Shield battery car anti-slip blocking device and method thereof

Abstract

The invention relates to an anti-slip blocking device and method for a shield battery car, and belongs to the technical field of tunnel construction safety monitoring and control. The method comprises the steps that S1, a fixed blocking end and a mobile monitoring end are arranged; s2, constructing a sliding time window observer; s3, deducing a total energy model containing a conversion trend of current kinetic energy and future potential energy, and reversely resolving a critical interception speed and a residual safety time window required for accelerating the vehicle to the speed according to a mechanical energy absorption threshold value of the fixed interception end; and S4, executing hierarchical response and physical interception. According to the method, the acceleration behavior of the vehicle on the downhill road section can be pre-judged, so that when the vehicle speed does not reach a dangerous value but the trend is irreversible, the remaining safety time window is calculated in advance, and it is ensured that interception is completed within the mechanical energy absorption threshold value of the fixed interception end.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction safety monitoring and control, specifically to a shield tunneling battery vehicle anti-slipping device and method. Background Technology

[0002] Battery-powered transport in tunnel boring machines (TBMs) is a core logistics method in TBM construction. It is a construction technology that relies on a rail system to transport heavy loads over long distances within a confined underground space. TBM battery-powered transport involves using an electric traction locomotive to pull a train loaded with tunnel segments, grout, or excavated material, overcoming rail friction and gradient resistance to exchange materials between the working shaft and the TBM.

[0003] To ensure safety, corresponding safety monitoring and braking facilities are typically installed along the vehicle operating system and track. These facilities monitor vehicle operating status data in real time to prevent runaway or loss of control on long slopes or under heavy loads. The purpose of monitoring is usually to ensure timely interception of vehicles in case of anomalies. In complex tunnel environments, with dim lighting, slippery tracks, and varying gradients, vehicles are prone to slippage, increased braking distance, and loss of traction. Current technologies typically acquire real-time vehicle speed data and compare it to a preset fixed speed threshold to determine whether to trigger emergency braking or interception. However, in reality, vehicle inertia dynamically changes with load and gradient, and there is a physical delay between triggering and fully activating the interception device. Relying solely on real-time speed data for safety judgment can lead to delayed identification of dangerous situations or inaccurate interception timing. This can result in the vehicle's kinetic energy exceeding the interception device's capacity or insufficient remaining distance when the system issues a command, posing significant safety hazards.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a device and method for preventing runaway of a shield tunneling battery-powered vehicle, in order to solve the problems mentioned in the background art. Specifically, the technical solution of this invention is as follows:

[0006] A method for preventing runaway of a shield tunneling battery-powered vehicle includes:

[0007] S1. Set up a fixed interception terminal and a mobile monitoring terminal, wherein the fixed interception terminal is installed on the side of the sleeper of the tunnel track, and the mobile monitoring terminal is installed on the body of the electric vehicle. The fixed interception terminal and the mobile monitoring terminal establish an interactive communication link through a wireless signal channel.

[0008] S2. Configure the data acquisition logic of the mobile monitoring terminal to read the wheel axle speed, vehicle longitudinal acceleration, vehicle pitch angle and traction current in the traction motor circuit in real time, and build a sliding time window observer.

[0009] S3. Perform a dynamic risk assessment based on energy conservation, identify the real-time total mass of the vehicle by the traction current and the longitudinal acceleration of the vehicle body, calculate the component of gravity in the tangential direction of the track by combining the pitch angle of the vehicle body, derive a full energy model that includes the current kinetic energy and the future potential energy conversion trend, and calculate the critical interception speed and the remaining safe time window required for the vehicle to accelerate to that speed in reverse according to the mechanical energy absorption threshold of the fixed interception end.

[0010] S4. Execute graded response and physical interception, and compare the remaining safety time window with the preset system response delay time in real time. When the remaining safety time window is less than or equal to the system response delay time, the mobile monitoring terminal sends a trigger command, and the fixed interception terminal drives the blocking component to extend into the upper limit of the track, and forces the vehicle to stop by consuming the kinetic energy of the battery vehicle through physical friction.

[0011] Preferably, in step S2, the motion state determination logic of the sliding time window observer includes:

[0012] The wheel speed acceleration obtained by the differential calculation of the wheel axle rotation speed is compared with the longitudinal acceleration of the vehicle body. When the traction current is zero, the vehicle body pitch angle is negative, and the longitudinal acceleration of the vehicle body is continuously greater than zero, it is determined that the vehicle body has entered the gravity gliding state.

[0013] If the wheel speed acceleration is lower than the vehicle body longitudinal acceleration and the difference exceeds a set threshold, it is determined that the wheel is locked or the sensor is malfunctioning. The system cuts off the wheel axle speed signal input and uses only the integral value of the vehicle body longitudinal acceleration as the vehicle speed basis. When it is detected that the vehicle body longitudinal acceleration is lower than the mechanical static noise threshold and the traction current is zero, zero speed correction is performed and the integral speed is reset.

[0014] Preferably, in step S3, the identification logic regarding the real-time total mass includes:

[0015] When the traction current is detected to be rising continuously and the vehicle generates positive acceleration, a dynamic equilibrium equation containing mass variables is constructed using Newton's second law. The electromagnetic driving force is divided by the algebraic sum of the longitudinal acceleration of the vehicle body, the component acceleration of gravity in the tangential direction of the track, and the acceleration of rolling friction resistance per unit mass, thereby solving for the real-time total mass.

[0016] If no stable driving process is detected, the preset maximum vehicle load mass parameter is directly used in subsequent calculations.

[0017] Preferably, in step S4, the system response delay time is composed of the superposition of the communication link transmission delay, the hydraulic solenoid valve action time, and the hydraulic cylinder extension stroke time;

[0018] The physical interception process in step S4 also includes:

[0019] The barrier component includes a friction barrier shoe. At the moment the friction barrier shoe contacts the vehicle, it uses a floating guide assembly structure to generate an elastic backward displacement, reducing the peak impact force at the moment of contact.

[0020] A shield tunneling battery vehicle anti-slip device includes:

[0021] A fixed interception end is set on the tunnel track to perform physical interception actions; a mobile monitoring end is set on the electric vehicle to calculate the motion state and send trigger commands; the mobile monitoring end includes a wheel axle speed acquisition ring installed inside the hub of the driven wheel of the electric vehicle, an on-board inertial measurement unit rigidly connected to the geometric center of the electric vehicle frame beam, a traction current transformer connected in series with the traction motor power supply circuit, and a main control computing box connected to the above sensors respectively;

[0022] The fixed interception end includes a support base, a hydraulic drive unit, an arresting arm assembly, and a friction arresting shoe.

[0023] Preferably, the barrier arm assembly adopts a parallel four-bar linkage design, including a main drive arm and an auxiliary guide arm;

[0024] The lower end of the main drive arm is hinged to the front end of the support base, and the middle part is connected to the hydraulic drive unit. The lower end of the auxiliary guide arm is hinged to the rear end of the support base. The top ends of the main drive arm and the auxiliary guide arm are simultaneously hinged to the back support of the friction barrier shoe, ensuring that the friction barrier shoe maintains a vertical impact posture during the lifting and lowering process.

[0025] Preferably, a double-rotational torsion spring is sleeved on the hinge pin connecting the main drive arm and the bearing base, with the two ends of the double-rotational torsion spring abutting against the inner wall of the bearing base and the side of the main drive arm, respectively.

[0026] Preferably, the friction barrier shoe is connected to the barrier arm assembly via a floating guide assembly structure, the floating guide assembly structure comprising:

[0027] The guide optical axis is vertically welded to the back of the friction barrier shoe and inserted into the linear bearing hole of the barrier arm assembly;

[0028] The disc spring buffer assembly is sleeved on the guide optical axis and located between the back of the friction barrier shoe and the front of the barrier arm assembly.

[0029] Preferably, the impact surface of the friction barrier shoe is inlaid with an arc-shaped copper-based powder metallurgy friction plate, the effective interception height of the friction barrier shoe is located within a preset height range from the rail surface, and an anti-collision crossbeam is installed corresponding to the battery car.

[0030] Compared with the prior art, the present invention has the following improvements and advantages:

[0031] 1. This solution collects the traction current in the traction motor circuit and the longitudinal acceleration of the vehicle body, and uses Newton's second law to deduce the real-time total mass of the vehicle. This solves the problem of kinetic energy estimation error caused by the inability to detect whether the vehicle is empty or fully loaded in traditional methods. The solution not only focuses on the current kinetic energy, but also calculates the component of gravity in the tangential direction of the track by combining the vehicle body pitch angle, and deduces the future trend of potential energy to kinetic energy conversion. This means that the system can predict the acceleration behavior of the vehicle on the downhill section, and thus calculate the remaining safe time window in advance when the vehicle speed has not reached the danger value but the trend is irreversible, so as to ensure that the interception is completed within the mechanical energy absorption threshold at the fixed interception end.

[0032] 2. This solution compares the wheel speed acceleration calculated from the wheel axle rotation speed with the vehicle's longitudinal acceleration. When the difference between the two exceeds a set threshold, the system can identify wheel lock-up or slippage. After identifying slippage, the system automatically cuts off the failed wheel axle rotation speed signal and instead uses the integral value of the vehicle's longitudinal acceleration as the vehicle speed reference. Combined with zero-speed correction logic, it prevents integral drift. This ensures that the speed monitoring data remains accurate and reliable even in extreme environments such as slippery tracks, which is superior to traditional technologies that rely on a single wheel speed sensor.

[0033] 3. The arresting arm assembly of this solution adopts a parallel four-bar design with the main drive arm and the auxiliary guide arm working together to ensure that the friction arresting shoe always maintains a collision-facing posture perpendicular to the rail surface during the lifting process. This design avoids the risk of bounce and disengagement caused by the tilt of the interception surface and ensures that the arresting force can be effectively transferred to the vehicle's anti-collision beam. The friction arresting shoe is connected to the arresting arm assembly through a guide optical axis and a disc spring buffer group. At the moment of impact, this structure allows for a preset elastic backward displacement, converting the instantaneous rigid impact into a damped elastic collision. This design effectively reduces the peak impact force at the moment of contact and prevents the base of the arresting device from breaking or catastrophic damage to the vehicle's chassis structure. Attached Figure Description

[0034] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0035] Figure 1 This is a schematic diagram of the overall structure of the device;

[0036] Figure 2 This is a structural diagram of the mobile monitoring terminal;

[0037] Figure 3 This is a structural diagram of a fixed interceptor.

[0038] Figure 4 This is a schematic diagram of the process flow of the method of the present invention.

[0039] In the diagram: 100, fixed interception end; 110, bearing base; 120, hydraulic drive unit; 130, barrier arm assembly; 131, friction barrier shoe; 200, mobile monitoring end; 210, wheel axle speed acquisition ring; 220, vehicle-mounted inertial measurement unit; 230, traction current transformer; 240, main control computing box. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0041] Example 1

[0042] Please see Figure 1-4 This invention provides a method for preventing a shield tunneling battery-powered vehicle from slipping, comprising:

[0043] S1. Set up a fixed interception terminal 100 and a mobile monitoring terminal 200, wherein the fixed interception terminal 100 is installed on the side of the sleeper of the tunnel track, and the mobile monitoring terminal 200 is installed on the body of the electric vehicle. The fixed interception terminal 100 and the mobile monitoring terminal 200 establish an interactive communication link through a wireless signal channel.

[0044] S2. Configure the data acquisition logic of the mobile monitoring terminal 200 to read the wheel axle speed, vehicle longitudinal acceleration, vehicle pitch angle and traction current in the traction motor circuit in real time, and build a sliding time window observer.

[0045] S3. Perform a dynamic risk assessment based on energy conservation. Identify the vehicle's real-time total mass by using the traction current and longitudinal acceleration of the vehicle body. Combine the vehicle body pitch angle to calculate the component of gravity in the tangential direction of the track. Derive a full energy model that includes the current kinetic energy and future potential energy conversion trends. Based on the mechanical energy absorption threshold of the fixed interception end 100, reversely calculate the critical interception speed and the remaining safe time window required for the vehicle to accelerate to that speed.

[0046] The specific calculation logic is as follows: Based on the mechanical energy absorption threshold and the real-time total mass, the maximum allowable impact speed of the system, i.e. the critical interception speed, is calculated. Using the kinematic equations, the sliding time required for the vehicle to accelerate from the current speed to the critical interception speed under the action of the current gravitational acceleration component is calculated. This time is the remaining safe time window.

[0047] S4. Execute graded response and physical interception, compare the remaining safety time window with the preset system response delay time in real time. When the remaining safety time window is less than or equal to the system response delay time, the mobile monitoring terminal 200 sends a trigger command, and the fixed interception terminal 100 drives the blocking component to extend into the upper limit of the track, and consumes the kinetic energy of the electric vehicle through physical friction to force the vehicle to stop.

[0048] In this embodiment, the fixed interceptor 100 and the mobile monitoring terminal 200 are designed to address the limitations of traditional anti-runaway methods that rely on manual reaction or a single speed threshold. The fixed interceptor 100 is anchored to the side of the tunnel segment or sleeper, serving as the physical interception mechanism; the mobile monitoring terminal 200 is mounted on the electric vehicle, serving as the sensing and computing core. The two establish an interactive communication link via an industrial-grade wireless module, such as LoRa or Wi-Fi.

[0049] Configure the data acquisition logic of the mobile monitoring terminal 200, use the sensor group to obtain the underlying physical data of vehicle operation, and smooth the raw data through a sliding time window observer to filter out instantaneous noise interference.

[0050] A dynamic risk assessment based on energy conservation is performed. This step introduces mass and slope variables, and uses a physical model to inversely deduce the kinetic energy growth trend of the vehicle under the current load and slope. The full-energy model comprehensively considers the vehicle's current kinetic energy and the increment of gravitational potential energy converted into kinetic energy in future time steps.

[0051] The purpose of the full-energy model is to address the problem that speed monitoring alone cannot predict the risk of continuous acceleration on long downhill slopes. Logically, the model consists of a current state layer and a trend prediction layer; the current state layer calculates the vehicle's current kinetic energy, E. k =0.5mv 2 The trend prediction layer uses vehicle pitch angle data to calculate the increase in gravitational potential energy converted into kinetic energy, ΔE, over the vehicle's future coasting distance. p = mgh; where h is the vertical height difference between the vehicle's current position and the fixed interception point. This height difference is obtained by linear extrapolation prediction by multiplying the track distance from the current position to the fixed interception point by sin(θ). Here, it is assumed that the rate of change of track gradient within the interception section is within the preset linear tolerance range. This model characterizes the energy accumulation effect of the vehicle in the gravitational field. That is, when the vehicle reaches the interception point, its total energy will be the sum of the current kinetic energy and the kinetic energy added during the gliding process, thereby ensuring that the system performs risk assessment based on the predicted speed at the interception point, not the current speed.

[0052] Based on the mechanical energy absorption threshold preset by the fixed interception end 100, which is jointly determined by the rated impact load limit of the hydraulic drive unit 120 and the friction plate heat capacity limit of the friction barrier shoe 131, the mechanical energy absorption threshold is determined, and then the critical interception speed that the device can safely withstand is calculated.

[0053] The mechanical energy absorption threshold is a quantified upper limit of energy, measured in joules, used to characterize the maximum kinetic energy that the fixed interceptor 100 can dissipate without structural failure, such as hydraulic cylinder bursting or support breakage. This threshold is based on destructive testing data of the physical prototype of the device, combined with a safety factor, such as a 1.5x redundancy pre-set constant in the main control computing box 240. It is the sole physical benchmark for the system's reverse calculation of the critical interception speed.

[0054] The remaining safe time window reflects the time remaining for the vehicle to accelerate from its current state to the critical interception speed.

[0055] The system performs graded response and physical interception. It monitors the remaining safety time window and the preset system response delay time in real time, including communication delay, mechanical action time and safety redundancy. Once the time window narrows to the critical point, the mobile monitoring terminal 200 immediately sends a trigger command; the fixed interception terminal 100 drives the blocking component to extend into the upper limit of the track, using physical friction to convert the vehicle's kinetic energy into heat energy, thereby achieving passive safety protection.

[0056] In step S2, the logic for determining the motion state by the sliding time window observer includes:

[0057] The wheel speed acceleration obtained by differential calculation of wheel axle speed is compared with the longitudinal acceleration of the vehicle body. When the traction current is zero, the vehicle body pitch angle is negative and the longitudinal acceleration of the vehicle body is continuously greater than zero, it is determined that the vehicle body has entered the gravity gliding state.

[0058] If the wheel speed acceleration is lower than the vehicle body longitudinal acceleration and the difference exceeds a set threshold, it is determined that the wheel is locked or the sensor is malfunctioning. The system cuts off the wheel axle speed signal input and uses only the integral value of the vehicle body longitudinal acceleration as the vehicle speed basis. When it is detected that the vehicle body longitudinal acceleration is lower than the mechanical static noise threshold and the traction current is zero, zero speed correction is performed and the integral speed is reset.

[0059] In this embodiment, the sliding time window observer maintains a first-in-first-out data queue, the time span of which is preferably set to 0.5s to 1.0s, to store historical velocity and acceleration data. The observer essentially uses a moving average filtering algorithm to smooth the data within the window, and combines it with a logical threshold judgment mechanism to filter out high-frequency noise and instantaneous impact interference from the sensor. In the gravity coasting state determination logic, the system performs multiple conditions and logical operations: a zero traction current confirms that the motor has no power output, a negative vehicle pitch angle confirms that it is in a downhill condition, and a continuous longitudinal acceleration of the vehicle body confirms that the vehicle is accelerating under the action of gravity.

[0060] Based on this, the system compares the wheel speed acceleration calculated from the axle rotation speed with the vehicle longitudinal acceleration collected by the onboard inertial measurement unit 220. If the wheel speed acceleration is significantly lower than the vehicle longitudinal acceleration and the difference exceeds a set threshold, for example, 2 m / s², the system will detect the wheel speed acceleration. 2 This indicates that the wheels have locked up or are slipping on a smooth track, at which point the wheel speed sensor data becomes invalid. The system automatically cuts off the wheel axle speed signal input and instead performs time integration calculation on the longitudinal acceleration of the vehicle body to obtain near-real vehicle speed data. To prevent integral drift, zero-speed correction is performed when the detected vehicle vibration amplitude is below the mechanical static noise threshold and there is no current input, or when the wheel axle speed is continuously zero for more than a preset confirmation time, such as 2 seconds, or when the vehicle is confirmed to be stationary based on the acceleration noise characteristics.

[0061] In step S3, the logic for identifying the real-time total mass includes:

[0062] When a continuous increase in traction current is detected and the vehicle generates positive acceleration, a dynamic equilibrium equation including mass variables is constructed using Newton's second law. The electromagnetic driving force, after being converted by the mechanical transmission ratio and wheel diameter, is divided by the algebraic sum of the vehicle's longitudinal acceleration, the component of gravitational acceleration in the track tangent direction, and the acceleration of rolling friction resistance per unit mass, thereby solving for the real-time total mass. If a stable driving process is not detected, the preset maximum full-load mass parameter of the vehicle is directly called for subsequent calculations.

[0063] In this embodiment, the identification logic of real-time total mass is based on the dynamic equilibrium equation of Newton's second law, which solves the calculation problem of circular references. When the vehicle is in a stable driving state, the traction current rises and generates positive acceleration, the system no longer attempts to directly calculate the resistance value containing the mass variable, but extracts the mass as a common factor for solution.

[0064] The specific identification process is as follows: Step 1, Input Acquisition: The system synchronously acquires the real-time current value of the traction motor and the longitudinal acceleration value output by the IMU. Step 2, Driving Force Calculation: Using the motor characteristic curve, the current value is multiplied by the torque coefficient and reduction ratio to convert it into a theoretical electromagnetic driving force. Step 3, Resultant External Force Acceleration Reconstruction: The system does not directly calculate the resistance value, but instead constructs a unit mass resultant external force acceleration model. This model includes the gravitational component acceleration determined by the pitch angle and the resistance acceleration corresponding to the rolling friction coefficient. Step 4, Ratio Calculation: The theoretical electromagnetic driving force is divided by the unit mass resultant external force acceleration to directly calculate the real-time total mass after eliminating mass variables.

[0065] The calculation logic is as follows: The system calculates the electromagnetic driving force and divides it by the vehicle's current total external force acceleration. This total external force acceleration is composed of the longitudinal acceleration of the vehicle body measured by the sensor, the component of gravity acceleration on the slope, and the component of resistance acceleration corresponding to the rolling friction coefficient.

[0066] The calculation formula is expressed as follows:

[0067]

[0068] Where m is the real-time total mass to be determined; F drive The electromagnetic driving force is obtained by multiplying the real-time traction current by the motor torque coefficient and the mechanical transmission reduction ratio, and then dividing by the wheel radius; a long θ is the longitudinal acceleration of the vehicle body, measured by the IMU; g is the gravitational acceleration constant; θ is the pitch angle of the vehicle body, measured by the IMU, positive for uphill and negative for downhill; μ is the preset track rolling friction coefficient, a conservative value calibrated based on the worst working conditions.

[0069] If the system fails to detect a stable driving process that meets the above conditions, such as the vehicle rolling away immediately after starting, a fallback mechanism is triggered. The preset maximum load capacity parameter of the vehicle is directly called to participate in subsequent calculations to ensure that the risk assessment is always within the most conservative safety range.

[0070] In step S4, the system response delay time is composed of the communication link transmission delay, the hydraulic solenoid valve action time, and the hydraulic cylinder extension stroke time.

[0071] The S4 step is followed by:

[0072] The barrier components include friction barrier shoes. At the moment the friction barrier shoes contact the vehicle, a floating guide assembly structure generates an elastic backward displacement to reduce the peak impact force at the moment of contact.

[0073] In this embodiment, the system response delay time is calibrated as a conservative time constant covering the entire cycle of the physical action. This time is composed of the communication link transmission delay, the maximum allowable delay of wireless signal transmission, the hydraulic solenoid valve action time, the time from electrical signal triggering to oil circuit establishment, the hydraulic cylinder extension stroke time, and the time required for the robotic arm to fully extend, plus an additional safety redundancy margin to offset the impact of wireless signal jitter.

[0074] Following step S4, a non-rigid connection is provided by a floating guide assembly structure at the moment of contact between the arresting component and the out-of-control vehicle. This structure allows the arresting component to generate a predetermined elastic backward displacement, such as 20 mm, along the direction of force, absorbing the initial kinetic energy by compressing an internal high-stiffness spring element. This process prolongs the impact time, thereby effectively reducing the peak impact force at the moment of contact and preventing the arresting device from breaking at its base or causing catastrophic damage to the vehicle's chassis structure.

[0075] Example 2

[0076] Please see Figure 1-3 A shield tunneling battery vehicle anti-slip device, comprising:

[0077] A fixed interception terminal 100 is installed on the tunnel track to perform physical interception actions; a mobile monitoring terminal 200 is installed on the electric vehicle, and the controller is used to calculate the motion state and send trigger commands; the mobile monitoring terminal 200 includes a wheel axle speed acquisition ring 210 installed inside the hub of the driven wheel of the electric vehicle, an on-board inertial measurement unit 220 rigidly connected to the geometric center of the electric vehicle frame beam, a traction current transformer 230 connected in series to the traction motor power supply circuit, and a main control computing box 240 connected to the above sensors respectively;

[0078] The fixed interception end 100 includes a support base 110, a hydraulic drive unit 120, an arresting arm assembly 130, and a friction arresting shoe 131.

[0079] In this embodiment, the fixed interceptor 100 is securely mounted on the tunnel segment or sleeper via a support base 110. The support base 110 is made of integral cast steel to withstand enormous shear forces. The hydraulic drive unit 120 serves as the power core, employing an industrial-grade hydraulic cylinder, such as a single-ear cylinder with a rated pressure of 16 MPa. The tail of the cylinder is hinged to the base, and the piston rod head drives the blocking mechanism. The blocking arm assembly 130 serves as the transmission frame, converting the linear thrust of the hydraulic cylinder into the displacement of the blocking component. The friction blocking shoe 131, as the direct contact interface, is located at the end of the device and is responsible for physical contact with the vehicle and generating frictional resistance. The mobile monitoring terminal 200 is integrated into the vehicle and, through its internal controller, is responsible for all-weather perception of the vehicle's movement attitude and sending a wireless trigger command to the fixed interceptor 100 when a risk is determined.

[0080] The arresting arm assembly 130 adopts a parallel four-bar linkage design, including a main drive arm and an auxiliary guide arm. The lower end of the main drive arm is hinged to the front end of the support base 110, and the middle part is connected to the hydraulic drive unit 120. The lower end of the auxiliary guide arm is hinged to the rear end of the support base 110. The top ends of the main drive arm and the auxiliary guide arm are simultaneously hinged to the back support of the friction arresting shoe 131 to ensure that the friction arresting shoe 131 maintains a vertical collision posture during the lifting and lowering process.

[0081] In this embodiment, the arresting arm assembly 130 adopts a parallel four-bar linkage design to optimize the stability of the interception posture. The lower end of the main drive arm is hinged to the front end of the support base 110, and the middle part is hinged to the piston rod of the hydraulic drive unit 120 to receive power input; the lower end of the auxiliary guide arm is hinged to the rear end of the support base 110, providing geometric constraint; the top ends of the main drive arm and the auxiliary guide arm are simultaneously hinged to the back support of the friction arresting shoe 131. This geometric structure ensures that the friction arresting shoe 131 maintains a collision-facing posture perpendicular to the rail surface throughout the process of rising from the retracted state to the working state. This design effectively avoids the risk of insufficient contact area with the vehicle's anti-collision beam or bounce and disengagement due to the tilt of the interception surface, ensuring the effective transmission of the arresting force.

[0082] A double-rotation torsion spring is fitted on the hinge pin connecting the main drive arm and the bearing base 110. The two ends of the double-rotation torsion spring abut against the inner wall of the bearing base 110 and the side of the main drive arm, respectively.

[0083] In this embodiment, a double-rotating torsion spring is integrated on the hinge pin connecting the main drive arm and the support base 110. The two ends of this spring abut against the inner wall of the support base 110 and the side of the main drive arm, respectively, and are forced to store energy when the hydraulic cylinder extends. When the system needs to reset or the hydraulic system malfunctions and depressurizes, the double-rotating torsion spring releases torque, assisting the main drive arm to rotate downwards, causing the blocking arm assembly 130 to automatically retract beyond the clearance limits. This mechanical reset mechanism ensures that, in non-emergency situations or when energy fails, the device will not mistakenly block normally passing vehicles, improving the system's fail-safe safety.

[0084] Friction arresting shoe 131 is connected to arresting arm assembly 130 via a floating guide assembly structure, the floating guide assembly structure including:

[0085] The guide optical axis is vertically welded to the back of the friction barrier shoe 131 and inserted into the linear bearing hole of the barrier arm assembly 130;

[0086] The disc spring buffer assembly is sleeved on the guide optical axis and located between the back of the friction barrier shoe 131 and the front of the barrier arm assembly 130.

[0087] In this embodiment, the friction barrier shoe 131 achieves a combination of rigidity and flexibility in its interception effect through a floating guide assembly structure. A guide shaft is vertically welded to the back of the friction barrier shoe 131 and inserted into a linear bearing hole on the arresting arm assembly 130 bracket, granting the intercepting component the freedom to slide axially. The disc spring buffer assembly, composed of multiple stacked high-strength disc springs, is fitted onto the guide shaft and pre-pressed between the back of the friction barrier shoe 131 and the front of the arresting arm assembly 130. When a vehicle impacts the friction barrier shoe 131, the impact force compresses the disc spring buffer assembly, generating an elastic backward displacement. This structure utilizes the high load and short stroke energy absorption characteristics of disc springs to transform an instantaneous rigid collision into a damped elastic collision, protecting the connecting pin and hydraulic cylinder from instantaneous overload damage.

[0088] The friction barrier shoe 131 has an arc-shaped copper-based powder metallurgy friction plate embedded on its impact-facing surface. The effective interception height of the friction barrier shoe 131 is within a preset height range from the rail surface, and a corresponding anti-collision beam is installed on the electric vehicle.

[0089] In this embodiment, the impact-facing surface of the friction barrier shoe 131 is made of arc-shaped copper-based powder metallurgy friction pads. This material possesses extremely high heat resistance and a stable coefficient of friction, typically between 0.35 and 0.40. It is not prone to thermal degradation under high-temperature conditions caused by high-speed, heavy-load friction, ensuring the continued effectiveness of the stopping force. The effective interception height of the friction barrier shoe 131 is designed within a specific range from the rail surface, such as 200mm to 450mm. This height avoids the wheel and rail components and specifically corresponds to the anti-collision beams installed on the battery-powered vehicle chassis. This precise spatial matching ensures that the interception force acts directly on the vehicle's main structural beams, preventing vehicle rollover or damage to critical chassis components such as the motor and battery pack due to height mismatch.

[0090] The mobile monitoring unit 200 integrates multi-dimensional physical sensing units; the wheel axle speed acquisition ring 210 uses a multi-tooth ferromagnetic gear ring, such as 60 teeth, installed on the driven wheel hub, and works with a Hall sensor to output high-frequency pulses to accurately capture the wheel angular velocity. The on-board inertial measurement unit 220 is rigidly connected to the center of the vehicle frame beam, and internally encapsulates a three-axis accelerometer and a three-axis gyroscope using MEMS technology, which can directly measure the vehicle body linear acceleration and spatial attitude angle independently of the wheel status. The traction current transformer 230 is connected in series in the motor circuit, non-contactly monitoring the magnitude and direction of the current to determine the driving and braking status. The main control computing box 240 collects the above sensor data through shielded cables, and its internally embedded motion observer algorithm is responsible for performing all data fusion, quality identification, and safety time window calculation.

[0091] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for preventing runaway of a shield tunneling battery-powered vehicle, characterized in that, include: S1. Set up a fixed interception terminal (100) and a mobile monitoring terminal (200), wherein the fixed interception terminal (100) is installed on the side of the sleeper of the tunnel track, and the mobile monitoring terminal (200) is installed on the body of the electric vehicle. The fixed interception terminal (100) and the mobile monitoring terminal (200) establish an interactive communication link through a wireless signal channel. S2. Configure the data acquisition logic of the mobile monitoring terminal (200) to read the wheel axle speed, vehicle longitudinal acceleration, vehicle pitch angle and traction current in the traction motor circuit in real time, and construct a sliding time window observer. S3. Perform a dynamic risk assessment based on energy conservation, identify the real-time total mass of the vehicle by the traction current and the longitudinal acceleration of the vehicle body, calculate the component of gravity in the tangential direction of the track by combining the pitch angle of the vehicle body, derive a full energy model that includes the current kinetic energy and the future potential energy conversion trend, and calculate the critical interception speed and the remaining safe time window required for the vehicle to accelerate to that speed in reverse according to the mechanical energy absorption threshold of the fixed interception end (100). S4. Execute graded response and physical interception, compare the remaining safety time window with the preset system response delay time in real time. When the remaining safety time window is less than or equal to the system response delay time, the mobile monitoring terminal (200) sends a trigger command, and the fixed interception terminal (100) drives the blocking component to extend into the upper limit of the track, and consumes the kinetic energy of the electric vehicle through physical friction to force the vehicle to stop.

2. The method for preventing runaway of a shield tunneling battery-powered vehicle according to claim 1, characterized in that, In step S2, the logic for determining the motion state by the sliding time window observer includes: The wheel speed acceleration obtained by the differential calculation of the wheel axle rotation speed is compared with the longitudinal acceleration of the vehicle body. When the traction current is zero, the vehicle body pitch angle is negative, and the longitudinal acceleration of the vehicle body is continuously greater than zero, it is determined that the vehicle body has entered the gravity gliding state. If the wheel speed acceleration is lower than the vehicle body longitudinal acceleration and the difference exceeds a set threshold, it is determined that the wheel is locked or the sensor is malfunctioning. The system cuts off the wheel axle speed signal input and uses only the integral value of the vehicle body longitudinal acceleration as the vehicle speed basis. When it is detected that the vehicle body longitudinal acceleration is lower than the mechanical static noise threshold and the traction current is zero, zero speed correction is performed and the integral speed is reset.

3. The method for preventing runaway of a shield tunneling battery-powered vehicle according to claim 1, characterized in that, In step S3, the identification logic regarding the real-time total mass includes: When the traction current is detected to be rising continuously and the vehicle generates positive acceleration, a dynamic equilibrium equation containing mass variables is constructed using Newton's second law. The electromagnetic driving force is divided by the algebraic sum of the longitudinal acceleration of the vehicle body, the component acceleration of gravity in the tangential direction of the track, and the acceleration of rolling friction resistance per unit mass, thereby solving for the real-time total mass. If no stable driving process is detected, the preset maximum vehicle load mass parameter is directly used in subsequent calculations.

4. The method for preventing runaway of a shield tunneling battery-powered vehicle according to claim 1, characterized in that, In step S4, the system response delay time is composed of the superposition of the communication link transmission delay, the hydraulic solenoid valve action time, and the hydraulic cylinder extension stroke time. The physical interception process in step S4 also includes: The barrier component includes a friction barrier shoe. At the moment the friction barrier shoe (131) contacts the vehicle, an elastic backward displacement is generated by the floating guide assembly structure to reduce the peak impact force at the moment of contact.

5. A shield tunneling battery vehicle anti-runaway blocking device, used in the shield tunneling battery vehicle anti-runaway blocking method described in any one of claims 1 to 4, characterized in that, include: A fixed interceptor (100) is installed on the tunnel track to perform physical interception actions; A mobile monitoring terminal (200) is installed on the electric vehicle and is used to calculate the motion state and send trigger commands. The mobile monitoring terminal (200) includes a wheel axle speed acquisition ring (210) installed on the inner side of the driven wheel hub of the electric vehicle, an on-board inertial measurement unit (220) rigidly connected to the geometric center of the frame beam of the electric vehicle, a traction current transformer (230) connected in series with the traction motor power supply circuit, and a main control computing box (240) connected to the above sensors respectively. The fixed intercepting end (100) includes a support base (110), a hydraulic drive unit (120), an arresting arm assembly (130), and a friction arresting shoe (131).

6. The shield tunneling battery vehicle anti-slip device according to claim 5, characterized in that, The arresting arm assembly (130) adopts a parallel four-bar linkage design, including a main drive arm and an auxiliary guide arm; The lower end of the main drive arm is hinged to the front end of the bearing base (110), and the middle part is connected to the hydraulic drive unit (120). The lower end of the auxiliary guide arm is hinged to the rear end of the bearing base (110). The top ends of the main drive arm and the auxiliary guide arm are simultaneously hinged to the back support of the friction barrier shoe (131) to ensure that the friction barrier shoe (131) maintains a vertical collision posture during the lifting and lowering process.

7. The shield tunneling battery vehicle anti-slip device according to claim 6, characterized in that, A double-rotation torsion spring is sleeved on the hinge pin connecting the main drive arm and the bearing base (110). The two ends of the double-rotation torsion spring abut against the inner wall of the bearing base (110) and the side of the main drive arm, respectively.

8. The shield tunneling battery vehicle anti-slip device according to claim 5, characterized in that, The friction barrier shoe (131) is connected to the barrier arm assembly (130) via a floating guide assembly structure, the floating guide assembly structure comprising: The guide optical axis is vertically welded to the back of the friction barrier shoe (131) and inserted into the linear bearing hole of the barrier arm assembly (130); The disc spring buffer assembly is sleeved on the guide optical axis and located between the back of the friction barrier shoe (131) and the front of the barrier arm assembly (130).

9. A shield tunneling battery vehicle anti-slip device according to claim 5, characterized in that, The friction barrier shoe (131) has an arc-shaped copper-based powder metallurgy friction plate embedded on its impact surface. The effective interception height of the friction barrier shoe (131) is within a preset height range from the rail surface. A collision protection beam is installed on the battery car.

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