High-efficiency and high-precision TBM attitude autonomous regulation and control method and system

Abstract

The invention belongs to the technical field of tunneling, and discloses a high-efficiency and high-precision TBM attitude autonomous regulation and control technology, which comprises the following steps: establishing a TBM deviation rectification capability evaluation model based on constraint factors such as edge cutter wear, oil cylinder stroke, rigidity of a direction adjusting mechanism under rock-machine interaction, maximum supporting force provided by surrounding rock and the like, and providing support for subsequent trajectory planning; real-time position and posture information of the TBM is read, different tunneling strategies are selected according to different degrees of deviation, tunneling parameters are determined for the different tunneling strategies, and high efficiency and economical efficiency of tunneling are guaranteed; reading real-time pose information of the TBM, wherein the real-time pose information comprises a TBM coordinate, a pitch angle, a horizontal direction angle, a horizontal plane curvature and a vertical plane curvature; the DTA information of the TBM tunnel design axis is read; and an evaluation function considering multiple factors is established, the end point of the deviation rectification track is optimized by using a genetic algorithm, and finally the optimal deviation rectification track is obtained. According to the method, manual operation errors can be reduced, the labor cost required by tunneling is greatly reduced, and the tunneling efficiency of the TBM is also greatly improved.

Description

Technical Field

[0001] This invention belongs to, but is not limited to, the field of tunneling technology, and particularly relates to a highly efficient and high-precision method and system for autonomous attitude control of TBMs. Background Technology

[0002] Tunnel boring machines (TBMs) integrate geological sensing, soil and rock excavation, and lining support functions, making them irreplaceable core equipment in transportation infrastructure, water conservancy and hydropower, energy pipelines, and national defense projects. The precision control and intelligent decision-making capabilities of TBMs directly impact the structural safety, life-cycle cost, and project efficiency of major national infrastructure projects. According to the "National Comprehensive Three-Dimensional Transportation Network Planning Outline," my country's railway operating mileage will reach 200,000 kilometers by 2035, with tunnel engineering, as a key control node, experiencing continued rapid growth. Especially under the dual constraints of complex geological conditions and high-precision construction requirements, TBMs have become a crucial technological carrier for overcoming mountain barriers and ensuring line smoothness. It is estimated that the future demand for TBM equipment will exceed 500 sets, with a market valuation exceeding 60 billion RMB.

[0003] During TBM tunneling, the equipment must strictly adhere to the design axis based on geological survey results. However, the high-vibration construction environment often leads to inaccurate or even malfunctioning position measurement systems, forcing the TBM into a "blind excavation" state, which easily causes the tunneling trajectory to deviate significantly from the design axis. Furthermore, uneven loading of the propulsion system caused by complex geological environments and human error are also significant contributing factors to individual position deviations. These deviations not only reduce tunnel formation quality but also lead to excessive wear of the cutting tools, a sharp decrease in tunneling efficiency, and in severe cases, require backfilling and restarting, resulting in substantial economic losses and project delays. Therefore, timely and accurate correction when deviations occur is crucial.

[0004] Existing methods for TBM pose correction mainly fall into two categories. The first category is the deviation-oriented direct control method, which directly corrects the offset angle and deviation by adjusting the propulsion system parameters. For example, Wang established a theoretical coupling relationship between TBM pose deviation and control parameters, and proposed a trajectory adjustment method to simultaneously reduce the offset angle and position deviation; Zhang integrated the dynamics theory of propulsion hydraulic systems with deep neural networks (DNNs) to construct an optimization framework integrating PIDL, NSGA-III, and virtual models to predict cylinder stroke control strategies under different geological conditions. Although such methods are widely used in engineering fields, they still have significant limitations: as a large-inertia underactuated system, the TBM propulsion system response has significant lag. When directly adjusting the deviation using thrust, it is often difficult to stop in time at the moment of correction, and it is very easy to generate overshoot in the opposite direction, resulting in a "snake-like" oscillation of the tunneling axis. In addition, this type of method is highly dependent on field data, the model has poor generalization ability, and often needs to be retrained for heterogeneous geological environments, limiting its cross-scenario application capability.

[0005] The second type is the "plan first, track later" composite control method, which involves first planning the correction trajectory based on the TBM's state, and then controlling the propulsion system to accurately track the trajectory. If the trajectory design is reasonable, this method can significantly improve the stability of the correction process and avoid repeated oscillations. Hou Kunzhou established a TBM correction and orientation kinematic model, comprehensively considering constraints such as the maximum displacement of the side cutter and the minimum turning radius, and planned the correction path; He Boning studied the tunnel axis algorithm and proposed a correction path design method based on a cubic parabola; Liu, through a composite displacement tracking controller, used dead zone compensation and integral separation fuzzy PI control strategies to achieve high-precision tracking of the correction trajectory. This type of method decouples path planning from the underlying control, effectively preventing the generation of serpentine paths and possessing the potential for "one-step" completion.

[0006] However, existing TBM pose adjustment methods still have problems such as low tunneling efficiency, lack of energy consumption cost control, poor control accuracy, imprecise model construction of correction capability, single trajectory line selection, and insufficient consideration of factors in trajectory optimization algorithms. There is still room for improvement in planning rationality and adaptability to complex working conditions. Summary of the Invention

[0007] To address the problems existing in the prior art, this invention provides a highly efficient and high-precision TBM attitude autonomous control technology.

[0008] This invention is implemented as follows: a high-efficiency, high-precision TBM attitude autonomous control technology, which includes:

[0009] S1: Considering the factors affecting TBM tunneling efficiency and tunneling cost, an evaluation model for TBM deviation correction capability is established based on constraints such as cutter wear, cylinder stroke, stiffness of the steering mechanism under rock-machine interaction, and maximum support force provided by the surrounding rock, to provide support for subsequent trajectory planning.

[0010] S2: Read the real-time pose information of the TBM, select different tunneling strategies according to different degrees of deviation, and determine the tunneling parameters for different tunneling strategies to ensure the efficiency and economy of tunneling;

[0011] S3: Read the real-time pose information of the TBM, including TBM coordinates. Pitch angle Horizontal direction angle Horizontal plane curvature Vertical plane curvature Read the DTA information of the TBM tunnel design axis;

[0012] S4: Select a fifth-order polynomial curve as the trajectory shape for the correction trajectory, and plan the trajectory in both the horizontal and vertical planes. Select a point on the DTA as the endpoint of the correction trajectory, and use the fifth-order polynomial curve to fit the starting point and the endpoint to obtain the fifth-order polynomial expression of the correction trajectory. Establish an evaluation function that considers multiple factors, use a genetic algorithm to optimize the endpoint of the correction trajectory, and finally obtain the optimal correction trajectory.

[0013] S5: Calculate the target motion parameters of each hydraulic cylinder of the TBM according to the equation of the correction trajectory curve, and calculate the thrust of each group of cylinders according to the mechanical model of the TBM propulsion system.

[0014] S6: Adaptive PID control algorithm is used to control the displacement and thrust of each cylinder to achieve TBM trajectory following and realize TBM posture autonomous adjustment.

[0015] Furthermore, S1 specifically includes:

[0016] Step S11: To reduce tool wear, decrease tool replacement frequency, and improve tunneling efficiency and tool replacement costs, side tool wear is used as a constraint. The minimum correction radius under the side tool wear constraint is calculated as follows: To reduce the wear of the TBM cutterhead side tools, the maximum displacement of the side tools during a single advance stroke is limited. Based on the maximum displacement of the side tools, the minimum correction radii in the horizontal and vertical planes can be calculated. The calculation method is as follows:

[0017] Minimum correction radius calculation: TBM single-step propulsion stroke is The maximum displacement of the side cutter is The radius of the cutter head is Minimum correction radius under maximum edge tool displacement constraint The calculation formula is:

[0018]

[0019] Step S12: The stroke of each actuator cylinder in the TBM steering mechanism has a limited range. During tunneling, the stroke of each cylinder cannot exceed the limited range. Therefore, the cylinder stroke limit needs to be used as a constraint. Calculate the minimum correction radius under the cylinder stroke constraint: During TBM tunneling, the minimum correction radius in the horizontal plane is constrained by the stroke difference of the propulsion cylinders, and the minimum correction radius in the vertical plane is constrained by the maximum extension of the torque cylinders. Therefore, the minimum correction radius is calculated separately in the horizontal plane and vertical plane.

[0020] (1) Calculation of minimum correction radius in horizontal plane:

[0021] TBM single-step propulsion stroke is The difference in cylinder stroke is The diameter of the cutter head is The angle the TBM turned was... The calculation formula is:

[0022]

[0023] Minimum correction radius of hydraulic cylinder stroke difference constraint The calculation formula is:

[0024]

[0025] (2) Calculation of minimum correction radius in vertical plane:

[0026] The single-step propulsion stroke of the TBM is: The maximum displacement of the side cutter is The maximum extension of the torsion cylinder is The main beam length of the TBM is Because of the single-step correction propulsion process. It is very small, so it is approximately... Considering it as 90°, the rotation angle of the TBM can be calculated. The calculation formula is:

[0027]

[0028] Furthermore, the formula for calculating the minimum correction radius in the vertical plane under the constraint of the maximum extension of the torsion cylinder is as follows: :

[0029]

[0030] Step S13: To keep the main beam deformation within an acceptable range, improve TBM tunneling accuracy, reduce uneven cutterhead load distribution, and decrease cutter wear, the stiffness of the steering mechanism under rock-machine interaction is used as a constraint. The minimum correction radius under the stiffness constraint of the steering mechanism under rock-machine interaction is calculated: During the correction process, the main beam is subjected to a torque in the turning direction. Excessive torque will cause excessive deformation of the main beam, leading to correction failure, reduced tunneling efficiency, and accelerated cutter wear. Therefore, the maximum deformation of the main beam should be limited. The following is the calculation method for the minimum correction radius under the stiffness constraint of the steering mechanism:

[0031] (1) Calculation of minimum correction radius in horizontal plane:

[0032] The mechanical model of the horizontal plane during the TBM correction process is shown in the attached figure, where... The cutterhead is subjected to the reaction force of the rock. For the thrust of the right-side propulsion cylinder, For the thrust of the left-side propulsion cylinder, To provide horizontal support for the thrust of the hydraulic cylinder on the main beam, The reaction torque of the rock on the cutterhead during turning; the forward thrust. After setting the on-site construction conditions, the maximum rotation angle of a single propulsion stroke can be calculated using the maximum deformation constraint of the main beam, thereby calculating the minimum correction radius. The specific calculation is as follows:

[0033] By resolving the force into directions along the main beam and perpendicular to the main beam, we can obtain the force and moment balance equations:

[0034]

[0035] in, The angle between the right-side propulsion cylinder and the main beam in the horizontal plane. The angle between the left-side propulsion cylinder and the main beam in the horizontal plane. The angle at which the main beam deflects in the horizontal plane The distance from the center of the cutter head to the center of the saddle. denoted as , where is the distance between the two ends of the saddle, and c is the maximum distance from the center of the saddle to the support shoe axis during a single stroke;

[0036] Because the hydraulic circuits of the left and right push cylinders are connected, the thrust of the left and right push cylinders is equal:

[0037]

[0038] and The relationship can be represented as:

[0039]

[0040] By analyzing the stress on the main beam as a cantilever beam, the moments acting on the main beam can be calculated:

[0041]

[0042] in, The torque exerted by the horizontal plane support cylinder on the main beam. To propel the torque of the hydraulic cylinder on the main beam;

[0043] The total deformation of the main beam under the combined action of two moments is:

[0044]

[0045] in The bending stiffness of the main beam;

[0046] Based on the above formula, we can obtain information about... Implicit equation:

[0047]

[0048] in:

[0049]

[0050] When forward thrust After setting the parameters according to the on-site construction conditions, the maximum deformation of the main beam can be used as a reference. The constraint calculates the maximum rotation angle of a single propulsion stroke. Thus, the minimum correction radius can be calculated. The specific calculations are as follows:

[0051]

[0052] (2) Calculation of minimum correction radius in vertical plane:

[0053] The mechanical model of the TBM in the vertical plane during the correction process is shown in the attached figure. These represent the thrust of the left and right torque cylinders, respectively, and G is the gravity acting on the cutter head, saddle, main beam, etc. This refers to the rock and soil support force acting on the cutterhead. The counter-torque experienced by the cutterhead during rock cutting. This refers to the torque exerted on the cutterhead by the rock during the turning process. This refers to the distance from the center of gravity of the components subjected to gravity, such as the cutterhead, saddle, and main beam, to the center of the cutterhead. It is the distance from the center of gravity of the mechanism to the center of the line connecting the ends of the left and right torque cylinder rods. This is the distance from the torque cylinder to the main beam. The angle through which the main beam rotates;

[0054] Based on the above mechanical model, the following mechanical equilibrium formula can be established:

[0055]

[0056] By analyzing the stress on the main beam as a cantilever beam, the moments acting on the main beam can be calculated:

[0057]

[0058] The total deformation of the main beam under the combined action of two moments is:

[0059]

[0060] in The bending stiffness of the main beam;

[0061] The maximum turning angle can be calculated using the above formula. :

[0062]

[0063] When the TBM cutterhead rotates in the vertical plane After setting the construction environment parameters, the maximum deformation of the main beam can be used as a reference. The constraint calculates the maximum rotation angle of a single propulsion stroke. Thus, the minimum correction radius can be calculated. The specific calculations are as follows:

[0064]

[0065] Step S14: Calculate the minimum correction radius under the constraint of the maximum support force provided by the surrounding rock: During the correction process, the thrust of the TBM propulsion cylinder increases with the increase of the deflection angle. The thrust is transmitted from the propulsion cylinder to the support shoe, and then to the surrounding rock surrounding the support shoe. If the force exerted by the support shoe on the surrounding rock exceeds the maximum range that the surrounding rock can provide, the surrounding rock may be crushed, leading to the failure of TBM correction or even work stoppage. Therefore, the minimum correction radius is calculated based on the maximum support force that the surrounding rock can provide. The following is the calculation method for the minimum correction radius under the constraint of the maximum support force provided by the surrounding rock:

[0066] Based on the mechanical model of the horizontal plane in step S13, we can obtain:

[0067]

[0068] in, The propulsion force set for the cutter head, To provide frictional force along the propulsion direction to the surrounding rock for the support shoe. for, To provide the maximum clamping pressure to the surrounding rock for the support shoe. To maximize the pressure Under the action of the surrounding rock, the maximum frictional force that the support shoe can provide is k, where k is the coefficient of friction; the maximum rotation angle can be calculated. :

[0069]

[0070] The minimum correction radius can then be calculated. :

[0071]

[0072] In summary, the minimum correction radius for the horizontal plane can be obtained. :

[0073] .

[0074] Furthermore, S2 specifically includes:

[0075] Step S21: Select different tunneling strategies based on real-time deviations:

[0076] (1) Deviation of the TBM cutterhead center from the tunnel design axis Less than the limit deviation When it is half, that is At this point, the deviation is small, and the TBM should focus on propulsion, maintaining propulsion speed and thrust to ensure the efficiency of tunneling.

[0077] (2) Deviation of the TBM cutterhead center from the tunnel design axis Greater than the limit deviation Half of the constraint deviation At that time, that is At this point, the deviation is moderate. The TBM should take into account both advancing and correcting deviation, and appropriately reduce the advancing speed and thrust to reduce the wear of the cutterhead and tools, so that the TBM can simultaneously achieve high efficiency and economy during the tunneling process.

[0078] (3) Deviation of the TBM cutterhead center from the tunnel design axis Greater than the limit deviation At that time, that is At this point, the deviation is relatively large. The TBM should focus on correction, reduce the propulsion speed and thrust to reduce the wear of the cutter head and tools during the turn and reduce the minimum correction radius, so that the deviation of the TBM can be brought back to the limit deviation range as soon as possible.

[0079] Step S22: Determine TBM tunneling parameters based on different tunneling strategies:

[0080] (1) When At that time, the TBM's propulsion speed was set to the normal linear propulsion speed. The thrust is set to the thrust of normal linear propulsion. The turret turning torque is 0, and the TBM advances in a straight line; calculate the minimum correction radius in the horizontal and vertical planes according to the above step S1;

[0081] (2) When At that time, the TBM propulsion speed was set to the propulsion speed under correction conditions. The thrust is set to the cutterhead thrust under the correction state. The turret rotation torque is set to The TBM performs correction; the minimum correction radius for the horizontal and vertical planes is calculated according to step S1.

[0082] (3) When At that time, the TBM tunneling parameters were set as follows:

[0083] propulsion speed :

[0084]

[0085] Cutterhead thrust :

[0086]

[0087] Cutter head rotation torque :

[0088]

[0089] The TBM takes into account both forward propulsion and attitude adjustment; the minimum correction radius in the horizontal and vertical planes is calculated according to step S1.

[0090] Furthermore, S4 specifically includes:

[0091] Step S41: Perform trajectory planning on the horizontal plane. First, establish the parametric equation of the correction curve, selecting a fifth-degree polynomial as the trajectory shape. The specific formula is as follows:

[0092]

[0093] Where E is the eastward coordinate of the TBM in the city coordinate system. The coefficients of the fifth-degree polynomial;

[0094] N with respect to E's first derivative and second derivative The calculation formula is as follows:

[0095]

[0096]

[0097] Based on the initial conditions of the TBM, the slope at the starting point for The curvature is Then, at the starting position of the correction trajectory, the following equation holds:

[0098]

[0099] Meanwhile, when the TBM returns to the tunnel design axis, let the coordinates of the TBM cutterhead center be... Horizontal direction angle Horizontal plane curvature Then, at the endpoint of the correction, we can obtain the following equation:

[0100]

[0101] Based on the starting and regressing points of the TBM, the following set of linear equations can be constructed:

[0102]

[0103] Using matrix form, the above equation can be expressed as:

[0104]

[0105] in, ,

[0106] , ;

[0107] Using the above formula, when the starting point and the ending point are known, the coefficients of the polynomial can be solved, thereby generating a uniquely determined polynomial trajectory.

[0108]

[0109] The trajectory calculation process in the vertical plane is the same as that in the horizontal plane, from which the parameterized equation of the TBM correction curve can be obtained;

[0110] S42: Establish the correction trajectory evaluation function. When optimizing the TBM correction trajectory, it is necessary to set an optimization objective and establish the correction trajectory cost function.

[0111] (1) Length cost function

[0112] When a TBM performs deviation correction, the propulsion system advances forward by changing steps using the support shoe. Therefore, operators typically expect to complete the correction within n steps, depending on the deviation. Thus, the length cost function of the deviation correction curve is set as follows:

[0113]

[0114] in The length of travel in a single step change is usually set to a fixed value;

[0115] (2) Efficiency cost function

[0116] During the TBM's excavation along the planned trajectory, the ratio of the length excavated by the TBM along the tunnel's design axis to the total mileage excavated by the TBM reflects its excavation efficiency; therefore, the efficiency evaluation function for the deviation correction curve is set as follows:

[0117]

[0118] (3) Minimum correction radius constraint cost function

[0119] During TBM tunneling, the minimum correction radius of the correction trajectory must not be less than the minimum correction radius of the TBM. Therefore, a minimum correction radius constraint cost function is set:

[0120]

[0121] in This represents the minimum correction radius of the TBM. The minimum radius on the correction trajectory;

[0122] (4) Tool wear cost function

[0123] During TBM tunneling, the smaller the radius of the tunneling trajectory, the more uneven the load distribution on the cutterhead tools, which will exacerbate the wear of tools on one side. Therefore, a tool wear cost function is set:

[0124]

[0125] in Let the curvature be the point on the trajectory. It is the curvature corresponding to the minimum correction radius;

[0126] In summary, we can obtain the overall trajectory correction cost function:

[0127]

[0128] in, , Let be the weighting coefficient, satisfying ,and , ;

[0129] S43: Use a genetic algorithm to optimize the correction trajectory. The specific steps are as follows:

[0130] (1) Parameter settings: Group size Cross rate Variation rate The number of optimal selections per generation is k, and the maximum number of iterations is max.

[0131] (2) Population initialization: Take N points at equal intervals along the tunnel design axis from the corresponding position of TBM as the endpoints of the correction trajectory. Calculate the fifth-order polynomial correction curve corresponding to each endpoint according to the correction curve parameterization equation in step S31, thereby initializing the population.

[0132] (3) Fitness assessment: Each fifth-order polynomial correction curve is evaluated according to the correction trajectory evaluation function in step S32, and the fitness of each individual is calculated; the fitness function calculation formula is as follows:

[0133]

[0134] (4) Individual selection: The probability of an individual being selected is set according to the individual fitness and the sum of the fitness of all individuals. The formula for calculating the probability of an individual being selected is as follows:

[0135]

[0136] in Let be the probability that the i-th individual is selected. Let be the fitness of the i-th individual. The sum of the fitness of all individuals;

[0137] (5) Crossover mutation: Simulates the gene exchange in the sexual reproduction of organisms, performs crossover mutation operation to generate a new generation, and repeats the iteration until the maximum number of iterations is reached.

[0138] Crossover operation: For the endpoint position of each superior individual, perform linear interpolation to generate a new value between the endpoint positions of its parents; the specific calculation formula is as follows:

[0139] For each pair of parent individuals Generate a random number ,

[0140]

[0141] in For the new generation of individuals, Crossover rate, It is a constant, and its range of values ​​is 1. ;

[0142] Mutation operation: Simulates gene mutations in biological evolution, randomly altering individual characteristics with a small probability during the generation of a new generation; the specific calculation formula is as follows:

[0143] For each new generation of individuals Generate a random number ,

[0144]

[0145] in , For the new generation of individuals after the mutation. The variability rate;

[0146] (6) Optimal solution output: Repeat the above 3-5 operations until the maximum number of iterations is reached, calculate the fitness again, and select the optimal trajectory according to the fitness.

[0147] Furthermore, S5 specifically includes:

[0148] Step S51: Calculate the target motion parameters of each hydraulic cylinder of the TBM, and calculate the motion parameters of each group of cylinders in the horizontal plane and the vertical plane respectively;

[0149] During the tunneling process, the distance traveled by the center of the TBM cutterhead is defined as the tunneling length, denoted by q:

[0150]

[0151] Where v is the TBM tunneling speed and t is the tunneling time;

[0152] The projections of the tunneling speed and tunneling length at the center of the TBM cutterhead in the horizontal and vertical planes , , , They are respectively:

[0153]

[0154] in The angle between the tunneling direction and the horizontal plane. The angle between the tunneling direction and the vertical plane;

[0155] The equation for the TBM correction curve is:

[0156] Horizontal plane:

[0157]

[0158] Vertical plane:

[0159]

[0160] Cutterhead center Location can be described as:

[0161]

[0162] The process of transforming the trajectory equation from the urban coordinate system to the above coordinate system can be described as follows:

[0163]

[0164]

[0165]

[0166]

[0167] in, Let be the rotation matrix from the city coordinate system to the aforementioned coordinate system. Let be the translation vector from the city coordinate system to the aforementioned coordinate system, and let a and b be the coefficients of the fifth-order polynomial correction curves in the horizontal and vertical planes under the aforementioned coordinate system, respectively. , , Let C be the coordinates of point C in the above coordinate system;

[0168] (1) Calculation of motion parameters of horizontal plane hydraulic cylinder

[0169] At any given time, the center point G of the horizontal support cylinder barrel and The distance L can be expressed as:

[0170]

[0171]

[0172] Let the extension of the horizontal support cylinders at the initial position be... Then the length vectors of the left and right horizontal support cylinders can be expressed as:

[0173]

[0174] in Let C be the x-coordinate. The angle of deflection of the main beam in the horizontal plane relative to its initial position. Let C be the y-coordinate of point C;

[0175] Differentiating the above equation allows us to calculate the velocity vector at the center point of the support cylinder. for:

[0176]

[0177] The velocity vectors of the left and right horizontal support cylinders can then be expressed as:

[0178]

[0179] Left thrust cylinder length vector It can be represented as:

[0180]

[0181] Where 'a' represents the distance between the centers of the lugs at the ends of the left and right propulsion cylinder rods. The distance between the centers of the cylinder barrels and the eyelets of the left and right propulsion cylinders is half of the distance between them, and c is the distance from the center of the cylinder earlets to the axis of the support shoe.

[0182] Left thrust cylinder end velocity vector It can be represented as:

[0183]

[0184] Where v is the tunneling speed at the center of the TBM cutterhead, and s is the distance from the center of the cutterhead to the center of the saddle.

[0185] Right-side propulsion cylinder length vector It can be represented as:

[0186]

[0187] Where 'a' represents the distance between the centers of the lugs at the ends of the left and right propulsion cylinder rods. The distance between the centers of the cylinder barrels and the eyelets of the left and right propulsion cylinders is half of the distance between them, and c is the distance from the center of the cylinder earlets to the axis of the support shoe.

[0188] Right-side propulsion cylinder end velocity vector It can be represented as:

[0189]

[0190] Where v is the tunneling speed at the center of the TBM cutterhead, and s is the distance from the center of the cutterhead to the center of the saddle.

[0191] (2) Calculation of motion parameters of vertical plane hydraulic cylinder

[0192] TBM adjusts the extension of the torque cylinder To adjust the steering angle Then, the position of the cutter head center in the vertical plane is adjusted by adjusting the left and right propulsion cylinders; in a fixed coordinate system, the linear equation of the main beam at any given time can be expressed as:

[0193]

[0194] in Let x be the derivative of the equation of the correction trajectory in the vertical plane with respect to x, where the center of the cutter head is at point c.

[0195] From this we can know The coordinates are:

[0196]

[0197] Torque cylinder length vector It can be represented as:

[0198]

[0199] in This is the initial length of the torque cylinder;

[0200] Torque cylinder end velocity vector It can be represented as:

[0201]

[0202] Step S52: Establish the mechanical model of the TBM propulsion system and calculate the thrust of each group of hydraulic cylinders;

[0203] Solution for the thrust of the hydraulic cylinder:

[0204] The thrust of the propulsion cylinder can be calculated based on the mechanical model in step S1:

[0205]

[0206] in For the thrust of the right-side propulsion cylinder, For the thrust of the left-side propulsion cylinder, For the positive pressure advancing in the tunneling direction, The angle through which the TBM main beam rotates in the horizontal plane. The angle between the right-side propulsion cylinder and the main beam. The angle between the left-side propulsion cylinder and the main beam;

[0207] Solution for the thrust of the horizontal support cylinder:

[0208] Let the clamping force of the support shoe on the surrounding rock be... Then, based on the mechanical model in step S1, the thrust of the horizontal support cylinder can be calculated:

[0209] The thrust of the left horizontal support cylinder The thrust of the right-side horizontal support cylinder :

[0210]

[0211] Calculation of torque cylinder thrust:

[0212] The thrust of the left and right torque cylinders can be calculated based on the mechanical model in step S1. :

[0213]

[0214] in, .

[0215] Based on the above technical solutions and the technical problems solved, the advantages and positive effects of the technical solution to be protected by this invention are as follows:

[0216] To address the problems of low tunneling efficiency, inadequate energy cost control, poor control precision, weak generalization ability, and unreasonable trajectory planning in existing TBM posture correction technologies, we propose a high-efficiency, high-precision autonomous TBM posture control technology. This technology first establishes a refined TBM posture correction capability evaluation model based on constraints such as edge cutter wear, the stiffness of the directional mechanism under rock-machine interaction, and the maximum support force provided by the surrounding rock to quantify the minimum correction radius of the TBM. Then, based on the degree of TBM posture deviation, different tunneling strategies are selected: when the deviation is small, the TBM prioritizes propulsion with correction as a secondary measure; when the deviation is large, correction prioritizes propulsion with propulsion as a secondary measure. A multi-factor trajectory optimization algorithm is established based on different correction strategies to select a reasonable trajectory shape. The thrust and length vectors of each cylinder are calculated based on the kinematic model of the TBM directional mechanism, and an adaptive PID control algorithm is used to achieve TBM trajectory following. Finally, autonomous TBM posture adjustment is achieved.

[0217] This invention enables automated TBM operation in various geological environments, ensuring that the TBM always advances along the tunnel's designed axis, thus improving tunnel formation quality, reducing human error, significantly lowering labor costs for tunnel excavation, and greatly enhancing TBM excavation efficiency.

[0218] This invention addresses the long-standing engineering challenges in tunnel boring machine (TBM) construction, including low TBM attitude control efficiency, insufficient correction accuracy, and high construction costs. It proposes a TBM attitude autonomous control technology solution for the coordinated optimization of efficient tunneling and high-precision control. This solution demonstrates clear economic benefits and significant commercial value at the engineering implementation level. By constructing a refined TBM correction model and an efficient tunneling control strategy, it achieves coordinated optimization control of TBM attitude, propulsion path, and hydraulic cylinder thrust and extension length. This significantly reduces unnecessary correction actions and repetitive adjustments, thereby effectively improving overall construction efficiency. Engineering calculations and empirical evaluations indicate that this solution is expected to save approximately 10% of TBM tunneling time in practical applications, significantly shorten the construction cycle, and reduce construction costs by approximately 5% in terms of equipment wear, labor input, and energy consumption. Comprehensive calculations suggest an expected economic benefit of approximately 50 million yuan, demonstrating promising prospects for widespread application and large-scale commercial value.

[0219] From a technological innovation perspective, the technical solution of this invention has significant foresight and originality in the field of TBM construction control both domestically and internationally, filling a key gap in the existing technological system. Current TBM construction methods largely rely on experience-based control or single-objective optimization, making it difficult to balance tunneling efficiency and trajectory accuracy. This solution systematically constructs a refined mathematical model for TBM deviation correction, proposes an efficient tunneling strategy and a high-precision trajectory planning algorithm, and further establishes a calculation model for TBM cylinder thrust and extension length. This achieves a technological leap in TBM attitude control from experience-driven to model-driven, and from local adjustment to global optimization, a feat not yet publicly reported in similar technologies.

[0220] Furthermore, this invention addresses a long-standing and persistent core technical challenge in TBM construction—the difficulty of simultaneously achieving high efficiency and high precision—and proposes a groundbreaking solution. This solution, for the first time, treats high-efficiency tunneling and high-precision attitude control as unified optimization objectives, introducing a trajectory optimization function under multi-objective constraints. This maximizes propulsion efficiency while ensuring tunneling accuracy, effectively reducing abnormal tool wear and structural stress concentration, thereby lowering construction risks and overall costs. This technical solution provides a feasible path for intelligent, automated, and high-quality TBM construction, possessing significant engineering application value and industry-leading significance. Attached Figure Description

[0221] Figure 1 This is a schematic diagram of the maximum displacement constraint of the side cutter provided in an embodiment of the present invention;

[0222] Figure 2 The schematic diagram of the stroke difference of the propulsion cylinder provided in the embodiment of the present invention is constrained;

[0223] Figure 3This is a schematic diagram of the maximum extension constraint of the torsion cylinder provided in an embodiment of the present invention;

[0224] Figure 4 This is a schematic diagram of the mechanical model of a horizontal plane provided in an embodiment of the present invention;

[0225] Figure 5 This is a schematic diagram of the mechanical model of the vertical plane provided in an embodiment of the present invention;

[0226] Figure 6 This is a schematic diagram of the TBM propulsion process provided in an embodiment of the present invention;

[0227] Figure 7 This is a schematic diagram of vertical plane TBM orientation provided in an embodiment of the present invention;

[0228] Figure 8 This is a control flowchart provided in an embodiment of the present invention.

[0229] Figure 9 This is a trajectory comparison diagram provided in an embodiment of the present invention. Detailed Implementation

[0230] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0231] This invention provides a high-efficiency, high-precision TBM posture autonomous control technology. First, based on constraints such as edge cutter wear, cylinder stroke, stiffness of the steering mechanism under rock-machine interaction, and the maximum support force provided by the surrounding rock, a TBM correction capability evaluation model is established to quantify the minimum correction radius of the TBM. Then, the degree of TBM posture deviation is assessed, and different tunneling strategies are selected to improve the TBM tunneling speed. Based on different correction strategies, a multi-factor correction trajectory optimization algorithm is established to select a reasonable correction trajectory shape. Based on the kinematic model of the TBM steering mechanism, the thrust and length vectors of each cylinder are calculated. An adaptive PID control algorithm is used to achieve TBM trajectory following, and finally, autonomous TBM posture adjustment is achieved. The process includes the following steps:

[0232] Step S1: Based on constraints such as edge cutter wear, cylinder stroke, stiffness of the steering mechanism under rock-machine interaction, and maximum support force provided by the surrounding rock, establish a TBM correction capability evaluation model to support subsequent trajectory planning. This includes the following steps:

[0233] like Figure 1As shown, step S11: Calculate the minimum correction radius under the constraint of side cutter wear: In order to reduce the wear of the TBM cutterhead side cutters, the maximum displacement of the side cutters in a single advance stroke is limited during the tunneling process. Based on the maximum displacement of the side cutters, the minimum correction radius in the horizontal and vertical planes can be calculated. The calculation method is as follows:

[0234] Minimum correction radius calculation, such as Figure 1 As shown: The TBM single-step propulsion stroke is The maximum displacement of the side cutter is The radius of the cutter head is Minimum correction radius under maximum edge tool displacement constraint The calculation formula is:

[0235]

[0236] Step S12: Calculate the minimum correction radius under the constraint of cylinder stroke: During the TBM tunneling process, the minimum correction radius in the horizontal plane is constrained by the stroke difference of the propulsion cylinder, and the minimum correction radius in the vertical plane is constrained by the maximum extension of the torque cylinder. Therefore, the minimum correction radius is calculated separately in the horizontal plane and in the vertical plane.

[0237] 1. Calculation of minimum correction radius in the horizontal plane:

[0238] like Figure 1 As shown, the TBM's single-step propulsion stroke is The difference in cylinder stroke is The diameter of the cutter head is D. Then the angle through which the TBM rotates is... The calculation formula is:

[0239]

[0240] Minimum correction radius of hydraulic cylinder stroke difference constraint The calculation formula is:

[0241]

[0242] 1. Calculation of minimum correction radius in vertical plane:

[0243] The single-step propulsion stroke of the TBM is: The maximum displacement of the side cutter is The maximum extension of the torsion cylinder is The main beam length of the TBM is Because of the single-step correction propulsion process. It is very small, so it is approximately... Consider it as 90°. The rotation angle of the TBM can be calculated. The calculation formula is:

[0244]

[0245] Furthermore, the formula for calculating the minimum correction radius in the vertical plane under the constraint of the maximum extension of the torsion cylinder is as follows: :

[0246]

[0247] Step S13: Calculate the minimum correction radius of the steering mechanism under stiffness constraints in rock-machine interaction: During the correction process, the main beam is subjected to torque in the turning direction. Excessive torque can cause excessive deformation of the main beam, leading to correction failure, reduced tunneling efficiency, and accelerated tool wear. Therefore, the maximum deformation of the main beam should be limited. The following is the calculation method for the minimum correction radius under stiffness constraints of the steering mechanism:

[0248] 1. Calculation of minimum correction radius in the horizontal plane:

[0249] The mechanical model of the horizontal plane during the TBM correction process is shown in the figure above. The cutterhead is subjected to the reaction force of the rock. For the thrust of the right-side propulsion cylinder, For the thrust of the left-side propulsion cylinder, To provide horizontal support for the thrust of the hydraulic cylinder on the main beam, This is the reaction torque of the rock on the cutterhead during turning. When the forward thrust... After setting the on-site construction conditions, the maximum rotation angle of a single propulsion stroke can be calculated using the maximum deformation constraint of the main beam, thereby calculating the minimum correction radius. The specific calculation is as follows:

[0250] By resolving the force into directions along the main beam and perpendicular to the main beam, we can obtain the force and moment balance equations:

[0251]

[0252] in, The angle between the right-side propulsion cylinder and the main beam in the horizontal plane. The angle between the left-side propulsion cylinder and the main beam in the horizontal plane. The angle at which the main beam deflects in the horizontal plane The distance from the center of the cutter head to the center of the saddle. denoted as , where is the distance between the two ends of the saddle, and c is the maximum distance from the center of the saddle to the support shoe axis during a single stroke.

[0253] Because the hydraulic circuits of the left and right push cylinders are connected, the thrust of the left and right push cylinders is equal:

[0254]

[0255] and The relationship can be represented as:

[0256]

[0257] By analyzing the stress on the main beam as a cantilever beam, the moments acting on the main beam can be calculated:

[0258]

[0259] in, The torque exerted by the horizontal plane support cylinder on the main beam. To propel the hydraulic cylinder to exert torque on the main beam.

[0260] The total deformation of the main beam under the combined action of two moments is:

[0261]

[0262] in This refers to the bending stiffness of the main beam.

[0263] Based on the above formula, we can obtain information about... Implicit equation:

[0264]

[0265] in:

[0266]

[0267] When forward thrust After setting the parameters according to the on-site construction conditions, the maximum deformation of the main beam can be used as a reference. The constraint calculates the maximum rotation angle of a single propulsion stroke. Thus, the minimum correction radius can be calculated. The specific calculations are as follows:

[0268]

[0269] 2. Calculation of minimum correction radius in vertical plane:

[0270] The mechanical model of the TBM in the vertical plane during the correction process is shown in the figure above. These represent the thrust of the left and right torque cylinders, respectively, and G is the gravity acting on the cutter head, saddle, main beam, etc. This refers to the rock and soil support force acting on the cutterhead. The counter-torque experienced by the cutterhead during rock cutting. This refers to the torque exerted on the cutterhead by the rock during the turning process. This refers to the distance from the center of gravity of the components subjected to gravity, such as the cutterhead, saddle, and main beam, to the center of the cutterhead. It is the distance from the center of gravity of the mechanism to the center of the line connecting the ends of the left and right torque cylinder rods. This is the distance from the torque cylinder to the main beam. The angle through which the main beam rotates.

[0271] Based on the above mechanical model, the following mechanical equilibrium formula can be established:

[0272]

[0273] By analyzing the stress on the main beam as a cantilever beam, the moments acting on the main beam can be calculated:

[0274]

[0275] The total deformation of the main beam under the combined action of two moments is:

[0276]

[0277] in This refers to the bending stiffness of the main beam.

[0278] The maximum turning angle can be calculated using the above formula. :

[0279]

[0280] When the TBM cutterhead rotates in the vertical plane After setting the construction environment parameters, the maximum deformation of the main beam can be used as a reference. The constraint calculates the maximum rotation angle of a single propulsion stroke. Thus, the minimum correction radius can be calculated. The specific calculations are as follows:

[0281]

[0282] Step S14: Calculate the minimum correction radius under the constraint of the maximum support force provided by the surrounding rock: During the correction process, the thrust of the TBM propulsion cylinder increases with the increase of the deflection angle. The thrust is transmitted from the propulsion cylinder to the support shoe, and then to the surrounding rock surrounding the support shoe. If the force exerted by the support shoe on the surrounding rock exceeds the maximum range that the surrounding rock can provide, the surrounding rock may be crushed, leading to TBM correction failure or even work stoppage. Therefore, the minimum correction radius is calculated based on the maximum support force that the surrounding rock can provide. The following is the calculation method for the minimum correction radius under the constraint of the maximum support force provided by the surrounding rock:

[0283] Based on the mechanical model of the horizontal plane in step S13, we can obtain:

[0284]

[0285] in, The propulsion force set for the cutter head, To provide frictional force along the propulsion direction to the surrounding rock for the support shoe. for, To provide the maximum clamping pressure to the surrounding rock for the support shoe. To maximize the pressure Under the action of the surrounding rock, the maximum frictional force that the support shoe can provide is k, where k is the coefficient of friction. The maximum rotation angle can be calculated. :

[0286]

[0287] The minimum correction radius can then be calculated. :

[0288]

[0289] In summary, the minimum correction radius for the horizontal plane can be obtained. :

[0290]

[0291] Step S2: Read the real-time pose information of the TBM, select different tunneling strategies according to different degrees of deviation, and determine the tunneling parameters for different tunneling strategies to ensure the efficiency and economy of tunneling. The specific steps are as follows:

[0292] Step S21: Select different tunneling strategies based on real-time deviations:

[0293] 1. Deviation of the TBM cutterhead center from the tunnel design axis Less than the limit deviation When it is half, that is At this point, the deviation is small, and the TBM should focus on propulsion, maintaining propulsion speed and thrust to ensure efficient tunneling.

[0294] 2. Deviation of the TBM cutterhead center from the tunnel design axis Greater than the limit deviation Half of the constraint deviation At that time, that is At this point, the deviation is moderate. The TBM should take into account both advancement and correction, and appropriately reduce the advancement speed and thrust to reduce the wear of the cutterhead and tools, so that the TBM can simultaneously achieve high efficiency and economy during the tunneling process.

[0295] 3. Deviation of the TBM cutterhead center from the tunnel design axis Greater than the limit deviation At that time, that is At this point, the deviation is relatively large. The TBM should focus on correction, reducing the propulsion speed and thrust to reduce the wear of the cutter head and tools during the turn and to reduce the minimum correction radius, so that the deviation of the TBM can be brought back to the limit deviation range as soon as possible.

[0296] Step S22: Determine TBM tunneling parameters based on different tunneling strategies:

[0297] 1. When At that time, the TBM's propulsion speed was set to the normal linear propulsion speed. The thrust is set to the thrust of normal linear propulsion. The cutterhead steering torque is 0, and the TBM advances in a straight line. The minimum correction radii for the horizontal and vertical planes are calculated based on step S1 above.

[0298] 2. When At that time, the TBM propulsion speed was set to the propulsion speed under correction conditions. The thrust is set to the cutterhead thrust under the correction state. The turret rotation torque is set to The TBM performs correction. The minimum correction radii for the horizontal and vertical planes are calculated according to step S1.

[0299] 3. When At that time, the TBM tunneling parameters were set as follows:

[0300] propulsion speed :

[0301]

[0302] Cutterhead thrust :

[0303]

[0304] Cutter head rotation torque :

[0305]

[0306] The TBM balances forward propulsion and attitude adjustment. The minimum correction radii in the horizontal and vertical planes are calculated according to step S1.

[0307] Step S3: Read the real-time pose information of the TBM, including TBM coordinates. Pitch angle Horizontal direction angle Horizontal plane curvature Vertical plane curvature Read the DTA information of the TBM tunnel design axis.

[0308] Step S4: Select a quintic polynomial curve as the trajectory shape for the correction path, and plan the trajectory in both the horizontal and vertical planes. Select a point on the DTA as the endpoint of the correction path, and fit the starting and ending points using the quintic polynomial curve to obtain the quintic polynomial expression for the correction path. Establish an evaluation function that considers multiple factors, use a genetic algorithm to optimize the endpoint of the correction path, and finally obtain the optimal correction path.

[0309] Step S41: Perform trajectory planning on the horizontal plane. First, establish the parametric equation of the correction curve, selecting a fifth-degree polynomial as the trajectory shape. The specific formula is as follows:

[0310]

[0311] Where E is the eastward coordinate of the TBM in the city coordinate system. The coefficients are those of a fifth-degree polynomial.

[0312] N with respect to E's first derivative and second derivative The calculation formula is as follows:

[0313]

[0314]

[0315] Based on the initial conditions of the TBM, the slope at the starting point for The curvature is Then, at the starting position of the correction trajectory, the following equation holds:

[0316]

[0317] Meanwhile, when the TBM returns to the tunnel design axis, let the coordinates of the TBM cutterhead center be... Horizontal direction angle Horizontal plane curvature Then, at the endpoint of the correction, we can obtain the following equation:

[0318]

[0319] Based on the starting and regressing points of the TBM, the following set of linear equations can be constructed:

[0320]

[0321] Using matrix form, the above equation can be expressed as:

[0322]

[0323] in, ,

[0324] , .

[0325] Using the above formula, when the starting point and the ending point are known, the coefficients of the polynomial can be solved, thereby generating a uniquely determined polynomial trajectory.

[0326]

[0327] The trajectory calculation process in the vertical plane is the same as that in the horizontal plane, from which the parameterized equation of the TBM correction curve can be obtained.

[0328] S42: Establish the correction trajectory evaluation function. When optimizing the TBM correction trajectory, it is necessary to set an optimization objective and establish the correction trajectory cost function.

[0329] (1) Length cost function

[0330] When a TBM performs deviation correction, the propulsion system advances forward by changing steps using the struts. Therefore, operators typically expect to complete the correction within n steps, depending on the deviation. Thus, the length cost function of the deviation correction curve is set as:

[0331]

[0332] in This is the length of travel in a single step change, and is generally set to a fixed value.

[0333] (2) Efficiency cost function

[0334] During the TBM's excavation along the planned trajectory, the ratio of the length excavated along the tunnel's design axis to the total mileage excavated by the TBM reflects its excavation efficiency. Therefore, the efficiency evaluation function for the deviation correction curve is set as follows:

[0335]

[0336] (3) Minimum correction radius constraint cost function

[0337] During TBM tunneling, the minimum correction radius of the correction trajectory should not be less than the minimum correction radius of the TBM. Therefore, let...

[0338] Set the minimum correction radius constraint cost function:

[0339]

[0340] in This represents the minimum correction radius of the TBM. It represents the minimum radius on the correction trajectory.

[0341] (4) Tool wear cost function

[0342] During TBM tunneling, the smaller the radius of the tunneling trajectory, the more uneven the load distribution on the cutterhead tools, which will exacerbate the wear of tools on one side. Therefore, a tool wear cost function is set:

[0343]

[0344] in Let the curvature be the point on the trajectory. It is the curvature corresponding to the minimum correction radius.

[0345] In summary, we can obtain the overall trajectory correction cost function:

[0346]

[0347] in, , Let be the weighting coefficient, satisfying ,and , .

[0348] S43: Use a genetic algorithm to optimize the correction trajectory. The specific steps are as follows:

[0349] (1) Parameter settings: Group size Cross rate Variation rate The number of optimal selections per generation is k, and the maximum number of iterations is max.

[0350] (2) Population initialization: Take N points at equal intervals along the tunnel design axis from the corresponding position of TBM as the endpoints of the correction trajectory. Calculate the fifth-order polynomial correction curve corresponding to each endpoint according to the correction curve parameterization equation in step S31, thereby initializing the population.

[0351] (3) Fitness Assessment: Each fifth-order polynomial correction curve is evaluated based on the correction trajectory evaluation function in step S32, and the fitness of each individual is calculated. The fitness function calculation formula is as follows:

[0352]

[0353] (4) Individual selection: The probability of an individual being selected is set according to the individual fitness and the sum of the fitness of all individuals. The formula for calculating the probability of an individual being selected is as follows:

[0354]

[0355] in Let be the probability that the i-th individual is selected. Let be the fitness of the i-th individual. This is the sum of the fitness of all individuals.

[0356] (5) Crossover mutation: Simulates the gene exchange of sexual reproduction in organisms, performs crossover mutation operation to generate a new generation, and repeats the iteration until the maximum number of iterations is reached.

[0357] 1. Crossover operation: For the endpoint position of each superior individual, perform linear interpolation to generate a new value that lies between the endpoint positions of its parents. The specific calculation formula is as follows:

[0358] For each pair of parent individuals Generate a random number ,

[0359]

[0360] in For the new generation of individuals, Crossover rate, It is a constant, and its range of values ​​is 1. .

[0361] 2. Mutation Operation: This simulates gene mutations in biological evolution, randomly altering individual characteristics with a small probability during the generation of a new generation. The specific calculation formula is as follows:

[0362] For each new generation of individuals Generate a random number ,

[0363]

[0364] in , For the new generation of individuals after the mutation. denoted as the variability rate.

[0365] (6) Optimal solution output: Repeat the above 3-5 operations until the maximum number of iterations is reached, calculate the fitness again, and select the optimal trajectory according to the fitness.

[0366] Step S5: Calculate the target motion parameters of each hydraulic cylinder of the TBM according to the equation of the correction trajectory curve, and calculate the thrust of each group of cylinders according to the mechanical model of the TBM propulsion system.

[0367] Step S51: Calculate the target motion parameters of each hydraulic cylinder of the TBM, and calculate the motion parameters of each group of cylinders in the horizontal plane and the vertical plane respectively.

[0368] The schematic diagram of the TBM propulsion process is shown in the figure below.

[0369] The image above shows the process of a TBM advancing from its initial position to its target position, where the center point of the cutterhead's front end face is C. Let G be the projection point from the center of the cutter head to the y-axis, and G be the center point of the support shoe cylinder. Initially, the main beam is perpendicular to the axis of the support shoe cylinder. With the origin as the x-axis and the tunneling direction as the x-axis, the axis of the hydraulic cylinder for the support shoe is the y-axis. Establish a fixed coordinate system with the line perpendicular to the xoy plane as the y-axis.

[0370] During the tunneling process, the distance traveled by the center of the TBM cutterhead is defined as the tunneling length, denoted by q:

[0371]

[0372] Where v is the TBM tunneling speed and t is the tunneling time.

[0373] The projections of the tunneling speed and tunneling length at the center of the TBM cutterhead in the horizontal and vertical planes , , , They are respectively:

[0374]

[0375] in The angle between the tunneling direction and the horizontal plane. It is the angle between the tunneling direction and the vertical plane.

[0376] The equation for the TBM correction curve is:

[0377] Horizontal plane:

[0378]

[0379] Vertical plane:

[0380]

[0381] Cutterhead center Location can be described as:

[0382]

[0383] The process of transforming the trajectory equation from the urban coordinate system to the above coordinate system can be described as follows:

[0384]

[0385]

[0386]

[0387]

[0388] in, Let be the rotation matrix from the city coordinate system to the aforementioned coordinate system. Let be the translation vector from the city coordinate system to the aforementioned coordinate system, and let a and b be the coefficients of the fifth-order polynomial correction curves in the horizontal and vertical planes under the aforementioned coordinate system, respectively. , , Let C be the coordinates of point C in the above coordinate system.

[0389] 1. Calculation of motion parameters for horizontal plane hydraulic cylinder

[0390] At any given time, the center point G of the horizontal support cylinder barrel and The distance L can be expressed as:

[0391]

[0392]

[0393] Let the extension of the horizontal support cylinders at the initial position be... Then the length vectors of the left and right horizontal support cylinders can be expressed as:

[0394]

[0395] in Let C be the x-coordinate. The deflection angle of the main beam relative to its initial position. Let C be the y-coordinate of point C.

[0396] Differentiating the above equation allows us to calculate the velocity vector at the center point of the support cylinder. for:

[0397]

[0398] The velocity vectors of the left and right horizontal support cylinders can then be expressed as:

[0399]

[0400] Left thrust cylinder length vector It can be represented as:

[0401]

[0402] Where 'a' represents the distance between the centers of the lugs at the ends of the left and right propulsion cylinder rods. c is half the distance between the centers of the cylinder barrel lugs of the left and right propulsion cylinders, and c is the distance from the center of the cylinder lugs of the propulsion cylinders to the axis of the support shoe.

[0403] Left thrust cylinder end velocity vector It can be represented as:

[0404]

[0405] Where v is the tunneling speed at the center of the TBM cutterhead, and s is the distance from the center of the cutterhead to the center of the saddle.

[0406] Right-side propulsion cylinder length vector It can be represented as:

[0407]

[0408] Where 'a' represents the distance between the centers of the lugs at the ends of the left and right propulsion cylinder rods. c is half the distance between the centers of the cylinder barrel lugs of the left and right propulsion cylinders, and c is the distance from the center of the cylinder lugs of the propulsion cylinders to the axis of the support shoe.

[0409] Right-side propulsion cylinder end velocity vector It can be represented as:

[0410]

[0411] Where v is the tunneling speed at the center of the TBM cutterhead, and s is the distance from the center of the cutterhead to the center of the saddle.

[0412] 2. Calculation of motion parameters for vertical plane hydraulic cylinders

[0413] The vertical plane TBM orientation model is shown in the figure below:

[0414] TBM adjusts the extension of the torque cylinder To adjust the steering angle Then, the position of the cutter head center in the vertical plane is adjusted by adjusting the left and right propulsion cylinders. In a fixed coordinate system, the linear equation of the main beam at any given time can be expressed as:

[0415]

[0416] in Let x be the derivative of the equation of the correction trajectory in the vertical plane with respect to x, where the center of the cutter head is at point c.

[0417] From this we can know The coordinates are:

[0418]

[0419] Torque cylinder length vector It can be represented as:

[0420]

[0421] in This represents the initial length of the torque cylinder.

[0422] Torque cylinder end velocity vector It can be represented as:

[0423]

[0424] Step S52: Establish the mechanical model of the TBM propulsion system and calculate the thrust of each group of hydraulic cylinders.

[0425] 1. Solving for the thrust of the hydraulic cylinder:

[0426] The thrust of the propulsion cylinder can be calculated based on the mechanical model in step S1:

[0427]

[0428] in For the thrust of the right-side propulsion cylinder, For the thrust of the left-side propulsion cylinder, For the positive pressure advancing in the tunneling direction, The angle through which the TBM main beam rotates in the horizontal plane. The angle between the right-side propulsion cylinder and the main beam. The angle between the left-side propulsion cylinder and the main beam.

[0429] 2. Calculation of the thrust of the horizontal support cylinder:

[0430] Let the clamping force of the support shoe on the surrounding rock be... Then, based on the mechanical model in step S1, the thrust of the horizontal support cylinder can be calculated:

[0431] The thrust of the left horizontal support cylinder The thrust of the right-side horizontal support cylinder :

[0432]

[0433] 3. Solving for the torque cylinder thrust:

[0434] The thrust of the left and right torque cylinders can be calculated based on the mechanical model in step S1. :

[0435]

[0436] in, .

[0437] Step S6: Use an adaptive PID control algorithm to achieve TBM trajectory following and realize autonomous TBM posture adjustment. The control flowchart is shown below. First, the real-time posture of the TBM is read from the TBM navigation system. Based on the posture information, the tunneling trajectory is planned, and the displacement and thrust of each cylinder are calculated. The actual cylinder displacement and thrust are read through displacement and pressure sensors. The cylinder displacement controller and thrust controller correct the cylinder displacement and thrust. Then, the hydraulic cylinders execute propulsion to complete the tunneling posture adjustment. Finally, the real-time posture of the TBM is updated, and the next tunneling cycle is performed, thus realizing autonomous TBM posture control.

[0438] The cylinder displacement controller and cylinder thrust controller adopt an adaptive PID control algorithm, and the proportional, integral, and derivative parameters are appropriately adjusted according to the deviation between the desired displacement, desired thrust and the actual displacement and actual thrust. Specific Implementation Example 1

[0440] Unified Assessment of Minimum Correction Capability of Tunnel Boring Machines Based on Multi-Source Physical Constraints

[0441] In this embodiment, the tunnel boring machine (TBM) acquires the cutterhead center position, attitude angle, and propulsion parameters in real time during the tunneling process, and simultaneously reads the tunnel design axis information at the corresponding mileage. To address the various physical constraints that the TBM may encounter during the correction process, constraint models are established for the side cutter displacement, propulsion cylinder stroke, torsion cylinder stroke, steering mechanism structural stiffness, and the maximum support capacity of the surrounding rock.

[0442] In both the horizontal and vertical planes, the minimum correction radius allowed by each constraint condition within a single-step advance stroke is calculated. Subsequently, the minimum correction radii obtained under each constraint condition are compared uniformly, and the radius with the most stringent constraint is selected as the comprehensive minimum correction capability boundary of the tunnel boring machine under the current working condition.

[0443] By employing the above methods, the tunnel boring machine's correction capability is no longer determined by a single structure or a single working condition, but is jointly limited by multiple physical constraints, thus avoiding correction actions that are impossible to achieve or pose structural risks during trajectory planning and attitude adjustment. Specific Implementation Example 2

[0445] Adaptive switching of tunneling strategy based on minimum correction capability boundary

[0446] In this embodiment, the tunnel boring machine continuously monitors the lateral and vertical deviations of the cutterhead center relative to the tunnel design axis during the tunneling process, and compares and analyzes these deviations with the boundary of the comprehensive minimum correction capability.

[0447] When the deviation is within a small range, the tunnel boring machine automatically adopts a tunneling mode that prioritizes propulsion, maintaining a high propulsion speed and stable thrust to ensure tunneling efficiency. When the deviation increases but is still within the allowable range, the tunnel boring machine switches to a propulsion and correction coordination mode, appropriately reducing the propulsion speed while applying limited attitude adjustments. When the deviation exceeds the allowable threshold, the tunnel boring machine switches to a tunneling mode that prioritizes correction, significantly reducing the propulsion speed and thrust, and prioritizing the achievement of correction capabilities.

[0448] By directly establishing the switching of tunneling strategies above the minimum correction capability boundary, the decrease in tunneling efficiency and structural risks caused by excessive or insufficient correction in traditional experience-based adjustment methods are avoided. Specific Implementation Example 3

[0450] A method for generating a correction trajectory that satisfies the minimum correction radius constraint

[0451] In this embodiment, after determining the tunneling strategy, the tunnel boring machine generates correction trajectories in the horizontal and vertical planes based on the spatial relationship between its current position and the tunnel design axis.

[0452] The correction trajectory is described using a high-order continuous curve, ensuring continuity between the trajectory and the current attitude at the starting position, and a smooth connection in position, direction, and curvature with the tunnel design axis at the ending position. During trajectory generation, the curvature at any point on the trajectory is calculated in real time, ensuring that the minimum radius of curvature of the trajectory is always greater than or equal to the boundary of the comprehensive minimum correction capability.

[0453] The above method makes the generated correction trajectory geometrically feasible and safe and reliable in terms of structure and surrounding rock bearing capacity, thus avoiding correction failure or equipment damage caused by the trajectory radius being too small. Specific Implementation Example 4

[0455] Correction trajectory optimization process based on multi-objective evaluation

[0456] In this embodiment, to further improve tunneling performance while meeting the minimum correction capability constraint, a multi-objective comprehensive evaluation is performed on the generated correction trajectory. Evaluation indicators include the correction trajectory length, the effective tunneling ratio of the tunnel boring machine along the design axis during the correction process, the impact of trajectory curvature changes on cutter wear, and the degree to which the minimum correction radius constraint is met.

[0457] By comprehensively evaluating candidate correction trajectories generated at different endpoint locations, the optimal trajectory that strikes a balance between efficiency, economy, and safety is selected. This process does not rely on human experience or judgment but is completed automatically based on a unified evaluation criterion.

[0458] By employing the above methods, the tunnel boring machine can complete the correction task while reducing the length of ineffective tunneling, decreasing uneven wear of the cutting tools, and improving the overall construction economy. Specific Implementation Example 5

[0460] Motion parameter calculation of hydraulic actuator driven by correction trajectory

[0461] In this embodiment, after obtaining the final correction trajectory, the tunnel boring machine calculates the target motion parameters of each hydraulic actuator in the horizontal and vertical planes according to the motion relationship of the cutterhead center along the correction trajectory.

[0462] Based on the spatial variation of the correction trajectory, the attitude change trend of the tunnel boring machine (TBM) at any given moment is determined, and the extension and retraction directions, speeds, and stroke changes of the propulsion cylinder, horizontal support cylinder, and torsion cylinder are calculated accordingly. This calculation process is based on the TBM's geometry and kinematic relationships, and does not rely on empirical parameters.

[0463] By using the above methods, the movement of the hydraulic actuator is kept consistent with the correction trajectory, avoiding lag or overcompensation in the actuator's action and improving the accuracy of attitude adjustment. Specific Implementation Example Six

[0465] Attitude closed-loop control implementation method based on correction capability constraints

[0466] In this embodiment, the tunnel boring machine (TBM) employs a closed-loop control method to correct attitude deviations in real time during the execution of the correction trajectory. The control system continuously collects the actual position and attitude of the TBM and compares it with the target state corresponding to the correction trajectory.

[0467] When an attitude deviation is detected, the control system adjusts the control input of the hydraulic actuator under the constraint of the minimum correction capability boundary, ensuring that attitude changes remain within a safe and achievable range. This control process simultaneously considers propulsion efficiency and correction accuracy, avoiding structural risks caused by control commands exceeding the correction capability.

[0468] Through the aforementioned closed-loop control method, the tunnel boring machine can still stably and continuously complete attitude adjustments under complex surrounding rock conditions, ensuring the safety and controllability of the tunneling process.

[0469] Simulation experiments were conducted using historical tunneling data from the construction site, and the resulting diagram is shown below. Figure 9 As shown in the figure, the actual tunneling trajectory was obtained by manual operation by a highly skilled TBM operator on site. It can be seen that the tunneling trajectory simulated by this method is basically a good fit with the actual trajectory, with a trajectory length deviation of no more than 1m and a longitudinal deviation of no more than 2mm. The above results can verify the feasibility of this method.

[0470] It should be noted that embodiments of the present invention can be implemented in hardware, software, or a combination of both. The hardware portion can be implemented using dedicated logic; the software portion can be stored in memory and executed by a suitable instruction execution system, such as a microprocessor or dedicated-design hardware. Those skilled in the art will understand that the above-described devices and methods can be implemented using computer-executable instructions and / or included in processor control code, for example, such code provided on a carrier medium such as a disk, CD, or DVD-ROM, a programmable memory such as read-only memory (firmware), or a data carrier such as an optical or electronic signal carrier. The devices and modules of the present invention can be implemented by hardware circuitry such as very large-scale integrated circuits or gate arrays, semiconductors such as logic chips, transistors, or programmable hardware devices such as field-programmable gate arrays, programmable logic devices, etc., or by software executed by various types of processors, or by a combination of the above-described hardware circuitry and software, such as firmware.

[0471] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A method for autonomous attitude control of a tunnel boring machine, characterized in that, Includes the following steps: Obtain real-time position and orientation information of the tunnel boring machine and tunnel design axis information; Based on the allowable displacement of the side cutter, the stroke difference of the propulsion cylinder, the maximum extension of the torsion cylinder, the structural stiffness of the steering mechanism, and the maximum support capacity that the surrounding rock can provide, the minimum allowable correction radius of the tunnel boring machine within a single step propulsion stroke is calculated in both the horizontal and vertical planes. By uniformly comparing the minimum correction radius obtained from the edge cutter displacement constraint, cylinder stroke constraint, main beam maximum allowable deformation constraint and surrounding rock maximum support capacity constraint, the comprehensive minimum correction capacity boundary of the tunnel boring machine under the current working condition is determined. Based on the relationship between the real-time deviation of the tunnel boring machine cutterhead center relative to the tunnel design axis and the comprehensive minimum correction capability boundary, the tunneling strategy of propulsion-led, propulsion and correction coordination, or correction-led is automatically selected. Under the selected tunneling strategy, a correction trajectory that satisfies the boundary constraint of the comprehensive minimum correction capability is generated, and the attitude adjustment of the tunnel boring machine is completed accordingly.

2. The method according to claim 1, characterized in that, The minimum correction radius under the allowable displacement constraint of the side cutter is determined by the geometric relationship between the single-step advance stroke length, the cutter head radius, and the maximum allowable displacement of the side cutter.

3. The method according to claim 1, characterized in that, The minimum correction radius under the constraint of the hydraulic cylinder stroke is determined in the horizontal plane by the relationship between the difference in the stroke of the propulsion hydraulic cylinder and the single-step propulsion stroke, and in the vertical plane by the relationship between the maximum extension of the torsion hydraulic cylinder and the length of the main beam.

4. The method according to claim 1, characterized in that, The structural stiffness constraint of the steering mechanism is achieved by treating the main beam as a cantilever beam, deriving the maximum rotation angle within a single-step propulsion stroke based on the maximum allowable deformation limit of the main beam, and calculating the minimum correction radius from the maximum rotation angle.

5. The method according to claim 1, characterized in that, The maximum support capacity constraint of the surrounding rock limits the attitude deflection angle of the tunnel boring machine by the relationship between the maximum friction force that the surrounding rock can provide to the support shoe and the propulsion thrust, and calculates the minimum correction radius from the deflection angle.

6. A method for adaptive switching of tunneling strategies for tunnel boring machines, characterized in that, include: The real-time deviation of the shield machine cutterhead center relative to the tunnel design axis is compared with the preset limit deviation. When the deviation is less than 1 / 2 of the limit deviation, the propulsion-driven tunneling strategy is selected to keep the tunnel boring machine at normal propulsion speed and thrust. When the deviation is between 1 / 2 of the limit deviation and the limit deviation, a combined propulsion and correction strategy is selected, the propulsion speed is reduced and attitude adjustment torque is applied; When the deviation exceeds the limit deviation, a correction-led tunneling strategy is selected to further reduce the propulsion speed and thrust, and increase the attitude adjustment range. Under each tunneling strategy, the minimum correction radius constraint is used as the boundary condition for adjusting the tunneling parameters.

7. The method according to claim 6, characterized in that, Under the coordinated propulsion and correction strategy, propulsion speed, propulsion thrust, and attitude adjustment torque change continuously with the magnitude of the deviation.

8. A shield tunneling machine attitude autonomous control system, characterized in that, include: The pose acquisition module is used to acquire real-time pose information of the tunnel boring machine and tunnel design axis information. The deviation correction capability assessment module is used to calculate the minimum deviation correction radius of the tunnel boring machine in the horizontal and vertical planes based on the side cutter displacement, cylinder stroke, structural stiffness of the steering mechanism, and surrounding rock support capacity, and to form a comprehensive deviation correction capability boundary. The tunneling strategy decision module is used to select a tunneling strategy based on the relationship between the real-time deviation of the tunnel boring machine and the boundary of the comprehensive correction capability. The trajectory generation module is used to generate a correction trajectory that meets the minimum correction radius constraint. The execution control module is used to calculate and control the motion parameters of each hydraulic actuator based on the correction trajectory.

9. The system according to claim 8, characterized in that, The trajectory generation module uses a fifth-order polynomial curve to describe the correction trajectory, while simultaneously satisfying the position, direction, and curvature continuity constraints of the starting and ending points.

10. The system according to claim 8, characterized in that, The execution control module calculates the target thrust of the propulsion cylinder, horizontal support cylinder and torsion cylinder based on the mechanical model of the tunnel boring machine propulsion system, and uses an adaptive control method to achieve trajectory following.

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