JPH089948B2 - Shield automatic survey operation controller - Google Patents

Description

Description: TECHNICAL FIELD The present invention automatically measures the absolute position of a segment during the primary lining of a shield excavated by a shield machine and follows the design normal line. The present invention relates to a shield automatic survey operation control device for smoothly performing shield excavation.

2. Description of the Related Art In recent years, the shield construction method has been widely adopted for urban tunnel construction mainly for main line construction of water and sewage and subway line construction. Moreover, considering that the use of deep underground space will become more active in the future, it is expected that the adoption of this shield method will further increase. As a result of the efforts of manufacturers and construction companies in researching and developing this shield method, it has become a particularly advanced field of automation and robotization compared to other types of work.

However, although surveying work at the time of primary lining and direction instruction to the operator have been researched by each company, none of them have been completed as a system, and still manual (field staff).
The current situation is to rely on.

The survey during the primary lining of this shield work must be carried out daily over a certain section in order to confirm the absolute position of the segment (primary lining). This is because the face side segment is affected by fluctuations (horizontal and vertical directions) over tens of meters in order to take the jerk reaction force of the shield machine from the succeeding segment.
Therefore, in order to confirm the position of the segment, daily surveying work must be repeated many times until the segment is outside the range of influence of the shield machine, that is, the fixed point.

It is desired that the surveying work during the primary lining and the direction instruction to the operator be partly robotized and the whole be automated. And this can be said to be an important passage point to achieve the goal of fully automated shield excavation.

A typical prior art is disclosed in, for example, Japanese Patent Laid-Open No. 61-251710. In this prior art, a guide rail is attached to an excavator that is a shield machine and a tunnel structure so as to be continuous, and a traveling body equipped with a position / orientation detection device is caused to travel along the guide rail. The signal is processed to measure the direction of excavation of the excavator, the direction of the excavator is controlled, and the trajectory of the tunnel is also detected.

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention In such a prior art, a guide rail is provided across the excavator and the tunnel structure, and the running body is run along the guide rail to measure the position and attitude. Therefore, the tunnel structure may be displaced due to the influence of the propulsion force from the excavator and may not be a fixed point. Therefore, in this prior art,
Since the pipes with guide rails are connected by flexible joints, the error due to the alignment of the tunnel structure will occur over time, and it will not be possible to accurately measure the position of the excavator and the alignment of the tunnel structure. There's a problem.

Therefore, an object of the present invention is to provide a shield automatic surveying operation control device capable of automating the shield excavation work by accurately controlling the direction control of the shield excavator and the alignment of the excavation shaft. Is.

Means for Solving the Problems The present invention is directed to a shield machine 4 that forms an excavation pit 12 by excavating while advancing by a plurality of jacks, and a center of a segment fixed to an inner peripheral surface of the digging pit 12. The rail 2 laid on the line, the entrance plate 13 provided at the reference position on the starting side of the rail 2, and the end plate 14 provided at the front end in the excavation direction of the rail 2 and attached to the front end side in the excavation direction each time excavation is performed. And a traveling body 3 having a pair of carriages 36 and 37 that travel between the entrance plate 13 and the end plate 14 along the rail 2 and are angularly displaced relative to each other by a connecting rod 38.
And a light wave range finder 5 provided on the shield machine 4 for measuring the distance to the target provided on the end plate 14.
An attitude angle detector 6 provided on the shield machine 4 for detecting the attitude angle of the shield machine 4, and a level measuring machine 7 provided on the shield machine 4 for measuring the level of the shield machine 4; A pitching meter 22 provided on the shield machine 4 for measuring the pitching angle of the shield machine 4; a rolling meter 23 provided on the shield machine 4 for measuring the rolling angle of the shield machine 4; Each trolley 36, 37 is provided respectively, each trolley 3
Angle measuring means 18 and 18a for measuring the angles of 6,37 with respect to the axis of the connecting rod 38, and self-running distance measuring means 19 and 19a provided on the traveling body 3 for measuring the traveling distance of the traveling body 3, Inclinometers 46, 46a provided on the bogies 36, 37 of the body 3 for measuring the inclination angles of the bogies 36, 37 with respect to the vertical plane, respectively.
And the measured values of the shield machine 4 and the angle measured by the light wave range finder 5, the attitude angle detector 6, the level meter 7, the pitching meter 22 and the rolling meter 23, which are provided on the ground. Means 18, 18a, self-running distance measuring means 1
Vehicle 3 measured by 9,19a and inclinometer 46,46a
Each of the measured values of the shield machine 4 is input, the linear shape of the construction normal is calculated based on the measured values of the traveling body 3, and the shield machine 4 obtained from the measured values of the construction normal and the shield machine 4 is calculated. Of the shield machine 4 for comparing the current position of the shield machine 4 with the current position of the shield machine 4 to determine the direction to be excavated with respect to the planned normal line of the shield machine 4; The current position of the shield machine 4 and the shield excavator side display means 9 for displaying the direction to be excavated from the current position of the shield machine 4 and the current position of the shield machine 4 based on the output of the calculating means 25. A shield automatic surveying operation control device including a ground side display means (26) for displaying a direction to be dug.

Operation According to the present invention, the segment is fixed to the inner peripheral surface of the excavation pit 12 excavated by the shield excavator 4, and the rail 2 is laid on the center line of the segment. An entrance plate 13 is provided at a reference position on the starting side of the rail 2, and an end plate 14 is provided at a front end of the rail 2 in the excavation direction. The end plate 14 is changed to the front end side in the excavation direction each time the shield excavator 4 excavates. In the traveling body 3, a pair of carriages 36 and 37 are connected by a connecting rod 38 to each other so that they can be angularly displaced.
Such a traveling body 3 travels along the rail 2 between the entrance plate 13 and the end plate 14. The traveling body 3 is provided with angle measuring means 18, self-traveling distance measuring means 19 and inclinometers 46, 46a. When the traveling body 3 travels along the rail 2 between the entrance plate 13 and the end plate 14 as described above, the carts 36, 37 are formed by the angle measuring means 18 with respect to the axis of the connecting rod 38. The angle is measured. Further, the distance between the entrance plate 13 and the end plate 14 on the rail 2 measured by the self-running distance measuring means 19 and 19a is measured. Inclinometer 4
The inclination angles of the carriages 36, 37 with respect to the vertical plane are measured by the 6, 46a. Each trolley 3 measured in this way
The angle of 6,37 with respect to the axis of the connecting rod 38, the distance between the entrance plate 13 and the end plate 14, and each carriage 3
The inclination angles of 6,37 are transmitted to the calculating means 25 provided on the ground, and the linear shape of the rail 2 fixed to the segment is calculated and obtained.

On the other hand, the shield machine 4 is provided with a light wave range finder 5, an attitude angle detector 6, a level measuring device 7, a pitching meter 22, a rolling meter 23 and a shield machine side display means 9. The light wave range finder 5 measures the distance to the target of the end plate 14 which is relocated to the front end side of the rail 2 in the direction of digging every time the digging is performed as described above, and the attitude angle detector 6 and the shield machine 4, the level angle measuring device 7 detects the attitude angle, that is, the direction, and
Level measurement, that is, level measurement. The pitching meter 22 measures the pitching angle of the shield machine 4 and the rolling meter 23 measures the rolling angle of the shield machine 4. The distance from the shield machine 4 thus measured to the target of the end plate 14, the shield machine 4
The attitude angle, level, pitching angle, and rolling angle of the shield excavator 4 are transmitted to the arithmetic means 25 provided on the ground, and the shield excavator 4 ahead of the linear shape of the rail 2 in the excavation direction.
The alignment of the excavation pit 12 excavated by is calculated and obtained.

The alignment of the rail 2 and the alignment of the excavation mine 12 from the end plate 14 of the rail 2 to the shield machine 4 thus obtained, that is, the current position of the shield machine 4 is displayed by the ground side display means 26. At the same time, it is also displayed by the shield machine side display means 9 in the shield machine 4. In addition, these display means 9 and 26 also
Since the direction in which the shield machine 4 is to be excavated from the current position is displayed, the operator of the shield machine 4 displays the traveling direction of the shield machine 4 on the display means 9 in the shield machine 4.
Therefore, it can be easily recognized. Also on the ground, the direction in which the shield machine 4 is to be excavated is displayed by the display means 26, so that the progress of the excavation work can be recognized on the ground without getting down into the excavation pit 12, and the surveying work can be performed. It can be carried out. Moreover, the alignment of the rail 2 fixed to the segment is measured by the traveling body 3, and the alignment of the excavation pit 12 ahead of this rail 2 in the excavation direction is measured by the shield excavator 4. Since the segment is not affected by the shield machine 4 and the direction in which the shield machine is to excavate is calculated based on the linear shape of the fixed point, the shield machine 4 with high accuracy can be obtained. The excavation direction can be controlled, and excavation accuracy can be improved.

Embodiment FIG. 1 is a sectional view showing a schematic configuration of an embodiment of the present invention. The shield automatic surveying operation control device 1 of the present invention for the purpose of labor saving of the surveying work of the shield construction and operation control (direction instruction) of the shield machine 4 is provided along the rail 2 installed on the crown center line of the segment. The traveling body 3 that moves, the light wave range finder 5 and the attitude angle detector 6 (see FIG. 2) mounted on the shield machine 4, and the pressure from the water-filling type communicating pipe 7a are detected to measure the level. An automatic level measuring device 7 for performing, and a computing means realized by a computer that analyzes these data and its software, etc.
25 and a display means 9 for instructing the operator in the shield machine 4 of the direction.

According to the shield automatic surveying operation control device 1 as described above, the surveying work of the field technician can be performed only by, for example, a confirmation surveying once a week, which can save labor and can be performed in a bad environment (a narrow space, a long space or a long space). Surveying work at distance, high humidity, pressure, etc.) is reduced. In addition, since automatic surveying is performed in parallel with the shield excavation, there is no interruption of work for surveying, and the amount of construction per day increases accordingly. Further, since the position of the shield machine 4 is analyzed in conjunction with the excavation and the direction is instructed to the operator in real time each time, the construction accuracy is improved.

In such a shield construction, a starting shaft 11 is excavated vertically downward from the ground surface 10, and a shield machine 4 that is suspended in the starting shaft 11 in a disassembled state is assembled,
While excavating in the excavation direction (left side in FIG. 1), a plurality of jacks provided on the shield machine 4 are selectively operated to move forward. In the substantially horizontal excavation pit 12 which is excavated by the excavator 4, metal segments to be described later are constructed along the inner surface. After that, the rail 2 is attached to this segment so that the rail 2 is located at the center of the crown, and the traveling body 3 travels along the rail 2. The traveling body 3 travels between an entrance plate 13 which is a reference position provided on the base point side of the rail 2, that is, a starting shaft side, and an end plate 14 provided on the downstream side in the excavation direction D1. By traveling the traveling body 3 between the plates 13 and 14, the planar survey of the section l1 in which the segment construction has already been completed is performed.

When the shield machine 4 is further excavated from the end plate 14 by a distance l2 per day, for example, the segment is constructed on the inner peripheral surface of the excavation pit 12 at the distance l2 and the straight rail 2 is connected. In this way, when the distance l2 is further excavated in addition to the already excavated distance l1, the end plate 14 is moved to the position indicated by the imaginary line 14a, so that the traveling distance of the traveling body 3 becomes l1 + l2. In other words, the traveling body 3 performs a plane survey over the distance l1 + l2.

FIG. 2 is a system diagram of the embodiment shown in FIG.
The traveling body 3 includes a drive means 17 for self-propelled reciprocating in a section (l1 + l2) in which the primary lining is completed in the excavation pit 12, an angle measuring means 18 realized by an encoder, and a self-propelled distance. Measuring means 19, angle measuring means 18 and self-running distance measuring means 19
And transmission means 21 for detecting the respective data of the plane alignment and the traveling distance measured by the above and transmitting the data to the main control room 20 provided on the ground surface 10.
Each data from such a transmission means 21 is transmitted to the calculation means 25 in the central control room 20 via the line l3.

When the shield excavation work of one day is completed by the traveling body 3 as described above, the rail 2 for the excavation length l2 is added, and the end plate 14a is attached to the forefront thereof. At the same time when the next day's work starts, the traveling body 3 is an entrance plate.
It travels back and forth between 13 and the end plate 14a and measures its alignment. When the traveling body 3 arrives at the entrance plate 13, the lightwave range finder 5 mounted on the shield machine 4 is installed.
Thus, the distance to the target provided on the end plate 13 is measured every second. At the same time, the attitude angle detector 6 detects the direction of the shield machine 4. Further, the shield machine 4 is provided with a pitching meter 22 and a rolling meter 23, by which errors in the vertical direction and the horizontal direction are corrected. This rail 2 is installed in the center of the tunnel of the excavation pit 12. Therefore, by detecting the amount of displacement from the rail 2, the alignment of the excavation shaft can be obtained.

The respective measurement data from the light wave distance measuring device 5, the attitude angle detecting device 6, the automatic level measuring device 7, the pitching device 22 and the rolling device 23 are transmitted by the transmission means 24 via the line 14 to the central control room 20. It is transmitted to the arithmetic processing unit 25 which is an arithmetic means provided in the. This arithmetic processing unit 25 has, in response to the output from the arithmetic processing unit 25, a ground-side display means 26 for displaying the current position of the shield machine 4 and a future target excavation direction, and its display means. Printing means 27 for outputting the display contents displayed on the printing paper, and arithmetic processing means
Storage means 28 for storing data related to input and output of 25,
An XY plotter 29 for drawing based on the output from the arithmetic processing unit 25 is provided.

The output from the arithmetic processing unit 25 is also transmitted by the transmission means 30 via the line 14 to the display means 9 provided in the operator seat of the shield machine 4. Display means 9
Includes a processing device 31 for processing the data transmitted by the transmission means 30 and a display 32 for displaying the display content on the screen by the output from the processing device 31.

Also referring to FIG. 3, the respective measurement data from the respective measuring means 18, 19 provided in the traveling body 3 and the respective measuring instruments 5, 67, 22, 23 provided in the shield machine 4 are as described above. The data is transmitted to and analyzed by the arithmetic processing unit 25 in the main control room 20 on the ground surface 10. In the analysis in such an arithmetic processing unit 25, the comparison between the design normal line and the design level line, the future target direction of the shield machine 4 and the selection of the jerk pattern provided in the shield machine 4 are performed. .

Further, in the display means 9, based on the data analyzed by the arithmetic processing unit 25 in the central control room 20, the operator in the shield machine 4 is instructed by the display unit 32 to display the current position of the shield machine 4. Is displayed, and the future excavation direction is instructed to display the jacking pattern selected as described above. The transmission means 21, 24 and 30 are determined in consideration of the amount of data to be handled, transmission speed, environment resistance and the like, 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 sectional view of FIG. It is sectional drawing seen from the line VI-VI. The traveling bodies 3 traveling along the rails 2 are arranged in the longitudinal direction of the rails 2 with a gap therebetween, and the front and rear trucks 36, 37 traveling along the rails 2, and these trucks 36, 37.
And a connecting rod 38 for connecting.

The angle measuring means 18 is provided in the housing 39 of the carriage 36. The angle measuring means 18 includes a hinge 40 provided at one end of the connecting rod 38, and an output shaft 41 and an encoder 44 which are rotatable around a rotation axis C1 perpendicular to the axis of the connecting rod 38. The common axis C1 of the output shaft 41 is perpendicular to the axis of the rail 2. When the connecting rod 38 is angularly displaced about the axis C1 with respect to the housing 39 of the carriage 36, the rotation is input to the encoder 44 via the output shaft 41. The encoder 44, to which the rotation amount from the output shaft 41 is input, outputs an electric signal having a pulse number corresponding to the rotation amount, and the output is the data transmission means 21 provided on the other carriage 37 (see FIG. 2). ) Is entered. The angle detection signal thus input to the transmission means 21 is input to the arithmetic processing unit 25 in the main control room 20 via the lines l3 and l6.

Further, the carriage 36 is provided with an inclinometer 46 for posture detection. With this inclinometer 46, the vertical axis C1 is displaced from the axis of the rail 2 when the carriage 36 is displaced in the left-right direction (perpendicular to the paper surface of FIG. 4) or in the front-back direction with respect to the rail 2. It is provided to correct the measured values for pitching and rolling as described later. A power supply 45 is provided on one side of the housing of the carriage 36,
The driving means 17 is driven by the electric power from the power source 45.

The drive means 17 includes a pair of wheels W1, W2; W3, W4 arranged on both sides of the rail 2 respectively, a servo motor M for rotationally driving the wheels W1, W2 around a vertical axis, and a servo motor M. And a speed reducer 53 that reduces the rotational force input from the output shaft 50 and transmits the rotational force to the rotational shafts 51 and 52 of the wheels W1 and W2.
When drive power is supplied from the power supply 45 to the servomotor M through the line l7, the output shaft 50 of the servomotor M is rotationally driven around its rotation axis.
Rotational force from 50 is reduced by, for example, a speed reducer 53 incorporating a differential gear mechanism.

Referring to FIG. 7, the output shafts 54, 55 of the speed reducer 53 are connected at one end thereof with connecting shafts 56, 57 via universal joints J1, J2. The other ends are connected to the rotating shafts 51, 52 of the wheels W1, W2 via universal joints J3, J4. Rotating shaft 51,52
Are rotatably provided around bearings 58 and 59 about the respective rotation axes, and these bearings 58 and 59 are mounted on the housing 39 of the carriage 36.
A guide member 60 fixed to the rail 2 supports the rail 2 so that it can be displaced in the axial direction perpendicular to the axial line of the rail 2, that is, in the left-right direction in FIG. A right cylinder outer cylinder 61 is fixed to the bearing 58, and an inner cylinder 62 is fixed to the bearing 59. The inner cylinder 62 is
While being fitted in the outer tubular body 61, the outer tubular body 61 is movable in the axial direction along the inner peripheral surface thereof. A tension coil spring 63 is housed between the free end side end surface 62c fitted into the outer cylinder body 61 of the inner cylinder body 62 and the bearing 58, and by the spring force of the tension coil spring 63, The bearings 58 and 59 are given a spring force in a direction in which they are close to each other. As a result, each wheel W1, W2
Force R acting on each other acts on the rail 2 and
It is clamped from both sides by W1 and W2. Therefore, the wheels W1 and W2 do not separate from the rail 2 while the traveling body 3 is traveling, and the power from the servo motor M can be reliably transmitted to the rail 2. Such wheels W1, W
The pressure R from 2 to the rail 2 is always kept constant by a configuration not shown. The servo motor M is positioned by a control means such as a sequencer or a computer. Further, the universal joints J1 to J4 are provided as a pair for each of the rotary shafts 51, 52, and the connecting shafts 56, 57 are provided.
Is also connected to each end. Thereby, the speed difference between the output shaft 54 and the rotating shaft 51 and between the output shaft 55 and the rotating shaft 52 is canceled.

In relation to such wheels W1-W4, rail 2 of the truck 36
Attitude angle detectors (hereinafter also referred to as yaw meters) 65 for detecting the attitude angle in the horizontal direction with respect to are respectively provided. The detector 65 is, for example, a linear gauge, and has a main body 66 fixed to the housing 39 side of the carriage 36, and a detection rod 67 that elastically protrudes outward from the main body 66. The tip of the detection rod 67 elastically abuts on an abutting member 69 fixedly connected to a support member 68 on which the rotary shaft 51 of the wheel W1 is rotatably provided. One end of the contact member 69 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. By this compression coil spring 71, the support member 68 is elastically urged inward of the side wall of the housing 39, that is, in the direction close to the rail 2. Therefore, when the wheel W1 is displaced in the left-right direction in FIG. 7 with respect to the housing 39, the contact member 69
The detection rod 67 is pressed by the above, and its displacement is measured by a measuring mechanism (not shown) provided in the main body 66. Such an attitude angle detector is similarly provided for the other wheels W2, W3, W4.

FIG. 8 is a simplified side view of the self-propelled distance measuring means 19 provided in association with the wheels W3 and W4. Wheels W3 and W4 sandwiching the rail 2 from both sides are attached to rotary shafts 73 and 74, and these rotary shafts 73 and 74 are supported by guide members 75 so as to be rotatable around their respective rotary axes. The guide member 75 has the same configuration as the guide member 60 described above, and the description thereof will be omitted to avoid duplication. Each end of the rotary shafts 73, 74 protruding downward via the guide member 75 has a rotary encoder 76,
Input shafts 78 and 79 of 77 are connected by joints 80 and 81. When the traveling body 3 travels along the rails 2, the wheels W3, W4 are driven to rotate about respective vertical axes, and the rotation is input to the input shafts 78, 79 via the rotating shafts 73, 74, and the rotation amount is Measured by encoders 76 and 77. These encoders 76,77
Uses an absolute encoder, for example,
The traveling distance is measured by the average value of the rotation amounts of the wheels W3 and W4. The maximum resolution of these encoders 76, 77 is 409
It is 6 / rotation, and the resolution x is expressed by the first equation in order to make the accuracy of the measurement distance ± 0.5 mm / 2000 mm.

Therefore, the resolution x needs to be 1278 / revolution or more,
Since the resolution is satisfied by the encoders 76 and 77, the measurement sensitivity is ± 0.16 mm / 2000 mm.

The detection signal corresponding to the travel distance measured by such encoders 76, 77 is transmitted by the transmission means 21 provided in the carriage 37 via the lines l3, l6 to the arithmetic processing unit 25 of the central control room 20. Entered in. The trolley 37 also has a configuration similar to that of the trolley 36 described above in other respects, and the corresponding portion is denoted by the subscript a. The carriage 37 has a driving means 17
Is not provided.

The inclinometer 46 has a servo accelerometer built in a waterproof case, and the servo accelerometer is composed of a pendulum having a weight supported by a hinge, a photoelectron deviation detector, and a servo amplifier. When the acceleration acts on the pendulum, the pendulum is displaced from the equilibrium point, the amount of deviation thereof is converted into an electric signal, and a current is passed through the torquer coil through the servo amplifier to return the pendulum position to the original equilibrium point. Since this current is proportional to the applied acceleration, it is possible to detect the motion acceleration by measuring the current value.
It is configured so that the inclination angle of 6,37 can be measured.

FIG. 9 is a sectional view of the rail 2 mounted on the segment 85 at a right angle to the axis, and FIG. 10 is a side view of a part of the rail 2. A box-shaped metal segment 87 is circumferentially continuously fixed to the inner peripheral surface 86 of the excavation pit 12 excavated by the shield machine 4 by using bolts and nuts. The main girder of the segment 87 constructed in the excavation pit 12 is attached with one end of the longitudinal suspending pieces 87, 88 using bolts and nuts. The hanging pieces 87, 88 are formed with elongated holes 89, 90 extending in the axial direction thereof, bolts 91 are attached to these elongated holes 89, 90, and the bolts 91 are bolt insertion holes of the connecting member 92. The nut 94 is screwed through the 93. An inverted U-shaped attachment member 94 is attached to the connecting member 92 so as to be rotatable around the axis of the support shaft 95. The mounting member 94 has bolts
A screw hole 97 into which the screw 96 is screwed is formed, and a pressing plate 98 is fixed to the tip of the bolt 96 screwed into the screw hole 97. The protrusion 99 is fixed by tightening the bolt 96 in a state in which the protrusion 99 fixed to the rail 2 along the axial direction is fixed in the groove of the mounting member 94. It is pinched.

With such a configuration, the center line of the rail 2
Since the nut 91, which is screwed into the bolt 91, is loosened because it is arranged on the center line of the 12, the angle θ1 formed by each axis of the hanging pieces 87, 88 can be changed to perform the adjustment. Thus, the rail 2 can be arranged on the center line of the excavation shaft 12 by displacing the rail 2 in the vertical direction and the horizontal direction.

FIG. 11 is a sectional view perpendicular to the axis showing the mounting structure of the rail 2 of another 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 which are arranged adjacent to each other along the axial direction of the excavation shaft 12 while being sandwiched by screw members 103. Suspending pieces 104, 105 and 106 are connected to the mounting member 102 at their respective other ends by bolts 107 and nuts 108. At the lower end of the hanging piece 106, the screw rod 1 embedded in the rail 2
Since the nut 110 with which 09 is screwed is fixed, in this state, the uppermost hanging piece 104 can rotate around the vertical axis as indicated by the arrow R1, and the hanging piece 105 can be bolted. It can be angularly displaced in the direction of arrow R2 around the horizontal axis of 107. Further, the hanging piece 106 can be angularly displaced in the arrow R3 direction around the horizontal axis of the bolt 111. Rail 2
By rotating the nuts 110 and 113 screwed to the rail, the height of the rail 2, that is, the vertical position in FIGS. 11 and 12 can be adjusted.

FIG. 13 is a cross-sectional view showing a structure for connecting rails 2 and 2a adjacent to each other. A coupling device 118 is used when coupling the rails 2 and 2a. The connecting device 118 includes a main body 119 made of a material such as hard rubber, screw rods 120 and 121 having a common rotation axis, and umbrellas fixed to the axial ends of the screw rods 120 and 121 so as to face each other. Gears 122 and 123, and a bevel gear 124 that meshes with the bevel gears 122 and 123,
It has a bevel gear 124 and a drive rod 125 fixed coaxially. The other ends of the screw rods 120 and 121 partially project outward from the outer peripheral surface of the main body 119 and are screwed into the screw holes 128 and 129 of the end plates 126 and 127 provided at the ends of the rails 2 and 2a. are doing.
By engaging and rotating the engaging portion 128 formed on the drive rod 125 with, for example, a hexagon wrench, the bevel gear 124
The rotation of the bevel gears 122, 1 meshes with the bevel gear 124, respectively.
By being transmitted to 23, the screw rods 120 and 121 are rotationally driven around each rotation axis. By such rotation of the threaded rods 120, 121, the threaded holes 128, 1 into which the threaded rods 120, 121 are respectively engaged.
The end plates 126 and 127 on which 29 is formed are displaced in a direction toward or away from each other. Thereby, the rails 2 and 2a are connected to each other with an appropriate tension force.

With such a connecting device 118, as described with reference to FIG. 1, the straight rails 2a are connected every time the shield machine 4 travels a distance l2.

FIG. 14 is a simplified plan view for explaining the basic measurement operation of the traveling body 3. As described above, the straight rails 2 and 2a are connected at the intersection P1 by the connecting device 118, and the carriages 36 and 37 of the traveling body 3 sandwich the intersection P1 and the rails 2a and 2 at the points P2 and 2a. The center lines C1 and C2 are arranged on P3. In such a state, the carriages 36, 37 travel by the self-propelled distances l _f1 , l _b1 , and the angles α _i , β _i formed by the central axis of the connecting rod 38 and the central axes of the rails 2, 2a at this time.
Of these four parameters l _f1 , l _b1 , α _i , β
A method of calculating the linearity of the rails 2 and 2a by the first and second calculation methods described below based on _i will be described.

First, in the first method, as shown in FIG.
When the traveling body 3 is placed across the intersection P1 of the rails 2 and 2a, the interior angles α _i and β _{i of} the triangle sandwiched by the points P1, P2 and P3
Is measured by the angle measuring means 18 to determine a triangle, the triangle is connected to known rail axis lines C4 and C5 to form a traverse, and the linear shape of the rails 2 and 2a is calculated. Following this basic procedure, each intersection P
Traversal calculation is performed for 1, P2, P3, ..., Pi, and the linear shape of the rails 2,2a is obtained by this.

Next, how to obtain the distances Sl ₁ , Sl ₂ , Sl ₃ , ..., Sl _i which are unknown quantities will be described with reference to FIGS. 16 and 17. First of all, the intersection angle φ _{1 at the} intersection P1 is set to the respective trolleys 3 as described above.
The angle α _i , β _i measured by the encoders 44, 44a provided in the 6, 37 can be obtained by the second equation.

φ ₁ = 180 ° − (α ₁ + β ₁ ) ... (2) Further, the distance L from the point P0 to the intersection point P1 is a known amount,
Therefore, the distance X ₁₁ between the points C2 and P1 described above is obtained by the third equation, and the distance X ₁₂ between the points P1 and C1 is obtained by the fourth equation.

As described above, the angles α ₂ and β are also related to the intersection P2.
₂ is measured, and the intersection angle δ is calculated according to the fifth, sixth, and seventh equations.
_2. Distances X ₂₁ and X ₂₂ are required.

φ ₂ = 180 °-(α ₂ + β ₂ ) ... (5) When the distances X ₁₁ , X ₁₂ ; X ₂₁ , and X ₂₂ are obtained by the third, fourth, sixth, and seventh equations, unknown amounts are obtained by the eighth to tenth equations. Certain distances Sl ₁ , Sl ₂ and Sl ₃ are obtained.

Sl ₁ = l _B2- (l _B1 + x ₁₁ + x ₁₂ ) (8) Sl ₂ = l _B3- (l _B2 + x ₂₁ + x ₂₂ ) ... (9) Sl ₃ = l _B4- (l _B3 + x ₃₁ + x ₃₂ ) (10) In this way, the lengths X _i1 and X _i2 of the two sides of the triangle at the intersections P _{1 to} P _i and the included angle φ _i are obtained.

Next, the second calculation method will be described with reference to FIG. According to the second calculation method, a traverse is formed on the rail with the connecting rod 38 of the traveling body 3 as a reference, and the intersections P _{1 to} P _i are formed.
The angles α _{1 to} α _i and β _{1 to} β _{i at} are measured. The angle α ₁ ~α _i, β ₁ on the basis of the ～Beta _i calculates the azimuth angle phi ₀ to [phi] _i from the axis C3 of the connecting rod 38, the axis C3 of the connecting rod 38 of the by connexion traveling body 3 to traverse calculation To calculate the linearity of. A specific calculation method will be described with reference to FIGS. 19 and 20. First, the angles α _{1 to} α _i are measured by the encoders 44 and 44a provided on the carriages 36 and 37, respectively, and the azimuths φ _{1 to} φ ₃ are set to the eleventh angles based on the azimuth φ ₀ measured first.
It is calculated according to the equations to the thirteenth equation.

φ ₁ = φ ₀ + β ₁ + α ₂ (11) φ ₂ = φ ₁ + β ₂ + α ₃ (12) φ ₃ = φ ₂ + β ₃ + α ₄ (13) Fig. 21 shows the axis C4 of rails 2, 2a , C5 rotate carts 36,37 respectively by angles α _F , α _B , and move parallel to carriage axis C4, C5 normal direction by distance l _FY , l _BY , and carts 36,37 c
FIG. 6 is a diagram for explaining correction calculation when rolling and pitching of angles θ _FR , θ _FP , and θ _BP occur with respect to 4, c5. The parameters shown in FIG. 21 are (a) known quantity,
The classification according to (b) measured value and (c) calculated value is as follows.

(A) Known quantity L: Distance between rotating shafts of connecting rod 38 h: Rolling center of truck (fixed center of truck) and connecting rod 38
Between the rotating shafts of H: Distance between the fixed rails of the bogie (see Fig. 22) (b) Measured value T _FF : Angle between connecting rod 38 on bogie 36 side and bogie axis C6 T _FE : Connection on bogie 37 side Angle between rod 38 and bogie axis C7 θ _FP : Pitching angle of bogie 36 side θ _FR : Rolling angle of bogie 36 side θ _BP : Pitching angle of bogie 37 side θ _BR : Rolling angle of bogie 37 side l _Fi (i = 1 to 4): Distance of fixed rail wheel from end of trolley 36 (see FIG. 22) l _Bi (i = 1 to 4): Distance from end of trolley wheel 37 of trolley (see FIG. 22) (see FIG. 22) c) calculated [delta] _1FP: eccentricity due Pitsuchingu of the rotation axis of the connecting rod 38 of the carriage 36 side [delta] _1FR: eccentricity in a rolling axis of rotation of the connecting rods 38 of the carriage 36 side [delta] _1BP: connecting rod of the carriage 37 side 38 eccentricity [delta] _1BR by Pitsuchingu of the rotating shaft of the: eccentricity in a rolling of the connecting rods 38 of the carriage 37 side l _F1: eccentric distance to the rotation axis of the connecting rod 38 from the center of the bogie 36 l _B1: dolly 37 Eccentricity from the center to the rotation axis of the connecting rod 38 T _FT: Pitsuchingu and included angle between the line segment L1 connecting the the dolly center point bogie axis C6 corrected for rolling T _BT: Pitsuchingu and rolling the corrected bogie axis C7 Angle between the line segment L1 that connects the center of the truck and the bogie center point α _F : Angle between the bogie axis C6 and the rail axis C4 α _B : Angle between the bogie axis C7 and the rail axis C5 l _FY : With the center of the bogie 36 Intersection distance between bogie axis C6 normal and rail axis C4 l _BY : Distance between the center of bogie 37 and bogie axis C7 normal line and rail axis C5 (rear) T _F : Pitching, rolling, yawing and bogie 36
Angle between the line segment L2 and the rail axis C4 that have been corrected for the parallel movement of T _B : Pitching, rolling, yawing and bogie 37
The angle between the line segment L2 that corrects the parallel movement of the rail axis and the rail axis C5 L1: The center distance of the rotation axis that corrects rolling and pitching L2: Rolling, pitching, yawing and bogie 36,
The calculated values L2, T _F , and T _B above the center distance of the rotation axis corrected for parallel movement of 37 are the basic data for traverse calculation.

FIG. 25 shows known quantities L, h and measured values T _FF , T _BF , θ _FP ,
θ _FR , θ _BP , θ _BR , l _Fi (i = 1 to 4), l _Bi (i = 1 to 4)
Finally, the number L2, T _F ,
It is a flow chart showing the order of calculation for obtaining T _B. First, at step n1, the parameters h, θ _FP , θ _FR , θ _BP ,
θ eccentricity based on _{BR δ 1FP, δ 1FR, δ} 1BP, δ 1BR, l F1, l
_B1 is calculated, and the parameters L, T _FF , T _BF , δ _1FP , are calculated at step n2.
_{δ 1FR, δ 1BP, δ 1BR} , l F1, included angle with l _B1 T _FT, calculates the T _BT and distance L1. Then in step n3, the parameters H, l
_The included angle α based on _Fi (i = 1 to 4), l _Bi (i = 1 to 4)
_F , α _B and distance l _FY , l _BY are calculated, and at step n4, based on the parameters L1, T _FT , T _BT , α _F , α _B , l _FY , l _BY , the included angle T _F , T
Calculate _B and distance L2. In this way, rolling and pitching corrections are made in steps n1 and n2, and
At 3, n4, the yawing and the translational movements of the carriages 36 and 37 are corrected.

FIG. 26 is a diagram showing a procedure for calculating the rolling and pitching correction values of steps n1 and n2 in FIG. 25 described above. Correction value [delta] _1FR for the aforementioned rolling and _{Pitsuchingu, δ 1FP, δ 1BR, δ} 1BP is determined Te cowpea to the equation (14) to seventeenth equation.

δ _1FR = h ・ sinθ _FR … (14) δ _1FP = h ・ sinθ _FP … （15） δ _1BR = h ・ sinθ _BR … （16） δ _1BP = h ・ sinθ _BP … （17） Where T _FT is It is the angle of the dolly 36 side after correction (correction of pitching and rolling), and T _BT is the dolly 37 after correction.
Side angle (corrects pitching and rolling), T
_FF is the detection angle trolley 36 side including the error, and T _BF is the detection angle trolley 37 side including the error.

In FIG. 26, T _FT is the corrected trolley 36 side angle (corrected for pitching and rolling), T _BT is the corrected trolley 37 side angle (corrected for pitching and rolling), and T _FF is The detection angle trolley 36 side includes an error, and T _BF is the detection angle trolley 37 side including an error. Then, mounted Yotsute biaxially inclinometer and a rotary encoder are [delta] _1FR the carriage 36 and 37 of the front and rear _{portions, δ 1FP, δ 1BR, δ} 1BP, T FF, T BF
Then, the corrected values T _FT and T _BT and the center point distance L1 of the bogie are calculated using these values.

Next, the pattern is considered as the eccentric position of the connecting rod _{38, δ 1FR, δ 1FP, δ} 1BR, when classified by a combination of the sign of _{δ 1BP 81 (= 9 × 9} ) are present as.

Table 1 shows the combinations of the center points C1 and C2 of the carriages 36 and 37 in the eccentric direction.

As described _{above, δ 1FR, δ 1FP, δ} 1BR, but there are patterns of 81 types in combination of the signs of [delta] _1BP, it can be corrected in a manner similar to the calculation example below.

Of the combinations shown in Table 1, for example, the combination of-, as shown in FIGS. 28 and 29, first, L1, α is obtained in step s1. As the first step, the angles T _F1 and T _B1 and the distances l _F1 and l _B1 are obtained by the formulas 18 to 21.

Further, as shown in FIG. 30, Equations 22 and 23 are established, and L1 · sin α = l _F1 · sin (T _F1 + T _FF ) + l _B1 · sin (180 ° -T _B1- T _BF ) ... ( 22) L1 · cos α = L + l _F1 · cos (T _F1 + T _FF ) -l _B1 · cos (180 ° -T _B1 -T _BF ) ... (23) These 22nd and 23rd equations are summarized and the 24th Equation 25 is obtained.

L1 ・ sin α ＝ l _F1・ sin (T _F1 ＋ T _FF ) ＋ l _B1・ sin (T _B1 ＋ T _BF ) ・ ・ ・ (24) L1 ・ cos α ＝ L ＋ l _F1・ cos (T _F1 ＋ T _FF ) ＋ l _B1・ cos (T _B1 ＋ T _BF ) (25) The angle α according to the 18th to 21st equations, the 24th equation, and the 25th equation
Is calculated according to the equation (26).

Further, the distance L1 is obtained by substituting the equation 26 into the equation 24 or the equation 25.

Therefore, the angles T _FT and T _BT can be obtained by the equations 27 and 28.

F _FT = T _FF −α (27) T _BT = T _BF −α (28) FIG. 31 is a diagram for explaining the yawing correction calculation. The correction calculation for the yawing of each carriage 36, 37 can be calculated based on the displacement amount obtained by the detector 65 provided in association with each wheel W1 to W4; W1a to W4a. First, as shown in Figure 32,
The reading of each detector in the initial state of 36 is l _Fi0 (i = 1
~ 4). Next, as shown in Fig. 33, the reading of the memory of each detector at the time of yawing occurrence is performed as l _F1 , l _F2 , l _F3 , l _F4.
And These values l _Fi0 (i = 1 to 4), l _F1 , l _F2 , l _F3 , l _F4
Based on the above, the rotation angle α _F of the trolley 36 is calculated by the formula 29.

The rotation angle α _B of the carriage 37 is also obtained in the same manner.

Referring to FIG. 34, the bogie axis C6 of the bogie 36 and the rail center axis
Distance l1, l2 in the direction of the normal to the axis of C4 and the bogie axis C6
Is calculated by the equations (30) and (31).

Based on the distance l ₂ thus obtained and the rotation angle α _F obtained by the equation 29, the yawing correction amount l _FY is obtained by the equation 32.

It should be _noted that the correction value l _BY of the carriage 37 can also be obtained by the same method.

Here, the symbols shown in FIG. 31 are as follows.

T _F : Angle of trolley 36 side after correction T _B : Angle of trolley 37 side after correction T _FT : Angle of trolley 36 side corrected for pitching and rolling T _BT : Angle of trolley 37 side for corrected pitching and rolling α _F : Eccentric angle between the rail axis on the bogie 36 side and the bogie axis α _B : Eccentric angle between the rail center axis C5 and the bogie axis C7 on the bogie 37 side L1: Rotating axis center distance corrected for pitching and rolling L2: Rolling , Pitching, yawing and trolleys 37
Based on the above calculation, the corrected angle T _F , T _B distance,
L2 is a known value L1, T _FT , T _BT , as shown in FIG.
It is calculated using l _FY , l _BY , α _F , α _B. Also, there are 81 eccentric patterns between the rail center point line segment and the bogie center point line segment, as in the case of rolling and pitching correction. The calculation method is the same as for rolling and pitching.

The following three examples (I), (II), and (III) are shown as calculation examples of the yawing and the translational correction of the carriages 36 and 37.

(I) When the rail center point line segment intersects with the bogie center point line segment (II) When the rail center point line segment does not intersect with the bogie center point line segment (III) Either bogie 36 or bogie 37 In the case where the center point coincides with the rail center point, correction can be performed in the same manner as in the following calculation example even in the case of a pattern other than the above pattern.

That is, when the rail center point and the line segment of the bogie center point intersect, as shown in FIG. 36, in order to obtain the distance L2 and the angle α, the relational expression shown in Expression 33 holds, Formula 34 is calculated by rearranging Formula 33.

L2sinα = l _FY・ sin (90 ° -T _FT ) ＋ l _BY・ sin (90 ° -T _BT ) ＝ l _FY・ cosT _FT ＋ l _BY・ cosT _BT … (33) L2 ＝ L1l _FY・ cos (90 ° -T _FT ) −l _BY · cos (90 ° −T _BT ) = L1−l _FY · sinT _FT −l _BY · sinT _BT (34) From these equations 33 and 34, equation 35 is derived.

The distance L2 can be obtained by substituting the 35th equation into the 33rd equation or the 34th equation. In addition, T _F and T _B can be obtained by using Equations 36 and 37.

T _F = T _FY + α _F −α (36) T _B = −T _BT + α _B + α (37) As described above, correction calculation for the pitching, rolling, yawing, and parallel movement of the carriage 3 is performed. It is possible to improve the survey accuracy. Moreover, the correction calculation as described above is processed by the arithmetic processing unit 25 provided in the central control room 20 on the ground from the traveling body 3 through the line l3, and the contents thereof are displayed by the display means 26, 32. Since it is displayed, automatic surveying can be performed in parallel with the work without interrupting the shield excavation work.

According to the present invention, the alignment of the rail 2 and the alignment of the excavation pit 12 from the end plate 14 to the shield machine 4 are displayed by the ground side display means 26 and the shield machine side display means 9, respectively. Therefore, the alignment of the excavation pit 12 and the traveling direction of the shield machine 4 can be separately recognized by the ground and the shield machine 4 and at the same time in real time, and the labor of surveying work can be reduced. Further, the alignment of the rail 2 fixed to the segment is measured by the traveling body 3, and the alignment from the end plate 14 to the shield machine 4 is various measuring instruments 5, 6,
Since it is measured by 7, 22, 23, it is possible to obtain the direction in which the shield machine is to excavate based on the line shape of the segment that is the fixed point, and it is possible to improve excavation accuracy.

[Brief description of drawings]

FIG. 1 is a sectional view showing a schematic configuration of one embodiment of the present invention,
FIG. 2 is a system diagram of the embodiment shown in FIG. 1, FIG. 3 is a flow chart showing the flow of the working process, and FIG. 4 is a longitudinal sectional view showing a schematic internal structure of the traveling body 3. 5 is the fourth
A horizontal sectional view of the truck 36 shown in the figure, FIG. 6 is a sectional view taken along the section line VI-VI in FIG. 5, and FIG. 7 is a wheel W of the truck 36.
1, W2 and the enlarged cross-sectional view, FIG. 8 is a simplified side view of the self-propelled distance measuring means 19 provided in association with the wheels W3, W4, and FIG. 9 shows the mounting state of the rail 2 on the segment 85. Fig. 10 is a sectional view perpendicular to the axis, Fig. 10 is a side view of a part of the rail 2,
FIG. 12 is a cross-sectional view of a rail 2 mounting structure according to another embodiment of the present invention, taken along a line perpendicular to the axis, FIG. 12 is a side view showing the mounting structure of the rail 2, and FIG. An enlarged cross-sectional view showing the structure for connection, FIG. 14 is a simplified plan view for explaining the measurement operation of the traveling body 3, and FIG. 15 is a simplified plan view showing the angles αi, βi at the intersection P1. FIG. 16 is a diagram for explaining the traverse calculation regarding a plurality of intersections based on the basic measurement principle shown in FIG. 15, and FIG.
Fig. 16 is a traverse assembly diagram corresponding to Fig. 16, Fig. 18 is a diagram for explaining the second calculation principle, and Fig. 19 is a traverse calculation for a plurality of intersections based on the basic calculation method shown in Fig. 18. FIG. 20 is an explanatory view, FIG. 20 is an assembly drawing of a traver corresponding to FIG. 19, FIG. 21 is a view for explaining correction calculation regarding rolling, pitching, yawing, and parallel movement of a carriage, and FIG. 22 is a rail. FIG. 23 is a diagram showing a state in which yawing and translation have occurred with respect to 2, FIG. 23 is a diagram for explaining the correction calculation, and FIG. 24 is a distance L2 and angles T _F , T
FIG. 25 is a flow chart showing the calculation procedure relating to _B , FIG. 25 is a flow chart showing the procedure of the calculation, FIG. 26 is a view explaining calculation for obtaining the correction values of rolling and pitching, and FIG. Is a diagram showing the displacement positions of the carriages 36, 37, second
FIG. 8 is a diagram showing an example of the correction calculation shown in FIG. 27, FIG.
28 is a flow chart showing the flow of the calculation procedure related to FIG. 28, FIG. 30 is a view for explaining the calculation corresponding to FIG. 29, and FIG. 31 is a correction calculation for yawing and parallel movement of the carriage. Fig. 32 is a diagram showing the initial state of the trolley 36, Fig. 33 is a diagram showing the trolley 36 in a state in which yawing and translation of the trolley have occurred, and Fig. 34 explains the calculation corresponding to Fig. 33. Fig. 35 is a diagram for explaining the specific calculation of the yawing and the parallel movement of the bogie, and Fig. 36 is the case where the line segment of the rail center point intersects with the line segment of the bogie center point. It is a figure for demonstrating the correction calculation of a yawing and the parallel movement of a trolley | bogie. 1 ... Shield automatic survey operation control device, 2, 2a ... Rail, 3 ... Traveling body, 4 ... Shield excavator, 12 ... Excavation pit, 17 ... Driving means, 18 ... Angle measuring means, 19 …… Self-running distance measuring means, 20 …… Main control room, 21,24,30 …… Transmission means,
22 …… Pitching meter, 23 …… Rolling meter, 25 …… Computing device, 26,32 …… Display means, 36,37 …… Car, 38 ……
Connecting rod, 44,76,77 …… Encoder, 65 …… Attitude angle detector, 85 …… Segment

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A 61-251710 (JP, A) JP-A 1-94195 (JP, A) JP-A 60-212593 (JP, A)

Claims (1)

[Claims] 1. A shield machine 4 forming an excavation hole 12 by excavating while advancing by a plurality of jacks, and a rail laid on the center line of a segment fixed to the inner peripheral surface of the excavation hole 12. 2, an entrance plate 13 provided at a reference position on the starting side of the rail 2, an end plate 14 provided at the front end of the rail 2 in the excavation direction, and attached to the front end side of the excavation direction each time excavation is performed, and an end plate 14 along the rail 2 A traveling body 3 that travels between the entrance plate 13 and the end plate 14 and that has a pair of carriages 36 and 37 that are connected by a connecting rod 38 so that they can be angularly displaced relative to each other.
And a light wave range finder 5 provided on the shield machine 4 for measuring the distance to the target provided on the end plate 14.
An attitude angle detector 6 provided on the shield machine 4 for detecting the attitude angle of the shield machine 4, and a level measuring machine 7 provided on the shield machine 4 for measuring the level of the shield machine 4; A pitching meter 22 provided on the shield machine 4 for measuring the pitching angle of the shield machine 4; a rolling meter 23 provided on the shield machine 4 for measuring the rolling angle of the shield machine 4; Each trolley 36, 37 is provided respectively, each trolley 36, 37
Angle measuring means 18 and 18a for respectively measuring angles of the connecting rod 38 of 37 with respect to the axis, self-running distance measuring means 19 and 19a provided for the traveling body 3 to measure the traveling distance of the traveling body 3, and the traveling body 3 Inclinometers 46 and 46a provided on the carriages 36 and 37 for measuring the inclination angles of the carriages 36 and 37 with respect to the vertical plane, and the lightwave range finder 5 and the attitude angle detector 6 provided on the ground.
Level measuring device 7, pitching meter 22 and rolling meter 23
Measured values relating to the shield machine 4 and the angle measuring means 18, 18a, self-running distance measuring means 19, 19a
And each measured value concerning the running body 3 measured by the inclinometers 46, 46a is input, and the linear of the working normal line is calculated based on each measured value concerning the running body 3 to obtain the working normal line and the above-mentioned Arithmetic means for comparing the present position of the shield machine 4 obtained from each measured value of the shield machine 4 and obtaining the direction to be excavated with respect to the planned normal line of the shield machine 4
25, a shield machine 4 display means 9 which is provided in the shield machine 4 and displays the current position of the shield machine 4 and the direction to be excavated from the current position based on the output of the computing means 25. An automatic shield surveying operation control device, which is provided and includes a ground side display means 26 for displaying a current position of the shield machine 4 and a direction to be excavated from the current position based on the output of the arithmetic means 25. .