Method for determining shuttle car train marshalling configuration for small-radius TBM tunnel

Abstract

This application provides a method for determining the configuration of shuttle car train formations in TBM tunnels with small turning radii, applied in the field of data processing technology. The method includes: calculating the amount of slag discharged per TBM cycle by using the acquired rock debris loosening coefficient, tunnel excavation radius, and TBM per excavation cycle length; calculating the number of shuttle cars in the train formation based on the slag discharge per TBM cycle and the slag capacity of the shuttle cars; calculating the total weight of the shuttle cars fully loaded by using the rock debris density, water content coefficient, tunnel excavation radius, and TBM per excavation cycle length; calculating the total traction force required for the shuttle car train formation by using the acquired gradient resistance coefficient, resistance coefficient of the shuttle car train formation, and safety factor of the shuttle car train formation; and calculating the adhesive weight configuration information of the shuttle car train formation based on the total traction force and adhesion coefficient. This improves the accuracy of shuttle car train formation configuration.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to a method for determining the train configuration of shuttle mine cars used in TBM tunnels with small turning radii. Background Technology

[0002] The determination of the shuttle car train configuration for TBM tunnels with small turning radius refers to determining the composition and quantity of shuttle car trains based on factors such as the properties of the rock debris, vehicle parameters, and track conditions when transporting rock debris generated during tunnel excavation. This method can ensure the safe and efficient operation of shuttle car trains while also making rational use of resources. Different types of rock debris vary in weight, density, and morphology, all of which affect train operation. Improper train formation can lead to uneven load distribution, vehicle instability, slow speed, and low debris removal efficiency, increasing the risk of accidents and reducing TBM tunneling efficiency. A reasonable train formation can reduce various unsafe and unreasonable factors, ensuring smooth and efficient train operation. During TBM tunneling, rock debris needs to be removed from the tunnel as quickly as possible to ensure TBM efficiency. Improper train formation can increase vehicle resistance and extend TBM downtime, affecting the overall project progress. A reasonable train formation can reduce vehicle resistance and increase debris removal speed, thereby improving TBM tunneling efficiency. Different types of rock debris vary in quality and quantity, while train loading capacity is limited. A reasonable train formation allows for the determination of loading capacity and locomotive configuration based on rock debris properties and vehicle parameters, improving debris removal efficiency, accelerating construction progress, and enhancing project economic benefits. Therefore, it is of great significance to scientifically and rationally determine the train formation configuration of shuttle mine cars.

[0003] Currently, in TBM tunneling construction, long-distance straight-line muck removal primarily utilizes continuous belt conveyors, with shuttle car muck removal being less common. However, continuous belt conveyors are unsuitable for TBM tunnel construction with small turning radii, necessitating the use of shuttle car train formations for muck removal. However, the determination of shuttle car train formation configurations has historically relied on experience, with adjustments made only when the configuration fails to meet requirements. This results in low accuracy in shuttle car train formation configurations, leading to low efficiency in both muck removal and TBM tunneling. Therefore, a more accurate method for determining shuttle car train formation configurations for TBM tunnels with small turning radii is urgently needed. Summary of the Invention

[0004] This invention discloses a method for determining the train formation configuration of shuttle mine cars used in TBM tunnels with small turning radius.

[0005] According to a first aspect of the present invention, a method for determining the train formation configuration of shuttle mine cars for small-turning-radius TBM tunnels is provided. The method includes:

[0006] The rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length are calculated to obtain the amount of slag discharged per TBM tunneling cycle.

[0007] Based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car, the configuration information of the number of shuttle cars in the shuttle car train formation is calculated.

[0008] Obtain the density and water content coefficient of the rock debris;

[0009] The total weight of the shuttle car is obtained by calculating the rock debris density, water content coefficient, tunnel excavation radius, and the length of each tunneling cycle of the TBM.

[0010] The obtained slope resistance coefficient, shuttle car train formation resistance coefficient and shuttle car train formation safety factor are calculated to obtain the total traction force required for shuttle car train formation.

[0011] Based on the total traction force and adhesion coefficient, the adhesive weight configuration information of the shuttle car train formation is calculated.

[0012] Furthermore, the method also includes:

[0013] Based on the adhesive weight configuration information, the locomotive model information is determined.

[0014] Furthermore, the method also includes:

[0015] The time to obtain the first time when the shuttle mine car train is fully loaded and runs to the target transfer point, the second time when the shuttle mine car train transfers the rock slag to the continuous belt conveyor, and the third time when the shuttle mine car train returns from the transfer point empty.

[0016] The number of shuttle cars is determined to meet the preset conditions based on the first time, the second time, the third time, and the tunneling cycle time of the TBM.

[0017] If not, then update the configuration information for the number of shuttle cars.

[0018] Furthermore, the step of determining whether the shuttle car quantity configuration information meets the preset conditions based on the first time, the second time, the third time, and the TBM's tunneling cycle time includes:

[0019] Calculate the total time for the first, second, and third time points;

[0020] If the total time is less than or equal to the tunneling cycle time of the TBM, then the shuttle car quantity configuration information meets the preset conditions;

[0021] If the total time is greater than the time per tunneling cycle of the TBM, then the shuttle car quantity configuration information does not meet the preset conditions.

[0022] According to a second aspect of the present invention, a device for determining the train formation configuration of shuttle cars for small-turning-radius TBM tunnels is provided. The device includes:

[0023] The first calculation module is used to calculate the obtained rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length to obtain the amount of slag discharged per TBM tunneling cycle.

[0024] The second calculation module is used to calculate the configuration information of the number of shuttle cars in the shuttle car train group based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car.

[0025] The acquisition module is used to obtain the rock slag density and water content coefficient;

[0026] The third calculation module is used to calculate the rock debris density, water content coefficient, tunnel excavation radius, and the length of each tunneling cycle of the TBM to obtain the total weight of the shuttle car when fully loaded.

[0027] The fourth calculation module is used to calculate the obtained slope resistance coefficient, the resistance coefficient of shuttle car train formation operation, and the safety factor of shuttle car train formation operation to obtain the total traction force required for shuttle car train formation.

[0028] The fifth calculation module is used to calculate the adhesive weight configuration information of the shuttle car train group based on the total traction force and adhesion coefficient.

[0029] According to a third aspect of the present invention, an electronic device is provided. The electronic device includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method.

[0030] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method.

[0031] This invention calculates the amount of slag discharged per TBM cycle by using the obtained rock debris loosening coefficient, tunnel excavation radius, and TBM cycle length. Based on the slag discharge per TBM cycle and the slag capacity of the shuttle car, the number of shuttle cars in a train formation is calculated. The rock debris density and moisture content coefficient are obtained. The total weight of the fully loaded shuttle cars is calculated using the rock debris density, moisture content coefficient, tunnel excavation radius, and TBM cycle length. The total traction force required for the shuttle car train formation is calculated by using the obtained gradient resistance coefficient, shuttle car train formation running resistance coefficient, and shuttle car train formation running safety factor. Based on the total traction force and adhesion coefficient, the adhesion weight configuration information of the shuttle car train formation is calculated. This allows for precise determination of the shuttle car train formation configuration, improving the accuracy of shuttle car train formation configuration.

[0032] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of the present invention, nor is it intended to restrict the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0033] The above and other features, advantages, and aspects of the various embodiments of the present invention will become more apparent from the accompanying drawings and the following detailed description. The drawings are provided for a better understanding of the invention and are not intended to limit the scope of the invention. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0034] Figure 1 A flowchart illustrating a method for determining the train formation configuration of shuttle mine cars used in small-turning-radius TBM tunnels according to an embodiment of the present invention;

[0035] Figure 2 A block diagram of a device for determining the configuration of a shuttle car train for a small turning radius TBM tunnel according to an embodiment of the present invention;

[0036] Figure 3 A block diagram of an exemplary electronic device capable of implementing embodiments of the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0039] Mine car train formations can be used in the tunneling of TBMs in the gravity drainage tunnels and drainage corridors of pumped storage power stations for muck removal. Muck removal during TBM tunneling is mainly divided into two stages: in the straight sections of the gravity drainage tunnel, continuous belt conveyors are primarily used for muck removal during TBM tunneling; after the TBM tunnels to the small bends and the drainage corridor connected to the gravity drainage tunnel, a combination of mine cars and continuous belt conveyors is used for muck removal. The main muck removal process is as follows: the broken rock cuttings from the TBM enter the No. 1 belt conveyor from the cutterhead chute, are transported to the No. 2 belt conveyor, and then to the shuttle mine cars via the No. 3 belt conveyor; the shuttle mine cars transport the rock cuttings to the existing continuous belt conveyor in the straight section; the rock cuttings are then transferred to the continuous belt conveyor; the continuous belt conveyor then transports the rock cuttings outside the tunnel; finally, dump trucks transport them to the spoil disposal site.

[0040] During TBM tunneling, a suitable location needs to be selected as the transfer point between the shuttle car and the continuous conveyor belt for slag removal before the gravity drainage tunnel enters the small bend section, so that the rock slag can be smoothly transferred from the shuttle car to the continuous conveyor belt. To meet the requirements of continuous TBM tunneling, the shuttle car layout scheme must not only consider the needs of slag receiving and removal, but also ensure the need for uninterrupted slag storage and transportation to meet the requirements of continuous TBM tunneling construction. Therefore, this application provides a method for determining the configuration of shuttle car train formations, thereby achieving continuous TBM tunneling construction through the configuration of shuttle car train formations.

[0041] Figure 1 A flowchart illustrating a method for determining the train formation configuration of shuttle mine cars for small-turning-radius TBM tunnels according to an embodiment of the present invention is shown. The method includes:

[0042] S101 calculates the amount of slag discharged per tunneling cycle by using the obtained rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length.

[0043] In some embodiments, the amount of slag discharged per tunneling cycle Q of the TBM s The calculation formula can be:

[0044] Q s =kπr 2 l,

[0045] Where k is the rock debris loosening coefficient; r is the tunnel excavation radius in meters; and l is the length of each tunneling cycle of the TBM in meters.

[0046] S102, based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car, calculate the configuration information of the number of shuttle cars in the shuttle car train formation.

[0047] S103, obtain the rock slag density and water content coefficient.

[0048] In some embodiments, obtaining the rock debris density and water content coefficient can be performed through the following steps: collecting representative rock debris samples by drilling, excavation, or other sampling methods, ensuring that the selection of sampling points represents the characteristics of the entire ore body; sending the collected samples to a laboratory for analysis, including measuring the density and water content of the rock debris; measuring the density of the rock debris using appropriate density measuring instruments and methods, common density measurement methods include gas displacement method, liquid displacement method, and gravimetric method, etc., calculating the density value of the rock debris by measuring the mass and volume of the sample; and using a suitable method to measure the water content of the rock debris, which, depending on the specific sample characteristics, can be selected as gravimetric method, drying method, or titration method. Measurement methods such as electronic balance are used. These methods can calculate the percentage of water content by comparing the initial weight of the sample with the weight after removing moisture. Based on the density and water content data of the rock slag obtained from laboratory analysis, the water content coefficient is calculated. Generally, the water content coefficient refers to the ratio between the water content of the rock slag and its density in the dry state. This coefficient can be calculated by dividing the water content of the rock slag by its density in the dry state. The data obtained from collection and experimental analysis are analyzed to verify their accuracy and reliability, ensuring that the sample collection and experimental process comply with scientific standards and methods. At the same time, the data are repeated for testing and comparison to improve the credibility of the results.

[0049] S104, calculate the rock slag density, water content coefficient, tunnel excavation radius and TBM per tunneling cycle length to obtain the total weight of the shuttle car fully loaded.

[0050] In some embodiments, the formula for calculating the total weight W of the fully loaded mine car can be:

[0051] W=λπr 2 lρ

[0052] Where ρ is the density of the rock slag, in kg / m³. 3 λ is the moisture content coefficient.

[0053] S105 calculates the obtained slope resistance coefficient, shuttle car train formation resistance coefficient, and shuttle car train formation safety factor to obtain the total traction force required for shuttle car train formation.

[0054] In some embodiments, the formula for calculating the total traction force F required for the shuttle car train formation can be:

[0055] F=K(μ1+μ2)W

[0056] Where K is the safety factor for shuttle train operation; μ1 is the gradient resistance factor; and μ2 is the resistance factor for shuttle train operation.

[0057] S106. Based on the total traction force and adhesion coefficient, the adhesion weight configuration information of the shuttle car train group is calculated.

[0058] In some embodiments, the formula for calculating the adhesive weight configuration information G of the shuttle car train group can be:

[0059]

[0060] Where μ3 is the adhesion coefficient.

[0061] In some embodiments, the method further includes: determining the locomotive model information based on the adhesive weight configuration information. According to embodiments of the present invention, determining the locomotive model through adhesive weight configuration information ensures that the selected locomotive has sufficient traction to meet the train's traction requirements, avoiding inefficiency or safety hazards caused by insufficient or excessive traction. Selecting a suitable locomotive model can improve train traction efficiency while ensuring safety. Scientific and rational selection of the locomotive model can reduce energy consumption, decrease maintenance costs, and improve equipment utilization.

[0062] In some embodiments, the method further includes: obtaining the first time when the shuttle car train group runs to the target transfer point after being fully loaded, the second time when the shuttle car train group transfers rock slag to the continuous belt conveyor, and the third time when the shuttle car train group returns from the transfer point after being unloaded; determining whether the shuttle car quantity configuration information meets preset conditions based on the first time, the second time, the third time, and the tunneling cycle time of the TBM; if not, updating the shuttle car quantity configuration information. According to embodiments of the present invention, by acquiring the first time when the shuttle car train reaches the target transfer point after being fully loaded, the second time when the rock slag is transferred to the continuous conveyor belt, and the third time when it returns from the transfer point empty, the entire shuttle car transportation process can be monitored in real time. Based on this data, each link in the transportation process can be optimized and adjusted in real time to improve transportation efficiency and reduce costs. By judging the first, second, and third times, as well as the tunneling cycle time of the TBM, the shuttle car quantity configuration information can be automatically evaluated to determine whether it meets the preset conditions. Such automated judgment can reduce manual intervention, improve decision-making efficiency, and can be adjusted in a timely manner according to the actual situation. When the shuttle car quantity configuration information does not meet the preset conditions, it can be automatically updated, thereby realizing intelligent management of the shuttle car quantity configuration information. This intelligent management can better adapt to changes in the production environment, improve resource utilization, and reduce production costs. By continuously optimizing the shuttle car quantity configuration information, the TBM slag discharge requirements can be better matched, tunneling efficiency can be improved, and idle time during TBM tunneling construction can be reduced, thereby improving resource utilization, reducing construction costs, and enhancing enterprise competitiveness.

[0063] In some embodiments, determining whether the shuttle car quantity configuration information meets preset conditions based on the first time, the second time, the third time, and the tunneling cycle time of the TBM includes: calculating the total time of the first time, the second time, and the third time; if the total time is less than or equal to the tunneling cycle time of the TBM, then the shuttle car quantity configuration information meets the preset conditions; if the total time is greater than the tunneling cycle time of the TBM, then the shuttle car quantity configuration information does not meet the preset conditions.

[0064] In some embodiments, two additional shuttle cars are configured at the tail of the TBM for slag storage. The track gauge of the slag storage shuttle cars is the same as that of the TBM trolley. The slag storage shuttle cars continuously follow the TBM trolley to move forward and store slag. The shuttle car train sets up and back between the slag storage shuttle cars and the continuous belt conveyor to transport and transfer slag.

[0065] According to an embodiment of the present invention, the amount of slag discharged per tunneling cycle of the TBM is obtained by calculating the acquired rock debris loosening coefficient, tunnel excavation radius, and tunneling cycle length of the TBM; based on the slag discharge per tunneling cycle of the TBM and the slag capacity of the shuttle car, the configuration information of the number of shuttle cars in the shuttle car train formation is calculated; the rock debris density and moisture content coefficient are obtained; the total weight of the shuttle car is obtained by calculating the rock debris density, moisture content coefficient, tunnel excavation radius, and tunneling cycle length of the TBM; the total traction force required for the shuttle car train formation is obtained by calculating the acquired slope resistance coefficient, resistance coefficient of the shuttle car train formation, and safety factor of the shuttle car train formation; based on the total traction force and adhesion coefficient, the adhesion weight configuration information of the shuttle car train formation is calculated. This enables precise determination of the configuration of the shuttle car train formation, improving the accuracy of the shuttle car train formation configuration.

[0066] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, because according to the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0067] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0068] Figure 2 A block diagram of a device for determining the train formation configuration of shuttle mine cars for TBM tunnels with small turning radius according to an embodiment of the present invention is shown. The device includes:

[0069] The first calculation module 201 is used to calculate the obtained rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length to obtain the amount of slag discharged per TBM tunneling cycle.

[0070] The second calculation module 202 is used to calculate the configuration information of the number of shuttle cars in the shuttle car train group based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car.

[0071] Module 203 is used to obtain the rock slag density and water content coefficient;

[0072] The third calculation module 204 is used to calculate the rock slag density, water content coefficient, tunnel excavation radius and the length of each tunneling cycle of the TBM to obtain the total weight of the shuttle car when fully loaded.

[0073] The fourth calculation module 205 is used to calculate the obtained slope resistance coefficient, the resistance coefficient of shuttle car train formation operation and the safety factor of shuttle car train formation operation, so as to obtain the total traction force required for shuttle car train formation.

[0074] The fifth calculation module 206 is used to calculate the adhesive weight configuration information of the shuttle car train group based on the total traction force and adhesion coefficient.

[0075] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0076] The acquisition, storage, and application of user personal information involved in the technical solution of this invention all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0077] According to embodiments of the present invention, the present invention also provides an electronic device and a readable storage medium.

[0078] Figure 3 A schematic block diagram of an electronic device 300 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0079] Electronic device 300 includes a computing unit 301, which can perform various appropriate actions and processes according to a computer program stored in ROM 302 or a computer program loaded into RAM 303 from storage unit 308. RAM 303 can also store various programs and data required for the operation of electronic device 300. The computing unit 301, ROM 302, and RAM 303 are interconnected via bus 304. I / O interface 305 is also connected to bus 304.

[0080] Multiple components in electronic device 300 are connected to I / O interface 305, including: input unit 306, such as keyboard, mouse, etc.; output unit 307, such as various types of displays, speakers, etc.; storage unit 308, such as disk, optical disk, etc.; and communication unit 309, such as network card, modem, wireless transceiver, etc. Communication unit 309 allows electronic device 300 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0081] The computing unit 301 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 301 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 301 performs the various methods and processes described above, such as the method for determining the configuration of shuttle trains for small-turn-radius TBM tunnels. For example, in some embodiments, the method for determining the configuration of shuttle trains for small-turn-radius TBM tunnels can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as storage unit 308. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 300 via ROM 302 and / or communication unit 309. When the computer program is loaded into RAM 303 and executed by the computing unit 301, one or more steps of the method for determining the configuration of shuttle trains for small-turn-radius TBM tunnels described above can be performed. Alternatively, in other embodiments, the computing unit 301 may be configured by any other suitable means (e.g., by means of firmware) to perform a method for determining the configuration of shuttle train formations for TBM tunnels with small turning radii.

[0082] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0083] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0084] In the context of this invention, a readable storage medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A readable storage medium can be a machine-readable signal medium or a machine-readable storage medium. A readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0085] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including voice input, speech input, or tactile input).

[0086] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with embodiments of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0087] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0088] It should be understood that the various processes described above can be used to rearrange, add, or delete steps. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0089] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for determining the train formation configuration of shuttle mine cars for TBM tunnels with small turning radius, characterized in that, include: The rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length are calculated to obtain the amount of slag discharged per TBM tunneling cycle. Based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car, the configuration information of the number of shuttle cars in the shuttle car train formation is calculated. Obtain the density and water content coefficient of the rock debris; The total weight of the shuttle car is obtained by calculating the rock debris density, water content coefficient, tunnel excavation radius, and the length of each tunneling cycle of the TBM. The obtained slope resistance coefficient, shuttle car train formation resistance coefficient and shuttle car train formation safety factor are calculated to obtain the total traction force required for shuttle car train formation. Based on the total traction force and adhesion coefficient, the adhesion weight configuration information of the shuttle train group is calculated; the first time when the shuttle train group runs to the target transfer point after being fully loaded, the second time when the shuttle train group transfers the rock slag to the continuous belt conveyor, and the third time when the shuttle train group returns from the transfer point after being unloaded are obtained; the total time of the first time, the second time, and the third time is calculated. If the total time is less than or equal to the tunneling cycle time of the TBM, then the shuttle car quantity configuration information meets the preset conditions; If the total time is greater than the time per tunneling cycle of the TBM, then the shuttle car quantity configuration information does not meet the preset requirement, and the shuttle car quantity configuration information is updated.

2. The method for determining the train formation configuration of shuttle mine cars for small turning radius TBM tunnels according to claim 1, characterized in that, The method further includes: Based on the adhesive weight configuration information, the locomotive model information is determined.

3. A device for determining the configuration of shuttle car trains used in TBM tunnels with small turning radius, characterized in that, include: The first calculation module is used to calculate the obtained rock debris loosening coefficient, tunnel excavation radius, and TBM per tunneling cycle length to obtain the amount of slag discharged per TBM tunneling cycle. The second calculation module is used to calculate the configuration information of the number of shuttle cars in the shuttle car train group based on the amount of slag discharged per tunneling cycle of the TBM and the slag capacity of the shuttle car. The acquisition module is used to obtain the rock slag density and water content coefficient; The third calculation module is used to calculate the rock debris density, water content coefficient, tunnel excavation radius, and the length of each tunneling cycle of the TBM to obtain the total weight of the shuttle car when fully loaded. The fourth calculation module is used to calculate the obtained slope resistance coefficient, the resistance coefficient of shuttle car train formation operation, and the safety factor of shuttle car train formation operation to obtain the total traction force required for shuttle car train formation. The fifth calculation module is used to calculate the adhesive weight configuration information of the shuttle car train group based on the total traction force and adhesion coefficient. Obtain the first time when the shuttle train is fully loaded and runs to the target transfer point, the second time when the shuttle train transfers the rock slag to the continuous conveyor belt, and the third time when the shuttle train returns from the transfer point empty; calculate the total time of the first, second, and third times. If the total time is less than or equal to the tunneling cycle time of the TBM, then the shuttle car quantity configuration information meets the preset conditions; If the total time is greater than the time per tunneling cycle of the TBM, then the shuttle car quantity configuration information does not meet the preset requirement, and the shuttle car quantity configuration information is updated.

4. An electronic device, characterized in that, include: At least one processor; A memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1-2.

5. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-2.

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