition of the actual heading angle of the tail shield, compared with the target heading angle on the design axis to obtain the heading deviation. According to the formula The target value of the second hinge angle β is corrected in real time to form a closed loop of the tail shield attitude outer ring. S5. According to the formula The angle difference between the two-stage hinge is calculated in real time, and safety constraints and over-limit compensation are executed when the angle difference exceeds the safety threshold. S6. Real-time collection of geological, articulation angle, clearance, and oil pressure parameters, comprehensive assessment of jamming risk level, and implementation of graded anti-jamming and escape control based on risk level.

4. The cooperative steering control method for dual-active articulated shield tunneling machines according to claim 3, characterized in that, In step S2, the rotation angle distribution coefficient λ is dynamically adjusted according to the formation hardness: 0.6~0.8 for hard rock formations with uniaxial compressive strength UCS>60MPa, 0.3~0.5 for soft soil formations with uniaxial compressive strength UCS<60MPa, and 0.5~0.6 for soft upper and hard lower formations. The allocation coefficient λ can be preset or adjusted online based on real-time tunneling parameters.

5. The cooperative steering control method for dual-active articulated shield tunneling machines according to claim 3 or 4, characterized in that, When the designed turning radius is less than or equal to the preset minimum turning threshold, it automatically enters the extreme turning mode: the turning angle distribution coefficient λ is adjusted to 0.4~0.6, the thrust of the inner propulsion cylinder is increased and the thrust of the outer cylinder is reduced accordingly, the thrust increment does not exceed 20% of the rated thrust, and the angular velocity of the two-stage hinge angle is limited to 0.5° / min~1.0° / min.

6. The cooperative steering control method for dual-active articulated shield tunneling machines according to claim 5, characterized in that, When the tunnel design axis includes continuous reverse turns, an S-curve smooth transition strategy is automatically implemented: in the transition section where the turning direction changes, the first hinge angle is first... The target value is gradually reduced to 0 while maintaining the second hinge angle. Maintain the original direction to compensate for tail sway; wait for the first hinge angle Once it approaches 0, the two-stage hinge angle is adjusted synchronously in the opposite direction to limit the rate of change of the rotation angle throughout the entire process.

7. The cooperative steering control method for dual-active articulated shield tunneling machines according to any one of claims 3, 4, and 6, characterized in that, In step S5, the safety threshold for the articulation angle difference is set to 2°~3°. When the angle difference exceeds the threshold, an audible and visual alarm is issued, the upper limit of the total thrust of the propulsion cylinder is reduced to 60% of the rated thrust, and the two sets of articulated cylinders are forced to move in the direction of reducing the angle difference.

8. The cooperative steering control method for dual-active articulated shield tunneling machines according to claim 7, characterized in that, In step S5, if the corrected second hinge angle If it exceeds the mechanical allowable range, then the second hinge angle will be adjusted. Limit to boundary values and according to the formula Calculate the excess amount Then follow the formula = The excess amount is added to the first hinge angle. The target value is used to achieve two-level linkage compensation.

9. The cooperative steering control method for dual-active articulated shield tunneling machines according to any one of claims 3, 4, 6, and 8, characterized in that, In step S6, the jamming risk assessment includes four risk factors: geological risk factor, which is assessed based on geological exploration data and the rate of change of thrust, torque, and penetration; hinge angle risk factor, which is assessed based on the sum of the absolute values ​​of the two-stage hinge angles; The gap risk factor is assessed based on the actual gap value between the shield and the tunnel wall. Hydraulic pressure anomaly factor is assessed based on the pressure difference between the left and right sides of the propulsion cylinder and the hydraulic pressure of the articulated cylinder. Based on the comprehensive score of four factors, the jamming risk is divided into three levels: low, medium, and high. The graded response rules for jamming risk are as follows: Level 1 (low risk) means normal tunneling; Level 2 (medium risk) means limiting the advance speed and thrust, optimizing the turning angle distribution, and if Level 2 risk lasts for more than 2 minutes, the current tunneling loop will be terminated in advance; Level 3 (high risk) means cutting off the regular turning mode and forcing the articulation angle to return to 0 at a rate not exceeding 0.3° / min.

10. The cooperative steering control method according to claim 10, characterized in that, After confirming the machine is stuck, execute the escape procedure: control the articulated cylinder to swing in the opposite direction; control the propulsion cylinder to operate in a pulsed mode of propulsion-pressure holding-retraction; gradually return the articulation angle to zero; if the propulsion displacement is still less than the normal value, maintain the state and wait for manual intervention.

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