A device and method for synchronous push-assemble shield trajectory tracking control

Abstract

The application relates to the technical field of shield track tracking control, and discloses a device and a method for synchronous push-puzzle shield track tracking control. The device comprises a scale test bed, a measurement module, a decision module and a control module. The scale test bed comprises a shield body, push side and load side hydraulic cylinders, a counterforce frame and a follow-up support device with air springs. The measurement module monitors the end posture of the shield body in real time through a total station and a prism, and collects the pressure values of the hydraulic cylinders in different zones by using force sensors. The decision module calculates the expected thrust and speed of the hydraulic cylinders according to the pressure and posture information in historical construction data. The control module automatically selects a control loop according to real-time pressure and posture changes: independent pressure and flow adjustment is realized by adopting proportional overflow valves and proportional speed regulating valves in parallel, or pressure and flow compound control is realized by adopting proportional pressure reducing valves and proportional speed regulating valves for independent control of load ports. The application can provide a high-precision test verification platform for actual engineering.

Description

Technical Field

[0001] This application relates to the field of shield tunnel trajectory tracking and control technology, and in particular to a device and method for synchronous tunnel boring machine trajectory tracking and control. Background Technology

[0002] A tunnel boring machine (TBM) is a large and complex engineering device with functions including excavation and cutting of soil, transporting excavated material, assembling tunnel lining, and measurement and guidance correction. With the comprehensive advancement of new urbanization, long urban and intercity tunnels, as key projects for improving urban travel and promoting regional connectivity, have become major engineering construction projects using the TBM method. Due to the longer construction mileage, larger diameter, and greater number of tunnel segments in long urban and intercity tunnels, higher requirements are placed on construction period, safety, and quality. The traditional alternating push-and-assemble TBM construction process is a key constraint on improving construction efficiency. Synchronous push-and-assemble TBM technology can achieve simultaneous push-and-assemble operations, improving efficiency by 30%-50% compared to the alternating push-and-assemble method.

[0003] Due to the high cost and sensitive construction risks of shield tunneling, it is difficult to directly apply it to actual shield tunneling projects for industrial testing. In particular, synchronous tunneling, as a completely new construction method, must undergo thorough scaled-down shield tunneling model experiments and verification before being applied to actual projects. The scaled-down shield tunneling models developed by major domestic manufacturers and research institutes mainly fall into three categories:

[0004] 1) Focusing on the demonstration of control performance such as shield propulsion, cutterhead drive, slurry pressure balance, and slurry circulation;

[0005] 2) Emphasis is placed on using plexiglass soil boxes and centrifuges to simulate mechanical loads, fully simulating the interaction between the tunnel boring machine and the soil;

[0006] 3) Focus on monitoring the condition of shield components such as cutterhead tool wear and main bearing life, and conduct experimental research on the performance degradation pattern during service.

[0007] With the increasing complexity of tunneling equipment required for tunnel construction, comprehensive simulation test benches for the entire shield tunneling process are showing a trend towards large-scale and multi-system development. Existing test benches lack the ability to simulate the partial retraction of hydraulic cylinders in synchronous shield-pushing operations. Currently, only Shanghai Tunnel Engineering Co., Ltd. has developed a Φ6.8m synchronous shield-pushing test bench, where the pressure of each propulsion hydraulic cylinder is controlled by a proportional pressure reducing valve and is equipped with stroke and pressure sensors. However, this test bench has a single control method and cannot achieve composite control of pressure and flow. Furthermore, the attitude of the test bench cannot be measured; it can only be calculated from forward kinematics, resulting in a long cycle and low accuracy. Overall, existing scaled-down shield test benches cannot fully simulate the measurement, decision-making, and control processes involved in actual shield tunneling attitude regulation. Summary of the Invention

[0008] The purpose of this application is to provide a trajectory tracking control device for synchronous tunnel boring machines (TBMs), which can be used to verify the effectiveness of trajectory tracking control technology. The scaled-down test bench proposed in this invention can be used for continuous real-time control tests of the synchronous TBM tunneling trajectory. Equipped with a prism and a total station, it can continuously measure the shield end attitude after calibration, providing target values ​​for trajectory tracking control. The scaled-down test bench is designed based on actual TBM structural parameters and operational data, allowing on-site construction data to be loaded onto the loading side of the test bench. Simultaneously, a shield thrust vector intelligent decision-making algorithm is developed, which can sequentially complete trajectory planning and the thrust vector required for tunneling along the planned trajectory based on the construction data and attitude deviation of the current tunneling section. The test bench is equipped with a prism and a total station, which can continuously measure the shield end attitude after calibration. The deviation between the actual attitude and the desired attitude is then applied to the aforementioned intelligent thrust vector decision-making algorithm to derive the required trajectory planning and the thrust vector required for tunneling along the planned trajectory. The thrust vector and planned trajectory are decomposed onto each propulsion hydraulic cylinder on the test bench. Two control modes are applied: parallel control of proportional relief valve and proportional speed control valve, and load port pressure control of proportional pressure reducing valve and proportional speed control valve. This can fully verify the control accuracy of propulsion hydraulic cylinder pressure and flow under different control modes.

[0009] To achieve the above objectives, the following technical solution is adopted:

[0010] In a first aspect, this application provides a tracking and control device for synchronous tunnel boring machine (TBM) trajectory, comprising:

[0011] A scaled-down test bench includes a shield body, a propulsion-side hydraulic cylinder, a load-side hydraulic cylinder, a reaction frame, and a follow-up support device; wherein, both ends of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are connected to the shield body and the reaction frame, and the follow-up support device includes an air spring and a bottom slide, wherein the air spring is disposed on the bottom slide and the reaction frame is disposed on the bottom slide;

[0012] The measurement module includes a force sensor, a total station, and multiple prisms arranged on the shield body. The total station, in conjunction with the multiple prisms, is used to measure the attitude information of the shield body end in real time. Multiple force sensors are installed, corresponding to the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder, respectively, to measure the zone pressure value. The zone pressure value is the pressure value corresponding to the propulsion-side hydraulic cylinder.

[0013] The decision module, connected to the measurement module, is configured to generate thrust calculation pressure values ​​and expected velocity values ​​for the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder based on historical construction data; wherein, the historical construction data includes pressure values ​​for each zone and shield posture change values;

[0014] A control module, connected to the decision module, the propulsion-side hydraulic cylinder, and the load-side hydraulic cylinder, is configured to control the propulsion-side hydraulic cylinder to operate using either a first control loop or a second control loop based on the pressure values ​​of each zone and the shield's posture change values. The first control loop consists of a parallel control of a proportional relief valve and a proportional speed control valve, used to independently adjust the pressure and flow rate of the propulsion hydraulic cylinder. The second control loop consists of independent control of the load port of a proportional pressure reducing valve and a proportional speed control valve, used to achieve composite control of pressure and flow rate under different operating conditions.

[0015] Preferably, in the first control circuit, both the first two-position three-way valve and the second two-position three-way valve are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve. The outlet of the first proportional speed control valve is connected to the first proportional relief valve and the third check valve. At this time, the control signal of the proportional speed control valve is the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder to advance at the set propulsion speed and the flow rate of the proportional relief valve to operate stably. The control signal of the proportional relief valve is the pressure value required for the propulsion hydraulic cylinder. The working oil flows from the third check valve to the P port of the three-position four-way directional valve, flows out from the A port of the three-position four-way directional valve, enters the rodless chamber of the propulsion hydraulic cylinder after passing through the hydraulic control check valve, and the oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve and returns to the oil tank after passing through the switching valve.

[0016] Preferably, in the second control circuit, the first two-position three-way valve is in the right position and the second two-position three-way valve is in the left position. At this time, the hydraulic oil at the pump outlet is directed to the P port of the three-way proportional pressure reducing valve. The hydraulic oil pressure at the pump outlet is the highest among all the pressures of the propulsion hydraulic cylinders. After the high-pressure oil at the P port passes through the three-way proportional valve, the overflow portion of the oil flows out from the T port. The remaining working oil flows out from the A port to the P port of the three-position four-way directional valve at the pressure value set by the propulsion hydraulic cylinder. It then flows out from the A port of the three-position four-way directional valve, passes through the hydraulic check valve, and enters the rodless chamber of the propulsion hydraulic cylinder. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve to the second proportional speed control valve. The control signal of the second proportional speed control valve is set to the product of the current propulsion speed of the propulsion hydraulic cylinder and the effective area of ​​the rod chamber. After passing through the second proportional speed control valve, the oil returns to the oil tank.

[0017] Preferably, the decision module is connected to the load-side hydraulic cylinder, and the decision module is further configured as follows:

[0018] After scaling down the pressure values ​​of each zone in the historical construction data, the values ​​are input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the total load on the shield caused by the soil around the shield. The shield posture change values ​​in the historical construction data are scaled down and used as the expected tunneling trajectory.

[0019] Based on the shield tunneling correction intelligent agent, in response to the input desired tunneling trajectory, the shield thrust vector required along the desired tunneling trajectory is output; wherein, the shield tunneling correction intelligent agent is trained by machine learning algorithm based on existing historical shield construction data; the shield thrust vector is the total thrust and total torque jointly exhibited by all hydraulic cylinders on the propulsion side.

[0020] The shield thrust vector is decomposed and distributed to each propulsion hydraulic cylinder on the propulsion side to obtain the thrust calculation pressure value.

[0021] The decision module is further configured to decompose the shield thrust vector to each propulsion hydraulic cylinder on the propulsion side in the following manner to obtain the thrust calculation pressure value:

[0022] Establish the quasi-static mechanical characteristic equations of the propulsion system:

[0023] ;

[0024] in:

[0025] ;

[0026] In the formula, n k Indicates the first k The logic value of the output force of the hydraulic cylinder on the propulsion side. r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the first k The output force of the hydraulic cylinder on the propulsion side N The total number of propulsion-side hydraulic cylinders that still output force in the propulsion system. i 0 is x The angle between the shaft and the first propulsion-side hydraulic cylinder a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i This indicates the hydraulic cylinder serial number.

[0027] The pressure of each partition is recalculated using uniformity as the cost function, whereby the cost function is expressed as:

[0028] ;

[0029] In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zones;

[0030] The Lagrange multiplier method is used to optimize the cost function. J The listed Lagrange functions L Represented as:

[0031] ;

[0032] In the formula, l 1, l 2, l 3 is an auxiliary variable;

[0033] The final calculated thrust pressure value satisfies:

[0034] ;

[0035] In the formula, l j Indicates the first j Auxiliary variables.

[0036] Preferably, the propulsion-side hydraulic cylinders are configured in multiple ways, and the control module is further configured as follows:

[0037] The propulsion-side hydraulic cylinder located at the top is controlled to operate in the first control loop, and the proportional relief valve is set to the minimum controllable pressure value, while the other propulsion-side hydraulic cylinders are in either the first control loop or the second control loop.

[0038] If the propulsion-side hydraulic cylinder is in the first control loop, the proportional relief valve is the thrust calculation value pressure, and the proportional speed control valve is the expected flow rate value obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the stable relief flow rate.

[0039] If the propulsion-side hydraulic cylinder is in the second control loop, the proportional pressure reducing valve is the thrust calculation value pressure, and the proportional speed regulating valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder.

[0040] Secondly, this application provides a method for tracking and controlling the trajectory of a synchronously advancing and assembling tunnel boring machine, the control method comprising:

[0041] Based on historical construction data, the thrust calculation pressure value and expected velocity value of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are generated; wherein, the historical construction data includes the pressure value of each zone and the shield posture change value.

[0042] Based on the pressure values ​​of each zone and the shield posture change values, the propulsion-side hydraulic cylinder is controlled to operate using either a first control loop or a second control loop. The first control loop consists of a proportional relief valve and a proportional speed control valve connected in parallel, used to independently adjust the pressure and flow of the propulsion hydraulic cylinder. The second control loop consists of a proportional pressure reducing valve and a proportional speed control valve with independent load port control, used to achieve composite control of pressure and flow under different working conditions.

[0043] Furthermore, under the first control circuit, both the first two-position three-way valve and the second two-position three-way valve are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve. The outlet of the first proportional speed control valve is connected to the first proportional relief valve and the third check valve. At this time, the control signal of the proportional speed control valve is the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder to advance at the set propulsion speed and the flow rate of the proportional relief valve to operate stably. The control signal of the proportional relief valve is the pressure value required for the propulsion hydraulic cylinder. The working oil flows from the third check valve to the P port of the three-position four-way directional valve, flows out from the A port of the three-position four-way directional valve, and enters the rodless chamber of the propulsion hydraulic cylinder after passing through the hydraulic control check valve. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve and returns to the oil tank after passing through the switching valve.

[0044] Furthermore, under the second control circuit, the first two-position three-way valve is in the right position, and the second two-position three-way valve is in the left position. At this time, the hydraulic oil at the pump outlet is directed to the P port of the three-way proportional pressure reducing valve. The hydraulic oil pressure at the pump outlet is the highest among all the pressures of the propulsion hydraulic cylinders. After the high-pressure oil at the P port passes through the three-way proportional valve, the overflow oil flows out from the T port. The remaining working oil flows out from the A port to the P port of the three-position four-way directional valve at the pressure value set by the propulsion hydraulic cylinder. It then flows out from the A port of the three-position four-way directional valve, passes through the hydraulic check valve, and enters the rodless chamber of the propulsion hydraulic cylinder. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve to the second proportional speed control valve. The control signal of the second proportional speed control valve is set to the product of the current propulsion speed of the propulsion hydraulic cylinder and the effective area of ​​the rod chamber. After passing through the second proportional speed control valve, the oil returns to the oil tank.

[0045] Furthermore, based on historical construction data, the calculated thrust pressure values ​​and expected velocity values ​​for the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are generated, including:

[0046] After scaling down the pressure values ​​of each zone in the historical construction data, the values ​​are input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the total load on the shield caused by the soil around the shield. The shield posture change values ​​in the historical construction data are scaled down and used as the expected tunneling trajectory.

[0047] Based on the shield tunneling correction intelligent agent, in response to the input desired tunneling trajectory, the shield thrust vector required along the desired tunneling trajectory is output; wherein, the shield tunneling correction intelligent agent is trained by machine learning algorithm based on existing historical shield construction data; the shield thrust vector is the total thrust and total torque jointly exhibited by all hydraulic cylinders on the propulsion side.

[0048] The shield thrust vector is decomposed and distributed to each propulsion hydraulic cylinder on the propulsion side to obtain the thrust calculation pressure value.

[0049] The decision module is further configured to decompose the shield thrust vector to each propulsion hydraulic cylinder on the propulsion side in the following manner to obtain the thrust calculation pressure value:

[0050] Establish the quasi-static mechanical characteristic equations of the propulsion system:

[0051] ;

[0052] in:

[0053] ;

[0054] In the formula, n k Indicates the advancement side k Number of hydraulic cylinders in each zone r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the advancement side k The output force of each zone hydraulic cylinder N The total number of propulsion-side hydraulic cylinders that still output force in the propulsion system. i 0 is x The angle between the shaft and the first propulsion-side hydraulic cylinder, a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i Indicates the hydraulic cylinder serial number;

[0055] The pressure of each partition is recalculated using uniformity as the cost function, whereby the cost function is expressed as:

[0056] ;

[0057] In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zones;

[0058] The Lagrange multiplier method is used to optimize the cost function. J The listed Lagrange functions L Represented as:

[0059] ;

[0060] In the formula, l 1, l 2, l 3 is an auxiliary variable;

[0061] The final calculated thrust pressure value satisfies:

[0062] ;

[0063] In the formula, l j Indicates the first j Auxiliary variables.

[0064] Furthermore, based on the pressure values ​​of each zone and the shield's positional change values, the propulsion-side hydraulic cylinder is controlled to operate using either a first control loop or a second control loop, including:

[0065] The propulsion-side hydraulic cylinder located at the top is controlled to operate in the first control loop, and the proportional relief valve is set to the minimum controllable pressure value, while the other propulsion-side hydraulic cylinders are in either the first control loop or the second control loop.

[0066] If the propulsion-side hydraulic cylinder is in the first control loop, the proportional relief valve is the thrust calculation value pressure, and the set flow rate of the proportional speed control valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the stable relief flow rate.

[0067] If the propulsion-side hydraulic cylinder is in the second control loop, the proportional pressure reducing valve is the thrust calculation value pressure, and the set flow rate of the proportional speed regulating valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder.

[0068] The beneficial effects of this application are:

[0069] 1) This application focuses on the core function of synchronous push-and-assemble shield tunneling machines: tunneling attitude control. This function mainly relies on a loading-propulsion method to simulate three operating attitudes of the shield: forward movement, left and right swaying, and up and down pitching. Actual loads are simulated by hydraulic cylinders on the loading side, the shield attitude is measured in real time by a measuring device, the thrust vector required along the desired tunneling trajectory is determined by an intelligent decision-making algorithm, and the precise control of the tunneling attitude is ultimately achieved through a propulsion system control algorithm. This demonstrates the feasibility of a tunneling attitude control system that integrates measurement, decision-making, and control in a closed loop, effectively reproducing the real tunneling state of synchronous push-and-assemble shield tunneling machines and ensuring rapid verification of the tunneling attitude control of synchronous push-and-assemble shield tunneling machines.

[0070] 2) This application is equipped with a prism and a total station, which can measure the attitude parameters of the shield end in real time for closed-loop control of the tunneling attitude.

[0071] 3) The loading-side hydraulic cylinder of this application can simulate the actual load and provide the remaining hydraulic cylinder with pressure and flow control targets through the designed thrust vector intelligent decision algorithm;

[0072] 4) This application is equipped with two propulsion system control loops, which can realize the combined control requirements of hydraulic cylinder pressure and flow;

[0073] 5) This application provides experimental conditions for the synchronous push-and-assemble shield tunneling attitude control process. The measurement, decision and control algorithms after testing can be directly used in engineering. Attached Figure Description

[0074] Figure 1 A schematic diagram of a synchronous tunnel boring machine trajectory tracking control device according to an embodiment of this application is shown;

[0075] Figure 2 A structural diagram of a hydraulic control system according to an embodiment of this application is shown;

[0076] Figure 3 A flowchart illustrating the use of a synchronous tunnel boring machine trajectory tracking control device according to an embodiment of this application is shown.

[0077] Figure 4 A measurement schematic diagram of a synchronous tunnel boring machine trajectory tracking control device according to an embodiment of this application is shown during use;

[0078] Figure 5 A flowchart of a method for tracking and controlling the trajectory of a synchronous tunnel boring machine (TBM) according to an embodiment of this application is shown.

[0079] Figure label:

[0080] 101. Oil tank; 102. Filter; 103. First shut-off valve; 104. Servo motor; 105. Variable displacement piston pump; 106. Electromagnetic unloading relief valve; 107. Second shut-off valve; 108. High pressure sensor; 109. Manual relief valve; 110. Pump outlet filter; 111. First check valve; 112. First two-position three-way directional valve; 113. Second two-position three-way directional valve; 114. Second check valve; 115. Three-way proportional pressure reducing valve; 116. First proportional speed control valve; 117. First electromagnetic proportional relief valve; 118. Third check valve; 119. Fourth check valve; 120. Three-position four-way valve 121. Directional control valve; 122. Hydraulic check valve; 123. Shuttle valve; 124. Hydraulic cylinder; 125. First two-position two-way solenoid valve; 126. Second solenoid proportional relief valve; 127. Two-position two-way valve; 200. Scaled-down test bench; 210. Shield body; 220. Propulsion-side hydraulic cylinder; 230. Load-side hydraulic cylinder; 240. Reaction frame; 250. Follow-up support device; 251. Air spring; 252. Bottom slide; 300. Measurement module; 310. Force sensor; 320. Total station; 330. Prism; 400. Decision module; 500. Control module. Detailed Implementation

[0081] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0082] The specific implementation methods of this application will be further described in detail below with reference to the accompanying drawings and embodiments.

[0083] Example 1:

[0084] This application provides a device for tracking and controlling the trajectory of a synchronously pushing and assembling tunnel boring machine, such as... Figure 1As shown, the tracking and control device for synchronous tunnel boring machine trajectory includes a scaled-down test bench 200, a measurement module 300, a decision module 400, and a control module 500. The scaled-down test bench 200 includes a shield body 210, a propulsion-side hydraulic cylinder 220, a load-side hydraulic cylinder 230, a reaction frame 240, and a follow-up support device 250. Both ends of the propulsion-side hydraulic cylinder 220 and the load-side hydraulic cylinder 230 are connected to the shield body 210 and the reaction frame 240, respectively. The follow-up support device 250 includes an air spring 251 and a bottom slide 252. The air spring 251 is mounted on the bottom slide 252, and the reaction frame 240 is mounted on the bottom slide 252. The measurement module 300 includes a force sensor 310, a total station 320, and multiple prisms 330 arranged on the shield body 210. The total station 320, in conjunction with the multiple prisms 330, is used to measure the attitude information of the end of the shield body 210 in real time. Multiple force sensors 310 are installed corresponding to the propulsion-side hydraulic cylinder 220 and the load-side hydraulic cylinder 230, respectively, to measure the zone pressure values. The value is the pressure value corresponding to the propulsion-side hydraulic cylinder 220; the decision module 400 is connected to the measurement module 300 and is configured to generate the thrust calculation pressure value and expected speed value of the propulsion-side hydraulic cylinder 220 and the load-side hydraulic cylinder 230 based on historical construction data; wherein, the historical construction data includes the pressure value of each zone and the shield posture change value; the control module 500 is connected to the decision module 400, the propulsion-side hydraulic cylinder 220 and the load-side hydraulic cylinder 230, and the control module 500 is configured to control the propulsion-side hydraulic cylinder 220 to work in a first control loop or a second control loop based on the pressure value of each zone and the shield posture change value; wherein, the first control loop is a parallel control of a proportional relief valve and a proportional speed control valve, used to independently adjust the pressure and flow of the propulsion hydraulic cylinder; the second control loop is an independent control of a proportional pressure reducing valve and a proportional speed control valve load port, used to achieve composite control of pressure and flow under different working conditions.

[0085] In this embodiment, the shield 210 is connected to the reaction frame 240 via the propulsion-side hydraulic cylinder 220 to simulate the shield's propulsion action; the load-side hydraulic cylinder 230 applies an equivalent soil load to replicate the actual construction resistance. The air spring 251 of the follow-up support device 250 provides flexible support, allowing the shield to move in a composite manner across three degrees of freedom: forward, pitch, and sway; the bottom slide 252, through a heavy-duty universal ball joint and a low-friction steel plate, ensures smooth movement and limits displacement beyond limits via guide rails to prevent the shield from going out of control. The total station 320 and prism 330 capture the three-dimensional attitude (position and angle) of the shield's end in real time, forming a closed-loop feedback; the force sensor 310 monitors the zoned pressure values ​​of the propulsion-side and load-side hydraulic cylinders, providing real-time load data to the decision module 400. The decision module 400 generates a thrust vector based on historical construction data (such as zoned pressure and pose changes) using reinforcement learning or model predictive control algorithms. Through quasi-static mechanical equation optimization, the total thrust is decomposed into each propulsion hydraulic cylinder, aiming for propulsion uniformity. The optimal pressure distribution is solved using the Lagrange multiplier method. The control module 500 controls the propulsion-side hydraulic cylinder 220 to dynamically execute either a first control loop (proportional relief valve + proportional speed control valve in parallel) or a second control loop (proportional pressure reducing valve + proportional speed control valve with independent load ports). The first control loop independently regulates pressure and flow, suitable for stable propulsion conditions; the second control loop achieves pressure-flow composite control, adapting to complex load changes. In the retraction state, the propulsion-side hydraulic cylinder 220 switches to the first loop, with the proportional relief valve set to the lowest pressure to reduce energy consumption; in the propulsion state, the propulsion-side hydraulic cylinder 220 dynamically selects the loop based on the working conditions.

[0086] In some embodiments, such as Figure 1 As shown, six propulsion-side hydraulic cylinders 220 are evenly distributed inside the shield body 210. Four load-bearing hydraulic cylinders 230 are evenly distributed inside the shield body 210. The ten hydraulic cylinders are connected to the shield body 210 on the left side via a Hooke hinge, and to the reaction frame 240 on the right side via a Hooke hinge. Considering the multi-dimensional spatial motion characteristics of the shield body 210, namely the composite motion consisting of forward movement, vertical pitching, and horizontal swaying, this embodiment uses an air spring 251 and a bottom slide 252 as the follow-up support device 250 for the shield body 210. The top of the air spring 251 is connected to the shield body 210 via a flange seat, and the bottom is connected to the bottom slide 252 via a flange seat. The follow-up support device 250 uses several heavy-duty universal balls distributed below the bottom slide 252. The heavy-duty universal balls contact a steel plate with low frictional resistance to support the entire follow-up support device 250. Each heavy-duty omnidirectional ball can roll on the steel plate. The rolling component is a ball, which enables the entire follow-up support device 250 to move forward, tilt up and down, and swing left and right.

[0087] In some embodiments, such as Figure 2This is a structural diagram of a hydraulic control system provided in an embodiment of this application. The hydraulic control system includes an oil tank 101, a filter 102, a first shut-off valve 103, a servo motor 104, a variable displacement piston pump 105, an electromagnetic unloading relief valve 106, a second shut-off valve 107, a high-pressure sensor 108, a manual relief valve 109, a pump outlet filter 110, a first check valve 111, a first two-position three-way directional valve 112, a second two-position three-way directional valve 113, a second check valve 114, a three-way proportional pressure reducing valve 115, a first proportional speed regulating valve 116, a first electromagnetic proportional relief valve 117, a third check valve 118, and a fourth check valve 119. The system includes a directional valve 119, a three-position four-way directional valve 120, a hydraulically controlled check valve 121, a shuttle valve 122, a hydraulic cylinder 123, a first two-position two-way solenoid valve 124, a second solenoid proportional relief valve 125, a second two-position two-way solenoid valve 126, and a second proportional speed control valve 127. A filter 102 and a first shut-off valve 103 are installed on the connecting pipeline between the oil tank 101 and the variable displacement piston pump 105. A servo motor 104 is connected to the variable displacement piston pump 105, serving as its power source and regulating its power output. The outlet of the variable displacement piston pump 105 is connected to a solenoid unloading relief valve 106, a second shut-off valve 107, a high-pressure sensor 108, and a pump outlet filter 110. The pump outlet filter 110 connects to the first check valve 111 and then enters the first two-position three-way directional valve 112. The outlet of the first two-position three-way directional valve 112 is connected to the second two-position three-way directional valve 113 and the second check valve 114, respectively. The outlet of the second two-position three-way directional valve 113 is connected to the inlet of the three-way proportional pressure reducing valve 115 and the first proportional speed control valve 116, respectively. The outlet of the first proportional speed control valve 116 is connected to the first electromagnetic proportional relief valve 117 and the fourth check valve 119. The second check valve 114, the third check valve 118, and the fourth check valve 119 are connected to the P port of the three-position four-way directional valve 120. The T port of the three-position four-way directional valve 120 is connected to the second two-position two-way electromagnetic switch valve 126 and the second proportional speed control valve 127. The A port of the three-position four-way directional valve 120, after passing through the hydraulically controlled check valve 121, is connected to both ends of the shuttle valve 122, which are respectively connected to the rodless chamber and the rod chamber of the hydraulic cylinder. The working port of shuttle valve 122 is connected to the first two-position two-way solenoid switch valve 124 and the second electromagnetic proportional relief valve 125. The T port of three-way proportional pressure reducing valve 115, the second two-position two-way solenoid switch valve 126, the second proportional speed control valve 127, the outlet ports of the first two-position two-way solenoid switch valve 124 and the second electromagnetic proportional relief valve 125 are connected to oil tank 101.

[0088] The control module 500 controls the propulsion-side hydraulic cylinder 220 to dynamically execute two control modes: a first control loop and a second control loop. Please refer to... Figure 3As shown, the first control loop is a parallel control of a proportional relief valve and a proportional speed control valve: In this control mode, both the first two-position three-way valve 112 and the second two-position three-way valve 113 are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve 116. The outlet of the first proportional speed control valve 116 is connected to the first proportional relief valve 117 and the third check valve 118. At this time, the control signal of the first proportional speed control valve 116 should be the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder 123 to advance at the set propulsion speed and the flow rate of the first electromagnetic proportional relief valve 117 operating stably. The control signal of the first electromagnetic proportional relief valve 117 is the pressure value required for the propulsion hydraulic cylinder 123. The working oil flows from the third check valve 118 to the P port of the three-position four-way directional valve 120 and flows out from the A port of the three-position four-way directional valve 120. After passing through the hydraulically controlled check valve 121, it enters the rodless chamber of the propulsion hydraulic cylinder 123. The hydraulic fluid in the rod chamber of the propulsion cylinder 123 flows out from the T port of the three-position four-way directional valve 120, and returns to the oil tank 101 through the switching valve 126. In this control mode, the first electromagnetic proportional relief valve 117 controls the pressure, and the first proportional speed control valve 116 controls the propulsion speed.

[0089] The second control loop independently controls the load ports of the proportional pressure reducing valve and the proportional speed regulating valve: In this control mode, the first two-position three-way valve 112 is in the right position, and the second two-position three-way valve 113 is in the left position. At this time, the hydraulic oil at the pump outlet flows to the P port of the three-way proportional pressure reducing valve 115. The hydraulic oil pressure at the pump outlet is the highest value among all the pressures of the propulsion hydraulic cylinders in the propulsion system. After the high-pressure oil passes through the three-way proportional valve 115, the overflow portion flows out from the T port. The remaining working oil flows out from the A port to the P port of the three-position four-way directional valve 120 at the pressure value set for this hydraulic cylinder, and then flows out from the A port of the three-position four-way directional valve 120. After passing through the hydraulically controlled check valve 121, it enters the rodless chamber of the propulsion hydraulic cylinder 123. The oil in the rod chamber of the propulsion hydraulic cylinder 123 flows out from the T port of the three-position four-way directional valve 120 to the second proportional speed regulating valve 127. The control signal of the second proportional speed regulating valve 127 is set to the product of the current propulsion speed of the propulsion hydraulic cylinder 123 and the working area of ​​the rod chamber. After passing through the second proportional speed control valve 127, the oil returns to the oil tank 101. In this control mode, the three-way proportional pressure reducing valve 115 controls the pressure, and the second proportional speed control valve 127 controls the propulsion speed, directly controlling the pressure and flow of the tunnel boring machine propulsion system in an independent manner at the load port.

[0090] In some embodiments, to achieve synchronous pushing and splicing construction, the actual shield tunneling system requires some of the propulsion-side hydraulic cylinders 220 to be in a retracted state and some to be in a propulsion state. In this embodiment, the scaled-down test bench 200 adopts a same-side top-down configuration, with both ends of the load-side hydraulic cylinder 230 and the propulsion-side hydraulic cylinder 220 connected by flanges. This configuration makes retraction impossible, and only a low-pressure follow-up method can be used. Therefore, in this embodiment, the propulsion-side hydraulic cylinder 220 can be configured with any control loop, while the retracted propulsion-side hydraulic cylinder 220 can only be configured with the first control loop. Specifically, the pressure and flow rate of the propulsion hydraulic cylinder in the extended state can be freely adjusted, while the propulsion hydraulic cylinder in the retracted state will de-energize the first electromagnetic proportional relief valve 117, which is the controllable minimum pressure.

[0091] In some embodiments, a method of using the synchronous tunnel boring machine trajectory tracking control device is provided, such as... Figure 3 As shown, the method of use includes the following steps S10-S40.

[0092] S10: Measurement.

[0093] As an example of the present invention, laser measurement is used to measure the changes in the shield tunnel's attitude in real time. For example... Figure 5 As shown, a total station was positioned 4 meters in front of a 1-meter diameter shield to measure its attitude in real time during the test. The total station was fixedly connected to the tripod. Two small prisms were mounted on the slide rails on both sides of the shield, and a circular prism was installed at the center of the shield. All three prisms were magnetically connected. First, the tripod was adjusted until the total station reached the appropriate height. Then, the leveling knob of the total station was rotated to confirm that the direction of gravity was used as the Y-axis. The coordinates of the two Leica small prisms were measured separately without a station. In the station-built mode with the coordinates intersecting behind the total station, the XYZ absolute coordinate system of the shield was automatically established using the coordinates of the two Leica small prisms. The circular prism at the center of the shield was automatically calibrated using the total station, and its attitude information was measured in real time, representing the tunneling attitude of the shield.

[0094] S20: Leveling.

[0095] As an example of the present invention, during the actual test, the air spring was first pre-inflated, and a level was placed on top of the shield. The air spring pressure was continuously adjusted until the level indicated that it was level, at which point it could be confirmed that the air spring had provided sufficient support. The air spring has relative motion margins in these three degrees of freedom, enabling smooth flexible transmission and efficient control of amplitude and vibration loads. Considering that the shield accelerates significantly during the startup phase, relative displacement between the sliding platforms is likely to occur, causing the air spring to bend and the shield to slide directly onto the base plate. Therefore, two guide rails were welded to the base plate to limit the relative displacement between the shield and the base plate from exceeding the limit.

[0096] S30: Decision-making.

[0097] Step S30 can be implemented through the decision module 300. During decision-making, the pressure values ​​of each zone in the historical shield tunneling data are scaled down and then input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the lumped load caused by the surrounding soil on the shield. The shield posture change values ​​in the historical shield tunneling data are scaled down and used as the desired tunneling trajectory.

[0098] Based on existing historical tunnel boring machine (TBM) construction data, a TBM correction agent can be trained using reinforcement learning and model predictive control to determine the required thrust vector along the desired tunneling trajectory. During the experiment, the determined thrust vector and loading data are synchronously input into the test bench. The determined thrust vector represents the total thrust and torque exhibited by all hydraulic cylinders on the propulsion side. Therefore, the thrust vector needs to be decomposed and distributed to each hydraulic cylinder on the propulsion side. Considering the absence of some hydraulic cylinders under the synchronous thrusting method, i.e., the thrust of these cylinders is zero, the quasi-static mechanical characteristic equation of the propulsion system is established:

[0099] ;

[0100] in:

[0101] ;

[0102] In the formula, n 1, n 2, n 3, n 4, n 5, n 6 represents the logical value of the output force of each hydraulic cylinder on the shield propulsion side. r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the first k The output force of each hydraulic cylinder N To ensure the total number of hydraulic cylinders that still output force in the propulsion system, i 0 is xThe angle between the shaft and the first hydraulic cylinder, a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i This indicates the hydraulic cylinder serial number.

[0103] This invention takes the retraction of the hydraulic cylinder at the top of the propulsion side as an example. n 1 = 0, n 2 = 1, n 3 = 1, n 4 = 1, , n 5 = 1, n 6 = 1, N = 5.

[0104] The pressure of each partition is recalculated using uniformity of advancement as the cost function, where the cost function is defined as follows:

[0105] ;

[0106] In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zone.

[0107] This is a typical equality-constrained problem; therefore, the Lagrange multiplier method is used to optimize the cost function. J The final Lagrange function can be defined as:

[0108] ;

[0109] In the formula, l 1, l 2, l 3 is an auxiliary variable.

[0110] Therefore, the final solution for the distributed pressure must satisfy:

[0111] ;

[0112] The optimal value of the partition pressure is obtained by solving the equations in the combined step S30.

[0113] S40: Control.

[0114] Step S40 can be implemented by control module 500: As an example of the present invention, the hydraulic cylinder at the top of the propulsion side is switched to the first control loop, and the proportional relief valve is set to the minimum controllable pressure value. The remaining propulsion side hydraulic cylinders are in either the first control loop or the second control loop. If in the first control loop, the proportional relief valve is set to the thrust calculation pressure, and the proportional speed control valve is set to the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the stable relief flow rate. If in the second loop, the proportional pressure reducing valve is set to the thrust calculation pressure, and the proportional speed control valve is set to the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder. Specific control algorithms can employ PID, sliding mode, or other control algorithms.

[0115] Example 2:

[0116] This application provides a method for tracking and controlling the trajectory of a synchronously pushing and assembling tunnel boring machine, such as... Figure 5 As shown, the control method includes the following steps:

[0117] S1: Based on historical construction data, generate the thrust calculation pressure value and expected speed value of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder; wherein, the historical construction data includes the pressure value of each zone and the shield posture change value;

[0118] S2: Based on the pressure values ​​of each zone and the shield posture change values, control the propulsion side hydraulic cylinder to work using either a first control loop or a second control loop; wherein, the first control loop is a parallel control of a proportional relief valve and a proportional speed control valve, used to independently adjust the pressure and flow of the propulsion hydraulic cylinder; the second control loop is an independent control of the load port of a proportional pressure reducing valve and a proportional speed control valve, used to achieve composite control of pressure and flow under different working conditions.

[0119] It should be noted that the method for tracking and controlling the trajectory of the synchronous tunnel boring machine belongs to the same technical concept as the prior device, and it can achieve the same technical effect. The steps S1 and S2 of the method can be configured in the decision module and control module of the control device, respectively.

[0120] In some embodiments, under the first control circuit, both the first two-position three-way valve 112 and the second two-position three-way valve 113 are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve 116. The outlet of the first proportional speed control valve 116 is connected to the first electromagnetic proportional relief valve 117 and the third check valve 119. At this time, the control signal of the first proportional speed control valve 116 is the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder 123 to advance at the set propulsion speed and the flow rate of the first electromagnetic proportional relief valve 117 to operate stably. The control signal of the first electromagnetic proportional relief valve 117 is the pressure value required for the propulsion hydraulic cylinder 123. The working oil flows from the third check valve 119 to the P port of the three-position four-way directional valve, flows out from the A port of the three-position four-way directional valve, and enters the rodless chamber of the propulsion hydraulic cylinder 123 after passing through the hydraulic control check valve 121. The oil in the rod chamber of the propulsion hydraulic cylinder 123 flows out from the T port of the three-position four-way directional valve 120 and returns to the oil tank after passing through the switching valve 126.

[0121] In some embodiments, under the second control circuit, the first two-position three-way valve 112 is in the right position and the second two-position three-way valve 113 is in the left position. At this time, the pump outlet hydraulic oil is directed to the P port of the three-way proportional pressure reducing valve 115. The pump outlet hydraulic oil pressure is the highest value among all the propulsion hydraulic cylinder pressures. After the high-pressure oil passes through the three-way proportional valve 115, the overflow portion of the oil flows out from the T port, and the remaining working oil flows out from the A port to the three-position four-way reversing valve at the pressure value set by the propulsion hydraulic cylinder 123. The P port of valve 120 flows out from the A port of the three-position four-way directional valve 120, passes through the hydraulic check valve 121, and enters the rodless chamber of the propulsion hydraulic cylinder 123. The oil in the rod chamber of the propulsion hydraulic cylinder 123 flows out from the T port of the three-position four-way directional valve 120 to the second proportional speed control valve 127. The control signal of the second proportional speed control valve 127 is set to the product of the current propulsion speed of the propulsion hydraulic cylinder 123 and the effective area of ​​the rod chamber. After passing through the second proportional speed control valve 127, the oil returns to the oil tank 10.

[0122] In some embodiments, based on historical construction data, the calculated thrust pressure values ​​and desired velocity values ​​of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are generated, including:

[0123] After scaling down the pressure values ​​of each zone in the historical construction data, the values ​​are input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the total load on the shield caused by the soil around the shield. The shield posture change values ​​in the historical construction data are scaled down and used as the expected tunneling trajectory.

[0124] Based on the shield tunneling correction intelligent agent, in response to the input desired tunneling trajectory, the shield thrust vector required along the desired tunneling trajectory is output; wherein, the shield tunneling correction intelligent agent is trained by machine learning algorithm based on existing historical shield construction data; the shield thrust vector is the total thrust and total torque jointly exhibited by all hydraulic cylinders on the propulsion side.

[0125] The shield thrust vector is decomposed and distributed to each propulsion hydraulic cylinder on the propulsion side to obtain the thrust calculation pressure value.

[0126] The decision module is further configured to decompose the shield thrust vector to each propulsion hydraulic cylinder on the propulsion side in the following manner to obtain the thrust calculation pressure value:

[0127] Establish the quasi-static mechanical characteristic equations of the propulsion system:

[0128] ;

[0129] in:

[0130] ;

[0131] In the formula, n k Indicates the advancement side k Number of hydraulic cylinders in each zone r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the advancement side k The output force of each zone hydraulic cylinder N The total number of propulsion-side hydraulic cylinders that still output force in the propulsion system. i 0 is x The angle between the shaft and the first propulsion-side hydraulic cylinder, a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i Indicates the hydraulic cylinder serial number;

[0132] The pressure of each partition is recalculated using uniformity as the cost function, whereby the cost function is expressed as:

[0133] ;

[0134] In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zones;

[0135] The Lagrange multiplier method is used to optimize the cost function. JThe listed Lagrange functions L Represented as:

[0136] ;

[0137] In the formula, l 1, l 2, l 3 is an auxiliary variable;

[0138] The final calculated thrust pressure value satisfies:

[0139] ;

[0140] In the formula, l j Indicates the first j Auxiliary variables.

[0141] In some embodiments, based on the pressure values ​​of each zone and the shield tunneling position change values, the propulsion-side hydraulic cylinder is controlled to operate using a first control loop or a second control loop, including:

[0142] The propulsion-side hydraulic cylinder located at the top is controlled to operate in the first control loop, and the proportional relief valve is set to the minimum controllable pressure value, while the other propulsion-side hydraulic cylinders are in either the first control loop or the second control loop.

[0143] If the propulsion-side hydraulic cylinder is in the first control loop, the proportional relief valve is the thrust calculation value pressure, and the set flow rate of the proportional speed control valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the stable relief flow rate.

[0144] If the propulsion-side hydraulic cylinder is in the second control loop, the proportional pressure reducing valve is the thrust calculation value pressure, and the set flow rate of the proportional speed regulating valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder.

[0145] It should be noted that the method for tracking and controlling the trajectory of a synchronously pushing and assembling shield provided in this application embodiment belongs to the same technical concept as the previously described device for tracking and controlling the trajectory of a synchronously pushing and assembling shield, and can achieve the same technical effect, so it will not be described again here.

[0146] The above embodiments are only used to illustrate this application and are not intended to limit this application. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of this application. Therefore, all equivalent technical solutions also fall within the scope of this application, and the patent protection scope of this application should be defined by the claims.

Claims

1. A tracking and control device for synchronous tunnel boring machine (TBM) trajectory, characterized in that, include: A scaled-down test bench includes a shield body, a propulsion-side hydraulic cylinder, a load-side hydraulic cylinder, a reaction frame, and a follow-up support device; wherein, both ends of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are connected to the shield body and the reaction frame, and the follow-up support device includes an air spring and a bottom slide, wherein the air spring is disposed on the bottom slide and the reaction frame is disposed on the bottom slide; The measurement module includes a force sensor, a total station, and multiple prisms arranged on the shield body. The total station, in conjunction with the multiple prisms, is used to measure the attitude information of the shield body end in real time. Multiple force sensors are installed, corresponding to the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder, respectively, to measure the zone pressure value. The zone pressure value is the pressure value corresponding to the propulsion-side hydraulic cylinder. The decision module, connected to the measurement module, is configured to generate thrust calculation pressure values ​​and expected velocity values ​​for the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder based on historical construction data; wherein, the historical construction data includes pressure values ​​for each zone and shield posture change values; A control module, connected to the decision module, the propulsion-side hydraulic cylinder, and the load-side hydraulic cylinder, is configured to control the propulsion-side hydraulic cylinder to operate using either a first control loop or a second control loop based on the pressure values ​​of each zone and the shield's posture change values. The first control loop consists of a parallel control of a proportional relief valve and a proportional speed control valve, used to independently adjust the pressure and flow rate of the propulsion hydraulic cylinder. The second control loop consists of independent control of the load port of a proportional pressure reducing valve and a proportional speed control valve, used to achieve composite control of pressure and flow rate under different operating conditions.

2. The shield tunneling trajectory tracking and control device as described in claim 1, characterized in that, Under the first control circuit, both the first two-position three-way valve and the second two-position three-way valve are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve. The outlet of the first proportional speed control valve is connected to the first proportional relief valve and the third check valve. At this time, the control signal of the proportional speed control valve is the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder to advance at the set propulsion speed and the flow rate of the proportional relief valve to operate stably. The control signal of the proportional relief valve is the pressure value required for the propulsion hydraulic cylinder. The working oil flows from the third check valve to the P port of the three-position four-way directional valve, flows out from the A port of the three-position four-way directional valve, and enters the rodless chamber of the propulsion hydraulic cylinder after passing through the hydraulic control check valve. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve and returns to the oil tank after passing through the switching valve.

3. The shield tunneling trajectory tracking and control device as described in claim 1, characterized in that, Under the second control circuit, the first two-position three-way valve is in the right position and the second two-position three-way valve is in the left position. At this time, the hydraulic oil at the pump outlet is directed to the P port of the three-way proportional pressure reducing valve. The hydraulic oil pressure at the pump outlet is the highest among all the pressures of the propulsion hydraulic cylinders. After the high-pressure oil at the P port passes through the three-way proportional valve, the overflow oil flows out from the T port. The remaining working oil flows out from the A port to the P port of the three-position four-way directional valve at the pressure value set by the propulsion hydraulic cylinder. It then flows out from the A port of the three-position four-way directional valve, passes through the hydraulic check valve, and enters the rodless chamber of the propulsion hydraulic cylinder. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve to the second proportional speed control valve. The control signal of the second proportional speed control valve is set to the product of the current propulsion speed of the propulsion hydraulic cylinder and the effective area of ​​the rod chamber. After passing through the second proportional speed control valve, the oil returns to the oil tank.

4. The shield tunneling trajectory tracking and control device as described in claim 1, characterized in that, The decision module is connected to the load-side hydraulic cylinder, and the decision module is further configured to: After scaling down the pressure values ​​of each zone in the historical construction data, the values ​​are input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the total load on the shield caused by the soil around the shield. The shield posture change values ​​in the historical construction data are scaled down and used as the expected tunneling trajectory. Based on the shield tunneling correction intelligent agent, in response to the input desired tunneling trajectory, the shield thrust vector required along the desired tunneling trajectory is output; wherein, the shield tunneling correction intelligent agent is trained by machine learning algorithm based on existing historical shield construction data; the shield thrust vector is the total thrust and total torque jointly exhibited by all hydraulic cylinders on the propulsion side. The shield thrust vector is decomposed and distributed to each propulsion hydraulic cylinder on the propulsion side to obtain the thrust calculation pressure value; The decision module is further configured to decompose the shield thrust vector to each propulsion hydraulic cylinder on the propulsion side in the following manner to obtain the thrust calculation pressure value: Establish the quasi-static mechanical characteristic equations of the propulsion system: ； in: ； In the formula, n k Indicates the advancement side k Number of hydraulic cylinders in each zone r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the advancement side k The output force of each zone hydraulic cylinder N The total number of propulsion-side hydraulic cylinders that still output force in the propulsion system. θ 0 is x The angle between the shaft and the first propulsion-side hydraulic cylinder, a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i Indicates the hydraulic cylinder serial number; The pressure of each partition is recalculated using uniformity as the cost function, whereby the cost function is expressed as: ； In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zones; The Lagrange multiplier method is used to optimize the cost function. J The listed Lagrange functions L Represented as: ； In the formula, λ 1, λ 2, λ 3 is an auxiliary variable; The final calculated thrust pressure value satisfies: ； In the formula, λ j Indicates the first j Auxiliary variables.

5. The shield tunneling trajectory tracking and control device as described in claim 1, characterized in that, The propulsion-side hydraulic cylinders are configured in multiple ways, and the control module is further configured as follows: The propulsion-side hydraulic cylinder located at the top is controlled to operate in the first control loop, and the proportional relief valve is set to the minimum controllable pressure value, while the other propulsion-side hydraulic cylinders are in either the first control loop or the second control loop. If the propulsion-side hydraulic cylinder is in the first control loop, the proportional relief valve is the thrust calculation value pressure, the proportional speed control valve is the expected flow rate value obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the overflow flow rate required for the proportional relief valve to work stably. If the propulsion-side hydraulic cylinder is in the second control loop, the proportional pressure reducing valve is the thrust calculation value pressure, and the proportional speed regulating valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder.

6. A method for tracking and controlling the trajectory of a synchronously advancing and assembling shield tunnel, wherein the method is applied to the tracking and controlling device for the trajectory of a synchronously advancing and assembling shield tunnel as described in any one of claims 1 to 5, characterized in that, The control method includes: Based on historical construction data, the thrust calculation pressure value and expected velocity value of the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are generated; wherein, the historical construction data includes the pressure value of each zone and the shield posture change value. Based on the pressure values ​​of each zone and the shield posture change values, the propulsion-side hydraulic cylinder is controlled to operate using either a first control loop or a second control loop. The first control loop consists of a proportional relief valve and a proportional speed control valve connected in parallel, used to independently adjust the pressure and flow of the propulsion hydraulic cylinder. The second control loop consists of a proportional pressure reducing valve and a proportional speed control valve with independent load port control, used to achieve composite control of pressure and flow under different working conditions.

7. The method for tracking and controlling the trajectory of a synchronously pushing and assembling shield tunnel as described in claim 6, characterized in that, Under the first control circuit, both the first two-position three-way valve and the second two-position three-way valve are in the right position. At this time, the hydraulic oil at the pump outlet flows to the first proportional speed control valve. The outlet of the first proportional speed control valve is connected to the first proportional relief valve and the third check valve. At this time, the control signal of the proportional speed control valve is the sum of the flow rate required for the rodless chamber of the propulsion hydraulic cylinder to advance at the set propulsion speed and the flow rate of the proportional relief valve to operate stably. The control signal of the proportional relief valve is the pressure value required for the propulsion hydraulic cylinder. The working oil flows from the third check valve to the P port of the three-position four-way directional valve, flows out from the A port of the three-position four-way directional valve, and enters the rodless chamber of the propulsion hydraulic cylinder after passing through the hydraulic control check valve. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve and returns to the oil tank after passing through the switching valve.

8. The method for tracking and controlling the trajectory of a synchronously pushing and assembling shield tunnel as described in claim 6, characterized in that, Under the second control circuit, the first two-position three-way valve is in the right position and the second two-position three-way valve is in the left position. At this time, the hydraulic oil at the pump outlet is directed to the P port of the three-way proportional pressure reducing valve. The hydraulic oil pressure at the pump outlet is the highest among all the pressures of the propulsion hydraulic cylinders. After the high-pressure oil at the P port passes through the three-way proportional valve, the overflow oil flows out from the T port. The remaining working oil flows out from the A port to the P port of the three-position four-way directional valve at the pressure value set by the propulsion hydraulic cylinder. It then flows out from the A port of the three-position four-way directional valve, passes through the hydraulic check valve, and enters the rodless chamber of the propulsion hydraulic cylinder. The oil in the rod chamber of the propulsion hydraulic cylinder flows out from the T port of the three-position four-way directional valve to the second proportional speed control valve. The control signal of the second proportional speed control valve is set to the product of the current propulsion speed of the propulsion hydraulic cylinder and the effective area of ​​the rod chamber. After passing through the second proportional speed control valve, the oil returns to the oil tank.

9. The method for tracking and controlling the trajectory of a synchronously pushing and assembling shield tunnel as described in claim 6, characterized in that, Based on historical construction data, the calculated thrust pressure values ​​and expected velocity values ​​for the propulsion-side hydraulic cylinder and the load-side hydraulic cylinder are generated, including: After scaling down the pressure values ​​of each zone in the historical construction data, the values ​​are input into the proportional relief valve of the hydraulic cylinder on the loading side, which is equivalent to the total load on the shield caused by the soil around the shield. The shield posture change values ​​in the historical construction data are scaled down and used as the expected tunneling trajectory. Based on the shield tunneling correction intelligent agent, in response to the input desired tunneling trajectory, the shield thrust vector required along the desired tunneling trajectory is output; wherein, the shield tunneling correction intelligent agent is trained by machine learning algorithm based on existing historical shield construction data; the shield thrust vector is the total thrust and total torque jointly exhibited by all hydraulic cylinders on the propulsion side. The shield thrust vector is decomposed and distributed to each propulsion hydraulic cylinder on the propulsion side to obtain the thrust calculation pressure value; The decision module is further configured to decompose the shield thrust vector to each propulsion hydraulic cylinder on the propulsion side in the following manner to obtain the thrust calculation pressure value: Establish the quasi-static mechanical characteristic equations of the propulsion system: ； in: ； In the formula, n k Indicates the advancement side k Number of hydraulic cylinders in each zone r This represents the radius of the circle in which the hydraulic cylinders are distributed. F k Indicates the advancement side k The output force of each zone hydraulic cylinder N The total number of propulsion-side hydraulic cylinders that still output force in the propulsion system. θ 0 is x The angle between the shaft and the first propulsion-side hydraulic cylinder, a k Indicates the advancement side k Each zone hydraulic cylinder is about x The sine value of the axis, b k Indicates the advancement side k Each zone hydraulic cylinder is about x The cosine value of the axis, M x Indicates the shield deflection moment. M y Indicates the pitching moment of the tunnel boring machine. i Indicates the hydraulic cylinder serial number; The pressure of each partition is recalculated using uniformity as the cost function, whereby the cost function is expressed as: ； In the formula, J Represents the cost function. This represents the average thrust of the propulsion side zones; The Lagrange multiplier method is used to optimize the cost function. J The listed Lagrange functions L Represented as: ； In the formula, λ 1, λ 2, λ 3 is an auxiliary variable; The final calculated thrust pressure value satisfies: ； In the formula, λ j Indicates the first j Auxiliary variables.

10. The method for tracking and controlling the trajectory of a synchronously pushing and assembling shield tunnel as described in claim 9, characterized in that, Based on the pressure values ​​of each zone and the shield's positional change values, the propulsion-side hydraulic cylinders are controlled to operate using either a first control loop or a second control loop, including: The propulsion-side hydraulic cylinder located at the top is controlled to operate in the first control loop, and the proportional relief valve is set to the minimum controllable pressure value, while the other propulsion-side hydraulic cylinders are in either the first control loop or the second control loop. If the propulsion-side hydraulic cylinder is in the first control loop, the proportional relief valve is the thrust calculation value pressure, and the set flow rate of the proportional speed control valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rodless chamber of the hydraulic cylinder, plus the sum of the stable relief flow rate. If the propulsion-side hydraulic cylinder is in the second control loop, the proportional pressure reducing valve is the thrust calculation value pressure, and the set flow rate of the proportional speed regulating valve is the expected flow rate obtained by multiplying the expected speed value of the desired tunneling trajectory decomposed to the propulsion-side hydraulic cylinder by the piston area of ​​the rod chamber of the hydraulic cylinder.

Images