JPH02285199A - Shield automatic measuring operation controller - Google Patents

Abstract

PURPOSE:To increase the degree of accuracy of execution by providing an automatic measuring means of a shield alignment on the horizontal plane of an excavated shaft from the standard position of a traveller on a rail. A comparison means of both measuring means with the second means in a vertical plane, and an operational means in the driving direction in the future. CONSTITUTION:A shield automatic measuring operation controller 1 is constituted of a traveller 3 running along a rail laid on the crown center line of a segment, a light wave distance measuring instrument 5 placed on a shield excavator 4, and an attitude angle detector 6. An automatic level measuring instrument 7 detects the pressure from a levelling type connection pipe 7a to measure the level, an operational means 25 and a display means 9 inside the shield excavator 4 are provided. A starting shaft 11 vertical is excavated vertical downward from the ground 10 to assemble the shield excavator 4, and it is moved forward by a jack to construct a metal segment along the internal surface to a horizontal excavated shaft 11. According to this constitution, measurement can be automated to reduce manpower.

Description

[Detailed description of the invention]

Industrial Application Field The present invention is a shield that automatically measures the absolute position of segments during the primary lining of a shield excavated by a shield excavator, and facilitates shield excavation along the design normal line. Related to automatic surveying operation control device. Conventional technology In recent years, the shield method has been widely adopted for urban tunnel construction, mainly for water and sewage trunk line construction and subway line construction. Furthermore, considering that the use of deep underground spaces will become more active in the future, it is predicted that the use of this shield construction method will further increase. Manufacturers and construction companies have put a lot of effort into research and development into this shield construction method, and as a result, it has become a field where automation and robotization are particularly advanced compared to other types of pond construction. However, although each company is conducting research on the surveying work during the next lining and giving directions to operators, there is no system that has been completed, and it is still done manually (currently P4 staff).
Currently, we are relying on The survey at the time of primary lining of this shield work was carried out by segment (
- the absolute position of the next lining) must be carried out daily over a section. This is because the segment on the face side is subjected to fluctuations (horizontal and vertical) over several tens of meters in order to absorb the jacking reaction force of the shield machine from the following segment. Therefore, daily survey work must be repeated many times in order to confirm the position of a segment until the segment is outside the 1g shadow range of the shield tunneling machine, that is, it is a fixed point. It is desirable to automate the entire surveying work during the next lining and by robotizing part of the operator's direction instructions. This can be said to be an important milestone in achieving the goal of fully automating shield excavation. Problems to be Solved by the Invention Therefore, an object of the present invention is to provide an automatic shield surveying operation control device that can automatically carry out shield excavation. , the horizontal plane of the excavation shaft extending over the entire length from a reference position predetermined by the running of the second traveling body to a position near the shield excavation machine, by running the traveling body along a rail laid in the excavation shaft excavated by the shield excavation machine. a first surveying means for automatically surveying the shield normal within the vertical plane of the excavation; a second surveying means for automatically surveying the level within the vertical plane of the excavation; a first comparing means for comparing the construction normal line and the design normal line; a second comparing means for comparing the detection level and the design standard line in response to the output of the second JI quantity means; A shield automatic surveying operation control device is characterized in that it includes a calculation means for calculating a future target excavation direction of the shield excavator in response to each output of the comparison means. In response to the output of the shield tunneling machine, the shield tunneling machine includes a means for selecting a plurality of jacks provided at intervals in the circumferential direction and for causing one reaction force to be applied to the segment to obtain propulsive force. Further, the present invention is characterized in that the present invention includes means for displaying a jacking pattern to be driven in response to the output of the selection means. The shield tunneling machine is characterized by comprising a means for displaying the current position of the shield tunneling machine and a future target direction of tunneling in response. According to the present invention, the third surveying means includes a range finder for measuring distance and an attitude angle detector for detecting the traveling direction of the shield excavator. The surveying means automatically measures the shield normal in the horizontal plane of the excavation shaft, and the first comparing means compares the actual construction normal and the design normal in response to the output of the first surveying means. A second measuring means automatically measures the level in the vertical plane of the excavation shaft, and a second comparing means compares the detected level with a design level line in response to the output of the second measuring means. The respective outputs from the first and second comparison means obtained in this way are calculated by the calculation means, and thereby the future target digging direction of the shield tunneling machine is determined. The output is given to the selection means, and a plurality of jacks are selected so that the shield tunneling machine advances in the target digging direction, and a propulsive force in the digging direction is obtained. The jacking selected by the selection means in this way has its jacking pattern displayed by the display means, and by providing such a display means at the operator's seat of a shield tunneling machine, the operator of the shield tunneling machine can The selected jacking pattern can be easily visually confirmed and the driving situation can be understood. Further, a display means responsive to the output of the calculation means displays the current position of the shield excavator and the future target direction of excavation. By providing this, the operator of the shield tunneling machine can easily visually check the display contents of the display means and understand the operating status. In this way, the excavation pit can be automatically surveyed, so productivity is improved by saving labor through automation of surveying work in shield construction. Also, CAD, C
It is possible to improve the quality of construction management such as excavation management and accuracy control using AM. Furthermore, it will become possible to improve precision by providing real-time driving instructions to operators, centralize construction management information through networking (preparation for centralized management), and prepare for unmanned construction as the basic technology for complete automation of shield excavation. Embodiment FIG. 1 is a sectional view showing a schematic configuration of an embodiment of the present invention. The automatic shield surveying operation control system of the present invention, which aims to save labor in surveying work in shield construction and to control the operation of the shield excavator 4 (m<direction indication), is a rail installed on the crown center line of the segment. 2, a light wave range finder 5 mounted on a shield excavator 4;
and an attitude angle detector 6 (second [21#)], an automatic level measuring device 7 that measures the level by detecting the pressure from the water-filled communication pipe 7a, and a computer and its software that analyze these data. Arithmetic means 25 realized by etc.
, and display means 9 for instructing the operator in the shield excavator 4 in a direction. According to such a shield automatic surveying operation control AA device 1, field engineers only need to carry out confirmation surveying once a week. Reduces survey work in large spaces, long distances, high humidity, pressure, etc.) In addition, since automatic surveying is carried out in parallel with shield excavation, there is no need to interrupt work for surveying, and the amount of work to be completed per day increases accordingly. Furthermore, since the position of the shield excavator 4 is analyzed in conjunction with the excavation and the direction is given to the operator in real time, construction accuracy is improved. In such shield work, a starting shaft 11 is excavated vertically downward from the ground surface 10, and the shield excavator 4 suspended in a disassembled state is assembled inside this starting shaft 11, and the excavation direction is as shown in FIG. While excavating to the left), the shield excavator 4 moves forward by a jack provided on the shield excavator 4. In the substantially horizontal excavation shaft 12 dug by the excavator 4, segments made of fLFA, which will be described later, are constructed along the inner surface. Thereafter, a rail 2 is attached to this segment so as to be located at the center of the crown, and a traveling body 3 runs along the rail 2. This running body 3 runs between an entrance plate 13 which is a reference position provided on the base side of the rail 2, that is, the starting shaft side, and an end plate 14 provided on the downstream side of the excavation direction D1, and in this way, By running the traveling body 3 between both plates 1314, a planar survey of the section 11 for which segment construction has already been completed is performed. When the shield excavator 4 further excavates from the end plate 14 by a distance of 812 per day, for example, the distance He 2
The segment is constructed on the inner peripheral surface of the excavation shaft 12, and the straight rail 2 is connected to the segment. When the end plate 14 is further excavated by a distance 12 in addition to the already excavated distance 11, the end plate 14 is displaced to the position indicated by the imaginary line 14a, and therefore the traveling distance of the traveling body 3 becomes l 1 +12. In other words, the traveling body 3 has a distance e1+
Plane surveying was carried out over 12 days. FIG. 2 is a system diagram 1b of the embodiment shown in FIG. The traveling body 3 has a driving means 17 for self-propelling in the section H'l+12) in which the primary lining in the excavation shaft 12 has been completed.
, an angle measuring means 18 realized by an encoder or the like, one self-running distance measuring means, and detecting each data of horizontal alignment and traveling distance measured by these angle measuring means 18 and one self-running distance measuring means. and transmitting means 21 for transmitting the data to a central control room 20 provided on the ground surface 10. Each data from the transmission means 21 is transmitted to the calculation means 25 in the central control room 20 via line r3. With such traveling I*3, when the shield excavation work on -day is completed, rail 2 for 12 excavation length is added,
An end plate 14a is installed at the forefront thereof. At the same time as the next day's work starts, the traveling body 3 moves back and forth between the entrance plate 13 and the end plate 14a, and measures its alignment. When the traveling body 3 arrives at the entrance plate 13, the distance to the target provided on the end plate 13 is measured every moment by the light wave range finder 5 mounted on the shield excavator 4. At the same time, the direction of the shield tunneling machine 4 is detected by the attitude angle detector 6. In addition, the shield tunneling machine 4 has a pitching meter 2.
2 and a rolling meter 23, which correct errors in the vertical and horizontal directions. This rail 2 is installed in the center of the tunnel of the excavation shaft 12. Therefore, by detecting the amount of displacement from the rail 2, the alignment of the excavation hole can be determined. The measurement data from the light wave range finder 5, the attitude angle detector 6, the automatic level measuring device 7, the pitching meter 22, and the rolling meter 23 are transmitted to the central control room 20 via the line 14 by the transmission means 24. The data is transmitted to the arithmetic processing unit 25, which is the arithmetic means used to perform the processing. This arithmetic processing unit 25
The display means 26 displays the current position of the shield excavator 4 and the subsequent target digging direction in response to the output from the arithmetic processing unit 25, and the display contents displayed by the display means are provided. a printing means 27 for outputting on printing paper;
A storage means 28 for storing data related to input and output of the arithmetic processing unit 25 and two XY plotters for plotting f% based on the output from the arithmetic processing unit 25 are provided. The output from the processing unit 25 is also transmitted by the transmission means 30 via the line 14 to the display means 9 provided at the operator's seat of the shield excavator 4. The display means 9 includes a processing device 31 for processing the data transmitted by the transmission means 30, and a display means 32 for displaying display contents on the screen based on the output from the processing device 31. With reference also to FIG. The data is transmitted to the arithmetic processing unit 25 in the central control room 20 on the ground surface 10 and analyzed. In such an analysis in the arithmetic processing unit 25, the design normal line and the design standard line are compared, and the future target direction of the shield excavator 4 and the jacking pattern provided in the shield excavator 4 are selected. . The display means 9 also displays the current position of the shield excavator 4 to the operator in the shield excavator 4 using the display means 32 based on the data analyzed by the arithmetic processing unit 25 in the central control room 20. , indicates the direction of future excavation and displays the jacking pattern selected as described above. Said transmission means 21, 24.3
0 is determined by taking into account the amount of data to be taken, transmission speed, environmental resistance, etc., and for example, a multiplex transmission device is used. 4 is a sectional view showing a schematic internal structure of the traveling body 3, FIG. 5 is a horizontal sectional view of the traveling body 3 shown in FIG. 4, and FIG. 6 is a cross-sectional view of the traveling body 3 shown in FIG. It is a sectional view seen from line ■-■. The traveling body 3 running along the rail 2 includes front and rear bogies 36 and 37 arranged at intervals in the longitudinal direction of the rail 2 and running along the rail 2, and these bogies 3.
6.37. Inside the three housings of the trolley 36, the angle measuring hand 1218 is provided.
will be provided. The angle measuring means 18 includes an output shaft 41 which is rotatable around a rotation axis C1 perpendicular to the axis of the connecting rod 38, which is attached to a hinge 40 provided at one end of the connecting rod 38.
A common axis C1 of the output shaft 41 including the output shaft 41 and the encoder 44 is perpendicular to the axis of the rail 2. When the connecting rod 38 is angularly displaced around the axis C1 with respect to the housing 39 of the truck 36, the rotation is input to the encoder 44 via the output shaft 41. The encoder 44, into which the amount of rotation from the output shaft 41 is input, outputs an electrical signal with a number of pulses corresponding to the amount of rotation, and the output is sent to the data transmission means 21 (second [1st ) reference). The angle detection signal thus input to the transmission means 21 is input to the arithmetic processing unit 25 in the central control room 20 via the line p3.16. The truck 36 is also equipped with an inclinometer 46 for attitude detection. This inclinometer 46 determines that when the truck 36 is displaced from the rail 2 in the left and right direction (perpendicular to the paper surface of 21), the vertical axis C1 is deviated from the rail 2.
This is provided to correct the measured values for pitching and rolling, as will be explained later. Further, a power source 45 is provided on one side of the housing of the truck 36, and the drive means 17 is driven by the power from the power source 45. The driving means 17 includes a pair of wheels Wl, W2: W3, W4 arranged on both sides of the rail 2, a servo motor M for rotating the wheels Wl, W2 around a vertical axis, and a servo motor M. The rotational force input from the output shaft 50 of
When driving power is supplied to the servo motor M from the power source 45 via the line 17, the output shaft 50 of the servo motor M is rotationally driven around its rotation axis. The rotational force from the output shaft 50 is decelerated by, for example, a deceleration fi 53 having a built-in differential gear mechanism. With reference to FIG. 7, each output shaft 54.5 from the reducer 53
A connecting shaft 56 is connected to the end of 5 via universal joints Jl and J2.
．． 57 are connected, and each other end of the connecting shaft 56.57 is connected to a universal joint J3.57. J4 to wheel w1. It is connected to the rotating shafts 51 and 52 of w2. The rotating shafts 51 and 52 are rotatably provided around respective rotational axes by bearings 58 and 59, and these bearings 58 and 59 are rotated relative to the axis of the rail 2 by a guide member 60 fixed to the three housings of the truck 36. It is supported so as to be freely displaceable in the vertical axial direction, that is, in the left-right direction in FIG. A right cylindrical outer cylinder 61 is fixed to the bearing 58, and an inner cylinder 62 is fixed to the bearing 59. The inner cylindrical body 62 is fitted into the outer cylindrical body 61 and is movable along the inner peripheral surface of the outer cylindrical body 61 in its axial direction. 1 of these! A tension coil spring 63 is housed between the bearing 58 and the free end end surface 62c fitted into the outer cylinder 61 of 4c62, and the spring force of the tension coil spring 63 causes the bearings 58, 59 to A spring force is applied to the wheels in the direction of approaching each other.As a result, each wheel Wl, W2
A force R that approaches each other acts on the wheels Wl and W2, and the rail 2 is held between both sides by the wheels Wl and W2. Therefore, the wheels Wl and W2 do not separate from the rail 2 while the traveling body 3 is running, and the power from the servo motor M can be reliably transmitted to the rail 2. The pressure R from the wheels Wl, W2 to the rail 2 is always kept constant by a configuration not shown. Further, the servo motor M is positioned by a control means such as a sequencer or a computer. Further, the universal joints 51 to J4 each have a rotating shaft of 51°52.
The connecting shafts 5657 are provided in pairs, and are also connected to both ends of the connecting shaft 5657. As a result, the output shaft 54 and the rotation shaft 5
1, the output shaft 55, and the rotating shaft 52. In association with such wheels W1 to W4, attitude angle detectors (hereinafter also referred to as yawing meters) 65 are provided, which detect the attitude angle of the truck 36 in the horizontal direction with respect to the rails 2. This detector 65 is, for example, a linear gauge, and has a main body 66 fixed to the housing 39 (II) of the trolley 36, and a detection rod 67 elastically protruding outward from the main body 66. Detection The tip of n67 is elastically in contact with an abutting member 69 that is fixedly connected to a support member 68 that is rotatably provided to rotate the rotating shaft 51 of the wheel W1.One end of this abutting member 69 is , is fixed to a guide rod 70 fixed to the support member 68, and a compression coil spring 71 is attached to the guide rod 70. This compression coil spring 71 allows the support member 68 to be fixed to the inner side with respect to the three side walls of the housing. , that is, it is elastically biased in the direction approaching the rail 2. Therefore, when the wheel W1 is displaced relative to the three housings in the left-right direction in FIG. 7, the detection rod 67 is pressed by the six contact members. and its displacement is measured by a measuring device tIlltrII (not shown) provided in the main body 66. Such attitude angle detectors are similarly provided for the other wheels W2, W3, and W4. It is a simplified side view of one self-running distance measuring means provided in relation to wheels W3 and W4.Wheels W3 and W4 that sandwich the rail 2 from both sides are attached to rotating shafts 73 and 74, and these rotating shafts 73.74 is the guide member 75
is rotatably supported around each rotation axis. This guide member 75 has the same configuration as the guide member 60 described above, and a description thereof will be omitted to avoid duplication. Each end of the rotary shafts 73, 74 that protrudes downward through the guide member 75 is connected to the input shaft 78.77 of the rotary encoder 76.77.
79 by joints 80.81. When the traveling body 3 runs along the rail 2, the wheels W3. W4 is driven to rotate around each vertical axis, and the rotation is inputted to the input shaft 7879 via the rotation shafts 73 and 74, and the amount of rotation is measured by the encoder 76.77. These encoders 76, 77 are, for example, absolute type encoders, and each wheel W3. The travel distance is measured based on the average value of the rotation amount of W4. These encoders 76.
The maximum resolution of 77 is 4096/rotation, and in order to set the accuracy of the measurement distance to ±0.5 mm/2000 rom, the resolution X is expressed by the first equation. ±Q, 5>(65π/x) 2X (2000/65π
)...(1) Therefore, the resolution X is 1278
/' rotation is required, and the resolution is satisfied by this encoder 76.77, so the length measurement sensitivity is ±
016 mrn/2000 mm. Detection signals corresponding to the traveling distance measured by such encoders 76 and 77 are inputted to the processing unit 25 of the central control room 20 via the line 13° 16 by the transmission means 21 provided in the truck 37. . The structure of the pond of the cart 37 is similar to that of the above-described cart 3, and corresponding parts are given the suffix a. Note that the driving means 17 is not provided in the fifth truck 37. The inclinometer 46 has a servo accelerometer built in a waterproof case, and the servo accelerometer is composed of a pendulum with a weight supported by a hinge, a photoelectronic deflection detector, and a servo amplifier. When acceleration acts on the pendulum, the pendulum is displaced from its equilibrium point, converts the amount of displacement into an electrical signal, and sends a current through the servo amplifier to the torquer coil, returning the pendulum to its original equilibrium point.This current is not applied. Since the current value is proportional to the acceleration, the motion acceleration can be detected by measuring the current value, and the gravitational acceleration component, that is, the inclination angle can be measured. FIG. 9 is an axis-perpendicular sectional view showing how the rail 2 is attached to the segment 85, and FIG. 10 is a side view of a part of the rail 2. A box-shaped metal segment 87 is continuously fixed in the circumferential direction to the inner circumferential surface 86 of the excavation shaft 12 using bolts, nuts, etc.
One end of the longitudinal hanging piece 8788 is attached to the main girder using bolts and nuts. Hanging piece 87.8
8 are formed with elongated holes 89.90 extending in the axial direction thereof, bolts 91 are installed in these elongated holes 89.90, and the bolts 91 are inserted into the bolt insertion holes 9 of the connecting member 92.
3 and the nut 94 is screwed. An inverted U-shaped mounting member 94 is attached to the connecting member 92 so as to be rotatable around the axis of the support shaft 95 . A screw hole 97 into which a bolt 96 is screwed is formed in the mounting member 94.
A pressing plate 98 is fixed to the tip of a bolt 96 screwed into the bolt 96 . The rail 2 is placed in the groove of the mounting member 94 like this.
The protrusions 99 fixed at intervals along the axial direction are fitted into the protrusions 99, and the protrusions 99 are clamped by tightening the bolts 96. With this configuration, the center line of the rail 2 is aligned with the excavation hole 1.
2, the adjustment can be made by changing the angle θ1 formed by the axes of the hanging pieces 87 and 88 while loosening the nut 91 screwed onto the bolt 91.
In this way, the rail 2 can be displaced in the vertical and horizontal directions and placed on the central axis of the excavation shaft 12. FIG. 11 is an axis-perpendicular sectional view showing the mounting structure of the rail 2 of the embodiment of the present invention, and FIG. 12 is a side view thereof. A U-shaped mounting member 102 is fixed to the main girders 101 of the segments 12a that are arranged adjacent to each other along the axial direction of the excavation shaft 12, while being clamped by screw members 103. The mounting member 102 has hanging pieces 104, 105, 106 each having a bolt 107 and a nut 108 at their other ends.
connected by. At the lower end of the hanging piece 106 is a nut 11 into which a threaded rod 109 embedded in the rail 2 is screwed.
0 is fixed, in this state, the uppermost hanging piece 104 can rotate around the vertical axis as shown by the arrow R1, and the hanging piece 105 can rotate around the horizontal axis of the bolt 107. It can be angularly displaced in the direction of arrow R2. Furthermore, the hanging piece 106 is angularly displaceable around the horizontal axis of the bolt 111 in the direction of arrow R3. Further rail 2
By rotating the nuts 110 and 113 screwed into the rails, the height of the rail 2, that is, the vertical position of the rails 1113 and 12 can be adjusted. FIG. 13 is a sectional view showing a structure for connecting mutually adjacent rails 2, 2a. A coupling device 118 is used when coupling the rails 2.2a. The connecting device 118 includes 11 main bodies made of a material such as hard rubber;
Threaded rods 120, 12 having rotational axes on a common straight line
1, bevel gears 122 and 123 fixed to one axial end of each threaded rod 120 and 121 so as to face each other, and 1

[$1 & wheel 124 meshing with gears 122 and 123
and a drive rod 125 fixed coaxially with the bevel gear 124. The other ends of the threaded rods 120 and 121 are connected to the main body 11.
End plates 126, 127 partially protrude outward from the outer peripheral surface of rail 9 and are provided at each end of rails 2, 2a.
are screwed into screw holes 128, 129. Drive rod 125
By fitting, for example, a hex wrench into the engaging portion 128 formed in the ti) and rotating it, the bevel gear 124
The rotation of the bevel gears meshing with the bevel gears 124]
, 22. 123, and the screws 120, 121 are driven to rotate around their respective rotation axes. Such a threaded rod 120,1
21, the end plate 1 is formed with threaded holes 128 and 129 into which threaded rods 120 and 121 are respectively screwed.
26 and 127 are displaced toward or away from each other. As a result, the rails 2 and 2a are connected to each other with appropriate tension. As described in connection with FIG. 1, the linear rail 2a is connected by such a connecting portion f118 every time the shield excavator 4 excavates by the distance Ml2. FIG. 14 is a simplified plan view for explaining the basic measurement operation of the traveling body 3. FIG. As described above, each linear rail 2.2a is connected to the intersection point P1 by the connecting device 118.
, and the bogie 36 of the traveling body 3 is connected across this intersection P1.
．． 37 is each point P2. of the rails 2a, 2. The center lines C1 and C2 are arranged on P3. In such a state, the carts 36 and 37 are self-propelled 1f! #i:
The angle α between the central axis of the connecting rod 38 and each central axis of the rails 2 and 2a at this time is
β1 is measured and these four parameters p. ! , 1. α3. A method of calculating the linearity of the rails 2 and 2a using the first and second calculation methods described below based on β will be described. First, in the first method, as shown in FIG.
When the running track 3 is placed across the intersection P1 of the rails 2, 2εt, the points PL, P2 . The interior angle α1 of the triangle sandwiched by P3. β is measured by the angle measuring means 18 to determine a triangle, this triangle is connected to the known rail axes C4 and C5 to form a traver, and the alignment of the rails 2 and 2a is calculated. Following these basic steps, the first
As shown in FIG. 6, each intersection PL, P2. P3. ...
, Pi, and the linearity of the rails 2, 2a is determined by this. Next, distance IILs1. which is an unknown quantity. , S12,
How to obtain S13..., SN will be explained with reference to FIGS. 16 and 17. First, the intersection angle φ1 at the intersection point P1 is the angle α measured by the encoder 44.44a provided on each truck 36.37 as described above.
0. It is determined from β1 by the second equation. φ,=180°−(α8+β1)
...(2) Also, the distance from point PO to intersection P1 is a known quantity, so the above-mentioned points C2,
The distance X11 between PL is obtained by the third equation, and the distance
, C1 is determined by the fourth equation. As described above, the angle α2.
β2 is measured, and the intersection angle δ2 and the distance X 21 + X 22 are determined by the fifth, sixth, and seventh equations. φ, =180°−(α2+β2)
...(5) Using these third, fourth, sixth, and seventh equations, the distance X, , X, □; X2. , S12. Sl, is required. Sl+ =1112 1! at +x,, +x,□
) −(8)S12 =1113
(Na2+X21+X22)
-(9) S15 = (1-4<11lff÷Xj+
+ Xiz ) - (10) In this way, the lengths of two sides of the triangle at each intersection P1 to P,
l,, XI2 and its included angle φ are found. Next, the second calculation method will be explained with reference to the 18th [J. In this second calculation method, the traveling body 3 is placed on the rail.
A traverse is formed using the connecting rod 38 as a reference, and each intersection point P
1 to P1, angles α1 to α1 β1 to β1 are measured. This angle α1~α1. Connecting rod 3 based on β1~β1
Azimuth angle φ from axis C3 of 8. ~φ, is calculated, and the linearity 3 of the axis C3 of the connecting rod 38 of the traveling body 3 is calculated by traverse calculation. A specific calculation method will be described with reference to FIGS. 19 and 20. First, the angles α1 to α8 are measured by the encoders 44 and 44a provided on the truck 3637, and the azimuth angle φ is first measured. Azimuth angles φ1 to φ are calculated based on Equations 11 to 13. φ1=φ0+β1+α2...
・(11) φ2 = φ2 + β2 + α

... (12) φ co = φ2 + β co
+α,
... (13)
FIG. 21 shows that the carts 36 and 37 are at an angle α2. It rotates by C5 and the normal direction l\distance 1 of the 5 bogie axles C4 and C5. Y. It moves in parallel by xmy, and then the trolley 36.3'7 moves 04
, C5 at angles θ□, θFF, θ83. FIG. 7 is a diagram for explaining correction calculation when rolling and pitching of θ and P occur. The parameters shown in FIG. 21 are classified as follows: (a) known quantities, (b) measured values, and (C) calculated values. (a) Known quantity L: Distance between the center of the rotation axis of the connecting rod 38 Fl: Distance between the rolling center of the truck (fixed center of the truck) and the rotation axis of the connecting rod 38 H: Distance between the fixed rails of the truck (see Figure 22) ) <b> Measured value T□: Included angle between the connecting rod 38 on the bogie 36 side and the bogie axis C6 TFE: (Included angle θ, P pitching angle θF11 according to the bogie 361 rule) between the connecting rod 38 on the bogie 37 side and the bogie axis C7 Rolling angle θ on the 36 side, 21 bogie 3
Pitching angle θ on side 7, Rolling angle Nr + (x = 1 to 4) on side of truck 37: Distance from the end of truck 36 of rail fixed wheels (see Figure 22) N,, (i = 1 to 4) ; Distance of the rail fixed wheel from the end of the bogie 37 (see Figure 22) (c) Calculated value δIFP: Connection on the bogie 36 side; rotation axis of the rotation shaft G) Eccentricity due to pitching δ; Connection between the F8 two bogies 36 side Due to rolling of the rotating shaft of the rod 38 (center of load δ1■; eccentricity due to pitching of the rotating shaft of the connecting rod 38 on the truck 37 side δ16R: truck 37flll) connecting rod 38 (7) O-!
Amount of eccentricity due to J ng lr+: Eccentric distance from the center of the truck 36 to the rotation axis of the connecting rod 38 l+z: Eccentric distance from the center of the truck 37 to the rotation axis of the connecting rod 38 TF? : Angle T between the line segment L1 connecting the bogie axis C6 with pitching and rolling corrected and the bogie center point. : Angle T between the line segment L1 connecting the bogie axis C7 with pitching and rolling corrected and the bogie center point. Angle α: Included angle αS between bogie axis C6 and rail axis C4
: Included angle 11ry between bogie axis C7 and rail axis C5: Bogie 3
Intersection distance between the center of 6, the normal line of the bogie axis C6, and the rail axis C4! 6. Intersection road w/1 (rear) TF between the center of the two bogies 37, the normal line of the bogie axis C7, and the rail axis C5, pitching,
The included angle T between the line segment L2 that has been corrected for rolling, yawing, and the parallel movement of the platform 36 and the rail axis C4, ° The angle T between the line segment L2 that has corrected the rolling, yawing, and the parallel movement of the platform 37, and the rail axis C5 Included angle Ll: Rotating axis center distance L2 corrected for rolling and pitching Calculation 1aL2. T,,T,becomes the basic data for traver calculation. The 25th [] is a known weighing scale, T1, and a measured value T□. T a F l θFP θ, θap,
θau, Nr+ (j=1-4), 1st (i=1-4)
Finally, the numerical value L2 required for traverse assembly is determined using
, T F, T * is a flowchart showing the order of calculations. First, in step n1, parameters h, θFp, θ□. θ1. The eccentricity δ1. P, δ1□, δI!
P+δlB%+I Fl+ l I+ is calculated, and in step n2, the parameters L, T, , T, , δIFP
I δ1□2 δ1. P. δIBR, I Fl, ite included angle TFt for e ice,
T, and distance 11L1 are calculated. Then step n
3, the parameters H, 1v+ (i = 1 to 4), 1
Based on fit (i=1 to 4), the included angle α2. C3 and distance N1! ,. Calculate l ay and set the parameter L] in step n4. T rt + T my + C1, αll+ l F
Based on Y+ l IY, the included angle T, , T and distance L
Calculate 2. In this way, rolling and pitching corrections are performed in steps nl and n2, and step n3. n
4, correction for yawing and translation of the carriages 36, 37 is performed. FIG. 26 shows step rl in the above-mentioned No. 25121.
1-, r+ 2 rolling and pitching J) Correction value f) This is an opening showing the calculation procedure. Correction value δl for the aforementioned rolling and pitching, 8. δIrP+
δIBN and δ1laP are determined by Equations 14 to 17. δIFR=l'l ・S i rlθ,,
-= <14>δ+rp =l'+-s
i rlθ, P, , (15) δ+a*=l'+S
ir+θ, ,,,<16) δIlp ”'I'l ・
S 1 rlθsp ,,,
<17) Here, TFF is the angle of the trolley 36eA after correction (pitching, rolling stopped), Rari, Tar
is the angle of the cart 371m after correction (pitching and rolling corrected), TFF is the detection angle cart 36 side including the error, and T is the angle of the detection angle table 11E3 including the error.
It is on the 7 side. In the 26th [U, T Fr is the corrected angle of 361 circles of the trolley (pitching and rolling are corrected), and T
at is after correction G) Angle (pitch) of trolley 37@G I7-
T, , ii is the side of the detection angle carriage 36 which includes the error, and P), T, 2 is the side of the detection angle carriage 37 which includes the error. And front and rear trolleys 36.37
δ1F7. δIFPI δl−δIIIPI T
vr, T IIF are determined, and these are used to calculate the corrected values T PT , T at , and the center point pressure of the bogie @L
Find L. Next, the pattern considered as the eccentric position of the connecting ring 38 is δ0. ．． There are 81 (=9×9) combinations of codes when classified by the code combinations δlFP+δlBR+δ118P. (Left space below) As shown in Table 1, the combinations of the eccentric directions of the center points C1 and (:2) of the bogies 36 and 37 are as shown in Table 1.As mentioned above, δl F R + δl F P +
δ188. There are 81 patterns in Ml changing of the sign of δIIIP, but they can be corrected using a method similar to the calculation example shown below. Among the combinations in Table 1, for example, for the combination ■-■, as shown in FIGS. 28 and 29, LL and α are first determined in step S1. In the first step, the angle T is calculated by equations 18 to 21.
,,,T@,, Find the distance 8111 Fl, l a+ /Fl=Qgefuπko , -, <
2゜, p,, =/-J4 = sword
,,,(21) Also the 30th [! The second as shown in l
Equation 2 and Equation 23 are established, Ll−*i++α=/r+・5in(Trl +T,
J+l s+・5in(180”Tel T
ar＞・・・〈22) Ll・cr+sα=L+−/r+・eos(Tr+MoT
,F) −4,,・cos(180° T−+ Ts
-)...(23) By rearranging these 22nd and 23rd equations, we obtain the 24th and 2nd equations.
We obtain equation 5. Ll・! l+ina =Il r+ ・5in('L
++TFF)+l alsin(Tm+jTar)
-<24) Ll ・cosrJ = L +l
r+ ・cos(Trl 'Trr)←l a+ ・
cos(Tel 'Tar) -<25 > From Equations 18 to 21, and Equations 24 and 25, the angle α is determined by Equation 26. Further, the distance L1 is obtained by substituting the 26th equation into the 24th equation or the 25th equation. Therefore, the angle Trr+TIT can be determined by Equations 27 and 28. F,, =T,, -α...
・(27〉Tl1y ””Tsr-α
(28) FIG. 31 is a diagram for explaining yawing correction calculation. The correction calculation for the yawing of each bogie 36.37 is performed for each wheel W1 to W4.
; W], a to W4a, respectively, can be calculated based on the displacement amount determined by the detection unit 36 provided in relation to W4a. First, as shown in FIG.
(1"' 1 to 4) As shown in FIG. 33, the memorization reading of each detector at the time of occurrence of yawing is l Fl+ 1, □+ l F'3. l r+
shall be. These values! ,. (i = 1 to 4), lF
l, l Fl, l vs. / FT, the rotation angle α of the trolley 36 is determined by Equation 29. (29) The rotation angle α of the cart 37 can also be obtained in the same manner. 3rd-NE? 1, the axis between the bogie axis C6 of the bogie 36 and the rail center axis C4, and the distance 11.12 in the normal direction perpendicular to the bogie axis C6 are determined by Equations 30 and 31. The li obtained in this way! Based on M l 2 and the rotation angle α determined by Equation 29, the yawing correction amount 11Y is determined by Equation 32. l vv = H/ 2・tanar l 2 Furthermore,
The correction value 111Y for the truck 37 can also be obtained in a similar manner. Here, each symbol shown in FIG. 31 is as follows. Tr: Angle T of i4 positive and rear truck 3611111: Correction 1 Angle TF of negative truck 3711!1? :pitching,
Angle T sv on the bogie 36 side with rolling corrected: Angle αF on the bogie 37 side with pitching and rolling corrected = Eccentric angle α6 between the rail axis on the bogie 36 side and the bogie axis α6: Rail center axis C5 on the bogie 37 side White axle (-near and fl jji center angle Ll: Center distance of the rotation axis with pitching and rolling corrected. 2. Center distance of the rotation axis with correction for rolling, pitching, yawing and parallel movement of the truck 37. Based on the calculations described above. The angle TF after correction is T8 distance, L2 is the known value L L , T Fr, T 11?, l FY, as shown in Fig. 35.
l m7. α1. It is obtained using α6. In addition, the eccentric pattern between the line segment at the rail center point and the line segment at the bogie center point is
As in the case of rolling and pitching corrections, there are 81 types. The calculation method is the same as for rolling and pitching. The following three methods (1) and (If) are examples of calculations for correction of yawing and translation of the bogies 36 and 37. (III) is shown. (1) The line segment at the rail center point and the line segment at the bogie center point do not intersect at 1% II) The line segment at the rail center point and the line segment at the bogie center point do not intersect at 1% (Ill) Bogie 36, bogie Even in cases other than the above-mentioned pattern such as P4 in which any center point of 37 coincides with the rail center point, correction can be performed using the same method as the calculation example shown below. In other words, outside the field where the line segment between the rail center point and the bogie center point intersect, as shown in FIG. 36, in order to find the distance L2 and the angle α, the relational expression shown in Equation 33 is established, Equation 34 can be obtained by rearranging Equation 33. L2s1na=I FT ・5in (90” Tr
y) 7l at ・*in <90” T-)-4F
T-casTrv fl sy ・cwTay
-(Tri)L2=LIZ FT-eo! !
(90'''-TF? > l ay ・coa (9G
' Tet )=L1-I PY ・5inTpy −
1,, -5inT@y .= (34) Equation 35 is derived from these Equations 33 and 34. By substituting Equation 35 into Equation 33 or Equation 34, distance L2 can be determined. Further, T, , T8 can be determined by Equations 36 and 37. TF=Tr? ←α, −α
19. (A) T8” Tarmo α,
Moα...〈
37) As described above, it is possible to perform correction calculations for the pitching, rolling, and yawing of the traveling body 3 and the parallel movement of the truck, and it is possible to improve survey accuracy. Moreover, the above-mentioned correction calculations are carried out by an arithmetic processing unit 25 provided in the central control room 20 on the ground via the line e3 from the traveling body 3, and are performed by the human indicating means 26. Since the contents are indicated by .32, 1131 can be performed automatically in parallel with the fF work without interrupting the shield excavation work. Effects of the Invention According to the present invention, accurate automatic surveying of the construction normal line can be carried out using a traveling body, so that the design normal line and J) Mura ratio'
T! - By controlling the direction of excavation of the shield excavator based on the comparison result between the construction normal and the design normal, the shield excavator can ), it is possible to bring the actual construction normal line of the excavated borehole as close as possible to the design normal line, dramatically improving construction accuracy, and reducing human labor by automating the aI1m work. become able to.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing a schematic configuration of an embodiment of the present invention;
2 is a system diagram of the embodiment shown in FIG. 1, FIG. 3 is a flowchart showing the flow of the work process, FIG. 4 is a longitudinal sectional view showing a schematic internal structure of the traveling body 3, and FIG. The figure is number 4
6 is a sectional view taken along the section line ■--■ in FIG. 5, and FIG. 7 is a horizontal sectional view of the truck 36 shown in the figure. FIG. 7 is a wheel Wl of the truck 36. An enlarged sectional view near W2, Figure 8 is a car*W3. A simplified side view of the self-running distance 11 measuring means 19 provided in connection with W4, FIG. 9 is a cross-sectional view at right angles to the axis showing how the rail 2 is attached to the segment 85, and FIG. A partial side view, FIG. 11 is an axis-perpendicular sectional view showing the mounting structure of the rail 2 of another embodiment of the present invention, and FIG.
No. 1301 is an enlarged cross-sectional view showing the structure for connecting the mutually adjacent rails 2゜25L, and No. 1411N is a side view showing the measurement movement of the traveling body 3. FIG. 15 is a simplified plan view showing the angles ci i and βi at the intersection point P1; FIG. 16 illustrates traver calculations for multiple intersection points based on the basic measurement principle shown in FIG. 15. Figure 17 for
0 is an assembly diagram of the traver corresponding to No. 160, FIG. 18 is a diagram for explaining the second calculation principle, and FIG.
8 [The basic calculation shown in IJ is based on the modulus regarding multiple intersection points [・Figure for explaining rubber calculation, No. 20
1E14 is the assembly drawing of the traver corresponding to Fig. 19, No. 2
Figure 1 is a diagram for explaining correction calculations regarding rolling, biting, yawing, and parallel movement of the truck;
Figure 2 is a diagram showing a situation where yawing and parallel movement occur with respect to the rail 2, Figure 23 is a diagram for explaining the correction calculation, and Figure 24 is related to distance L2 and angles T, , T, 2511 is a flowchart showing the procedure of the calculation, 260 is a diagram illustrating the calculation for determining rolling and binning correction values, and FIG. Figure 2S is a diagram showing the displacement position, Figure 2S is a diagram showing an example of the correction calculation shown in Figure 27, Figure 29 is a flowchart showing the flow of the calculation procedure related to Figure 28, Figure 30 is the same as Figure 29. A diagram for explaining the corresponding calculations, FIG. 31 is a diagram showing correction calculations for yawing and parallel movement of the truck, FIG. 32 is a diagram showing the initial state of the truck 36, and FIG. 33 is a diagram showing yawing and parallel movement of the truck FIG. 34 is a diagram for explaining calculations corresponding to FIG. 33, and FIG. 35 is a diagram for explaining specific calculations of yawing and parallel movement of the truck. , and FIG. 36 are diagrams for explaining correction calculations for 1% yaw and parallel movement of the bogie where the line segment at the center point of the rail intersects with the line segment at the center point of the bogie. 1... Shield automatic surveying operation control device, 2, 2a...
・Rail, 3... Traveling body, 4... Shield tunneling machine,
12... Excavation pit, 17... Drive means, 18... Angle measuring means, one... Self-propelled distance measuring means, 20... Central control room, 21.2-1.30...・Transmission means, 22...
・Pitching meter, 23...Rolling meter, 25...
Display means for performance r1 processing device, 2632..., 36.37
...Dolly, 38...Connection rod, 4.1.76.77.
...Encoder, 65...Attitude angle detection 2S, 85...
・Segment Agent Patent Attorney Keiichi Saikyo Figure 3' Pigeon Figure 11 Figure 12 Figure 13 Figure 2b Figure 22 Figure 24 Leap 25 Figure 26 Figure 27B! ! 1 (-)51FR (-)NIBR Fig. 30 Fig. 31 Fig. 28 Fig. 29 Fig. 32 Fig. 33

Claims (5)

[Claims] (1) A traveling body is run along a rail laid in an excavation pit excavated by a shield excavator, and the total length from a predetermined reference position to a position near the shield excavator is determined by the running of this traveling body. a first surveying means for automatically measuring the shield normal in the horizontal plane of the excavation shaft; a second surveying means for automatically measuring the level in the vertical plane of the excavation shaft; and responsive to the output of the first surveying means. a first comparing means for comparing the construction normal line and the design normal line; a second comparing means for comparing the detection level and the design level line in response to the output of the second surveying means; 1. A shield automatic surveying operation control device comprising: calculation means for calculating a future target excavation direction of a shield excavator in response to each output of the first and second comparison means. (2) In response to the output of the calculation means, select a plurality of jacks that are provided at intervals in the circumferential direction of the shield excavator and that receive a reaction force on the segments to obtain propulsive force. The shield automatic surveying operation control device according to claim 1, characterized in that the shield automatic surveying operation control device includes means. (3) The automatic shield surveying operation control device according to claim 2, further comprising means for displaying the jack pattern to be driven in response to the output of the selection means. (4) The shield automatic machine according to claim 1, further comprising means for displaying the current position of the shield excavator and the future target digging direction in response to the output of the calculation means. Surveying operation control device. (5) The shield tunneling machine is equipped with a third surveying means including a range finder for measuring the distance traveled relative to the rail and an attitude angle detector for detecting the traveling direction of the shield tunneling machine. A shield automatic surveying operation control device according to claim 1, characterized in that: