A multi-mode material transportation system and control method for sharp curve turning of a shield tunneling machine

Abstract

The application discloses a multi-mode material transportation system and a control method for a shield machine to turn an acute curve, and the system comprises a two-section connecting bridge, a segmental crane and an interchangeable residue discharging mechanism; the first connecting bridge is hingedly connected to the rear part of a screw machine at the front end, so that the lateral swing amount during turning is reduced from the source; the second connecting bridge is a quadrilateral linkage mechanism, which actively adjusts the posture through a single-side dragging oil cylinder to fit a tunnel curve; the segmental crane adopts a multi-section crane beam which is linked with the linkage mechanism to adapt to the acute curve; the residue discharging mechanism can switch between a belt conveyor mode and a residue slurry pump mode to adapt to different water-bearing strata. The control method collects tunnel line shapes and operation parameters to solve the target stroke of the oil cylinder, automatically realizes posture fitting through closed-loop control, and is matched with multiple operation modes and safety protection logic. The application can adapt to R≤50m acute curve construction, solves the problems of material transportation jamming, interference and single residue discharging mode, and improves construction efficiency and operation stability.

Description

Technical Field

[0001] This invention belongs to the field of shield tunnel engineering technology, and particularly relates to a multi-mode material transport system and control method for shield machine sharp curve turns. Background Technology

[0002] With the accelerated development of urban underground space, the application scenarios of small-radius sharp-curve shield tunnels in projects such as rail transit and municipal integrated pipe corridors are increasing due to limitations such as route planning and avoidance of existing buildings. This places higher demands on the turning adaptability, geological adaptability, and automation level of the material transportation system supporting the shield tunnel.

[0003] Material transportation during tunnel boring machine (TBM) construction mainly includes segment transfer and spoil removal. For segment transportation in tight curves, existing solutions often eliminate the segment conveyor and directly use a segment crane to lift the segments to the assembly machine's grabbing area. The connecting bridge supporting the segment crane beam is attached to the main machine's segment assembly machine and connected via two towing cylinders, advancing synchronously with the main machine. However, this type of structure has limited turning adaptability, only meeting the needs of tight curves with large radii of curvature. In narrow, sharp-curve tunnels with radius R≤50m, the lateral sway of the connecting bridge and crane beam increases significantly, easily causing structural interference with the tunnel wall. Furthermore, the crane beam cannot actively fit the tunnel curve, resulting in high risk of jamming, uncontrollable operating posture, and low automation, making it difficult to adapt to the needs of sharp-curve construction.

[0004] Regarding the removal of excavated soil, existing conveyor belt systems for small curves and turns mostly achieve belt deviation correction by adjusting the posture of the conveyor frame with adjusting rods, which improves the stability of belt operation under small curve conditions to a certain extent. However, this type of conveyor belt muck removal scheme is only suitable for impermeable strata with low water content at the excavation face. In the case of sharp curve construction in water-rich strata, the downstream conveyor belt is prone to problems such as muck falling and mud leakage, which not only worsens the construction environment inside the tunnel but also significantly reduces muck removal efficiency. At the same time, existing shield tunnel muck removal systems generally have a single functional mode and cannot flexibly switch muck removal modes according to the water content of the strata, making it difficult to take into account the construction efficiency and environmental adaptability of different strata.

[0005] Furthermore, conventional shield tunneling support systems generally employ a structure where the connecting bridge is directly hinged to the segment assembly machine. Under sharp curve conditions, the sway of the outer components of the connecting bridge increases dramatically as the radius of curvature decreases, easily causing interference with the inner wall of the tunnel segments and making it unsuitable for construction requirements on small-radius sharp curves. Simultaneously, conventional supporting connecting bridges often use a fixed quadrilateral frame structure, relying on left and right passive towing cylinders for trailer traction. This prevents the mechanism from actively adjusting its posture according to tunnel curve parameters, making it difficult to drive the lower crane beam, belt conveyor, and other transport components to fit the tunnel alignment, further restricting the reliability and efficiency of material transport under sharp curve conditions. Summary of the Invention

[0006] To address this issue, the present invention provides a multi-mode material transport system and control method for shield tunneling machines making sharp curve turns, solving the problems of poor adaptability of existing shield material transport systems in narrow spaces and sharp curve tunnel conditions, easy jamming of crane beams, uncontrollable posture, and inability to adapt to the needs of sharp curves and multi-layer construction.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a multi-mode material transport system for shield tunneling machine sharp curve turns, comprising a main unit, a screw conveyor, an assembly machine, a connecting bridge, a trailer, a segment crane, and a segment conveying device, wherein the connecting bridge is divided into a first connecting bridge and a second connecting bridge;

[0008] The rear of the screw conveyor is provided with a hinged lug plate, and the front of the first connecting bridge is hinged to the hinged lug plate, so that the first connecting bridge adapts to the swaying and offset caused by the screw conveyor turning the curve.

[0009] The second connecting bridge is a quadrilateral linkage mechanism, which is equipped with a single-sided drag cylinder. The drag cylinder has a built-in stroke sensor and actively extends and retracts to adjust the deformation angle of the quadrilateral linkage mechanism, thereby driving the second connecting bridge to fit the tunnel curve.

[0010] The segment crane includes a crane beam assembly, which includes a crane beam connecting seat, a multi-segment crane beam, and a traction positioning pin. The multi-segment crane beam is mounted on the main structure of the second connecting bridge and the trailer via the crane beam connecting seat. A traction positioning pin is provided between the multi-segment crane beam and the connecting rod of the second connecting bridge. The traction positioning pin pulls the multi-segment crane beam to move with the quadrilateral linkage mechanism to fit the steep curve of the tunnel.

[0011] The segment conveying device is located at the bottom of the assembly machine and the first connecting bridge. The segment conveying device receives the segments transferred by the segment crane and conveys the segments to the grabbing area of ​​the assembly machine.

[0012] As a preferred solution for a multi-mode material transport system for tunnel boring machines making sharp curve turns, it also includes a slag discharge mechanism, which includes an interchangeable rear-mounted belt conveyor and a slurry pump; the rear-mounted belt conveyor and the screw mechanism form a screw conveyor-belt conveyor slag discharge mode in impermeable strata; the slurry pump is equipped with a slag discharge pipeline, and the slurry pump and the screw mechanism form a screw conveyor-slurry pump slag discharge mode in water-rich strata.

[0013] As a preferred solution for a multi-mode material transport system for shield tunneling machines making sharp curve turns, the front part of the screw conveyor is fixedly connected to the main machine via a spherical bearing, and the rear part of the screw conveyor is provided with a rear support, which is mounted on the assembly machine.

[0014] The rear of the first connecting bridge is provided with a pair of inclined wheels, which are supported on the inner wall of the tunnel segment.

[0015] As a preferred solution for a multi-mode material transport system for tunnel boring machines making sharp curve turns, the quadrilateral linkage mechanism of the second connecting bridge includes two first connecting rods and four second connecting rods; the front part of the first connecting rod overlaps the rear part of the first connecting bridge, and the rear part of the first connecting rod overlaps the trailer; one end of the towing cylinder is connected to the first connecting rod on one side, and the other end of the towing cylinder is connected to the trailer; the towing cylinder pulls the trailer and monitors the towing force in real time, and triggers an alarm signal when the towing force exceeds a preset threshold.

[0016] As a preferred solution for a multi-mode material transport system for shield tunneling machine sharp curve turns, the segment crane also includes a drive mechanism; the upper wing plate of the multi-segment crane beam is placed in the crane beam connecting seat and a turning gap is reserved, the amount of the turning gap is determined in advance through sharp curve turn simulation;

[0017] The traction positioning pin is fixed to the second connecting rod, and the traction positioning pin is installed in conjunction with the positioning round hole at the top of the multi-segment crane beam;

[0018] The drive mechanism is mounted on a multi-segment crane beam. The drive mechanism reciprocates along the length of the multi-segment crane beam to grab the tunnel segments and complete the transfer operation of the tunnel segments.

[0019] As a preferred solution for a multi-mode material transport system for tunnel boring machines making sharp curve turns, the rear-mounted belt conveyor is a floating structure. The front part of the rear-mounted belt conveyor is connected and fixed to the first connecting bridge via a tie rod, and the remaining part of the rear-mounted belt conveyor is erected above the second connecting bridge and the trailer. The rear-mounted belt conveyor is equipped with an adjustment mechanism to adjust the posture of the belt frame to fit the tunnel curve.

[0020] As a preferred solution for a multi-mode material transport system for shield tunneling machines making sharp curve turns, the rear-mounted belt conveyor and the slurry pump are interchanged inside the tunnel according to the ground water content; the second connecting bridge, driven by the towing cylinder, synchronously adjusts the centering state of the lower multi-section crane beam and the rear-mounted belt conveyor.

[0021] The present invention also provides a method for controlling material transport during sharp curve turns of a tunnel boring machine, comprising the following steps:

[0022] Step 1: Collect tunnel alignment parameters, towing cylinder operating status parameters, segment crane position parameters, connecting bridge attitude parameters, and trailer travel status parameters;

[0023] Step 2: Based on the collected tunnel alignment parameters and the kinematic mapping relationship of the quadrilateral linkage mechanism, the attitude parameters of the connecting bridge are introduced for feedback correction, and the target stroke parameters of the towing cylinder adapted to the current tunnel curve are calculated.

[0024] Step 3: Compare the target stroke parameters obtained in Step 2 with the real-time operating status parameters of the towing cylinder collected in Step 1. Output corresponding control commands through the control algorithm to drive the towing cylinder to perform telescopic actions, thereby driving the second connecting bridge and multi-segment crane beam to fit the steep curve of the tunnel in real time.

[0025] Step 4: Based on the towing cylinder operating status parameters, segment crane position parameters, connecting bridge attitude parameters, and trailer travel status parameters continuously collected in Step 1, the operating status is verified in real time during the operation of the quadrilateral linkage mechanism, and the corresponding safety protection logic is triggered according to the preset protection rules.

[0026] As a preferred method for controlling material transport during sharp curve turns of a tunnel boring machine, step two involves calculating the target stroke parameters of the traction cylinder that are adapted to the current tunnel curve. This includes the following steps:

[0027] Tunnel curvature classification: The curvature level is classified based on the real-time curve radius of the tunnel in the tunnel alignment parameters collected in step one;

[0028] Calculation of crane beam target deflection angle: The target deflection angle of the crane beam is calculated based on the tunnel curvature. The calculation formula is as follows:

[0029]

[0030] In the formula, The target deflection angle of the crane beam. For calibration coefficients, The real-time curve radius of the tunnel is used; after correction based on the tunnel alignment parameters collected in step one, the actual deflection angle is obtained. ;

[0031] Link target angle mapping: Based on the kinematic relationship of the quadrilateral linkage mechanism, the actual deflection angle of the beam is converted into the theoretical target angle of the link, and the attitude parameters of the connecting bridge collected in step one are introduced for deviation correction to obtain the final target angle of the link. The calculation formula is as follows:

[0032]

[0033] In the formula, The angle between the link and the target. The initial included angle of the connecting rod under straight-line working conditions. The deflection angle mapping coefficient, This is the corrected actual deflection angle of the beam. This is the attitude correction coefficient. This represents the deviation between the measured attitude and the theoretical attitude of the connecting bridge.

[0034] Calculating the target stroke of the hydraulic cylinder: The target length of the hydraulic cylinder is calculated using the law of cosines to obtain the theoretical stroke. ;

[0035] Compensation and Limit Output: The theoretical stroke is superimposed with clearance compensation, load compensation based on the real-time drag force of the drag cylinder, and smoothing compensation. After hard limit determination of the cylinder stroke, the final target stroke is output. .

[0036] As a preferred method for controlling material transport during sharp curve turns of the tunnel boring machine, in step three, a PID closed-loop control algorithm is used to output the corresponding control command through the control algorithm. The formula for calculating the control quantity is as follows:

[0037]

[0038] The formula for calculating travel deviation is:

[0039]

[0040] In the formula, For PID control output, This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... This is the travel deviation. For the final target stroke of the hydraulic cylinder, This refers to the real-time stroke of the hydraulic cylinder collected in step one.

[0041] After the PID output control quantity is corrected by the real-time working pressure limit of the tractor cylinder collected in step one, it drives the proportional valve of the cylinder to act, so that the actual stroke of the cylinder tracks the target stroke.

[0042] As the preferred solution for material transport control during sharp curve turns of tunnel boring machines, the control method is configured with three operating modes:

[0043] Automatic mode: Automatically calculates the target travel distance based on tunnel curve parameters and controls the extension and retraction of the towing cylinder;

[0044] Manual fine-tuning mode: used for manual correction of cylinder stroke under system debugging and set operating conditions;

[0045] Sharp Curve Enhancement Mode: An advanced attitude pre-compensation mathematical model is introduced, and the pre-compensation amount is dynamically adjusted based on the trailer travel state parameters collected in step one. The pre-compensation travel calculation formula is as follows:

[0046]

[0047] In the formula, To compensate for the advance stroke of the hydraulic cylinder. For pre-compensation calibration coefficients, For the target rate of change of travel, As the benchmark advance compensation time constant, To collect the real-time travel speed of the trailer, The baseline walking speed.

[0048] As a preferred solution for material transport control during sharp curve turns of tunnel boring machines, in step four, the safety protection logic includes cylinder stroke limit protection, stroke deviation over-limit protection, segment crane linkage protection, abnormal drag force protection, connecting bridge attitude over-limit protection, trailer travel interlock protection, and sensor fault diagnosis protection; when any protection condition is triggered, the corresponding alarm signal or fault shutdown command is output.

[0049] The formula for determining excessive travel deviation is as follows:

[0050]

[0051] In the formula, The maximum allowable travel deviation rate;

[0052] The formula for determining abnormal drag force is:

[0053]

[0054] In the formula, To collect data on the towing cylinder for real-time monitoring of the towing force, This is the upper limit threshold for drag force. This is the lower limit threshold for drag force;

[0055] The segment crane linkage protection is triggered based on the segment crane position parameters collected in step one. When the segment crane is in the assembly machine operation section and the cylinder stroke deviation exceeds the safety threshold, the cylinder adjustment action is suspended.

[0056] The over-limit protection of the connecting bridge attitude is triggered based on the attitude parameters of the connecting bridge collected in step one. When the sway angle of the connecting bridge exceeds the safety limit, the shutdown protection is triggered.

[0057] The trailer travel interlock protection is triggered based on the trailer travel status parameters collected in step one. When the trailer is detected to have jumped off the track, lost its footing, or travel abnormally, the hydraulic cylinder extension and retraction actions are locked and an alarm is triggered.

[0058] The present invention has the following advantages:

[0059] This invention hinges the first connecting bridge to the spiral machine in the central area of ​​the tunnel, which greatly reduces the lateral swing amplitude during turning and avoids interference between the mechanism and the inner wall of the tunnel. It can meet the construction requirements of sharp curves in narrow spaces with a radius of R≤50m. The second connecting bridge adopts a quadrilateral linkage mechanism, which, together with a single-sided active towing cylinder to adjust the posture, can drive the lower segment crane beam and the rear belt conveyor to accurately fit the tunnel curve, greatly improving the turning passability of the material transport components and reducing the risk of jamming and interference.

[0060] This invention features two interchangeable slag removal modes. For impermeable strata, a screw conveyor and a floating rear-mounted belt conveyor are used for slag removal to ensure slag removal efficiency. For water-rich strata, a closed slag removal method using a screw conveyor, slurry pump, and pipeline is adopted to effectively solve the problems of belt conveyor slag falling and mud leakage under sharp curve conditions. It can flexibly adapt to the construction needs of different water-bearing strata, taking into account both slag removal efficiency and the tunnel construction environment.

[0061] This invention employs a multi-segment crane beam combined with a segment conveying device for transporting tunnel segments. By combining the active attitude adjustment of the quadrilateral linkage mechanism, it ensures the continuity and stability of segment transport under sharp curve conditions, thus overcoming the technical shortcomings of low crane beam fitting accuracy and segment transport jamming under sharp curve conditions.

[0062] This invention features a control algorithm for a quadrilateral linkage mechanism that automatically calculates and adjusts the target stroke of the towing cylinder based on the tunnel alignment, achieving automatic, continuous, and high-precision fitting of the mechanism's posture and improving the system's automation level. Simultaneously, it integrates multiple safety protection logics, including stroke limit, towing force monitoring, deviation exceeding limits, and crane linkage, to monitor the operating status in real time and ensure the stability and reliability of operation during sharp curve construction. Through the combination of innovative downstream configuration and active control technology, it effectively reduces manual intervention and downtime due to malfunctions, significantly improving the overall efficiency and engineering adaptability of shield tunneling on sharp curves. Attached Figure Description

[0063] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0064] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0065] Figure 1 A front view of the material transport system for a tunnel boring machine making a sharp curve turn (excluding the rear belt conveyor) provided in an embodiment of the present invention.

[0066] Figure 2 A front view of the material transport system for a tunnel boring machine making a sharp curve turn (including the screw conveyor and the rear belt conveyor) provided in an embodiment of the present invention.

[0067] Figure 3 A front view of the material transport system for a tunnel boring machine making a sharp curve turn (including a screw conveyor, slurry pump, and pipelines) provided in an embodiment of the present invention.

[0068] Figure 4 This is a top view of a material transport system for a tunnel boring machine making a sharp turn, provided in an embodiment of the present invention.

[0069] Figure 5 This is a simulation diagram of a shield tunneling machine sharp curve material transport system with a sharp curve turn of R50m provided in an embodiment of the present invention;

[0070] Figure 6 for Figure 2 AA cross-section view;

[0071] Figure 7 for Figure 2 BB cross-section;

[0072] Figure 8 for Figure 2 CC cross-section;

[0073] Figure 9 for Figure 2 DD cross-section;

[0074] Figure 10 for Figure 8 Enlarged view of location I.

[0075] In the diagram, 1. Main unit; 2. Screw conveyor; 2-1. Spherical bearing; 2-2. Rear support; 2-3. Hinge plate; 3. Assembly machine; 4. First connecting bridge; 4-1. Inclined wheel pair; 5. Second connecting bridge; 5-1. First connecting rod; 5-2. Second connecting rod; 5-3. Traction cylinder; 6. Trailer; 7. Segment crane; 7-1. Crane beam assembly; 7-1-1. Crane beam connecting seat; 7-1-2. Multi-segment crane beam; 7-1-3. Traction positioning pin; 7-2. Drive mechanism; 8. Segment conveyor; 9. Rear belt conveyor; 9-1. Tie rod; 10. Slurry pump. Detailed Implementation

[0076] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0077] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 and Figure 10This invention provides a multi-mode material transport system for tunnel boring machines (TBMs) making sharp curve turns, including a main unit 1, a screw conveyor 2, an assembly machine 3, a connecting bridge, a trailer 6, a segment crane 7, and a segment conveying device 8. The connecting bridge is divided into a first connecting bridge 4 and a second connecting bridge 5. The rear of the screw conveyor 2 is provided with a hinged lug 2-3, and the front of the first connecting bridge 4 is hinged to the hinged lug 2-3, allowing the first connecting bridge 4 to adapt to the swaying and offset caused by the curve turn. The second connecting bridge 5 is a quadrilateral linkage mechanism, equipped with a single-sided drag cylinder 5-3. The drag cylinder 5-3 has a built-in stroke sensor and actively extends and retracts to adjust the deformation angle of the quadrilateral linkage mechanism, thereby driving the second connecting bridge 5 to fit the tunnel curve. The crane 7 includes a crane beam assembly 7-1, which includes a crane beam connecting seat 7-1-1, a multi-segment crane beam 7-1-2, and a traction positioning pin 7-1-3. The multi-segment crane beam 7-1-2 is mounted on the main structure of the second connecting bridge 5 and the trailer 6 via the crane beam connecting seat 7-1-1. A traction positioning pin 7-1-3 is provided between the multi-segment crane beam 7-1-2 and the connecting rod of the second connecting bridge 5. The traction positioning pin 7-1-3 pulls the multi-segment crane beam 7-1-2 to move with the quadrilateral linkage mechanism, fitting the sharp curve of the tunnel. The segment conveying device 8 is located at the bottom of the assembly machine 3 and the first connecting bridge 4. The segment conveying device 8 receives the segments transferred by the segment crane 7 and conveys the segments to the waiting area of ​​the assembly machine 3.

[0078] Specifically, the connecting bridge is divided into two sections: a first connecting bridge 4 and a second connecting bridge 5. This allows for graded adaptation of the turning posture. The first connecting bridge 4 adapts to the small-range swaying of the main unit 1, while the second connecting bridge 5 actively fits the curve through a quadrilateral linkage mechanism, dispersing the turning deformation and reducing the risk of interference between the overall structure and the tunnel wall. During sharp curve turns, the lateral sway of the components in the tunnel center area is much smaller than that of the outer components. The auger 2 is located precisely in the tunnel center area, with a small rear sway amplitude. By hinged the first connecting bridge 4 to the auger 2 instead of the conventional assembly machine 3, the lateral offset of the front end of the first connecting bridge 4 can be significantly reduced, avoiding interference between the connecting bridge and the tunnel wall on sharp curves with a radius of R≤50m. Unlike the conventional fixed frame structure with double-sided passive drag cylinders 5-3, the single-sided active drag cylinder 5-3 can drive the quadrilateral linkage mechanism to produce in-plane deformation, causing the second connecting bridge 5 to generate a controllable deflection angle, actively matching the tunnel curvature rather than passively swaying with the main unit 1, significantly improving the curve fitting accuracy. The multi-segment crane beam 7-1-2 itself has bending adaptability. Through the rigid linkage between the traction positioning pin 7-1-3 and the quadrilateral linkage mechanism, the bending posture of the multi-segment crane beam 7-1-2 can change synchronously with the second connecting bridge 5, ensuring the continuous and smooth travel track of the segment crane 7, eliminating track steps under sharp curves, and preventing the segment crane 7 from getting stuck. A segment conveying device 8 is set up between the segment crane 7 and the assembly machine 3 as an intermediate transfer link, which can shorten the single travel distance of the segment crane 7, while preventing the segment crane 7 from directly entering the strong rotation area of ​​the assembly machine 3, reducing the difficulty of segment alignment and the risk of structural interference under sharp curve conditions.

[0079] In one possible embodiment, a slag discharge mechanism is also included, which includes an interchangeable rear belt conveyor 9 and a slurry pump 10; the rear belt conveyor 9 and the screw conveyor 2 constitute a screw conveyor 2-belt conveyor slag discharge mode in impermeable strata; the slurry pump 10 is equipped with a slag discharge pipeline, and the slurry pump 10 and the screw conveyor 2 constitute a screw conveyor 2-slurry pump 10 slag discharge mode in water-rich strata.

[0080] Specifically, the dual-mode slag removal system is designed based on differentiated adaptation logic according to the water content characteristics of the formation. In impermeable formations, the slag has stable properties and poor flowability, making the downstream conveyor belt 9 advantageous for high conveying efficiency and low maintenance costs. In water-rich formations, the slag is in a fluid plastic state, and the downstream conveyor belt 9 is prone to slag spillage and mud leakage when making sharp curves due to its tilted posture. This defect can be completely avoided by using a closed conveying system with a slurry pump 10 and matching slag removal pipelines. The downstream conveyor belt 9 and slurry pump 10 use standardized interchangeable interfaces, allowing the same equipment to adapt to various formation conditions, reducing equipment modification cycles during cross-formation construction, and improving project adaptability.

[0081] See Figure 7In one possible embodiment, the front part of the spiral machine 2 is fixedly connected to the main machine 1 via a spherical bearing 2-1, and the rear part of the spiral machine 2 is provided with a rear support 2-2, which is mounted on the assembly machine 3; the rear part of the first connecting bridge 4 is provided with a pair of inclined wheels 4-1, which is supported on the inner wall of the tunnel segment.

[0082] Specifically, the front of the screw conveyor 2 is connected to the main unit 1 via a spherical bearing 2-1, giving the screw conveyor 2 multi-directional angular swing freedom. It can adaptively adjust its angle according to the turning posture of the main unit 1, while stably transmitting tunneling thrust, ensuring the relative stability of the slag outlet position of the screw conveyor 2, and reducing the additional load on the rear hinged lug 2-3 of the screw conveyor 2. The rear of the screw conveyor 2 is connected to the assembly machine 3 via a rear support 2-2 structure, bearing the vertical load of the rear of the screw conveyor 2, while limiting the radial displacement of the screw conveyor 2, ensuring the positional accuracy of the rear hinged lug 2-3, and providing a stable hinge reference for the first connecting bridge 4. The rear of the first connecting bridge 4 is supported on the inner wall of the tunnel segment by a pair of inclined wheels 4-1, bearing both vertical and lateral loads. During turning, the inclined wheels 4-1 can roll along the inner arc surface of the tunnel segment, adapting to the curve profile of the inner wall of the tunnel segment, reducing travel resistance, and simultaneously forming a radial limit on the rear of the first connecting bridge 4, preventing excessive sway from causing interference.

[0083] See Figure 4 , Figure 5 and Figure 8 In one possible embodiment, the quadrilateral linkage mechanism of the second connecting bridge 5 includes two first connecting rods 5-1 and four second connecting rods 5-2; the front part of the first connecting rod 5-1 overlaps the rear part of the first connecting bridge 4, and the rear part of the first connecting rod 5-1 overlaps the trailer 6; one end of the towing cylinder 5-3 is connected to the first connecting rod 5-1 on one side, and the other end of the towing cylinder 5-3 is connected to the trailer 6; the towing cylinder 5-3 pulls the trailer 6 and monitors the towing force in real time, and triggers an alarm signal when the towing force exceeds a preset threshold.

[0084] Specifically, the two longitudinal first connecting rods 5-1 serve as the main load-bearing beams of the quadrilateral linkage mechanism. The four transverse second connecting rods 5-2 are hinged to the first connecting rods 5-1, forming a planar deformable quadrilateral frame. When the single-sided towing cylinder 5-3 extends or retracts, the quadrilateral frame undergoes parallelogram deformation, causing the two first connecting rods 5-1 to shift laterally relative to each other, thus creating an angle that matches the tunnel curve for the entire second connecting bridge 5. The towing cylinder 5-3 simultaneously functions as a towing trailer 6 and a towing force monitoring device. It serves as a traction power source, transmitting the tunneling thrust of the main unit 1 to move the trailer 6 forward. It also calculates the towing force in real time through the cylinder's working pressure, enabling online load monitoring. When the trailer 6 derails, jams, or experiences mechanical interference, the towing force will suddenly exceed the threshold, triggering an alarm to detect faults promptly and prevent equipment damage, thus integrating traction and safety monitoring functions.

[0085] In one possible embodiment, the segment crane 7 further includes a drive mechanism 7-2; the upper wing plate of the multi-segment crane beam 7-1-2 is placed in the crane beam connecting seat 7-1-1 and a turning clearance is reserved, the amount of the turning clearance is determined in advance by simulating a sharp curve turn; the traction positioning pin 7-1-3 is fixed on the second connecting rod 5-2, and the traction positioning pin 7-1-3 is installed in conjunction with the positioning round hole at the top of the multi-segment crane beam 7-1-2; the drive mechanism 7-2 is assembled on the multi-segment crane beam 7-1-2, and the drive mechanism 7-2 reciprocates along the length direction of the multi-segment crane beam 7-1-2 to grab the segment and complete the segment transfer operation.

[0086] Specifically, the multi-segment crane beam 7-1-2 is placed within the crane beam connecting seat 7-1-1 with a reserved lateral turning clearance. During turning, the multi-segment crane beam 7-1-2 can generate relative lateral displacement within the crane beam connecting seat 7-1-1, releasing the turning deformation. The reserved turning clearance is pre-calibrated through a sharp R50m curve turn simulation, ensuring sufficient deformation space while avoiding excessive clearance that could cause the segment crane 7 to sway during travel, thus balancing passability and operational stability. The traction positioning pin 7-1-3 is fixed to the second link 5-2 of the quadrilateral linkage mechanism. When the quadrilateral linkage mechanism extends and deforms with the extension and retraction of the towing cylinder 5-3, the second link 5-2 generates lateral displacement, which drives the beam segments of the multi-segment crane beam 7-1-2 to shift synchronously through the traction positioning pin 7-1-3. This ensures that the curve shape of the multi-segment crane beam 7-1-2 is strictly linked with the posture of the second connecting bridge 5, guaranteeing a continuous and smooth beam profile and preventing step-like jamming during the travel of the segment crane 7. The drive mechanism 7-2 travels along the multi-segment crane beam 7-1-2, providing travel power for the segment hoisting. After the multi-segment crane beam 7-1-2 continuously fits the tunnel curve, the traveling wheels of the drive mechanism 7-2 can always keep in contact with the beam track, ensuring the continuity and stability of the hoisting operation under the condition of sharp curves.

[0087] In one possible embodiment, the rear-mounted conveyor belt 9 is a floating structure. The front part of the rear-mounted conveyor belt 9 is connected and fixed to the first connecting bridge 4 via a tie rod 9-1, and the remaining part of the rear-mounted conveyor belt 9 is mounted above the second connecting bridge 5 and the trailer 6. The rear-mounted conveyor belt 9 is equipped with an adjustment mechanism for adjusting the posture of the belt frame to fit the tunnel curve.

[0088] Specifically, the rear-mounted conveyor belt 9 is positioned only at its front end via tie rod 9-1 and the first connecting bridge 4, while the rest floats and overlaps above the second connecting bridge 5 and the trailer 6 without rigid fixation. This allows the frame of the rear-mounted conveyor belt 9 to adaptively adjust its position according to the turning posture, avoiding additional internal stress caused by rigid constraints. The adjustment mechanism can actively correct the lateral position and angle of the belt frame of the rear-mounted conveyor belt 9, ensuring that the entire rear-mounted conveyor belt 9 fits the tunnel curve, guaranteeing belt alignment and reducing issues such as belt deviation and spillage. The front tie rod 9-1 transmits traction force and limits the longitudinal position of the front end of the rear-mounted conveyor belt 9, while also allowing for a certain angle of oscillation to adapt to the relative angle between the first connecting bridge 4 and the second connecting bridge 5, ensuring the alignment accuracy between the feed inlet of the rear-mounted conveyor belt 9 and the discharge outlet of the screw conveyor 2.

[0089] In one possible embodiment, the rear-mounted belt conveyor 9 and the slurry pump 10 are interchanged inside the tunnel according to the water content of the strata; the second connecting bridge 5, driven by the towing cylinder 5-3, synchronously adjusts the centering state of the lower multi-section crane beam 7-1-2 and the rear-mounted belt conveyor 9.

[0090] Specifically, the rear-mounted conveyor belt 9 and slurry pump 10 adopt a standardized interface design, which can be disassembled and switched within the limited space of the tunnel without having to lift the equipment out of the tunnel. This significantly shortens the equipment modification period during stratum switching and improves construction continuity. The second connecting bridge 5 serves as the common load-bearing base, on which the multi-segment crane beam 7-1-2 and the rear-mounted conveyor belt 9 are installed. When the drag cylinder 5-3 adjusts the attitude of the quadrilateral linkage mechanism, it can simultaneously drive the two types of transport components to adjust their lateral positions synchronously, keeping them always in the central area of ​​the tunnel. This avoids interference with the tunnel wall and ensures the optimal attitude for the segment crane 7 to travel and the rear-mounted conveyor belt 9 to operate, achieving simultaneous adaptation of multiple components with a single adjustment.

[0091] The working principle of this invention is as follows:

[0092] When a tunnel boring machine (TBM) turns, the lateral sway of components closer to the center of the tunnel cross-section is smaller, while the sway is greater closer to the outer edge. This invention hinges the front end of the first connecting bridge 4 to the rear hinged lug 2-3 of the auger 2 located in the center region of the tunnel, instead of hinged to the outer ring of the assembly machine 3 as in traditional solutions. This significantly reduces the lateral sway offset of the connecting bridge's front end, preventing interference between the connecting bridge's front end and the inner wall of the tunnel segment during small-radius turns. The rear of the first connecting bridge 4 is supported on the inner wall of the tunnel segment by inclined wheel pairs 4-1. During turns, the inclined wheel pairs 4-1 roll along the inner arc surface of the tunnel segment, bearing both vertical and lateral loads and limiting the sway amplitude of the rear of the connecting bridge, ensuring that the first connecting bridge 4 smoothly completes the turning action with the main machine 1.

[0093] The second connecting bridge 5 adopts a quadrilateral linkage mechanism configuration, consisting of two first connecting rods 5-1 and four second connecting rods 5-2 hinged together to form a deformable planar frame. A single-sided towing cylinder 5-3 serves as the power actuator. When the tunnel boring machine (TBM) enters a curved section, the towing cylinder 5-3 actively extends and retracts, driving the quadrilateral linkage mechanism to produce parallelogram deformation. This causes the two first connecting rods 5-1 to undergo relative lateral displacement, resulting in a deflection angle for the entire second connecting bridge 5 that matches the tunnel curvature. This actively fits the tunnel curve, rather than passively bending with the main machine 1. This design ensures that the segment crane 7, the rear-mounted conveyor belt 9, and other transport components carried on the second connecting bridge 5 remain in the central area of ​​the tunnel, further mitigating the risk of external interference and ensuring a smooth transition between the transport track and the tunnel line.

[0094] The segment transfer adopts a two-stage transfer mode: long-distance transportation by the segment crane 7 and end-of-line relay by the segment conveyor device 8. Combined with the follow-up fitting of the multi-segment crane beam 7-1-2, continuous and stable transportation of segments is achieved under steep curve conditions. When the segment is lifted from the rear trailer 6 area to the front assembly machine 3 area, the drive mechanism 7-2 of the segment crane 7 travels along the multi-segment crane beam 7-1-2, grabbing the segment and transferring it forward. The multi-segment crane beam 7-1-2 is mounted on the structure of the second connecting bridge 5 and the trailer 6 via the crane beam connecting seat 7-1-1. A lateral gap, calibrated by a 50m turn simulation, is reserved between the beam and the connecting seat. During the turn, the beam can slide relative to the connecting seat to release the deformation. At the same time, the multi-segment crane beam 7-1-2 is rigidly linked to the second link 5-2 of the quadrilateral linkage mechanism via the traction positioning pin 7-1-3. When the towing cylinder 5-3 adjusts the attitude of the linkage mechanism, the traction positioning pin 7-1-3 synchronously drives each segment of the crane beam to shift laterally, so that the line of the entire crane beam is synchronously fitted with the tunnel curve of the second connecting bridge 5, ensuring that the crane travel track is continuous and smooth, and avoiding step-like bends that could cause the crane to jam.

[0095] When the segment crane 7 reaches the area of ​​the first connecting bridge 4, it lowers the segment onto the segment conveying device 8. The multi-segment segment conveying device 8 then completes the final transfer, precisely delivering the segment to the grabbing area of ​​the assembly machine 3. This relay design shortens the single-operation stroke of the segment crane 7, avoids the crane directly entering the strong rotation area of ​​the assembly machine 3, and reduces the alignment difficulty and interference risk under sharp curve conditions.

[0096] This invention is equipped with two interchangeable slag removal mechanisms, which can switch the corresponding working mode according to the formation water content to adapt to different construction environments.

[0097] In the impermeable strata, a screw conveyor 2-belt conveyor muck discharge mode is adopted. The muck is transported from the working face to the rear discharge port by the screw conveyor 2, and falls onto the rear-mounted belt conveyor 9, which continuously transports it out of the tunnel. The rear-mounted belt conveyor 9 adopts a floating design. The front end is only hinged to the first connecting bridge 4 via tie rod 9-1, and the rest of the section floats and overlaps on the second connecting bridge 5 and the trailer 6, avoiding the internal stress caused by rigid constraints. With the belt conveyor's own adjustment mechanism and the active posture adjustment action of the second connecting bridge 5, the belt conveyor frame can adjust its posture synchronously with the tunnel curve, always fitting the tunnel alignment, ensuring the belt runs in the center, effectively alleviating the problems of belt deviation and muck falling under sharp curve conditions, and maintaining high-speed and stable muck discharge.

[0098] The water-rich strata employ a slag discharge mode using a screw conveyor 2 and a slag pump 10. The slag in water-rich strata has high water content and high fluidity, making the conveyor belt prone to mud leakage and slag spillage during sharp curves. In this case, the downstream conveyor belt 9 can be replaced inside the tunnel with the slag pump 10 and its matching slag discharge pipeline. The slag pump 10 is directly connected to the discharge port of the screw conveyor 2, pumping the mixture of fluid slag and water out of the tunnel through a closed pipeline. This mode provides a fully enclosed conveying system, completely avoiding slag and water leakage problems under sharp curve conditions. Simultaneously, the pipeline can flexibly turn with the trailer 6, unrestricted by small-radius curves, ensuring efficient slag discharge in water-rich strata. Both slag discharge modes utilize standardized interface designs, allowing for rapid disassembly and interchange within the tunnel without requiring equipment to leave the tunnel, thus improving construction continuity during stratum switching.

[0099] This invention also provides a method for controlling material transport during sharp curve turns in a tunnel boring machine, comprising the following steps:

[0100] Step 1: Collect tunnel alignment parameters, towing cylinder 5-3 operating status parameters, segment crane 7 position parameters, connecting bridge attitude parameters, and trailer 6 travel status parameters;

[0101] Step 2: Based on the collected tunnel alignment parameters and the kinematic mapping relationship of the quadrilateral linkage mechanism, the attitude parameters of the connecting bridge are introduced for feedback correction, and the target stroke parameters of the towing cylinder 5-3 adapted to the current tunnel curve are calculated.

[0102] Step 3: Compare the target stroke parameters obtained in Step 2 with the operating status parameters of the towing cylinder 5-3 collected in real time in Step 1. Output the corresponding control command through the control algorithm to drive the towing cylinder 5-3 to perform the extension and retraction action, thereby driving the second connecting bridge 5 and the multi-segment crane beam 7-1-2 to fit the tunnel's sharp curve shape in real time.

[0103] Step 4: Based on the operating status parameters of the towing cylinder 5-3, the position parameters of the segment crane 7, the attitude parameters of the connecting bridge, and the travel status parameters of the trailer 6 continuously collected in Step 1, the operating status is checked in real time during the operation of the quadrilateral linkage mechanism, and the corresponding safety protection logic is triggered according to the preset protection rules.

[0104] Specifically, a multi-parameter synchronous acquisition system is constructed to build a feedforward and feedback control system. Tunnel alignment parameters serve as feedforward inputs for attitude pre-adjustment, while the operating status of the towing cylinder 5-3, the attitude of the second connecting bridge 5, the travel status of the trailer 6, and the position parameters of the segment crane 7 serve as feedback and safety verification bases. Feedforward ensures response speed, and feedback ensures control accuracy, adapting to the need for rapid and accurate attitude adjustment under sharp curve conditions. The control process uses a kinematic model to calculate the target stroke of the towing cylinder 5-3 based on tunnel curvature theory, and introduces the actual attitude parameters of the second connecting bridge 5 for correction. This reduces theoretical deviations caused by mechanism backlash, machining errors, and load deformation, improving curve fitting accuracy. Using the deviation between the target stroke and the actual stroke as the control input, the towing cylinder 5-3 is driven to adjust in real time, ensuring continuous and smooth attitude changes of the quadrilateral linkage mechanism and avoiding mechanical shocks and segment crane 7 jamming caused by step movements. All collected parameters are incorporated into the safety protection logic, and boundary constraints are imposed from multiple dimensions such as mechanism stroke, load, position, and attitude. This covers various risks that may occur under sharp curve conditions, such as jamming, interference, and derailment, enabling early detection and handling of faults.

[0105] In one possible embodiment, step two involves calculating the target stroke parameters of the towing cylinder 5-3 to adapt to the current tunnel curve, specifically including the following steps:

[0106] Tunnel curvature classification: The curvature level is classified based on the real-time curve radius of the tunnel in the tunnel alignment parameters collected in step one;

[0107] Calculation of crane beam target deflection angle: The target deflection angle of the crane beam is calculated based on the tunnel curvature. The calculation formula is as follows:

[0108]

[0109] In the formula, The target deflection angle of the crane beam. For calibration coefficients, The real-time curve radius of the tunnel is used; after correction based on the tunnel alignment parameters collected in step one, the actual deflection angle is obtained. ;

[0110] Link target angle mapping: Based on the kinematic relationship of the quadrilateral linkage mechanism, the actual deflection angle of the beam is converted into the theoretical target angle of the link, and the attitude parameters of the connecting bridge collected in step one are introduced for deviation correction to obtain the final target angle of the link. The calculation formula is as follows:

[0111]

[0112] In the formula, The angle between the link and the target. The initial included angle of the connecting rod under straight-line working conditions. The deflection angle mapping coefficient, This is the corrected actual deflection angle of the beam. This is the attitude correction coefficient. This represents the deviation between the measured attitude and the theoretical attitude of the connecting bridge.

[0113] Calculating the target stroke of the hydraulic cylinder: The target length of the hydraulic cylinder is calculated using the law of cosines to obtain the theoretical stroke. ;

[0114] Compensation and Limit Output: The theoretical stroke is superimposed with clearance compensation, load compensation based on the real-time drag force of the tractor cylinder 5-3, and smoothing compensation. After hard limit determination of the cylinder stroke, the final target stroke is output. .

[0115] Specifically, different curvature levels are defined according to the tunnel radius, corresponding to different control parameters and response strategies. For large curvature radii, the adjustment frequency is reduced to improve operational stability, while for small-radius, sharp curves, the response speed is increased to ensure fitting accuracy, achieving a balance between control performance and operational stability. The required deflection angle of the multi-segment crane beam 7-1-2 is inversely proportional to the tunnel curvature radius; the smaller the radius, the larger the required deflection angle. The calibration coefficient in the formula is determined by structural parameters such as the beam segment length and hinge point position of the multi-segment crane beam 7-1-2. Through calibration, the target deflection angle can be quickly calculated directly from the curvature radius. Establishing the kinematic conversion relationship between the deflection angle of the multi-segment crane beam 7-1-2 and the angle between the quadrilateral linkage mechanism allows the target beam posture to be converted into an executable linkage angle target. Superimposing posture correction terms forms a correction that can offset the influence of nonlinear factors such as elastic deformation and hinge gaps in the mechanism. The towing cylinder 5-3 and the connecting rod of the quadrilateral linkage mechanism form a triangular geometric relationship. Given the angle between the connecting rod length and the target, the corresponding length of the towing cylinder 5-3 can be accurately calculated using the law of cosines, thus obtaining the theoretical stroke. Finally, multiple compensations are superimposed on the theoretical stroke, and a hard limit is set. Clearance compensation offsets the return error caused by the hinge clearance, load compensation offsets the structural elastic deformation under load, smoothing compensation avoids hydraulic shock caused by sudden changes in the target stroke, and the hard limit defines the physical stroke boundary of the towing cylinder 5-3 to prevent overtravel damage to the equipment. All these measures together ensure an accurate, smooth, and safe target stroke.

[0116] In one possible embodiment, during step three, when outputting the corresponding control command through the control algorithm, a PID closed-loop control algorithm is used, and the formula for calculating the control quantity is:

[0117]

[0118] The formula for calculating travel deviation is:

[0119]

[0120] In the formula, For PID control output, This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... This is the travel deviation. For the final target stroke of the hydraulic cylinder, This refers to the real-time stroke of the hydraulic cylinder collected in step one.

[0121] After the PID output control quantity is corrected by the real-time working pressure limit of the tractor cylinder 5-3 collected in step one, it drives the proportional valve of the cylinder to act, so that the actual stroke of the cylinder tracks the target stroke.

[0122] Specifically, the three components of the PID algorithm work together to achieve high-precision control: the proportional component responds quickly to stroke deviations, with stronger adjustment as the deviation increases; the integral component eliminates steady-state errors, ensuring zero steady-state error in the final stroke; and the derivative component predicts the trend of deviation changes, suppressing overshoot and oscillation. The combination of these three components enables rapid, stable, and high-precision tracking of the towing cylinder 5-3's stroke, achieving high control accuracy and meeting the requirements for high-precision fitting of sharp curves. Superimposing a working pressure constraint on the towing cylinder 5-3 on the PID output prevents the output force of the towing cylinder 5-3 from exceeding the safe range, preventing overload damage to the mechanism. It also limits pressure shocks during rapid acceleration and deceleration, improving the smoothness of mechanism operation and protecting the hydraulic system and mechanical structure.

[0123] In one possible embodiment, the control method is configured with three operating modes:

[0124] Automatic mode: Automatically calculates the target travel based on tunnel curve parameters and controls the extension and retraction of towing cylinders 5-3;

[0125] Manual fine-tuning mode: used for manual correction of cylinder stroke under system debugging and set operating conditions;

[0126] Sharp Curve Enhancement Mode: An advanced attitude pre-compensation mathematical model is introduced, and the pre-compensation amount is dynamically adjusted based on the trailer 6 travel state parameters collected in step one. The pre-compensation stroke calculation formula is as follows:

[0127]

[0128] In the formula, To compensate for the advance stroke of the hydraulic cylinder. For pre-compensation calibration coefficients, For the target rate of change of travel, As the benchmark advance compensation time constant, The real-time travel speed of trailer 6 was collected. The baseline walking speed.

[0129] Specifically, the three operating modes correspond to different construction scenarios. The automatic mode meets the unmanned operation requirements of conventional construction, the manual fine-tuning mode is adapted to special scenarios such as debugging and fault reset, and the sharp curve enhancement mode is optimized for small-radius extreme working conditions, covering the needs of all working conditions. Conventional control suffers from hydraulic and mechanical lag. Under sharp curve conditions, the forward movement of trailer 6 will cause the attitude adjustment to lag behind the changes in tunnel alignment. The pre-compensation model outputs the compensation stroke in advance based on the target stroke change rate and travel speed, which can effectively offset the control lag and ensure that the quadrilateral linkage mechanism is in place when trailer 6 reaches the corresponding mileage. The speed correction term in the formula makes the pre-compensation amount dynamically adjusted with the travel speed. The faster the speed, the larger the compensation amount, adapting to the lag characteristics under different tunneling speeds.

[0130] In one possible embodiment, in step four, the safety protection logic includes cylinder stroke limit protection, stroke deviation over-limit protection, segment crane 7 linkage protection, traction force abnormal protection, connecting bridge attitude over-limit protection, trailer 6 travel interlock protection, and sensor fault diagnosis protection; when any protection condition is triggered, the corresponding alarm signal or fault shutdown command is output.

[0131] The formula for determining excessive travel deviation is as follows:

[0132]

[0133] In the formula, The maximum allowable travel deviation rate;

[0134] The formula for determining abnormal drag force is:

[0135]

[0136] In the formula, To collect data on the real-time monitoring of the traction force of the tractor cylinder 5-3, This is the upper limit threshold for drag force. This is the lower limit threshold for drag force.

[0137] Specifically, a safety protection system is constructed from the dimensions of towing cylinder 5-3 stroke limit, stroke deviation exceeding limits, segment crane 7 operation linkage, abnormal towing force, second connecting bridge 5 attitude exceeding limits, trailer 6 travel interlock, and sensor fault diagnosis. This system covers various fault modes of mechanics, control, and sensing, achieving comprehensive risk management. A relative deviation rate, rather than an absolute deviation, is used to determine exceedances, adapting to deviation tolerances under different strokes. Slightly larger absolute deviations are allowed under large strokes, while strict deviation constraints are imposed under small strokes, making the judgment logic more aligned with engineering realities. A two-way threshold is set for towing force. The upper threshold corresponds to faults such as jamming, interference, and track skipping that cause a sudden increase in resistance, while the lower threshold corresponds to faults such as unhooking and internal leakage of towing cylinder 5-3 that cause loss of traction. The two-way threshold can cover two typical faults of abnormal towing force, achieving comprehensive monitoring.

[0138] In one possible embodiment, the linkage protection of the segment crane 7 is triggered based on the position parameters of the segment crane 7 collected in step one. When the segment crane 7 is in the working section of the assembly machine 3 and the cylinder stroke deviation exceeds the safety threshold, the cylinder adjustment action is suspended.

[0139] The over-limit protection of the connecting bridge attitude is triggered based on the attitude parameters of the connecting bridge collected in step one. When the sway angle of the connecting bridge exceeds the safety limit, the shutdown protection is triggered.

[0140] The trailer 6 travel interlock protection is triggered based on the travel status parameters of trailer 6 collected in step one. When trailer 6 is detected to have jumped off the track, lost its footing, or travel abnormally, the extension and retraction of the hydraulic cylinder is locked and an alarm is triggered.

[0141] Specifically, the section where the assembly machine 3 operates is the intersection of segment hoisting and assembly. If the quadrilateral linkage mechanism is significantly adjusted when the segment crane 7 is in this area, it can easily cause segment swaying and alignment failure. Limiting the adjustment of the towing cylinder 5-3 can ensure operational stability and avoid safety accidents and reduced assembly accuracy. The sway angle of the second connecting bridge 5 directly determines its safe distance from the tunnel wall. Excessive sway means there is a risk of structural interference. Immediately stopping the machine can prevent structural scraping and collision with the segments, protecting the equipment and the finished tunnel. If the trailer 6 moves abnormally, continuing to adjust the attitude of the towing cylinder 5-3 will increase the risk of the trailer 6 derailing or getting stuck. Locking the action of the towing cylinder 5-3 can maintain the current stable attitude, prevent the fault from escalating, and simultaneously alert personnel to troubleshoot and handle the situation.

[0142] Although the present invention has been described in detail above with general descriptions and specific embodiments, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A multi-mode material transport system for a tunnel boring machine (TBM) making sharp curve turns, comprising a main unit (1), a screw conveyor (2), an assembly machine (3), a connecting bridge, a trailer (6), a segment crane (7), and a segment conveying device (8), characterized in that, The connecting bridge is divided into a first connecting bridge (4) and a second connecting bridge (5). The rear of the screw conveyor (2) is provided with a hinged lug plate (2-3), and the front of the first connecting bridge (4) is hinged to the hinged lug plate (2-3), so that the first connecting bridge (4) adapts to the swing offset caused by the screw conveyor (2) turning the curve. The second connecting bridge (5) is a quadrilateral linkage mechanism. The quadrilateral linkage mechanism is equipped with a single-sided drag cylinder (5-3). The drag cylinder (5-3) has a built-in stroke sensor. The drag cylinder (5-3) actively extends and retracts to adjust the deformation angle of the quadrilateral linkage mechanism, thereby driving the second connecting bridge (5) to fit the tunnel curve. The segment crane (7) includes a crane beam assembly (7-1), which includes a crane beam connecting seat (7-1-1), a multi-segment crane beam (7-1-2), and a traction positioning pin (7-1-3). The multi-segment crane beam (7-1-2) is mounted on the main structure of the second connecting bridge (5) and the trailer (6) via the crane beam connecting seat (7-1-1). A traction positioning pin (7-1-3) is provided between the multi-segment crane beam (7-1-2) and the connecting rod of the second connecting bridge (5). The traction positioning pin (7-1-3) pulls the multi-segment crane beam (7-1-2) to move with the quadrilateral linkage mechanism to fit the steep curve of the tunnel. The segment conveying device (8) is located at the bottom of the assembly machine (3) and the first connecting bridge (4). The segment conveying device (8) receives the segments transferred by the segment crane (7) and conveys the segments to the grabbing area of ​​the assembly machine (3).

2. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 1, characterized in that, It also includes a slag discharge mechanism, which includes an interchangeable rear belt conveyor (9) and a slurry pump (10); the rear belt conveyor (9) and the screw conveyor (2) constitute a screw conveyor-belt conveyor slag discharge mode for impermeable strata; the slurry pump (10) is equipped with a slag discharge pipeline, and the slurry pump (10) and the screw conveyor (2) constitute a screw conveyor-slurry pump slag discharge mode for water-rich strata.

3. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 1, characterized in that, The front part of the spiral machine (2) is fixedly connected to the main machine (1) through a spherical bearing (2-1), and the rear part of the spiral machine (2) is provided with a rear support (2-2), which is mounted on the assembly machine (3); The rear of the first connecting bridge (4) is provided with a pair of inclined wheels (4-1), which are supported on the inner wall of the tunnel segment.

4. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 2, characterized in that, The quadrilateral linkage mechanism of the second connecting bridge (5) includes two first connecting rods (5-1) and four second connecting rods (5-2); the front part of the first connecting rod (5-1) overlaps the rear part of the first connecting bridge (4), and the rear part of the first connecting rod (5-1) overlaps the trailer (6); one end of the towing cylinder (5-3) is connected to the first connecting rod (5-1) on one side, and the other end of the towing cylinder (5-3) is connected to the trailer (6); the towing cylinder (5-3) pulls the trailer (6) and monitors the towing force in real time, and triggers an alarm signal when the towing force exceeds a preset threshold.

5. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 4, characterized in that, The segment crane (7) also includes a drive mechanism (7-2); the upper wing plate of the multi-segment crane beam (7-1-2) is placed in the crane beam connecting seat (7-1-1) and a turning gap is reserved. The amount of the turning gap is determined in advance by simulating a sharp curve turn. The traction positioning pin (7-1-3) is fixed on the second connecting rod (5-2), and the traction positioning pin (7-1-3) is installed in conjunction with the positioning round hole at the top of the multi-segment crane beam (7-1-2); The drive mechanism (7-2) is mounted on the multi-segment crane beam (7-1-2). The drive mechanism (7-2) reciprocates along the length of the multi-segment crane beam (7-1-2) to grab the segments and complete the transfer operation of the segments.

6. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 2, characterized in that, The rear-mounted conveyor belt (9) is a floating structure. The front part of the rear-mounted conveyor belt (9) is connected and fixed to the first connecting bridge (4) by a tie rod (9-1). The remaining part of the rear-mounted conveyor belt (9) is mounted above the second connecting bridge (5) and the trailer (6). The rear-mounted conveyor belt (9) is equipped with an adjustment mechanism to adjust the posture of the belt frame to fit the tunnel curve.

7. The multi-mode material transport system for sharp curve turns of a tunnel boring machine according to claim 2, characterized in that, The rear-mounted belt conveyor (9) and the slurry pump (10) are interchanged in the tunnel according to the water content of the stratum; the second connecting bridge (5) is driven by the towing cylinder (5-3) to synchronously adjust the centering state of the lower multi-section crane beam (7-1-2) and the rear-mounted belt conveyor (9).

8. A method for controlling material transport during sharp curve turns in a tunnel boring machine, characterized in that, Includes the following steps: Step 1: Collect tunnel alignment parameters, towing cylinder (5-3) operating status parameters, segment crane (7) position parameters, connecting bridge attitude parameters, and trailer (6) travel status parameters; Step 2: Based on the collected tunnel alignment parameters and the kinematic mapping relationship of the quadrilateral linkage mechanism, the attitude parameters of the connecting bridge are introduced for feedback correction, and the target stroke parameters of the towing cylinder (5-3) adapted to the current tunnel curve are calculated. Step 3: Compare the target travel parameters obtained in Step 2 with the operating status parameters of the towing cylinder (5-3) collected in real time in Step 1. Output the corresponding control command through the control algorithm to drive the towing cylinder (5-3) to perform the extension and retraction action, thereby driving the second connecting bridge (5) and the multi-segment crane beam (7-1-2) to fit the tunnel's steep curve in real time. Step 4: Based on the towing cylinder operating status parameters, segment crane position parameters, connecting bridge attitude parameters, and trailer travel status parameters continuously collected in Step 1, the operating status is verified in real time during the operation of the quadrilateral linkage mechanism, and the corresponding safety protection logic is triggered according to the preset protection rules.

9. The method for controlling material transport during sharp curve turns in a tunnel boring machine according to claim 8, characterized in that, In step two, the target stroke parameters of the towing cylinder (5-3) adapted to the current tunnel curve are calculated, which specifically includes the following steps: Tunnel curvature classification: The curvature level is classified based on the real-time curve radius of the tunnel in the tunnel alignment parameters collected in step one; Calculation of crane beam target deflection angle: The target deflection angle of the crane beam is calculated based on the tunnel curvature. The calculation formula is as follows: ， In the formula, The target deflection angle of the crane beam. For calibration coefficients, The real-time curve radius of the tunnel is used; after correction based on the tunnel alignment parameters collected in step one, the actual deflection angle is obtained. ; The target angle mapping of the link is performed by converting the actual deflection angle of the beam into the theoretical target angle of the link based on the kinematic relationship of the quadrilateral linkage mechanism. The attitude parameters of the connecting bridge collected in step one are then used for deviation correction to obtain the final target angle of the link. The calculation formula is as follows: ， In the formula, The angle between the link and the target. The initial included angle of the connecting rod under straight-line working conditions. The deflection angle mapping coefficient, This is the corrected actual deflection angle of the beam. This is the attitude correction coefficient. This represents the deviation between the measured attitude and the theoretical attitude of the connecting bridge. Calculating the target stroke of the hydraulic cylinder: The target length of the hydraulic cylinder is calculated using the law of cosines to obtain the theoretical stroke. ; Compensation and Limit Output: The theoretical stroke is superimposed with clearance compensation, load compensation based on the real-time drag force of the drag cylinder, and smoothing compensation. After hard limit determination of the cylinder stroke, the final target stroke is output. .

10. The method for controlling material transport during sharp curve turns in a tunnel boring machine according to claim 9, characterized in that, In step three, during the process of outputting the corresponding control command through the control algorithm, a PID closed-loop control algorithm is used, and the formula for calculating the control quantity is: ， The formula for calculating travel deviation is: ， In the formula, For PID control output, This is the proportionality coefficient. The integral coefficient is... The differential coefficients are... This is the travel deviation. For the final target stroke of the hydraulic cylinder, This refers to the real-time stroke of the hydraulic cylinder collected in step one. After the PID output control quantity is corrected by the real-time working pressure limit of the tractor cylinder collected in step one, it drives the proportional valve of the cylinder to act, so that the actual stroke of the cylinder tracks the target stroke. The control method is configured with three operating modes: Automatic mode: Automatically calculates the target stroke based on tunnel curve parameters and controls the extension and retraction of the towing cylinder (5-3); Manual fine-tuning mode: used for manual correction of cylinder stroke under system debugging and set operating conditions; Sharp Curve Enhancement Mode: An advanced attitude pre-compensation mathematical model is introduced, and the pre-compensation amount is dynamically adjusted based on the trailer travel state parameters collected in step one. The pre-compensation travel calculation formula is as follows: ， In the formula, To compensate for the advance stroke of the hydraulic cylinder. For pre-compensation calibration coefficients, For the target rate of change of travel, As the benchmark advance compensation time constant, To collect the real-time travel speed of the trailer, The baseline walking speed; In step four, the safety protection logic includes cylinder stroke limit protection, stroke deviation over-limit protection, segment crane linkage protection, abnormal traction force protection, connecting bridge attitude over-limit protection, trailer travel interlock protection, and sensor fault diagnosis protection; when any protection condition is triggered, the corresponding alarm signal or fault shutdown command is output. The formula for determining excessive travel deviation is as follows: ， In the formula, The maximum allowable travel deviation rate; The formula for determining abnormal drag force is: ， In the formula, To collect data on the towing cylinder (5-3) for real-time monitoring of towing force, This is the upper limit threshold for drag force. This is the lower limit threshold for drag force; The segment crane linkage protection is triggered based on the segment crane position parameters collected in step one. When the segment crane is in the assembly machine operation section and the cylinder stroke deviation exceeds the safety threshold, the cylinder adjustment action is suspended. The over-limit protection of the connecting bridge attitude is triggered based on the attitude parameters of the connecting bridge collected in step one. When the sway angle of the connecting bridge exceeds the safety limit, the shutdown protection is triggered. The trailer travel interlock protection is triggered based on the trailer travel status parameters collected in step one. When the trailer is detected to have jumped off the track, lost its footing, or travel abnormally, the hydraulic cylinder extension and retraction actions are locked and an alarm is triggered.

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