Method for integrally laying TBM (Tunnel Boring Machine) construction site in underground excavation station

Abstract

The invention provides a method for integrally laying a TBM (Tunnel Boring Machine) construction site in an underground excavation station, and relates to the technical field of TBM tunnel construction. In order to solve the problems that traditional TBM construction depends on the ground site, the urban center and other regional spaces are limited, vertical transportation is roundabout, efficiency is low and safety risks are high, gantry crane track anchoring components are synchronously pre-buried in the station structure construction stage, an in-station slag pool is poured, and a gantry crane, a segment storage area and a battery car charging area are integrally arranged in a station; and full-period operation of in-station assembly, main line launching, horizontal deslagging and in-station U-turn of the TBM is achieved. The method is mainly used for achieving efficient, safe and environment-friendly intensive construction of the TBM under the condition that ground sites such as an urban center area are limited.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of TBM tunnel construction. More particularly, the present application relates to a method for integrating and arranging a TBM construction site in a subsurface excavation station. BACKGROUND

[0002] With the strong promotion of urban modernization construction, urban rail transit networks continue to extend to densely populated areas and environmentally sensitive areas, and space constraints in construction sites have become the norm. In such areas, stations are mostly constructed using subsurface excavation methods, and interval tunnels are widely constructed using TBM (full-face tunnel boring machine) methods.

[0003] Traditional TBM construction modes rely heavily on ground sites. During the construction preparation phase, large equipment assembly and debugging need to be completed on the ground. During the tunneling process, ground sites are needed for segment storage, spoil storage, and vertical transportation. However, in practice, there are two major problems: first, ground sites are often restricted by existing buildings, ancient tree protection, major traffic arteries, or sensitive environments, and cannot provide or can only provide limited space, severely restricting the normal arrangement of TBM equipment and material turnover. Second, even if some ground sites are available, the hoisting shafts (such as the starting shaft and receiving shaft) required by TBM are often forced to be set laterally at the station rather than directly above the interval tunnel due to line orientation or ground condition restrictions. This positional deviation results in a detour of the vertical transportation path of underground materials and equipment, a long horizontal transfer distance, significantly reducing transportation efficiency and increasing energy consumption, and introducing higher safety risks due to complex logistics.

[0004] When completely losing ground site support and having to rely entirely on underground subsurface station internal space, the challenge is even more severe. The internal space of a subsurface station is usually long and narrow, with strict restrictions on net clearance and plan size. Under these extremely limited conditions, it is necessary to simultaneously accommodate the assembly, storage, and turnaround operations of TBM main machines and long rear supporting trolleys, arrange temporary storage and transfer facilities for spoil, plan segment storage areas, battery car operation and charging areas, and install large lifting equipment. Traditional, non-integrated arrangement ideas can easily lead to mutual occupation of functional areas, cross interference of operation flow lines, and formation of safety and efficiency bottlenecks. In particular, when TBM needs to be received, turned around, and then launched again to another interval within one station, how to provide a safe and efficient rotation and reorganization operation surface for the large TBM equipment in the long and narrow space already filled with fixed facilities is a long-standing technical problem in engineering practice. In addition, improper planning of spoil temporary storage and transfer in the station will further occupy effective space, exacerbate site tension, and affect continuous excavation.

[0005] In summary, the core dilemma faced by existing technologies lies in the extreme scarcity or inappropriate location of surface site resources, forcing TBM construction to heavily rely on underground station space. The inherent spatial limitations within cut-and-cover stations create a sharp contradiction with the diverse and complete functional requirements of TBM construction. How to achieve a scientific, compact, and efficient integrated layout within the confined space of a cut-and-cover station, without relying on surface sites, to ensure safe, orderly, and continuous operation of the entire TBM construction process (including equipment relocation), is a major technical challenge that urgently needs to be addressed in this field. Summary of the Invention

[0006] The purpose of this invention is to provide a method for integrating and deploying a TBM (Tunnel Boring Machine) construction site within a cut-and-cover tunnel station, thereby addressing at least the aforementioned problems. Specifically, this includes: solving how to integrate all core functional areas required for TBM construction (such as equipment assembly areas, excavated soil transfer areas, segment storage areas, and equipment relocation areas) into the space-constrained interior of a cut-and-cover tunnel station without relying on dedicated surface sites, and ensuring that the TBM can be turned around and relocated within the station to support continuous and efficient tunneling construction; solving how to perform high-precision, real-time adjustable three-dimensional spatial positioning of key embedded components in complex construction site environments, ensuring that their installation positions strictly conform to design requirements; and solving how to safely achieve large-angle deployment of a heavy-duty TBM (weighing hundreds of tons) within the limited surface space of the station using a controllable, stable, and non-damaging method. (Approximately 180°) Horizontal rotation prepares the equipment orientation for the start of the next section; it addresses how to pre-simulate and optimize the planar position and shape of each functional area before construction using 3D dynamic simulation technology, effectively avoiding spatial conflicts between static areas and dynamic operating equipment, thereby planning a safe, smooth, and efficient on-site construction site layout; it also addresses how to follow specific priorities and adjustment rules (such as prioritizing the charging area area and "changing the length for width" to reshape the storage area) during the layout optimization process when conflicts occur between key functional areas, and iteratively adjust to quickly and scientifically obtain a final planar layout scheme that avoids spatial interference and meets basic functional requirements.

[0007] To achieve the objectives and other advantages of this invention, a method for integrating and deploying a TBM (Tunnel Boring Machine) construction site within a cut-and-cover railway station is provided, comprising the following steps: During the main structure concrete pouring construction stage of the underground station, the anchoring components of the gantry crane running track are pre-embedded with the station floor structure simultaneously; during the side wall structure concrete pouring construction stage of the underground station, the pool structure of the slag pit used for storing slag is poured with the side wall simultaneously, and the bottom plate of the slag pit is connected with the station floor structure. After the main structure of the tunnel station is completed, a gantry crane is installed inside the station, and the running track of the gantry crane is fixed on the pre-embedded anchor components. The segment storage area and the battery vehicle charging area are arranged longitudinally along the side walls on both sides of the station. The TBM equipment is lowered to the station floor, and the assembly and connection of the TBM main unit and the supporting trolley are completed inside the station. The TBM begins excavation work from the main line tunnel inside the station; the excavated soil is transported to the station by a series of battery-powered cars, and unloaded into the slag pit inside the station by a gantry crane; after being temporarily stored in the slag pit inside the station, the excavated soil is loaded into a closed rubber-tired transport vehicle through the unloading port at the bottom of the pit, and transported to the ground through the construction passage connected to the station. After the TBM completes the tunneling task of a section, it returns to the station. The gantry crane is used to separate the TBM main unit from the supporting trolley. The separated TBM main unit is hoisted to the pre-set slewing operation area on the station floor and rotated horizontally. With the assistance of the gantry crane, the arrangement order of the supporting trolleys is adjusted inside the station. The rotated TBM main unit and the rear-supporting trolleys with the adjusted order are reconnected inside the station to prepare for the start of the next section's excavation.

[0008] Preferably, the synchronous pre-embedded construction step also includes: establishing at least two forced alignment reference points in the pre-embedded construction area based on the station's main structure measurement control network to create an independent installation control network; using a total station to collect and compare the measured three-dimensional coordinates of the pre-embedded parts according to the independent installation control network; while the total station is collecting coordinates, a laser positioning instrument is used to project stable positioning laser marks onto the surface of the pre-embedded parts, which correspond to the theoretical design position of the pre-embedded parts; adjustment personnel operate the fine-tuning bolt mechanism on the pre-embedded parts to adjust the position of the pre-embedded parts in real time based on the visual deviation between the actual landing point of the positioning laser marks on the surface of the pre-embedded parts and the preset alignment target on the pre-embedded parts; in the final verification stage before concrete pouring, the measured three-dimensional coordinate readings of the total station and the visual alignment of the positioning laser marks are collected simultaneously until the actual installation position of the pre-embedded parts meets the allowable range of longitudinal deviation not exceeding ±5 mm, lateral deviation not exceeding ±3 mm, and elevation deviation not exceeding ±2 mm.

[0009] Preferably, the horizontal rotation step of the TBM main unit further includes: constructing a 50-80 mm thick C40 fine aggregate concrete hardening leveling layer on the station floor surface of the slewing operation area, and coating its surface with a friction-reducing material coating with a friction coefficient of less than 0.1; symmetrically arranging at least two pairs of horizontal hydraulic jacks on both sides of the slewing operation area, with the base of each hydraulic jack anchored to a pre-set pull-out anchor on the periphery of the slewing operation area; welding at least four temporary lifting lugs at equal intervals around the circumference of the bottom shield of the TBM main unit, and connecting detachable temporary sliding supports through the temporary lifting lugs; the temporary sliding supports consist of an upper ball joint connector, a middle pressure-bearing steel plate, and a lower polytetrafluoroethylene sliding plate; during the horizontal rotation operation, first operating the gantry crane... The steel wire rope is connected to the original hoisting point on the TBM main unit, providing a lifting force perpendicular to the ground. This lifting force is controlled at 20%-30% of the TBM main unit's own weight to partially offset the weight of the main unit and reduce the compressive stress on the temporary sliding support. Then, the pushing end of the hydraulic jack is applied to the stiffening rib plate welded to the outer shell of the shield, with the axis of the hydraulic jack tangent to the shield body. During the rotation, a stable vertical force is provided by the gantry crane, while at least two pairs of horizontal hydraulic jacks are operated synchronously by the control console to push in stages and alternately, so that the TBM main unit slides horizontally on the anti-friction coating surface through the PTFE sliding plate. The rotation angle is monitored by measuring the coordinate changes of the prism on the shield body in real time until the target rotation range of 170°-190° is reached.

[0010] Preferably, the step of arranging the segment storage area and the battery vehicle charging area further includes, based on the as-built 3D digital model of the main structure of the tunnel station, importing the gantry crane's lifting range envelope model, the battery vehicle's preset running trajectory model, the unloading operation space model of the slag pit within the station, and the solid dimension models of the segments and battery vehicles; defining the unloading operation space model as a static restricted area during the simulation process; and in the 3D simulation environment, driving the battery vehicle's running trajectory model and the gantry crane's lifting envelope model to perform dynamic operation simulation according to the preset tunneling cycle operation rhythm, and detecting their interactions and their... Spatial interference between the storage area and the static restricted area; based on the spatial interference results detected by dynamic operation simulation, the initial planned location, boundary shape, and floor area of ​​the segment storage area and the electric vehicle charging area are iteratively adjusted and optimized; based on the final determined plan layout, a fixed isolation barrier passage with a width of 2-3 meters is set at the adjacent boundary between the segment storage area and the electric vehicle charging area; in the overlapping area of ​​the electric vehicle running path and the main hoisting path of the gantry crane on the ground, continuous markings with obvious color contrast to the surrounding ground are laid, and the width of the continuous markings ranges from 0.2 to 0.3 meters.

[0011] Preferably, the initial planned locations, boundary shapes, and floor areas of the tunnel segment storage area and the electric vehicle charging area are iteratively adjusted and optimized. Specifically, this includes: First, in the simulation environment, the planned areas of the tunnel segment storage area or the electric vehicle charging area that are spatially interfering with the static restricted area are translated in a direction away from the static restricted area until the interference is eliminated. Second, if a new interference occurs between the tunnel segment storage area and the electric vehicle charging area after translation, the planned area of ​​the electric vehicle charging area is kept unchanged, and the boundary shape of the tunnel segment storage area is modified by extending its length along the longitudinal direction of the station and correspondingly reducing its width until the interference is eliminated and the tunnel segment storage capacity meets the preset requirements. Finally, for the layout scheme after translation or modification, the electric vehicle running trajectory model and the gantry crane lifting envelope model are dynamically simulated to verify whether spatial interference still exists. If interference still exists, the above translation, modification, and verification steps are repeated until spatial interference is no longer detected in the dynamic operation simulation, and the layout scheme in this state is determined as the final plan layout scheme.

[0012] Preferably, the effective volume of the slag pit in the station is determined based on the slag discharge intensity during the peak period of TBM tunneling construction; the slag discharge intensity during the peak period ranges from 60 to 100 cubic meters per hour; the effective volume of the slag pit in the station is 6 to 10 times the slag discharge intensity during the peak period; the bottom of the slag pit in the station is provided with drainage holes leading to the drainage ditch, and the drainage ditch is connected to the main drainage pipeline inside the station; the diameter of the main drainage pipeline ranges from 400 to 600 mm, and the laying slope ranges from 1% to 3%.

[0013] Preferably, the rated lifting capacity of the gantry crane is 80-150 tons; the main beam span of the gantry crane is 10-20 meters; the diameter of the preset slewing operation area is 1.5-2.0 times the diameter of the TBM main shield; the segment storage area is arranged longitudinally along the side wall of the station, with a storage length of 20-60 meters and a storage width of 3-8 meters.

[0014] Preferably, the pre-embedded anchoring components include pre-embedded steel plates and chemical anchors; the depth of the chemical anchors embedded in the concrete of the station floor slab ranges from 250 to 400 mm; and the center-to-center distance between adjacent chemical anchors ranges from 400 to 600 mm.

[0015] The present invention has at least the following beneficial effects: First, by simultaneously pre-embedding gantry crane track anchoring components and pouring slag pits within the station during the construction phase of the main structure of the tunnel-excavated station, the construction site and station structure are integrated, effectively avoiding the dependence on ground-level sites inherent in traditional construction. This eliminates the need for separate planning of equipment assembly, slag yards, and functional areas on the ground, solving the problem of limited space in city centers. It also shortens transportation routes, avoids the detours of vertical transportation, and improves construction efficiency and safety. TBM equipment can be assembled, turned, and reassembled within the station, simplifying the section transition process, reducing equipment disassembly and transportation steps, lowering the risk of equipment damage, and ensuring the continuity and coordination of construction.

[0016] Secondly, by establishing an independent installation control network and combining total station 3D coordinate acquisition with laser positioning instrument visual marking for dual verification, precise positioning and adjustment basis was provided for the pre-embedding of anchoring components. Adjustment personnel can fine-tune the component positions in real time based on visual deviations, ensuring the final installation accuracy meets requirements and avoiding the inaccuracies of traditional pre-embedding methods. Precise pre-embedding installation not only ensures the stability and safety of subsequent gantry crane operation but also eliminates the need for secondary processing of the pre-formed station floor slab, avoiding damage to the overall structure of the floor slab, reducing subsequent rectification procedures, and improving construction quality and efficiency.

[0017] Third, the application of a hardened leveling layer and a friction-reducing coating, along with the installation of temporary sliding supports, reduced the frictional resistance of the TBM main unit's horizontal rotation. The gantry crane provided vertical lifting force to offset part of its own weight, and combined with the alternating, staged pushing of hydraulic jacks, controllable and stable rotation of the main unit was achieved. This eliminated the need to disassemble and transport the equipment to the ground for turning, significantly shortening the turning operation time. Real-time coordinate monitoring ensured precise rotation angles, avoiding turning deviations, reducing the risk of equipment damage and construction costs, improving the efficiency of TBM section transitions, and ensuring the smooth progress of subsequent construction.

[0018] Fourth, dynamic simulation based on a 3D digital model can detect and avoid spatial interference between functional areas, hoisting ranges, and restricted areas in advance, ensuring a scientific and reasonable layout of the segment storage area and battery vehicle charging area. Fixed isolation barriers and high-contrast continuous markings clearly define the work area and walking path, avoiding the risk of collisions between construction personnel and equipment. The optimized layout improves the efficiency of segment transfer and battery vehicle charging, reduces operational interference, makes construction organization more orderly, reduces the difficulty of on-site safety management, and is suitable for the limited internal space of the cut-and-cover station.

[0019] Fifth, through an orderly iterative process of "translation to eliminate interference, reshaping to ensure capacity, and re-simulation verification," the targetedness and effectiveness of the layout optimization of the tunnel segment storage area and the electric vehicle charging area were ensured. Prioritizing the area of ​​the electric vehicle charging area and the storage capacity of the tunnel segments avoided functional deficiencies during the optimization process. Multiple simulation verifications completely eliminated spatial interference, avoiding the drawbacks of traditional disorderly adjustments that easily lead to secondary problems. This improved the efficiency and stability of the layout optimization, ensuring that the final solution not only fits the site space but also meets the functional requirements of each stage of construction, guaranteeing smooth operation.

[0020] Sixth, the effective volume of the slag pit within the station, determined based on the peak slag discharge intensity of the TBM, can meet the temporary storage needs of slag during peak periods, avoiding the problem of slag accumulation causing interruptions in tunneling construction and ensuring the continuity of construction. The rational layout of the drainage holes at the bottom of the pit and the main drainage pipeline ensures smooth drainage of water accumulated in the slag pit, preventing water accumulation from affecting the pit's functionality. The comprehensive drainage system reduces the risk of slag adhering to the pit body, facilitates slag loading, unloading, and transportation, and also reduces the adverse effects of water accumulation on the station structure, improving the stability and environmental friendliness of the slag yard operation.

[0021] Seventh, the reasonable matching of the gantry crane's rated lifting capacity with the main beam span ensures that it can meet the operational needs of TBM equipment hoisting and excavated soil transportation, while also adapting to the internal space of the cut-and-cover station, avoiding problems of insufficient hoisting capacity or wasted space. The dimensions of the slewing operation area are adapted to the diameter of the TBM main shield, ensuring smooth turning operations; the size planning of the segment storage area can meet the storage needs of the segments required for construction, avoiding disorderly stacking or insufficient storage of segments. The precise matching of the dimensions and parameters of each facility improves the utilization rate of the internal space of the cut-and-cover station and ensures the efficient implementation of various construction stages.

[0022] Eighth, by limiting the insertion depth and spacing of chemical anchors, sufficient anchoring strength is ensured in the anchoring components, enabling them to stably bear various loads generated during the operation of the gantry crane and avoiding safety hazards such as track loosening and deviation caused by unreliable anchoring. A reliable anchoring foundation guarantees the smooth and safe operation of the gantry crane, extends equipment lifespan, and reduces the frequency and cost of subsequent maintenance and repairs. At the same time, the reasonable anchoring parameter design avoids the problem of excessively dense or sparse anchor placement, balancing the anchoring effect with the integrity of the station's floor structure.

[0023] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to embodiments, so that those skilled in the art can implement it based on the description.

[0025] It should be noted that, unless otherwise specified, the experimental methods described in the following embodiments are conventional methods, and the reagents and materials described are commercially available.

[0026] According to one embodiment of the present invention, a method for integrating TBM construction site within a cut-and-cover railway station includes: During the main structure concrete pouring stage of the cut-and-cover railway station, simultaneously carrying out the pre-embedding construction of the gantry crane running track anchoring components and the station floor structure. The selected anchoring components may include pre-embedded steel plates and chemical anchors. The depth of the chemical anchors embedded in the station floor concrete can be selected within a suitable range, and the center distance between adjacent chemical anchors can also be selected within a reasonable range according to the load-bearing requirements of the floor. During the pre-embedding process, it is necessary to ensure a reliable connection between the anchoring components and the floor reinforcement. During the side wall structure concrete pouring stage of the cut-and-cover railway station, simultaneously carrying out the pouring of the slag pit structure. The thickness of the slag pit can be selected based on the weight of the temporarily stored slag, and the height of the pit needs to be determined in conjunction with the height of the station side walls and the amount of slag stored. During pouring, it is necessary to ensure a tight connection between the floor of the slag pit and the station floor structure. The connection is reinforced with steel reinforcement lap splicing to enhance the overall integrity, and the lap length can be selected within a range that meets the structural strength requirements.

[0027] After the main structure of the tunnel-cut station is completed, a gantry crane is installed inside the station. The span of the gantry crane's main beam can be selected within a reasonable range based on the width of the station's interior. The rated lifting capacity must be selected within a suitable range to match the TBM equipment and the needs of excavated soil transportation. During installation, the gantry crane's running track is precisely fixed to the pre-set anchoring components. After fixing, the flatness of the track must be checked. Subsequently, segment storage areas and battery vehicle charging areas are arranged longitudinally along the side walls on both sides of the station interior. The storage length of the segment storage area can be selected within a reasonable range based on the tunneling requirements, and the storage width must be adapted to the segment size and transfer space requirements. The area of ​​the battery vehicle charging area needs to be determined based on the number of battery vehicles and the size of the charging equipment. The charging area must be equipped with independent protective facilities. Afterward, the TBM equipment is lowered to the station floor in sections. The lowering process is carried out step by step using a gantry crane. The lowering sequence follows the principle of main unit first, followed by supporting trolleys. After lowering, the TBM main unit and supporting trolleys are assembled and connected inside the station according to the equipment assembly specifications. After connection, the sealing and tightness of each connection part must be checked.

[0028] The TBM (Transporter Machine Tool) begins tunneling from the main line tunnel location inside the station. During tunneling, a suitable tunneling speed can be selected based on geological conditions. Excavated material is transported to the station by battery-powered trains. The number of trains can be selected appropriately based on the excavation intensity, and smooth operation must be ensured during transport. Upon arrival at the station, the excavated material is unloaded from the battery-powered trains into the station's excavation pit using a gantry crane. The frequency of the gantry crane's excavation lifting must match the frequency of the battery-powered train transport. The excavated material is temporarily stored in the station's excavation pit. The effective volume of the pit can be determined based on the peak excavation intensity during TBM tunneling. During temporary storage, accumulated water in the pit must be drained promptly. The water flows into a drainage ditch through drain holes at the bottom of the pit, and then into the main drainage pipeline inside the station. The diameter of the main drainage pipeline can be selected within a reasonable range, and the slope must also meet the requirements for smooth drainage. After temporary storage, the excavated soil is loaded into a closed rubber-tired transport vehicle through the unloading port at the bottom of the pool. The load capacity of the closed rubber-tired transport vehicle can be selected according to the load-bearing capacity of the construction channel. Then, it is transported to the ground through the construction channel connected to the station. The width of the construction channel must be suitable for the passage requirements of the rubber-tired transport vehicle.

[0029] After the TBM completes the tunneling task for a section, the equipment is returned to a designated area inside the station. Using a gantry crane and specialized lifting equipment, the TBM main unit is separated from the supporting trolleys. The separation process must be slow and smooth to avoid impacting the equipment. The separated TBM main unit is then hoisted to a pre-designated slewing area on the station floor. The diameter of the slewing area can be selected within a reasonable range based on the diameter of the TBM shield body, and precise positioning is required during hoisting. The TBM main unit is then rotated horizontally, with the rotation angle monitored in real time to ensure it conforms to the direction requirements for the next section's tunneling. Simultaneously, with the assistance of the gantry crane, the arrangement of the supporting trolleys within the station is adjusted, following the equipment's operational logic. Finally, the rotated TBM main unit and the rear-mounted supporting trolleys are reconnected within the station. After connection, all systems are tested to ensure the equipment is in normal operating condition, ready for the start of the next section's tunneling.

[0030] This implementation method achieves integrated deployment of TBM construction sites within cut-and-cover stations, effectively avoiding the dependence of traditional TBM construction on ground-level sites and solving the problem of insufficient construction sites caused by limited ground space in city centers. It eliminates the need for separate planning of equipment assembly areas, spoil heaps, and various functional areas on the ground, shortening the paths for spoil transportation and equipment transfer, avoiding circuitous vertical transportation routes, and improving construction efficiency. TBM equipment can be assembled, separated, rotated, and reassembled during section transitions within the station, simplifying the construction process, reducing equipment disassembly and transportation steps, lowering the risk of equipment damage, ensuring the continuity and stability of TBM construction, and improving the safety of the construction process. It is suitable for the rail construction needs of densely populated urban centers and environmentally sensitive areas.

[0031] According to another embodiment of the present invention, during the synchronous pre-embedding construction stage of the anchorage components for the gantry crane running track in a tunnel-excavated station, firstly, based on the established station main structure measurement control network, forced centering reference points are set up in the pre-embedding construction area. At least two reference points are required, but in actual construction, two to four can be selected depending on the size of the pre-embedding area. The reference points are made of stainless steel, and the embedding depth must ensure a stable connection with the station's bottom slab reinforcement layer to prevent displacement during subsequent construction. An independent installation control network is established using these reference points. The density of the control network must be adapted to the installation spacing of the anchorage components. During the setup process, the coordinates of the reference points must be checked multiple times to ensure that the accuracy of the control network meets the positioning requirements for the pre-embedded components.

[0032] During the positioning of embedded parts, a total station is used to collect and compare the measured three-dimensional coordinates of the embedded parts based on the established independent installation control network. The measurement accuracy of the total station must meet the level specified in the engineering surveying standards. Coordinate data of at least three different feature points are collected for each embedded part. After collection, the measured data is compared with the theoretical design coordinates in real time to generate deviation data. At the same time, a laser positioning instrument is activated to project stable positioning laser marks onto the surface of the embedded parts. The projection accuracy of the laser positioning instrument must ensure that the marks are clear and legible. These positioning laser marks accurately correspond to the theoretical design position of the embedded parts, providing an intuitive positioning reference for adjustment personnel.

[0033] The adjustment personnel observe the visual deviation between the actual landing point of the positioning laser mark on the surface of the embedded part and the preset alignment target on the embedded part, and then operate the pre-set fine-tuning bolt mechanism on the embedded part to adjust the position. The adjustment stroke of the fine-tuning bolt mechanism must cover the maximum possible deviation range. The adjustment is carried out in steps, pausing after each adjustment to observe the change in the offset of the laser mark until the visual deviation gradually decreases. The fine-tuning bolts are made of high-strength alloy to ensure that they can withstand the weight of the embedded part during the adjustment process and to avoid bolt deformation or damage.

[0034] During the final verification stage before concrete pouring, the measured three-dimensional coordinate readings from the total station and the visual alignment of the positioning laser marks are simultaneously collected and cross-verified. If deviations are still found, fine-tuning is performed using the fine-tuning bolt mechanism, and the data collection and verification steps are repeated until the actual installation position of the embedded parts meets the allowable range of longitudinal deviation not exceeding ±5 mm, lateral deviation not exceeding ±3 mm, and elevation deviation not exceeding ±2 mm. Only after confirming that all embedded parts are positioned correctly can subsequent concrete pouring construction proceed.

[0035] This implementation method provides precise positioning and adjustment guarantees for the synchronous pre-embedding construction of anchoring components, effectively solving the problem of insufficient positioning accuracy in traditional pre-embedding methods. The combined use of dual positioning and verification methods ensures the accuracy of the installation position of the pre-embedded parts, avoiding uneven installation of the gantry crane track due to positioning deviations. No secondary processing or adjustment of the formed station floor slab is required, protecting the integrity of the station floor slab structure, reducing subsequent rectification procedures, improving construction quality and efficiency, and laying a solid foundation for the subsequent stable and safe operation of the gantry crane.

[0036] According to another embodiment of the present invention, before the TBM main unit performs horizontal rotation operations, the surface of the station floor slab in the rotation operation area is first treated by pouring a layer of C40 fine aggregate concrete hardening leveling layer. The thickness of the leveling layer can be selected within the range of 50-80 mm according to the flatness requirements of the floor slab. During the pouring process, a plate vibrator is used to compact the surface to ensure that the surface is flat and free of protrusions. After the pouring is completed and the curing meets the standards, a friction-reducing material coating is uniformly applied to its surface. The coating is a polytetrafluoroethylene coating with a friction coefficient of less than 0.1. During the application, the coating thickness is ensured to be uniform, without any missed areas or wrinkles. After the coating is applied, it needs to be left to stand until it is completely cured to ensure the friction-reducing effect.

[0037] Horizontal hydraulic jacks are symmetrically arranged on both sides of the slewing working area. At least two pairs of jacks are required, but in practice, two to four pairs can be selected based on the weight of the TBM and the thrust required for rotation, ensuring symmetrical distribution and balanced jacking force. The base of each hydraulic jack is anchored to a pre-embedded pull-out anchor on the periphery of the slewing working area using pre-embedded bolts. The pull-out anchor is made of reinforced concrete, and its embedment depth must meet the pull-out bearing capacity requirements. After anchoring, the tightness of the base must be checked to prevent displacement during the jacking process.

[0038] Temporary lifting lugs are fixed around the circumference of the shield at the bottom of the TBM main unit using an evenly spaced welding method. There are no fewer than four lifting lugs, and the welding spacing can be evenly distributed according to the circumference of the shield. The lifting lugs are made of high-strength alloy steel. Before welding, the welding areas of the shield are derusted. During welding, an arc welding process is used to ensure a full weld without slag inclusions, porosity, or other defects. A detachable temporary sliding support is connected via the temporary lifting lugs. This support consists of an upper ball joint connector, a middle pressure-bearing steel plate, and a lower PTFE sliding plate. During assembly, the ball joint connector is first connected and secured to the lifting lugs, and then the pressure-bearing steel plate and PTFE sliding plate are installed sequentially, ensuring that all components are tightly connected and without loosening.

[0039] During horizontal rotation, the gantry crane is first operated, connected to the existing lifting points on the TBM main unit via high-strength steel wire ropes. The lifting force of the gantry crane is adjusted to provide a lifting force perpendicular to the ground. This lifting force is controlled at 20%-30% of the TBM main unit's own weight. The lifting force can be adjusted in real time through the gantry crane's load monitoring system to partially offset the weight of the main unit and reduce the compressive stress on the temporary sliding supports. Subsequently, the jacking ends of the hydraulic jacks are precisely applied to the stiffening ribs welded to the shield shell, ensuring that the jack axis is tangent to the shield body to avoid lateral forces during jacking. During rotation, the gantry crane continuously provides a stable vertical force, while the control console synchronously operates each pair of horizontal hydraulic jacks to jack in stages and alternately. The jacking speed is slow and uniform, allowing the TBM main unit to slide controllably horizontally on the anti-friction coating surface via the PTFE sliding plate. The coordinate changes of the preset prisms on the shield are measured in real time by a total station to monitor the rotation angle. The coordinate data is recorded at regular intervals until the TBM host rotation angle reaches the target rotation range of 170°-190°, at which point the jacking operation is stopped.

[0040] This implementation method effectively solves the problem of difficult horizontal rotation of the TBM main unit within the station, eliminating the need to disassemble and transport the equipment to a dedicated ground site for turning, thus simplifying the turning operation process. The combination of the anti-friction coating and temporary sliding supports reduces rotational friction resistance, while the coordinated operation of the gantry crane and hydraulic jacks enables smooth and controllable rotation of the main unit, and real-time angle monitoring ensures rotational accuracy. The entire turning process eliminates the need for complex disassembly and transportation, shortening operation time, reducing the risk of equipment damage and construction costs, improving the connection efficiency of TBM section transitions, and ensuring the smooth progress of subsequent tunneling construction.

[0041] According to another embodiment of the present invention, before arranging the segment storage area and the battery vehicle charging area, a completed three-dimensional digital model of the main structure of the tunnel-cut station is first obtained. This model is established using measured data during construction to ensure that the dimensions accurately match the actual structure. Subsequently, the lifting range envelope model of the gantry crane, the preset running trajectory model of the battery vehicle, the unloading operation space model of the slag pit in the station, and the solid dimension models of the segments and battery vehicles are imported one by one into the same three-dimensional simulation platform. During the import process, the coordinate systems of each model are uniformly calibrated to avoid distortion of simulation results due to coordinate deviations. The accuracy of the model must meet the basic requirements of the engineering construction plan.

[0042] In the 3D simulation environment, the unloading operation space model of the slag pit within the station is defined as a static restricted area, clearly defining its boundaries and prohibiting other models from entering. Then, the battery-powered vehicle's trajectory model and the gantry crane's lifting envelope model are dynamically simulated according to a preset tunneling cycle. The operating cycle can be determined within a reasonable range based on actual construction parameters such as TBM tunneling speed and slag removal efficiency. During the simulation, the spatial interference between the battery-powered vehicle's trajectory and the gantry crane's lifting range, as well as between both and the static restricted area, is detected in real time. The location, duration, and type of interference are recorded, providing data support for subsequent layout optimization.

[0043] Based on the spatial interference results detected by dynamic operation simulation, the initial planned locations, boundary shapes, and floor areas of the segment storage area and the battery vehicle charging area are iteratively adjusted and optimized. During adjustments, priority is given to ensuring the basic usage needs of each functional area. For example, the segment storage area must meet the current segment reserve requirements of the tunneling section, and the battery vehicle charging area must accommodate a predetermined number of charging devices and battery vehicles waiting to be charged. Adjustment methods can be selected based on the type of interference, such as translation, scaling, or modification of boundary shapes. After each adjustment, the model is re-imported for local simulation verification until significant interference is initially eliminated.

[0044] After finalizing the layout of the segment storage area and the battery-powered vehicle charging area, fixed isolation barriers were installed at their adjacent boundaries. The barriers were made of high-strength steel pipes, and the width of the barriers was controlled within the range of 2-3 meters. The specific width could be determined based on the needs of personnel passage and the transfer of small equipment within the station. The barriers were fixed to the station floor slab with expansion bolts to ensure a secure connection. Simultaneously, in the overlapping area of ​​the battery-powered vehicle's operating path and the gantry crane's main lifting path projected onto the ground, continuous road markings with a clear color contrast to the surrounding ground were laid. The markings used wear-resistant and anti-slip road-specific paint, with a width controlled within the range of 0.2-0.3 meters. Before painting, the ground was cleaned and leveled to ensure the markings were clear, flat, and not easily detached.

[0045] This implementation effectively solves the problem of spatial interference caused by the unreasonable layout of the segment storage area and the battery vehicle charging area. Three-dimensional simulation ensures the scientific and rational nature of the layout scheme, avoiding mutual interference between equipment and areas during construction. The setting of isolation barriers and warning markings clearly defines the work area and passageway, reducing the risk of personnel and equipment collisions and making on-site construction organization more orderly. The optimized layout fully adapts to the limited internal space of the cut-and-cover station, improves the connection efficiency of segment transfer, battery vehicle charging, and other links, reduces the difficulty of on-site safety management, and ensures the smoothness and safety of the construction process.

[0046] According to another embodiment of the present invention, when optimizing the layout of the segment storage area and the battery vehicle charging area, the planned areas that spatially interfere with the static restricted area (the slag pool unloading operation space within the station) are first accurately identified in a three-dimensional simulation environment, clarifying the specific location, range, and degree of interference of the interference areas. Then, the planned areas of the segment storage area or battery vehicle charging area with interference are gradually translated along a direction away from the static restricted area. The translation speed is stable, and the translation distance is reasonably controlled according to the magnitude of the interference. After each translation, the process is paused and a preliminary boundary interference check is performed until the interference between the area and the static restricted area is completely eliminated.

[0047] If new spatial interference arises between the segment storage area and the battery vehicle charging area after the translation operation is completed, the planned area of ​​the battery vehicle charging area should be calculated first to ensure that it can meet the simultaneous charging needs of the preset number of battery vehicles and the installation space for charging equipment, prioritizing keeping the planned area of ​​the battery vehicle charging area unchanged. Next, the boundary shape of the segment storage area should be modified by extending its length along the longitudinal direction of the station. The extension length can be reasonably selected based on the remaining longitudinal space resources of the station, while its width is correspondingly reduced. The reduced width must ensure that it can meet the requirements for stable stacking of single or multiple rows of segments until the interference between the segment storage area and the battery vehicle charging area is eliminated, and the segment storage capacity can meet the preset reserve needs of the current tunneling section.

[0048] The layout scheme after translation or boundary modification was optimized and verified. The adjusted segment storage area and battery vehicle charging area models were updated to the 3D simulation platform. Using the previously set tunneling cycle operation parameters, the battery vehicle trajectory model and the gantry crane lifting envelope model were re-driven for dynamic operation simulation. During the simulation, the spatial relationship between the models was continuously monitored, with a focus on checking whether there were still spatial interferences between the adjusted functional areas and the battery vehicle trajectory, the gantry crane lifting range, and the static restricted areas.

[0049] If spatial interference is still detected after resimulation, the translation, reshaping, and verification steps described above are repeated. Each time this is repeated, the optimization parameters are adjusted based on newly detected interference, such as adjusting the translation distance, the longitudinal extension length of the segment storage area, or the lateral reduction range, until no spatial interference is detected in the dynamic simulation. At this point, the layout scheme of the segment storage area and the battery-powered vehicle charging area in this state is determined as the final plan layout scheme to guide actual on-site construction.

[0050] This implementation method effectively solves the disorder problem existing in traditional layout adjustments and avoids the drawbacks of secondary interference or insufficient segment storage capacity during the optimization process. It prioritizes the usage needs of core functional areas, ensuring the targetedness and effectiveness of layout optimization and improving its efficiency and stability. The final layout scheme completely eliminates various spatial interferences while meeting the functional requirements of segment storage and battery vehicle charging, fully adapting to the limited internal space of the cut-and-cover station, and providing a guarantee for the smooth progress of subsequent construction phases.

[0051] According to another embodiment of the present invention, when determining the effective volume of the slag pit within the station, it is first necessary to calculate the slag discharge intensity during peak hours of TBM tunneling. The calculation method can be determined by combining geological survey data of the construction area, the rated tunneling parameters of the TBM equipment, and the actual slag discharge records from the previous trial tunneling stage. The slag discharge intensity during peak hours typically fluctuates within the range of 60-100 cubic meters per hour. Based on the calculated peak slag discharge intensity value, the effective volume of the slag pit within the station is set to 6-10 times this value. The specific multiple can be adjusted according to the available space inside the station, the frequency of slag transfer, and other actual construction conditions. If the slag transfer path is long and the transfer efficiency is low, a larger multiple can be selected to ensure temporary storage needs.

[0052] During the construction of the slag pit bottom within the station, drainage holes leading to the drainage ditch are installed simultaneously. The diameter of the drainage holes can be selected within a reasonable range to ensure that accumulated water can be discharged quickly and will not be blocked by slag. The drainage holes are arranged in a uniform distribution, with the density determined based on the bottom area of ​​the slag pit. Generally, the number of drainage holes can be appropriately increased in low-lying areas of the pit bottom to ensure that water from all areas of the pit bottom can smoothly flow into the drainage holes, avoiding water residue. The edges of the drainage holes need to be ground smooth to prevent slag from accumulating at the hole openings and causing blockages.

[0053] Connect the drainage ditch at the bottom of the slag pit to the main drainage pipe inside the station. Use sealed joints at the connection points and rubber gaskets to enhance sealing and prevent leakage during drainage. Before connection, verify the interface dimensions of the drainage ditch and the main drainage pipe to ensure compatibility. After connection, conduct a water flow test to check for smooth water flow and any leaks at the connection points. If any leaks are found, repair them promptly.

[0054] The diameter of the main drainage pipe needs to be determined comprehensively based on the maximum drainage volume of the slag pit, the drainage distance, and the pipe laying slope. A suitable size is typically selected within the range of 400-600 mm. Larger pipe diameters can be used for larger drainage volumes or longer drainage distances. The pipe laying slope should be controlled within the range of 1%-3%. Before laying, the pipe laying path must be leveled, and supports should be used to fix the pipe in the predetermined position to ensure a uniform slope and avoid localized low-lying areas that could lead to water accumulation. After laying, a water flow test should be conducted again to verify whether the drainage capacity meets the design requirements.

[0055] This implementation method ensures that the effective volume of the slag pit within the station is sufficient to meet the slag removal needs during peak TBM tunneling periods, avoiding slag accumulation due to insufficient pit volume and guaranteeing the continuity of TBM tunneling operations. The rational layout and parameter matching of the bottom drainage holes, drainage ditches, and main drainage pipelines enable smooth drainage of water accumulated in the slag pit, preventing slag from adhering to the pit body and affecting slag loading and unloading. It also reduces the adverse effects of water accumulation on the station structure, improves the stability and reliability of the slag pit operation, and ensures smooth connection between slag storage and transfer.

[0056] According to another embodiment of the present invention, when selecting the rated lifting capacity of the gantry crane, the parameters should be comprehensively determined based on construction requirements such as the maximum single weight of the TBM main unit and the supporting trolley, and the maximum weight of the excavated soil in a single operation. The rated lifting capacity ranges from 80 to 150 tons. If the TBM main unit is heavy or requires lifting heavy supporting equipment in a single operation, a larger value within this range can be selected; if the lifting load during construction is relatively small, a smaller value can be selected to suit the site requirements. After selection, the gantry crane needs to undergo no-load and full-load trial runs to check the stability and reliability of the lifting system, ensuring that it can meet the lifting operation requirements in actual construction.

[0057] When determining the main beam span of the gantry crane, the core basis is the net width dimensions inside the tunneled station and the installation positions of the track anchoring components. The main beam span range is set at 10-20 meters. The distance between the track installation points on both sides of the station is measured. Based on the measurement results, a suitable span value is selected within the above range to ensure that the main beam, after installation, covers the main hoisting area within the station, while avoiding interference with the station's side walls and roof structure. During installation, the actual dimensions of the main beam span must be monitored in real time, and the track spacing adjusted to ensure span accuracy. After installation, the levelness of the main beam is checked to avoid affecting the stability of hoisting due to span deviations.

[0058] When presetting the diameter of the slewing working area, first accurately measure the actual diameter of the TBM main shield, and then set the diameter range of the slewing working area to be 1.5-2.0 times that diameter. If the diameter of the TBM main shield is large, or if more operating space is required during rotation, a value close to 2.0 times can be selected; if the space within the station is limited, a value close to 1.5 times can be selected while ensuring rotation requirements are met. After determining the diameter, mark the lines on the station floor according to this dimension, and then construct a hardened leveling layer around the marked area to ensure that the range of the slewing working area accurately matches the design requirements.

[0059] The segment storage area is arranged longitudinally along the station sidewall, with a storage length ranging from 20 to 60 meters. The specific length needs to be determined based on the total segment demand of a single tunneling section and the available longitudinal space in the station. If the segment demand is large and the longitudinal space of the station is sufficient, a longer length can be selected; if space is limited, an appropriate length can be selected based on the segment transfer frequency. The storage width ranges from 3 to 8 meters, and needs to be determined based on the outer diameter of the segments and the passage space requirements of the transfer equipment, ensuring that sufficient transfer channels are still reserved after the segments are stacked. During the layout, the boundary line of the storage area should first be marked along the sidewall, and the distance between the boundary line and surrounding equipment and passages should be checked. After confirming that the distance is correct, subsequent site leveling should be carried out.

[0060] This implementation method ensures precise adaptation of all facilities to the internal space of the tunnel-cutting station and the TBM construction requirements through the scientific setting of key parameters of the gantry crane, the slewing operation area, and the segment storage area. Reasonable gantry crane parameters guarantee stable and efficient lifting operations, the appropriate slewing operation area dimensions provide ample space for the TBM to turn within the station, and the standardized dimensions and layout of the segment storage area meet the needs of segment storage and transportation. The overall design of adaptable parameters and dimensions improves the utilization rate of the station space, avoids construction interference caused by improper facility dimensions, and provides a fundamental guarantee for the smooth progress of all construction phases.

[0061] According to another embodiment of the present invention, the pre-embedded anchoring component is composed of a pre-embedded steel plate and chemical anchors. The pre-embedded steel plate is made of steel that meets the requirements of the engineering structure; commonly used steels are Q235 or Q345 series steels. The steel source is commercially available qualified engineering steel, and its thickness needs to be determined based on the load generated by the gantry crane operation to ensure sufficient load-bearing capacity. The chemical anchors are epoxy-based chemical anchors. These anchors have stable bonding performance and are suitable for the anchoring requirements of concrete substrates. Commercially available products that meet the industry standards for building anchors can be selected. The specifications and models of the anchors must match the hole diameter and load-bearing requirements of the pre-embedded steel plate.

[0062] When determining the depth to which chemical anchors should be implanted into the concrete base slab of the station, it is necessary to comprehensively calculate based on the design strength grade of the concrete base slab, the maximum load generated during the operation of the gantry crane, and the specifications of the chemical anchors. The implantation depth should be controlled between 250-400 mm. If the concrete strength grade of the station base slab is high and the load borne by the anchor is relatively small, a shallower value within this range can be selected; if the concrete strength is average or the load is large, a deeper value should be selected to ensure the reliability of the anchoring. During construction, a hole is first drilled to the determined depth using specialized drilling equipment. After drilling, the dust and debris inside the hole are cleaned to ensure that the hole is clean and dry. Then, the chemical anchor is implanted into the hole, ensuring that the anchor is perpendicular to the surface of the base slab without tilting.

[0063] The center-to-center distance between adjacent chemical anchors needs to be determined based on the anchor diameter, anchoring force requirements, and load distribution. The range is typically 400-600 mm. When using anchors with larger diameters or requiring greater anchoring force, a center-to-center distance close to 600 mm is preferred. If the anchor diameter is smaller and the load distribution is uniform, a center-to-center distance close to 400 mm can be selected to ensure effective anchoring while making efficient use of the pre-embedded area. Before installing the anchors, mark the drilling positions on the pre-embedded steel plate according to the determined center-to-center distance. Then, locate the corresponding positions in the pre-embedded area of ​​the station floor slab to ensure accurate center-to-center distance between adjacent anchors and avoid uneven load distribution due to excessive spacing deviation.

[0064] When installing anchoring components, first place the pre-embedded steel plate in the pre-embedded area of ​​the station floor slab according to the preset position, adjust the steel plate to a horizontal state, and temporarily fix it. Then, according to the marked hole positions on the steel plate, drill holes in the concrete of the station floor slab. After drilling and cleaning, insert chemical anchors. After the chemical anchors have cured to the specified strength, pass the nuts through the anchors and tighten them to the pre-embedded steel plate. During the tightening process, use a torque wrench to control the tightening torque to ensure a firm connection. After installation, conduct on-site pull-out tests on the anchoring components, and select some anchors for sampling inspection to check whether their anchoring force meets the design requirements. If the test fails, rectification must be carried out in time until all anchoring components meet the requirements.

[0065] This implementation method clarifies the composition and key parameters of the anchoring components, standardizes the selection and construction process of the anchoring components, and ensures that the anchoring components have sufficient anchoring strength. The reasonable insertion depth and center distance design allows the anchor bolts to evenly bear the operating load of the gantry crane, avoiding safety hazards such as track loosening and displacement caused by improper anchoring parameters. A reliable anchoring foundation provides a guarantee for the stable installation of the gantry crane track, ensuring the smoothness and safety of the gantry crane's subsequent operation, while avoiding the impact of overly dense or sparse anchor bolt arrangement on the structural integrity of the station floor, thus balancing anchoring effectiveness and structural safety.

[0066] The following is a specific application example to further illustrate the method of integrating and deploying TBMs in a tunnel construction site according to the present invention.

[0067] Example 1: Application of TBM integrated construction site for a tunnel-excavated station on the western extension of a rail transit line. I. Project Overview The project is located in the core area of ​​the city center, surrounded by dense residential areas and ancient trees. There is no space on the ground suitable for deploying a TBM, making it a typical densely populated and environmentally sensitive area. The station is constructed using the cut-and-cover method, with a total length of 120 meters, a standard section net width of 18 meters, a bottom slab thickness of 800 mm, a sidewall height of 6.5 meters, and a bottom slab concrete strength grade of C45. The tunnel section will be excavated using a 6.3-meter diameter earth pressure balance TBM. The TBM main unit weighs 380 tons, the shield diameter is 6.3 meters, and it is equipped with 8 auxiliary trolleys, each weighing between 50 and 80 tons. Preliminary calculations indicate that the peak muck removal rate during TBM excavation is 80 cubic meters per hour.

[0068] II. Construction Method During the construction phase of the station's main structure, key components were simultaneously pre-embedded and poured. During the pouring of the station's base slab concrete, Q345 steel plates and epoxy-coated chemical anchors were simultaneously pre-embedded. The steel plates were 20 mm thick, and the chemical anchors were embedded to a depth of 300 mm into the station's base slab concrete. The center-to-center distance between adjacent chemical anchors was set at 500 mm. Before the pre-embedding work, based on the established station main structure measurement control network, three forced centering reference points were set up in the pre-embedding construction area to construct an independent installation control network. During the pre-embedding process, a total station was used to collect the three-dimensional coordinate data of the pre-embedded parts in real time according to this control network and compared with the theoretical design coordinates. Simultaneously, a laser positioning device was activated to project stable positioning laser marks onto the surface of the pre-embedded parts, which precisely corresponded to the theoretical design position of the pre-embedded parts. Personnel observed the visual deviation between the actual landing point of the laser mark on the surface of the embedded part and the preset alignment target, and made real-time adjustments using the fine-tuning bolt mechanism on the embedded part. After multiple checks, the longitudinal deviation of the embedded part was finally controlled within ±3 mm, the lateral deviation within ±2 mm, and the elevation deviation within ±1 mm, fully meeting the preset installation accuracy requirements. During the concrete pouring of the station side walls, the pouring of the slag pit inside the station was carried out simultaneously. The slag pit is 500 mm thick and 4.5 meters high. During the pouring process, it was ensured that the pit and the side walls formed an integral structure. The bottom slag pit and the station floor slab were reinforced with steel reinforcement laps, with an lap length of 300 mm.

[0069] After the main structure of the station was completed, the installation of station facilities and optimization of functional area layout began. First, a gantry crane with a rated lifting capacity of 120 tons and a main beam span of 15 meters was installed. The gantry crane's running track was precisely fixed to the pre-embedded anchoring components. After the track installation, its flatness was comprehensively checked to ensure smooth and stable operation of the gantry crane. Subsequently, functional areas were planned and arranged longitudinally along the side walls on both sides of the station. The segment storage area was set at 40 meters in length and 5 meters in width, which, after calculation, could meet the segment storage needs of a single section. The battery-powered vehicle charging area was planned to have an area of ​​60 square meters, with 4 independent charging positions to accommodate the charging needs of multiple battery-powered vehicles. To avoid spatial interference between functional areas and equipment operation, the 3D digital model of the completed tunnel station was used to import the gantry crane lifting range envelope model, the battery-powered vehicle preset running trajectory model, the slag pit unloading operation space model, and the solid dimension models of the segments and battery-powered vehicles one by one into the 3D simulation platform. The slag pit unloading area was defined as a static restricted area. Following the preset tunneling cycle, a dynamic simulation was conducted using the electric vehicle's trajectory model and the gantry crane's lifting envelope model. During the simulation, spatial interference was detected between the segment storage area and the gantry crane's lifting range. To address this issue, the segment storage area was first shifted 1.5 meters away from the static restricted area. After the shift, it was found that the segment storage capacity was slightly insufficient. Subsequently, the area was extended 5 meters longitudinally and reduced 0.5 meters laterally. After restarting the dynamic simulation, no spatial interference was detected. Finally, a fixed barrier with a width of 2.5 meters was installed at the adjacent boundary between the segment storage area and the electric vehicle charging area. A continuous yellow line with a width of 0.25 meters was laid in the area where the electric vehicle's running path and the gantry crane's main lifting path overlapped on the ground to clearly define the work area and the passageway.

[0070] During the TBM equipment installation and tunneling phase, the TBM equipment was lowered to the station floor in sections via the construction access road at the station end. The TBM main unit and its supporting trolleys were then assembled and connected step-by-step using the station's gantry crane. After connection, the TBM's power system, hydraulic system, and control system underwent comprehensive testing to ensure all performance indicators met the tunneling requirements. Once testing was successful, the TBM began excavation from the main tunnel location inside the station, with the tunneling speed controlled between 8-10 meters per hour. The excavated soil was transported to the station interior by four battery-powered trucks, and the gantry crane unloaded the soil from the trucks into the station's slag pit at a frequency of 10 times per hour. The effective volume of the slag pit within the station has been calculated to be 700 cubic meters, designed to handle eight times the peak slag discharge intensity, which fully meets the temporary storage needs of slag during peak periods. The bottom of the slag pit is evenly equipped with 50 mm diameter drainage holes spaced 2 meters apart. All drainage holes are connected to the station's internal drainage ditch, which in turn connects to a 500 mm diameter main drainage pipe with a 2% slope, ensuring smooth drainage of any water accumulation in the slag pit and preventing waterlogging that could affect slag storage and unloading. The slag temporarily stored in the slag pit is loaded into sealed rubber-wheeled transport vehicles through the bottom unloading port and then transported to the surface processing site via a construction access road connected to the station.

[0071] After the TBM completes the tunneling of the first section, it enters the section transition phase, involving in-station turning and reconfiguration. First, the TBM is maneuvered back to the designated area inside the station. A gantry crane, using specialized lifting equipment, separates the TBM main unit from the supporting trolley. During separation, the operating speed is controlled to avoid impacting the equipment. The turning area used for TBM turning has been pre-hardened with a 60mm thick C40 fine aggregate concrete leveling layer. The surface of the leveling layer is uniformly coated with a polytetrafluoroethylene (PTFE) anti-friction coating to reduce frictional resistance during turning. Three pairs of horizontal hydraulic jacks are symmetrically arranged on both sides of the turning area. The bases of the hydraulic jacks are securely anchored to pre-embedded pull-out anchors on the periphery of the turning area using pre-embedded bolts. The pull-out anchors are made of reinforced concrete, and the embedment depth meets the pull-out bearing capacity requirements. Six temporary lifting lugs, made of high-strength alloy steel, are welded at equal intervals around the bottom of the TBM shield. During welding, the welds are ensured to be full and defect-free. A detachable temporary sliding support is connected via temporary lifting lugs. This support consists of an upper ball joint connector, a middle pressure-bearing steel plate, and a lower PTFE sliding plate. After assembly, the tightness of each component connection is checked to prevent loosening. During the turning operation, the gantry crane is operated first, connecting to the existing lifting points on the TBM main unit via a high-strength steel wire rope. The gantry crane is adjusted to provide a lifting force perpendicular to the ground, controlled at 30% of the TBM main unit's self-weight, i.e., 114 tons, to partially offset the main unit's weight and reduce the compressive stress on the temporary sliding support. Subsequently, the jacking end of the hydraulic jacks is precisely applied to the stiffening ribs welded to the shield shell, ensuring that the axis of the hydraulic jacks is tangent to the shield. During the turning process, the gantry crane continuously provides a stable vertical force, while the control console simultaneously operates three pairs of horizontal hydraulic jacks to push in stages and alternately at a slow and uniform speed, allowing the TBM main unit to achieve controllable horizontal sliding on the anti-friction coating surface via the PTFE sliding plate. Simultaneously, the coordinate changes of the preset prisms on the shield body are measured in real time using a total station to monitor the rotation angle of the TBM main unit. The coordinate data is recorded at regular intervals, ultimately completing a 180° horizontal rotation. While the TBM main unit is turning, the arrangement order of the rear auxiliary trolleys is adjusted with the assistance of the gantry crane. After the adjustment, the rotated TBM main unit and the rear auxiliary trolleys in the adjusted order are reconnected in the station. After connection, each system is tested again to ensure normal equipment operation and prepare for the initial excavation of the next section.

[0072] III. Implementation Results The implementation of the above methods in this project yielded remarkable construction results. During TBM tunneling, a new industry record was set: 15 rings excavated per day and an average of 80 rings per week. The single ring length was 1.5 meters, and the daily tunneling distance reached 22.5 meters, nearly doubling the overall construction efficiency compared to traditional methods. No safety accidents occurred throughout the entire construction process. The TBM equipment operated stably, and the muck transportation was smooth and efficient, with no muck accumulation or waterlogging in the station's muck pits. The segment transportation and battery charging processes were seamlessly integrated, with no spatial interference or safety hazards. Furthermore, since the main construction activities were conducted within the underground station, the impact on the surface environment was significantly reduced. Noise complaints from surrounding residents were zero, dust pollution was effectively controlled, and environmental indicators fully met, achieving environmentally friendly construction.

[0073] IV. Comparison with Traditional TBM Construction Methods Traditional TBM construction methods involve setting up a construction site on the ground, using lateral hoisting shafts for equipment lifting and vertical transport of excavated soil. When switching between TBM sections, the equipment must be disassembled and transported to the ground for reassembly. Compared to traditional TBM construction methods, the method of this invention has significant advantages.

[0074] In terms of space utilization, traditional TBM construction requires approximately 3,000 square meters of ground space for equipment assembly, slag yard setup, and segment storage. This invention, however, utilizes the entire internal space of the tunnel station to complete all core operations, eliminating the need for any ground space and successfully solving the common industry problem of limited construction space in city center areas. Regarding construction efficiency, traditional TBM construction, due to the location of hoisting shafts on the side of the station and the circuitous vertical transport path, results in a daily tunneling volume of only 7-8 rings and a weekly average of 40-50 rings. This invention, through process optimization by changing "lateral starting" to "mainline starting" and "vertical slag removal" to "horizontal transfer," significantly improves construction efficiency, increasing the daily tunneling volume to 15 rings and the weekly average to 80 rings, nearly doubling the efficiency. Regarding safety risk control, in traditional TBM construction, the auxiliary trolleys require secondary hoisting and dismantling and descent into the shaft, resulting in frequent large-scale hoisting operations and extremely high safety risks. This invention achieves "one-stop" assembly, connection, and sequencing of the auxiliary trolleys within the station, completely eliminating the major risk source of secondary hoisting and dismantling of the auxiliary trolleys. It also reduces the cross-operation of personnel and equipment, fundamentally lowering construction safety hazards. In terms of environmental performance, traditional TBM construction generates significant noise and dust pollution from ground hoisting and spoil disposal, significantly impacting the surrounding environment. This invention places the main noise and vibration sources underground, and the spoil is transported in a closed system, effectively controlling noise and dust pollution and minimizing interference with the ground environment and urban activities, aligning with the trend of green construction. In terms of economic benefits, traditional TBM construction requires huge investments in leasing large ground hoisting equipment and may incur land acquisition or demolition costs, which can amount to millions or even tens of millions of yuan. This invention eliminates the need for such expenditures, while improving efficiency, shortening the construction period, reducing project management costs, and indirectly enhancing the company's core competitiveness, thus adding significant weight to future bids for similar high-difficulty projects.

[0075] The number of devices and processing scale described herein are for simplification of the invention. Applications, modifications, and variations of this method for integrating and deploying TBMs within a cut-and-cover tunnel construction site will be readily apparent to those skilled in the art.

[0076] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details.

Claims

1. A method for integrating and deploying TBMs in a tunnel-cutting construction site, characterized in that, Includes the following steps: During the main structure concrete pouring construction stage of the underground station, the anchoring components of the gantry crane running track are pre-embedded with the station floor structure simultaneously; during the side wall structure concrete pouring construction stage of the underground station, the pool structure of the slag pit used for storing slag is poured with the side wall simultaneously, and the bottom plate of the slag pit is connected with the station floor structure. After the main structure of the tunnel station is completed, a gantry crane is installed inside the station, and the running track of the gantry crane is fixed on the pre-embedded anchoring components; a segment storage area and a battery vehicle charging area are arranged longitudinally along the side walls on both sides of the station. The TBM equipment is lowered to the station floor, and the TBM main unit and the supporting trolley are assembled and connected inside the station. The TBM begins excavation work from the main line tunnel inside the station; the excavated soil is transported to the station by a series of battery-powered cars, and unloaded into the slag pit inside the station by a gantry crane; after being temporarily stored in the slag pit inside the station, the excavated soil is loaded into a closed rubber-tired transport vehicle through the unloading port at the bottom of the pit, and transported to the ground through the construction passage connected to the station. After the TBM completes the tunneling task for a section, it returns to the station; the gantry crane is used to separate the TBM main unit from the supporting trolley. The separated TBM main unit is hoisted to the pre-set slewing operation area on the station floor and rotated horizontally; with the assistance of the gantry crane, the arrangement sequence of the supporting trolleys is adjusted within the station. The rotated TBM main unit and the rear-mounted trolleys, after being rearranged, are reconnected within the station to prepare for the initial excavation of the next section.

2. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 1, characterized in that, The synchronous pre-embedded construction steps also include: based on the station's main structure measurement control network, setting up at least two forced centering reference points in the pre-embedded construction area to establish an independent installation control network; using a total station to collect and compare the measured three-dimensional coordinates of the pre-embedded parts according to the independent installation control network; while the total station is collecting coordinates, using a laser positioning instrument to project stable positioning laser marks onto the surface of the pre-embedded parts, which correspond to the theoretical design position of the pre-embedded parts; Based on the visual deviation between the actual landing point of the positioning laser mark on the surface of the embedded part and the preset alignment target on the embedded part, the adjustment personnel operate the fine-tuning bolt mechanism set on the embedded part to adjust the position of the embedded part in real time. In the final verification stage before concrete pouring, the measured three-dimensional coordinate readings of the total station are collected at the same time, and the visual alignment of the positioning laser mark is collected until the actual installation position of the embedded part meets the allowable range of longitudinal deviation not exceeding ±5 mm, lateral deviation not exceeding ±3 mm, and elevation deviation not exceeding ±2 mm.

3. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 1, characterized in that, The horizontal rotation of the TBM main unit also includes: constructing a 50-80 mm thick C40 fine aggregate concrete hardening leveling layer on the station floor surface of the slewing operation area, and coating its surface with a friction-reducing material coating with a friction coefficient of less than 0.1; symmetrically arranging at least two pairs of horizontal hydraulic jacks on both sides of the slewing operation area, with the base of each hydraulic jack anchored to a pre-set pull-out anchor on the periphery of the slewing operation area; and welding at least four temporary lifting lugs at equal intervals around the circumference of the bottom shield of the TBM main unit, and connecting detachable temporary sliding supports through the temporary lifting lugs. The temporary sliding supports consist of an upper ball joint connector, a middle pressure-bearing steel plate, and a lower polytetrafluoroethylene sliding plate. During horizontal rotation, the gantry crane is first operated to connect to the existing lifting points on the TBM main unit via wire ropes, providing a lifting force perpendicular to the ground. This lifting force is controlled to be 20%-30% of the TBM main unit's own weight to partially offset the weight of the main unit and reduce the compressive stress on the temporary sliding supports. Then, the pushing end of the hydraulic jacks is applied to the stiffening ribs welded to the shield shell, with the axis of the hydraulic jacks tangent to the shield. During the rotation, the gantry crane provides a stable vertical force, while at least two pairs of horizontal hydraulic jacks are simultaneously operated by the control console to push in stages and alternately, allowing the TBM main unit to slide controllably horizontally on the anti-friction coating surface via the PTFE sliding plate. By measuring the coordinate changes of the prisms on the shield in real time, the rotation angle is monitored until the target rotation range of 170°-190° is reached.

4. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 1, characterized in that, The steps of arranging the segment storage area and the battery vehicle charging area also include importing the gantry crane lifting range envelope model, the battery vehicle preset running trajectory model, the unloading operation space model of the slag pit in the station, and the solid size model of the segment and the battery vehicle based on the completed three-dimensional digital model of the main structure of the tunnel station; and defining the unloading operation space model as a static restricted area in the simulation process. In a 3D simulation environment, the electric vehicle trajectory model and the gantry crane lifting envelope model are dynamically simulated according to the preset tunneling cycle operation rhythm, and the spatial interference between them and between them and the static restricted area is detected. Based on the spatial interference results detected by the dynamic operation simulation, the initial planned positions, boundary shapes and floor areas of the segment storage area and the electric vehicle charging area are iteratively adjusted and optimized. On the basis of the final determined plan layout, a fixed isolation barrier passage with a width of 2-3 meters is set at the adjacent boundary between the segment storage area and the electric vehicle charging area. In the overlapping area of ​​the electric vehicle running path and the main lifting path of the gantry crane on the ground, a continuous marking line with a color contrasting significantly with the surrounding ground is laid, and the width of the continuous marking line ranges from 0.2 to 0.3 meters.

5. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 4, characterized in that, The initial planned locations, boundary shapes, and floor areas of the tunnel segment storage area and the electric vehicle charging area are iteratively adjusted and optimized. Specifically, this includes: First, in the simulation environment, the planned areas of the tunnel segment storage area or the electric vehicle charging area that are spatially interfering with the static restricted area are translated in a direction away from the static restricted area until the interference is eliminated. Second, if new interference occurs between the tunnel segment storage area and the electric vehicle charging area after translation, the planned area of ​​the electric vehicle charging area is kept unchanged, and the boundary shape of the tunnel segment storage area is modified by extending its length along the longitudinal direction of the station and correspondingly reducing its width until the interference is eliminated and the tunnel segment storage capacity meets the preset requirements. Finally, for the layout scheme after translation or modification, the electric vehicle running trajectory model and the gantry crane lifting envelope model are dynamically simulated to verify whether spatial interference still exists. If interference still exists, the above translation, modification, and verification steps are repeated until spatial interference is no longer detected in the dynamic operation simulation, and the layout scheme in this state is determined as the final plan layout scheme.

6. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 1, characterized in that, The effective volume of the slag pit inside the station is determined based on the slag discharge intensity during the peak period of TBM tunneling construction; the slag discharge intensity during the peak period ranges from 60 to 100 cubic meters per hour; the effective volume of the slag pit inside the station is 6 to 10 times the slag discharge intensity during the peak period; the bottom of the slag pit inside the station is equipped with drainage holes leading to the drainage ditch, which is connected to the main drainage pipeline inside the station; the diameter of the main drainage pipeline ranges from 400 to 600 mm, and the laying slope ranges from 1% to 3%.

7. The method for integrating and deploying TBMs in a tunnel-cutting station construction site as described in claim 1, characterized in that, The rated lifting capacity of the gantry crane ranges from 80 to 150 tons; the main beam span of the gantry crane ranges from 10 to 20 meters; the diameter of the preset slewing operation area ranges from 1.5 to 2.0 times the diameter of the TBM main shield body; the segment storage area is arranged longitudinally along the side wall of the station, with a storage length range of 20 to 60 meters and a storage width range of 3 to 8 meters.

8. The method for integrating and deploying TBMs in a tunnel construction site as described in claim 1, characterized in that, The pre-embedded anchoring components include pre-embedded steel plates and chemical anchors; the depth of the chemical anchors embedded in the concrete of the station floor slab ranges from 250 to 400 mm; the center-to-center distance between adjacent chemical anchors ranges from 400 to 600 mm.