An open type TBM step attitude self-adaptive correction control method

Abstract

The present application relates to the technical field of tunnel boring machine construction equipment, and discloses an open type TBM stepping posture self-adaptive deviation correction control method, which relies on real-time collection of TBM shield body posture parameters and all propelling cylinder group operation parameters, relies on a posture deviation-cylinder force distribution mapping model to quantitatively calculate a deviation correction adjustment amount and synchronously adjust the left and right, upper and lower cylinder group thrust and speed, continuously collects data throughout the process to form a closed loop automatic deviation correction, can realize real-time sensing of shield body horizontal, vertical and cylinder stroke difference type posture deviation and calculation of an adjustment amount, does not need manual shutdown intervention adjustment, solves the pain points of traditional manual deviation correction lag, dependence on experience and need for interrupted operation, improves the stepping posture control precision, effectively suppresses the shield body trajectory deviation, reduces the equipment abnormal wear, and can guarantee the safe and stable operation of the equipment throughout the stepping operation process.

Description

Technical Field

[0001] This invention relates to the field of tunnel boring machine (TBM) construction equipment technology, and discloses an adaptive correction control method for the stepping posture of an open-type TBM. Background Technology

[0002] During tunnel excavation intervals, site transfers, or the initial launch phase, open-type TBMs require a stepping system to move the main unit and its supporting equipment as a whole. During the stepping process, factors such as tunnel wall flatness, uneven geology, and differences in the synchronization of hydraulic cylinder propulsion can easily lead to problems such as shield body misalignment and attitude tilting (e.g., horizontal tilting, vertical pitching).

[0003] Existing open-type TBM stepper attitude control mostly relies on manual monitoring and stop-and-correction methods. This involves operators observing data from the guidance system and manually adjusting the propulsion speed or thrust of the left and right stepper cylinders. This approach has the following drawbacks: 1. Manual adjustment is highly delayed, and deviations cannot be corrected in time, easily leading to stepper trajectory deviations and accelerated equipment wear; 2. Correction actions lack precise logical support and rely entirely on operator experience, easily resulting in over-correction or under-correction, affecting stepper stability; 3. Stopping for correction requires interrupting stepper operations, significantly reducing construction efficiency, especially in long-distance relocation stepper scenarios, where the drawbacks are even more pronounced.

[0004] Currently, there is no real-time, adaptive closed-loop correction control method for the stepping process of open-type TBMs. It is impossible to balance correction accuracy, stepping efficiency and equipment safety. Therefore, there is an urgent need for a control method that can correct the deviation online in real time without frequent manual intervention, so as to solve the above technical pain points. Summary of the Invention

[0005] The purpose of this invention is to provide an open-type TBM stepping attitude adaptive correction control method, which can realize real-time perception, calculation and automatic correction of attitude deviation during stepping, without the need for manual stop adjustment, thereby improving stepping efficiency and attitude control accuracy, and protecting the equipment from wear.

[0006] To achieve the above-mentioned technical effects, the technical solution adopted by the present invention is as follows:

[0007] An open-type TBM stepping attitude adaptive correction control method includes the following steps: Step 1: Collect the attitude parameters of the TBM shield at the current moment and obtain the operating parameters of all propulsion cylinder groups at the current moment; Step 2: If at least one of the attitude parameters and the stroke difference of the left and right propulsion cylinder groups exceeds the preset attitude deviation control threshold, it is determined that the TBM shield has an attitude deviation at the current moment, and proceed to step 3; otherwise, it is determined that the TBM shield has no attitude deviation at the current moment, and all propulsion cylinder groups continue to operate with the current operating parameters. Step 3: Analyze the attitude parameters and the stroke difference of the left and right propulsion cylinder groups through the attitude deviation-cylinder force distribution mapping model to obtain the attitude correction adjustment amount of the TBM shield at the current moment; Step 4: Adjust the thrust and propulsion speed of the left and right propulsion cylinder groups at the current moment according to the attitude correction adjustment amount, and at the same time adjust the thrust of the upper and lower propulsion cylinder groups to achieve attitude correction of the TBM shield; during the correction process, continuously collect the attitude parameters and the operating parameters and form a closed-loop control until the TBM shield has no attitude deviation.

[0008] Furthermore, it also includes: Step 5: If the attitude parameters of the TBM shield exceed the emergency threshold range at the current moment, or the operating parameters of the propulsion cylinder group exceed the rated range at the current moment, an alarm signal is issued, and the propulsion cylinder groups on the left and right sides are controlled to decelerate or stop.

[0009] Furthermore, the attitude parameters include horizontal offset and vertical pitch angle; the propulsion cylinder group includes a left propulsion cylinder group, a right propulsion cylinder group, an upper propulsion cylinder group, and a lower propulsion cylinder group; the operating parameters of the propulsion cylinder group include average stroke, propulsion force, and propulsion speed; Furthermore, the preset attitude deviation control threshold includes a horizontal deviation control threshold, a vertical pitch control threshold, and a travel difference control threshold.

[0010] Furthermore, the attitude correction adjustment amount includes the thrust adjustment amount and propulsion speed adjustment amount of the left and right propulsion cylinder groups, as well as the thrust adjustment amount of the upper and lower propulsion cylinder groups.

[0011] Furthermore, the step of using the attitude deviation-cylinder force distribution mapping model to analyze the attitude parameters and the stroke difference between the left and right propulsion cylinder groups to obtain the thrust adjustment amount of the left and right propulsion cylinder groups at the current moment includes: The horizontal attitude deviation of the TBM shield at the current moment is defined as the difference between the horizontal offset of the TBM shield at the current moment and the horizontal deviation control threshold. Based on the horizontal attitude deviation, the preset horizontal deviation correction coefficient, and the given average thrust of the left and right propulsion cylinder groups, the target thrust of the left and right propulsion cylinder groups is analyzed and determined. The thrust adjustment amount of the left and right propulsion cylinder groups is obtained by subtracting the target thrust of the left and right propulsion cylinder groups from the current thrust of the left and right propulsion cylinder groups.

[0012] Furthermore, the step of using the attitude deviation-cylinder force distribution mapping model to analyze the attitude parameters and the stroke difference between the left and right propulsion cylinder groups to obtain the speed adjustment of the left and right propulsion cylinder groups at the current moment includes: The stroke difference deviation of the left and right propulsion cylinder groups at the current moment is defined as the difference between the stroke difference of the left and right propulsion cylinder groups at the current moment and the stroke difference control threshold. Based on the current stroke difference deviation of the left and right propulsion cylinder groups, the preset stroke difference correction coefficient, and the given TBM target propulsion speed, the target propulsion speed of the left and right propulsion cylinder groups is analyzed and determined. The target propulsion speed of the left and right propulsion cylinder groups is subtracted from the current propulsion speed of the left and right propulsion cylinder groups to obtain the propulsion speed adjustment amount of the left and right propulsion cylinder groups.

[0013] Furthermore, the step of using the attitude deviation-cylinder force distribution mapping model to analyze the attitude parameters and the stroke difference between the left and right propulsion cylinder groups to obtain the thrust adjustment amount of the upper and lower propulsion cylinder groups at the current moment includes: The pitch attitude deviation of the TBM shield at the current moment is defined as the difference between the vertical pitch angle of the TBM shield at the current moment and the vertical pitch control threshold. Based on the pitch attitude deviation, the preset pitch deviation correction coefficient, and the given average thrust of the upper and lower propulsion cylinder groups, the target thrust of the upper and lower propulsion cylinder groups is analyzed and determined. The thrust adjustment amount of the upper and lower propulsion cylinder groups is obtained by subtracting the target thrust of the upper and lower propulsion cylinder groups from the current thrust of the upper and lower propulsion cylinder groups.

[0014] Compared with the prior art, the beneficial effects of this invention are: This invention relies on real-time acquisition of TBM shield attitude parameters and all propulsion cylinder group operating parameters. It uses an attitude deviation-cylinder force distribution mapping model to quantitatively calculate the correction adjustment amount and simultaneously adjust the thrust and speed of the left and right and up and down cylinder groups. It continuously collects data throughout the process to form a closed-loop automatic correction. It can sense the horizontal, vertical and cylinder stroke difference attitude deviations of the shield in real time and calculate the adjustment amount. No manual intervention is required to stop the machine. It solves the pain points of traditional manual correction, such as lag, reliance on experience and need to interrupt operation. It improves the accuracy of stepping attitude control, effectively suppresses shield trajectory deviation, reduces abnormal wear of equipment, and can ensure the safe and stable operation of equipment throughout the stepping operation. Attached Figure Description

[0015] Figure 1 This is a flowchart of the open-type TBM step attitude adaptive correction control method in the embodiment. Detailed Implementation

[0016] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0017] See Figure 1 This invention provides an open-type TBM step attitude adaptive correction control method, comprising the following steps: Step 1: Collect the attitude parameters of the TBM shield at the current moment and obtain the operating parameters of all propulsion cylinder groups at the current moment; Step 2: If at least one of the attitude parameters and the stroke difference of the left and right propulsion cylinder groups exceeds the preset attitude deviation control threshold, it is determined that the TBM shield has an attitude deviation at the current moment, and proceed to step 3; otherwise, it is determined that the TBM shield has no attitude deviation at the current moment, and all propulsion cylinder groups continue to operate with the current operating parameters. Step 3: Analyze the attitude parameters and the stroke difference of the left and right propulsion cylinder groups through the attitude deviation-cylinder force distribution mapping model to obtain the attitude correction adjustment amount of the TBM shield at the current moment; Step 4: Adjust the thrust and propulsion speed of the left and right propulsion cylinder groups at the current moment according to the attitude correction adjustment amount, and at the same time adjust the thrust of the upper and lower propulsion cylinder groups to achieve attitude correction of the TBM shield; during the correction process, continuously collect the attitude parameters and the operating parameters and form a closed-loop control until the TBM shield has no attitude deviation.

[0018] This invention relies on real-time acquisition of TBM shield attitude parameters and all propulsion cylinder group operating parameters. It uses an attitude deviation-cylinder force distribution mapping model to quantitatively calculate the correction adjustment amount and simultaneously adjust the thrust and speed of the left and right and up and down cylinder groups. It continuously collects data throughout the process to form a closed-loop automatic correction. It can sense the horizontal, vertical and cylinder stroke difference attitude deviations of the shield in real time and calculate the adjustment amount. No manual intervention is required to stop the machine. It solves the pain points of traditional manual correction, such as lag, reliance on experience and need to interrupt operation. It improves the accuracy of stepping attitude control, effectively suppresses shield trajectory deviation, reduces abnormal wear of equipment, and can ensure the safe and stable operation of equipment throughout the stepping operation.

[0019] Example This embodiment further elaborates on the details of the open-type TBM stepping attitude adaptive correction control method, as follows.

[0020] See Figure 1 The open-type TBM step attitude adaptive correction control method includes the following steps: Step 1: Initialize settings and determine the correction parameter thresholds. In the open-type TBM main control system, preset attitude deviation control thresholds, including horizontal deviation control thresholds, vertical pitch control thresholds, and stroke difference control thresholds for the left and right propulsion cylinder groups. Simultaneously, set the correction response time, cylinder thrust adjustment gradient, and speed adjustment gradient to complete the control parameter initialization. In this embodiment, the horizontal deviation control threshold can be set to ±5mm, the vertical pitch control threshold can be set to ±0.3°, and the stroke difference control threshold for the left and right propulsion cylinder groups can be set to ±8mm.

[0021] Step 2: Collect the attitude parameters of the TBM shield at the current moment and obtain the operating parameters of all propulsion cylinder groups at the current moment. The attitude parameters include horizontal offset and vertical pitch angle; the horizontal offset is the horizontal offset of the geometric center of the TBM cutterhead cutting surface relative to the tunnel design axis, in mm, with rightward offset as positive; the vertical pitch angle is the angle between the TBM shield axis and the tunnel design axis in the vertical plane, in °, with upward offset (tilt-out) as positive.

[0022] The propulsion cylinder groups on the TBM include a left propulsion cylinder group, a right propulsion cylinder group, an upper propulsion cylinder group, and a lower propulsion cylinder group. The operating parameters of each propulsion cylinder group include average stroke, propulsion force, and propulsion speed. It should be noted that each of the left, right, upper, and lower propulsion cylinder groups contains a number of cylinders. The average stroke of a propulsion cylinder group refers to the ratio of the total stroke of all cylinders in that group at the current moment to the number of left-side propulsion cylinders. For example, the average stroke of the left-side propulsion cylinder group is the ratio of the total stroke of all left-side propulsion cylinders at the current moment to the number of left-side propulsion cylinders. When collecting data, the stroke of all cylinders in the left-side propulsion cylinder group at the current moment is collected, and then the average stroke of the left-side propulsion cylinder group is calculated based on the number of cylinders in the left-side propulsion cylinder group. The calculation of the average stroke of the right, upper, and lower propulsion cylinder groups is similar.

[0023] During this step, the horizontal offset and vertical pitch angle of the TBM shield are collected in real time using the SICK IMU3600 attitude sensor installed on the TBM shield; the real-time stroke of all left, right, upper, and lower propulsion cylinders is collected in real time using the Balluff BTL7-E500 stroke sensor installed on the propulsion cylinders; and the real-time propulsion force of all left, right, upper, and lower propulsion cylinders is collected in real time using the HDA4744-A-060-000 pressure sensor. All collected data are transmitted to the TBM main control system in real time.

[0024] Step 3: If at least one of the attitude parameters and the stroke difference between the left and right propulsion cylinder groups exceeds the preset attitude deviation control threshold, it is determined that the TBM shield has an attitude deviation at the current moment, and proceed to Step 4; otherwise, it is determined that the TBM shield has no attitude deviation at the current moment, and all propulsion cylinder groups continue to operate with the current operating parameters. The stroke difference between the left and right propulsion cylinder groups is the difference between the average stroke of the left propulsion cylinder group and the average stroke of the right propulsion cylinder group, in mm, with the left stroke length being positive. The attitude deviation control threshold includes the horizontal deviation control threshold, the vertical pitch control threshold, and the stroke difference control threshold.

[0025] During this step, attitude deviation identification and calculation are performed. Specifically, the TBM main control system receives the data collected in step 2 and compares the horizontal offset, vertical pitch angle, and stroke difference between the left and right propulsion cylinder groups with the horizontal deviation control threshold, vertical pitch control threshold, and stroke difference control threshold, respectively, to determine whether there is an attitude deviation in the TBM shield at the current moment. If the horizontal offset, vertical pitch angle, and stroke difference between the left and right propulsion cylinder groups are all within the preset control threshold range, it is determined that there is no attitude deviation in the TBM shield at the current moment, and all propulsion cylinder groups continue to operate with the current operating parameters and continue to advance. If any value of the horizontal offset, vertical pitch angle, or stroke difference between the left and right propulsion cylinder groups exceeds the preset threshold, it is determined that there is an attitude deviation, and the process proceeds to step 4.

[0026] Specifically, the method for determining whether the TBM shield has an attitude deviation at the current moment is as follows: If the absolute value of the horizontal offset is less than the absolute value of the horizontal deviation control threshold, and the absolute value of the vertical pitch angle is less than the absolute value of the vertical pitch control threshold, and the absolute value of the stroke difference between the left and right propulsion cylinder groups is less than the absolute value of the stroke difference control threshold, then it means that the horizontal offset, vertical pitch angle, and stroke difference between the left and right propulsion cylinder groups are all within the preset threshold range at the current moment, and it is determined that the TBM shield has no attitude deviation at the current moment; if any one of the horizontal offset, vertical pitch angle, or stroke difference between the left and right propulsion cylinder groups exceeds the corresponding preset control threshold, then it is determined that the TBM shield has an attitude deviation at the current moment, and proceed to step 4.

[0027] Step 4: Analyze the attitude parameters and the stroke difference between the left and right propulsion cylinder groups using the attitude deviation-cylinder force distribution mapping model to obtain the attitude correction adjustment amount of the TBM shield at the current moment. The attitude correction adjustment amount includes the thrust adjustment amount and propulsion speed adjustment amount of the left and right propulsion cylinder groups, as well as the thrust adjustment amount of the upper and lower propulsion cylinder groups.

[0028] When implementing this step, if it is determined in step 3 that there is an attitude deviation of the TBM shield at the current moment, the horizontal offset, vertical pitch angle, and stroke difference of the left and right propulsion cylinder groups of the TBM shield at the current moment are analyzed through the attitude deviation-cylinder force distribution mapping model. The thrust adjustment amount and propulsion speed adjustment amount of the left and right propulsion cylinder groups, as well as the thrust adjustment amount of the upper and lower propulsion cylinder groups, are obtained at the current moment. The specific steps are as follows: M1: Based on the current horizontal offset, vertical pitch angle, and stroke difference of the left and right propulsion cylinder groups, perform horizontal deviation quantification, pitch deviation quantification, and stroke difference deviation quantification respectively to obtain the current TBM shield's horizontal attitude deviation, pitch attitude deviation, and stroke difference deviation.

[0029] Specifically, based on the current horizontal offset, the horizontal attitude deviation of the TBM shield at the current moment is determined through horizontal offset quantization. The horizontal attitude deviation of the TBM shield at the current moment Defined as the difference between the horizontal offset of the TBM shield at the current moment and the horizontal deviation control threshold, its calculation formula is as follows: ; in: This represents the horizontal offset of the TBM shield at the current moment, and its absolute value is used in the calculation. The horizontal deviation control threshold is, in this embodiment, the horizontal deviation control threshold. The value is ±5mm, and the absolute value is used in the calculation.

[0030] Based on the current vertical pitch angle, the pitch attitude deviation of the TBM shield at the current moment is determined by pitch deviation quantification. The pitch attitude deviation of the TBM shield at the current moment Defined as the difference between the vertical pitch angle of the TBM shield at the current moment and the vertical pitch control threshold, its calculation formula is as follows: ; in: The vertical pitch angle of the TBM shield at the current moment is taken as the absolute value in the calculation. The vertical pitch control threshold is used in this embodiment. The value is ±0.3°, and the absolute value is used in the calculation.

[0031] Based on the stroke difference between the left and right propulsion cylinder groups at the current moment, the stroke difference deviation of the left and right propulsion cylinder groups of the TBM shield at the current moment is determined by quantifying the stroke difference deviation. At the current moment, the stroke difference deviation of the propulsion cylinder groups on the left and right sides of the TBM shield body Defined as the difference between the stroke difference of the left and right propulsion cylinder groups at the current moment and the stroke difference control threshold, its calculation formula is: ; in: The absolute value of the stroke difference between the propulsion cylinder groups on the left and right sides of the TBM shield body at the current moment is used in the calculation. The travel difference control threshold is used in this embodiment. The value is ±8mm, and the absolute value is used in the calculation.

[0032] M2: Based on the horizontal attitude deviation, the preset horizontal deviation correction coefficient, and the given average thrust of the left and right propulsion cylinder groups, the target thrust of the left and right propulsion cylinder groups is analyzed and determined.

[0033] Specifically, the target thrust of the left propulsion cylinder assembly Determined by the following formula: ; The target thrust of the right-side propulsion cylinder assembly Determined by the following formula: ; in, The average thrust of the given cylinders for the left and right propulsion cylinder groups is equal to the ratio of the total given thrust of the left and right propulsion cylinder groups to the number of groups on the left and right sides. The preset horizontal deviation correction coefficient (N / mm) is used, and the specific value is determined or adjusted manually. This represents the horizontal attitude deviation of the TBM shield at the current moment.

[0034] M3: The target thrust of the left and right propulsion cylinder groups is subtracted from the current thrust of the left and right propulsion cylinder groups to obtain the thrust adjustment amount of the left and right propulsion cylinder groups.

[0035] Specifically, the thrust adjustment amount of the left-side propulsion cylinder assembly Determined by the following formula: ; The thrust adjustment amount of the right-side propulsion cylinder assembly Determined by the following formula: ; in: This represents the thrust value of the left-side propulsion cylinder assembly at the current moment. This represents the thrust value of the right-side propulsion cylinder assembly at the current moment.

[0036] M4: Based on the current stroke difference deviation of the left and right propulsion cylinder groups, the preset stroke difference correction coefficient, and the given TBM target propulsion speed, analyze and determine the target propulsion speed of the left and right propulsion cylinder groups.

[0037] Specifically, the target propulsion speed of the left-side propulsion cylinder assembly Determined by the following formula: ; The target propulsion speed of the right-side propulsion cylinder assembly Determined by the following formula: ; in: Given the advance speed of the TBM target; The preset travel difference correction coefficient ((m / s) / mm) is determined or adjusted manually. This represents the stroke difference deviation between the left and right sides of the TBM shield's propulsion cylinder assembly at the current moment. M5: Subtract the target propulsion speed of the left and right propulsion cylinder groups from the current propulsion speed of the left and right propulsion cylinder groups respectively to obtain the propulsion speed adjustment amount of the left and right propulsion cylinder groups.

[0038] Specifically, the propulsion speed adjustment amount of the left propulsion cylinder group Determined by the following formula: ; The propulsion speed adjustment amount of the right-side propulsion cylinder assembly Determined by the following formula: ; in: This represents the current propulsion speed of the left-side hydraulic cylinder assembly. This represents the current propulsion speed of the right-side hydraulic cylinder assembly.

[0039] M6: Based on the pitch attitude deviation, the preset pitch deviation correction coefficient, and the given average thrust of the upper and lower propulsion cylinder groups, analyze and determine the target thrust of the upper and lower propulsion cylinder groups.

[0040] Specifically, the target thrust of the upper propulsion cylinder assembly Determined by the following formula: ; The target thrust of the lower propulsion cylinder assembly Determined by the following formula: ; in, The average thrust of the upper and lower propulsion cylinder groups is equal to the ratio of the total thrust of the upper and lower propulsion cylinder groups to the number of upper and lower propulsion cylinder groups. The pitch deviation correction coefficient (N / °) is preset, and the specific value is determined or adjusted manually. This represents the pitch attitude deviation of the TBM shield at the current moment.

[0041] M7: Subtract the target thrust of the upper and lower propulsion cylinder groups from the current thrust of the upper and lower propulsion cylinder groups to obtain the thrust adjustment amount of the upper and lower propulsion cylinder groups.

[0042] Specifically, the thrust adjustment amount of the upper propulsion cylinder assembly Determined by the following formula: ; The thrust adjustment amount of the lower propulsion cylinder group Determined by the following formula: ; in: This represents the thrust value of the upper propulsion cylinder assembly at the current moment. This represents the thrust value of the lower propulsion cylinder assembly at the current moment.

[0043] Step 5: Adjust the thrust and propulsion speed of the left and right propulsion cylinder groups according to the attitude correction adjustment amount, and simultaneously adjust the thrust of the upper and lower propulsion cylinder groups to achieve attitude correction of the TBM shield. During the correction process, continuously collect the attitude parameters and the operating parameters to form a closed-loop control until the TBM shield has no attitude deviation. After the correction is completed, return to step 2 and continue to monitor the stepping attitude.

[0044] Step 6: If the attitude parameters of the TBM shield exceed the emergency threshold range at the current moment, or the operating parameters of the propulsion cylinder group exceed the rated range at the current moment, an alarm signal will be issued, and the propulsion cylinder groups on the left and right sides will be controlled to decelerate or stop.

[0045] Specifically, if during the attitude correction process, the horizontal offset of the TBM shield increases rapidly due to sudden geological unevenness and exceeds the preset emergency threshold, the main control system will immediately issue an audible and visual alarm signal and control the stepping system to decelerate to 1mm / s. At the same time, it will adjust the thrust difference between the left and right hydraulic cylinders to the maximum to suppress the tilting trend. After the operator eliminates the sudden geological factors, the correction process will be restarted and normal stepping will be restored.

[0046] In one example, the open-type TBM model is a Φ10.33m open-type hard rock TBM with a preset maximum stepping stroke of 2000mm, suitable for tunnel stepping scenarios on plateau railways.

[0047] An open-type TBM stepping attitude adaptive correction control method, the specific steps of which are as follows: Step 1: Initialization settings. The preset horizontal deviation control threshold is ±5mm, the vertical pitch control threshold is ±0.3°, and the stroke difference control threshold for the left and right propulsion cylinder groups is ±8mm; the correction response time is 50ms, the cylinder thrust adjustment gradient is 10kN / cycle, and the speed adjustment gradient is 2mm / s / cycle. Enter the above parameters into the TBM main control system to complete the initialization.

[0048] Step 2: Real-time Data Acquisition. One SICK IMU3600 attitude sensor is installed at the front and middle of the TBM shield to collect real-time data on the shield's horizontal offset and vertical pitch angle at a frequency of 10Hz. One Balluff BTL7-E500 stroke sensor is installed on each propulsion cylinder to collect real-time stroke data for all left, right, upper, and lower propulsion cylinders. One HDA4744-A-060-000 pressure sensor is installed at the inlet of each propulsion cylinder to collect real-time thrust data for all left, right, upper, and lower propulsion cylinders. All data is transmitted to the TBM main control system in real-time via wired transmission.

[0049] Step 3: Deviation Identification. After receiving the data, the host control system compares it in real time: when the horizontal offset is 6.2mm (exceeding the ±5mm threshold), the vertical pitch angle is 0.2° (within the threshold range), and the stroke difference between the left and right propulsion cylinder groups is 4mm (within the threshold range), it is determined that there is a horizontal skew deviation, and proceeds to Step 4.

[0050] Step 4: Adjustment Calculation. Based on the attitude deviation-cylinder force distribution mapping model, and considering the horizontal offset of 6.2mm (exceeding the threshold of 1.2mm), it is calculated that: the thrust of the left stepping cylinder needs to be reduced by 20kN and the propulsion speed needs to be reduced by 4mm / s; the thrust of the right stepping cylinder remains unchanged, and the propulsion speed is increased by 2mm / s, ensuring that the deviated side decelerates slowly while the other side accelerates smoothly, achieving smooth correction.

[0051] Step 5: Closed-loop correction execution. The main control system sends control commands to the hydraulic control units of the left and right cylinders to adjust the cylinder thrust and speed. At the same time, the attitude sensor continuously collects the horizontal offset, feeding back data every 50ms. The main control system dynamically fine-tunes the adjustment amount based on the feedback data. After 1.2s of adjustment, the horizontal offset returns to 4.8mm (within the threshold range), the correction is completed, and the system returns to Step 2 to continue monitoring the stepping attitude.

[0052] Step 6: Abnormal Handling. If, during the correction process, a sudden geological instability occurs, causing the horizontal offset to rapidly increase to 8.5mm (exceeding the emergency threshold of 7mm), the main control system will immediately issue an audible and visual alarm signal and control the stepping system to decelerate to 1mm / s. At the same time, the thrust difference between the left and right hydraulic cylinders will be adjusted to the maximum to suppress the deviation trend. If the operator finds that there is a protrusion on the left side of the tunnel wall, after cleaning, the correction process will be restarted to restore normal stepping.

[0053] This example demonstrates that the adaptive correction control method of the present invention achieves a posture deviation correction response time of ≤1.5s and a correction accuracy of ≤±5mm during the stepping process. Compared with the traditional manual stop correction method, the stepping efficiency is improved by 30%, the equipment wear is reduced by 20%, and the practicality and reliability are significantly improved.

[0054] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An adaptive attitude correction control method for an open-type TBM (Trailblazer) stepping machine, characterized in that, Includes the following steps: Step 1: Collect the attitude parameters of the TBM shield at the current moment and obtain the operating parameters of all propulsion cylinder groups at the current moment; Step 2: If at least one of the attitude parameters and the stroke difference of the left and right propulsion cylinder groups exceeds the preset attitude deviation control threshold, it is determined that the TBM shield has an attitude deviation at the current moment, and proceed to step 3; otherwise, it is determined that the TBM shield has no attitude deviation at the current moment, and all propulsion cylinder groups continue to operate with the current operating parameters. Step 3: Analyze the attitude parameters and the stroke difference of the left and right propulsion cylinder groups through the attitude deviation-cylinder force distribution mapping model to obtain the attitude correction adjustment amount of the TBM shield at the current moment; Step 4: Adjust the thrust and propulsion speed of the left and right propulsion cylinder groups at the current moment according to the attitude correction adjustment amount, and at the same time adjust the thrust of the upper and lower propulsion cylinder groups to achieve attitude correction of the TBM shield; during the correction process, continuously collect the attitude parameters and the operating parameters and form a closed-loop control until the TBM shield has no attitude deviation.

2. The open-type TBM stepping attitude adaptive correction control method according to claim 1, characterized in that, Also includes: Step 5: If the attitude parameters of the TBM shield exceed the emergency threshold range at the current moment, or the operating parameters of the propulsion cylinder group exceed the rated range at the current moment, an alarm signal will be issued, and the propulsion cylinder groups on the left and right sides will be controlled to decelerate or stop.

3. The open-type TBM stepping attitude adaptive correction control method according to claim 2, characterized in that, The attitude parameters include horizontal offset and vertical pitch angle; the propulsion cylinder group includes a left propulsion cylinder group, a right propulsion cylinder group, an upper propulsion cylinder group, and a lower propulsion cylinder group; the operating parameters of the propulsion cylinder group include average stroke, propulsion force, and propulsion speed.

4. The open-type TBM stepping attitude adaptive correction control method according to claim 3, characterized in that, The preset attitude deviation control thresholds include horizontal deviation control thresholds, vertical pitch control thresholds, and travel difference control thresholds.

5. The open-type TBM stepping attitude adaptive correction control method according to claim 4, characterized in that, The attitude correction adjustment includes the thrust adjustment and propulsion speed adjustment of the left and right propulsion cylinder groups, as well as the thrust adjustment of the upper and lower propulsion cylinder groups.

6. The open-type TBM stepping attitude adaptive correction control method according to claim 5, characterized in that, The steps of analyzing the attitude deviation-cylinder force distribution mapping model to obtain the thrust adjustment of the left and right propulsion cylinder groups at the current moment, based on the attitude parameters and the stroke difference between the left and right propulsion cylinder groups, include: The horizontal attitude deviation of the TBM shield at the current moment is defined as the difference between the horizontal offset of the TBM shield at the current moment and the horizontal deviation control threshold. Based on the horizontal attitude deviation, the preset horizontal deviation correction coefficient, and the given average thrust of the left and right propulsion cylinder groups, the target thrust of the left and right propulsion cylinder groups is analyzed and determined. The thrust adjustment amount of the left and right propulsion cylinder groups is obtained by subtracting the target thrust of the left and right propulsion cylinder groups from the current thrust of the left and right propulsion cylinder groups.

7. The open-type TBM stepping attitude adaptive correction control method according to claim 6, characterized in that, The steps of analyzing the attitude parameters and the stroke difference between the left and right propulsion cylinder groups using the attitude deviation-cylinder force distribution mapping model to obtain the speed adjustment of the left and right propulsion cylinder groups at the current moment include: The stroke difference deviation of the left and right propulsion cylinder groups at the current moment is defined as the difference between the stroke difference of the left and right propulsion cylinder groups at the current moment and the stroke difference control threshold. Based on the current stroke difference deviation of the left and right propulsion cylinder groups, the preset stroke difference correction coefficient, and the given TBM target propulsion speed, the target propulsion speed of the left and right propulsion cylinder groups is analyzed and determined. The target propulsion speed of the left and right propulsion cylinder groups is subtracted from the current propulsion speed of the left and right propulsion cylinder groups to obtain the propulsion speed adjustment amount of the left and right propulsion cylinder groups.

8. The open-type TBM stepping attitude adaptive correction control method according to claim 7, characterized in that, The steps of analyzing the attitude deviation-cylinder force distribution mapping model to obtain the thrust adjustment of the upper and lower propulsion cylinder groups at the current moment, based on the attitude parameters and the stroke difference between the left and right propulsion cylinder groups, include: The pitch attitude deviation of the TBM shield at the current moment is defined as the difference between the vertical pitch angle of the TBM shield at the current moment and the vertical pitch control threshold. Based on the pitch attitude deviation, the preset pitch deviation correction coefficient, and the given average thrust of the upper and lower propulsion cylinder groups, the target thrust of the upper and lower propulsion cylinder groups is analyzed and determined. The thrust adjustment amount of the upper and lower propulsion cylinder groups is obtained by subtracting the target thrust of the upper and lower propulsion cylinder groups from the current thrust of the upper and lower propulsion cylinder groups.

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