JP7535927B2 - Segment Judgment System - Google Patents

Description

The present invention relates to technology related to segments that are installed when a shield machine excavates, and more specifically, to a segment determination system that can detect defects in segments in advance based on excavation information obtained during excavation.

The shield tunneling method is a construction method for constructing underground railway tunnels, road tunnels, water supply and sewerage tunnels, utility conduits, and tunnels for power and communication by digging into the ground with a shield machine while stabilizing the tunnel face and lining it with segments. There are several methods for stabilizing the face during excavation. In the past, the compressed air method (open type) was used, but later, closed-type slurry shield tunneling methods came to be adopted, and in recent years, closed-type earth pressure shield tunneling methods in particular have been used frequently.

The slurry shield tunneling method uses slurry pressure instead of air pressure to stabilize the tunnel face, while the earth pressure shield tunneling method literally uses earth pressure to stabilize the tunnel face. The earth pressure shield tunneling method is further divided into earth pressure shield tunneling and mud pressure shield tunneling, of which mud pressure shield tunneling (especially mud pressure shield tunneling) is currently the mainstream and accounts for a significant proportion of all shield tunneling methods, including slurry shield tunneling.

Though there are several different face stabilization methods, the procedure for excavating with a shield machine is generally the same for all construction methods. That is, once the shield machine has excavated a specified length, it assembles segments, which are permanent structures, into the excavated section, and then continues excavation while securing its own reaction force for the assembled segments. For this reason, the structural stability of the segments is considered one of the most important factors when excavating with a shield machine. When constructing tunnels with sharp curves in particular, emphasis is placed on the impact on the segments caused by the unbalanced reaction force of the shield machine, or the positional relationship between the shield machine and the segments (especially the eccentricity and deflection of the segment rings within the shield tail), in other words, the structural stability of the segments.

When a shield machine excavates a curved section, it may proceed while using some of the jacks. For example, in Figure 8(a), the shield machine SH is excavating while curving to the right by using only the outer (upper in the figure) jacks without using the inner jacks, and as a result, jack thrust is only applied to the right side of the existing segment SG, as shown in Figure 8(b). Normally, the entire ring of segment SG should resist the jack thrust, but in this case the jack thrust is concentrated on the segment SG on the outside of the curve, which may cause damage in the longitudinal direction of the segment SG (for example, deformation or buckling of the vertical ribs).

Also, as shown in Figure 9, when the shield machine SH becomes eccentric or deflected relative to the segment SG, a "competition" with the segment SG may occur inside the shield tail. In other words, as the shield machine SH becomes eccentric or deflected, the tail clearance distribution between the shield tail end and the segment face face (the face-side face face of the segment ring closest to the face) becomes uneven, and when this unevenness becomes significant, a competition with the segment SG occurs inside the shield tail, and this "competition load" may cause damage or malfunction to the segment SG body or joints.

Naturally, the design regarding the structural stability of the segments SG is carried out at the time of planning the construction. However, during excavation using the shield machine SH, the structural stability of the segments SG is not particularly considered, and defects in the segments SG and joints are usually confirmed by visual inspection (cracks in the segment body, gaps in the joints, misalignment).

Up until now, there have been efforts to improve the quality or efficiency of inspection work performed while the shield machine SH is excavating. For example, Patent Document 1 proposes a technology for quantitatively managing the segment condition by photographing the condition of the segments using a camera on a mobile input terminal and storing the images in association with inspection information.

JP 2018-9314 A

As mentioned above, in the prior art including Patent Document 1, defects in the segments SG and joints are visually checked during construction, but the structural stability of the segments SG is not considered during construction. Therefore, defects in the segments SG, etc. can only be identified after the fact. The only way to prevent such defects in advance is to rely on the extensive experience of the shield machine SH operator. It is conceivable that defects in the segments SG, etc. could be predicted by understanding the strain and stress levels that occur in the segments SG and joints through frequent measurements during construction, but this requires a great deal of effort and may lead to the excavation being halted, making it an unrealistic method.

The objective of the present invention is to solve the problems inherent in the prior art, namely to provide a segment judgment system that can quantitatively evaluate the structural stability of segments during construction and thereby identify defects in advance.

The present invention was developed based on a completely new idea: indicators that indicate the structural stability of a segment (transverse danger zones and longitudinal danger zones) are set in advance, and the indicators are used to evaluate the structural stability of the segment during construction.

The segment judgment system of the present invention is a system for judging the state of a segment that is installed during tunnel excavation, and is equipped with a danger area storage means, a turning moment calculation means, and a comparison means. The danger area storage means is a means for storing the transverse danger area and the longitudinal danger area of the shield machine, the turning moment calculation means is a means for calculating the "turning moment during construction" acting on the existing segment based on the "jack thrust during construction (jack thrust actually applied during tunnel excavation)", and the comparison means is a means for comparing the combination of the jack thrust during construction and the turning moment during construction with the transverse danger area and the longitudinal danger area. The transverse danger area and the longitudinal danger area are areas set in a plane coordinate system with the jack thrust as the first axis and the turning moment as the second axis, and are set by scattering the "limit turning moment" in the plane coordinate system. The limiting turning moment is calculated based on the "planned jack thrust (the jack thrust set during design planning)" and is the limiting turning moment at which no malfunction occurs in the segment when the planned jack thrust is applied.

The segment determination system of the present invention may further include an alarm output means. This alarm output means outputs warning information that a malfunction will occur in an existing segment when the combination of the construction jack thrust and the construction swing moment is found to be within a transverse danger zone or a longitudinal danger zone as a result of comparison by the comparison means.

The segment determination system of the present invention may also be one in which a transverse attention area and a longitudinal attention area are stored in the danger area storage means. The transverse attention area is set to a wider area than the transverse danger area based on the transverse danger area, and the longitudinal attention area is set to a wider area than the longitudinal danger area based on the longitudinal danger area. In this case, the alarm output means outputs caution information different from the warning information when a combination of the construction jack thrust and the construction swing moment is outside the transverse danger area and outside the longitudinal danger area but within the transverse attention area or the longitudinal attention area.

The segment determination system of the present invention can also use a transverse danger area set based on the "bidding load" between the shield machine and the existing segment, and a longitudinal danger area set based on the "jack reaction force" obtained from the existing segment.

The segment judgment system of the present invention may further include a bidding load calculation means. This bidding load calculation means is a means for calculating the "bidding load during construction (load associated with bidding that actually occurs during tunnel excavation)" between the shield machine and the existing segment during tunnel excavation. In this case, the danger area storage means stores multiple types of transverse danger areas according to the degree of the bidding load between the shield machine and the existing segment. The comparison means then compares the transverse danger area according to the bidding load during construction with a combination of the jack thrust during construction and the swing moment during construction.

The segment determination system of the present invention has the following advantages.
(1) The structural stability of the segments can be evaluated in real time during excavation. As a result, damage or deformation of the segments, as well as water leakage due to openings in the segments, can be predicted in advance, and appropriate measures can be taken to prevent these problems.
(2) Since structural stability can be quantitatively evaluated, the visual inspection by humans that was previously performed can be omitted, thereby resulting in labor savings throughout the entire construction process.
(3) Since defects in segments, etc. can be prevented in advance, the tunnel alignment can be properly ensured and the quality of the tunnel lining can be improved.

FIG. 1 is a block diagram showing the main configuration of a segment determination system according to the present invention. FIG. 11 is a flowchart showing a procedure for setting a danger area. FIG. 1 is a flow diagram showing an example of a design procedure for the structural stability of a segment. 4A is a scatter diagram of limit thrust coordinates when a lateral danger area is set, and FIG. 4B is a graph showing the lateral danger area. 4A is a scatter diagram of limit thrust coordinates when a longitudinal danger area is set, and FIG. 4B is a graph showing the longitudinal danger area. (a) is a diagram showing the structural stability judgment of a transverse segment in which the current propulsion coordinates of four points are plotted on a propulsion plane coordinate system in which a transverse danger area is located, and (b) is a diagram showing the structural stability judgment of a longitudinal segment in which the current propulsion coordinates of the same four points are plotted on a propulsion plane coordinate system in which a longitudinal danger area is located. FIG. 2 is a flowchart showing a main process flow of the segment determination system. (a) is a plan view showing a schematic diagram of a shield machine propelled using jacks on the upper side only, and (b) is a front view showing a schematic diagram of a segment receiving jack thrust only from the right side. FIG. 2 is a plan view showing a schematic diagram of a shield machine that is eccentric and deflected relative to the segments.

An example of the implementation of the segment determination system of the present invention is explained with reference to the figures.

1. Overall Overview The present invention is a system that can determine in real time the state of segments (hereinafter referred to as "existing segments") that are installed during excavation by a shield machine. It can also quantitatively determine the state of the existing segments without relying on the visual judgment of a worker or other person. In determining the state of the existing segments, a "transverse danger area" and a "longitudinal danger area" are used. As will be explained in detail later, these transverse danger areas and longitudinal danger areas (hereinafter collectively referred to as "danger areas") are areas that are set in a plane coordinate system (hereinafter referred to as the "thrust plane coordinate system" for convenience) with the jack thrust of the shield machine as the first axis and the swing moment as the second axis.

Normally, during excavation using a shield machine, various information (hereafter referred to as "excavation information") such as the jack pattern (the jacks used and their hydraulic pressure), jack thrust (total thrust of the jacks used), and tail clearance (the distance from the existing segments within the shield tail) is obtained. In addition, the amount of eccentricity can be calculated from the jack pattern and jack thrust, and the turning moment can be calculated from the amount of eccentricity and the jack thrust (Figures 8(a) and 9).

The combination of the jack thrust during tunnel excavation (hereinafter referred to as "jack thrust during construction") obtained as excavation information and the turning moment required during excavation (hereinafter referred to as "turning moment during construction") can be plotted on the above-mentioned thrust plane coordinate system. In other words, the coordinates in which the jack thrust during construction and the turning moment during construction are placed in the thrust plane coordinate system (hereinafter referred to as "current thrust coordinates" since they represent the current thrust state) can be compared with the danger area also placed in the thrust plane coordinate system. Then, the condition of the existing segment can be quantitatively and in real time determined from the relationship between the current thrust coordinates and the danger area. The segment determination system of the present invention is particularly effective for horizontal linear tunnels including sharp curves and vertical linear tunnels including steep gradients, but it can also be applied to normal horizontal linear and vertical linear tunnels.

2. Object State Estimation System Fig. 1 is a block diagram showing the main components of the segment determination system 100 of the present invention. As shown in this figure, the segment determination system 100 of the present invention is configured to include a turning moment calculation means 101, a comparison means 102, and a danger area storage means 106, and can also be configured to further include a warning output means 103, auction load calculation means 104, a display means 105, and a propulsion information storage means 107.

Of the main elements constituting the segment judgment system 100, the turning moment calculation means 101, the comparison means 102, the warning output means 103, and the bidding load calculation means 104 can be manufactured as dedicated units, or a general-purpose computer device can be used. This computer device is equipped with a processor such as a CPU, memory such as ROM and RAM, input means such as a mouse and keyboard, and an LCD display, and can be configured from a personal computer (PC), a server, a tablet PC such as an iPad (registered trademark), or a mobile terminal including a smartphone. When using a computer device equipped with an LCD display, it is recommended that the LCD display be used as the display means 105.

The danger area storage means 106 and the propulsion information storage means 107 can be configured in a general-purpose computer storage device or in a database server. If configured in a database server, they can be placed on a local network (LAN: Local Area Network) or can be a cloud server that stores data via the Internet (i.e., wireless communication).

Below, we will explain in detail each of the main elements that make up the segment determination system 100.

(Dangerous area storage means)
The danger area storage means 106 is a means for storing the transverse danger area and the longitudinal danger area. The transverse danger area and the longitudinal danger area are set by setting a plurality of stages of jack thrust, calculating a "limit swing moment" for each set jack thrust (hereinafter referred to as "planned jack thrust"), and scattering coordinates consisting of the planned jack thrust and the limit swing moment (hereinafter referred to as "limit thrust coordinates") in the thrust plane coordinate system. Here, the limit swing moment is the limit (minimum) swing moment at which no malfunction occurs in the segment when the planned jack thrust acts. When setting the transverse danger area, it is calculated based on the bidding load between the shield machine and the existing segment (FIG. 9), and when setting the longitudinal danger area, it is calculated based on the jack reaction force (FIG. 8(a)). The turning moment based on the auction load (hereinafter referred to as "transverse turning moment") and the turning moment based on the jack reaction force (hereinafter referred to as "longitudinal turning moment") can be calculated by a conventionally known method. The procedure for setting the transverse danger area and the longitudinal danger area will be described in detail below with reference to FIG. 2.

Figure 2 is a flow diagram showing the procedure for setting danger areas (transverse danger areas and longitudinal danger areas). As shown in this figure, first, various design conditions such as the tunnel alignment, segment specifications, ground constants, various tolerances and thresholds are set (Step 101). Then, the planned jack thrust is set with multiple values (Step 102). Note that the limit thrust coordinates (planned jack thrust and limit turning moment) are plotted in the thrust plane coordinate system for the number of planned jack thrusts set here.

Once the planned jack thrust is set, the jack balance is set to achieve the planned jack thrust (Step 103), and the amount of eccentricity is calculated (Step 104). When setting a transverse danger area, the longitudinal distance (the arm length when calculating the moment) from the position where the planned jack thrust is applied to the position where the auction load is applied is calculated as the amount of eccentricity, and when setting a longitudinal danger area, the transverse distance (the arm length when calculating the moment) from the position where the planned jack thrust is applied to the center of the shield machine is calculated as the amount of eccentricity. When setting a transverse danger area, the auction load between the shield machine and the existing segment is also calculated based on the set jack balance and tail clearance.

Once the jack balance is set and the eccentricity is calculated, design calculations for the structural stability of the segment are performed (Step 105). For example, when setting a transverse danger zone, it is advisable to perform a determination of shear failure of the ring joint, a determination of bending failure of the segment joint, a determination of yield and buckling of the segment main girder, a determination of bending failure and yield of the segment main cross section, etc. On the other hand, when setting a longitudinal danger zone, it is advisable to perform a determination of the opening and bending failure of the ring joint, a determination of yield and buckling of the longitudinal ribs of the steel segment, a determination of longitudinal bending failure of the RC (or composite) segment main cross section, etc. Note that design calculations for the structural stability of the segment can employ various conventional methods, and can be performed, for example, using the analysis procedure shown in Figure 3.

Once design calculations for the structural stability of the segments have been performed, the calculated stress, displacement, ground strength, etc. are compared with various pre-set requirements (such as allowable values and thresholds) (Step 106). If any of the requirements are not met as a result (No in Step 106), the jack pattern is changed and new design calculations are performed. On the other hand, if all requirements are met (Yes in Step 106), the rotation moment obtained from the planned jack thrust and eccentricity here is set as the provisional limit rotation moment. The jack pattern is then changed, and the design calculations are repeated with a different jack pattern.

By repeating the above procedure (Steps 103 to 107) while changing the jack pattern while maintaining the set planned jack thrust, multiple provisional limit swing moments are obtained. The swing moment that shows the smallest value among them is determined as the "limit swing moment" for the planned jack thrust set here (Step 108). Then, while changing the planned jack thrust, "Setting the planned jack thrust (Step 102)" to "Determining the limit swing moment (Step 108)" are repeated to determine the limit swing moment for each planned jack thrust. Note that when a transverse danger zone is set, the limit swing moment is of course determined from the transverse swing moment, and when a longitudinal danger zone is set, the limit swing moment is of course determined from the longitudinal swing moment.

When the limit swing moment is obtained for all the set planned jack thrusts, the limit thrust coordinates (planned jack thrusts and limit swing moment) are plotted in the thrust plane coordinate system (Step 109). Figure 4(a) shows a scatter diagram of the limit thrust coordinates when a transverse danger zone is set, and Figure 5(a) shows a scatter diagram of the limit thrust coordinates when a longitudinal danger zone is set.

When the scatter diagram of the limit thrust coordinates is obtained, a transverse danger area is set based on this scatter diagram, and a longitudinal danger area is also set (Step 110). When setting the transverse danger area, the area outside (the right side in the figure) of the line connecting the limit thrust coordinates (hereinafter referred to as the "limit thrust line") can be set as the transverse danger area as shown in FIG. 4(b). Alternatively, the limit thrust line can be translated left and right and the outside area can be set as the transverse danger area. For example, if the outside of the limit thrust line translated left is set as the transverse danger area, the area becomes wider than the transverse danger area shown in FIG. 4(b), that is, the transverse danger area can be set on the safe side. Note that the transverse danger area can also be set in multiple patterns according to the degree of the auction load between the shield machine and the existing segment. In other words, the auction load is divided into multiple ranges, and a different transverse danger area is set for each range.

On the other hand, when setting the longitudinal danger area, the area above the "minimum turning moment line" can be set as the longitudinal danger area as shown in FIG. 5(b). This minimum turning moment line is set based on the minimum limit turning moment among the limit thrust coordinates plotted in FIG. 5(a). In the case of FIG. 5, the two rightmost limit thrust coordinates satisfy the requirements for both jack patterns (Yes in Step 106), so they are excluded from the selection of the minimum limit turning moment. Of course, as in the case of FIG. 4(b), the area outside the limit thrust line (the upper side in the figure) can be set as the longitudinal danger area, or the limit thrust line can be translated up or down and the outside area can be set as the longitudinal danger area.

In addition to the lateral danger area and the longitudinal danger area, a "lateral attention area" and a "longitudinal attention area" can also be set. The lateral attention area is set based on the lateral danger area and is set in a wider area than the lateral danger area. Similarly, the longitudinal attention area is set based on the longitudinal danger area and is set in a wider area than the longitudinal danger area. In other words, the lateral attention area and the longitudinal attention area are set on the safer side than the lateral danger area and the longitudinal danger area. For example, in the case of FIG. 4(b), the limit thrust line can be translated to the left and the area outside of it (the right side in the figure) can be set as the lateral attention area. In the case of FIG. 5(b), the minimum turning moment line can be translated to the upper side and the area outside of it (the upper side in the figure) can be set as the longitudinal attention area. The lateral attention area and the longitudinal attention area are stored in the danger area storage means 106.

(Propulsion information storage means)
The propulsion information storage means 107 (FIG. 1) is a means for storing excavation information. As described above, when excavating with a general shield machine, the jack pattern and the jack thrust during construction (i.e., the thrust during construction) are stored. The excavation information such as the jack thrust, tail clearance, etc. is obtained in real time. Each time the excavation information is obtained in real time, the excavation information is stored in the propulsion information storage means 107.

(Turning moment calculation means)
The swing moment calculation means 101 (Figure 1) is a means for reading out the excavation information (particularly, the jack thrust during construction and the jack pattern during construction) from the propulsion information storage means 107, and calculating the transverse swing moment (Figure 9) and longitudinal swing moment (Figure 8(a)) during construction. Note that when calculating the transverse swing moment during construction, the auction load between the shield machine and the existing segment during construction is used. This auction load is calculated based on the excavation information (particularly, the jack thrust during construction and the jack pattern during construction) read out by the auction load calculation means 104 (Figure 1) from the propulsion information storage means 107.

(Means of verification)
The collation means 102 (FIG. 1) is a means for plotting the current propulsion coordinates in a thrust force plane coordinate system in which the transverse danger areas and the longitudinal danger areas are located. Specifically, the current propulsion coordinates, which are composed of the jack thrust during construction read from the propulsion information storage means 107 and the turning moment (transverse turning moment and longitudinal turning moment) calculated by the turning moment calculation means 101, are plotted in the thrust force plane coordinate system. However, when multiple patterns of transverse danger areas are set according to the degree of the auction load between the shield machine and the existing segment, the collation means 102 reads out the transverse danger area according to the degree of the auction load and then plots the current propulsion coordinates.

Figure 6(a) is a diagram in which the current propulsion coordinates are plotted in a thrust plane coordinate system in which a transverse danger area is located (hereinafter referred to as the "transverse segment structural stability judgment diagram"), and Figure 6(b) is a diagram in which the current propulsion coordinates are plotted in a thrust plane coordinate system in which a longitudinal danger area is located (hereinafter referred to as the "longitudinal segment structural stability judgment diagram"). Note that the current propulsion coordinates of the same four points (P1 to P4) are plotted in both the transverse segment structural stability judgment diagram shown in Figure 6(a) and the longitudinal segment structural stability judgment diagram shown in Figure 6(b).

During excavation, if the transverse segment structural stability judgment diagram and the longitudinal segment structural stability judgment diagram are displayed on a display means 105 such as a liquid crystal display, the worker in the tunnel can quantitatively and in real time evaluate the structural stability of the existing segment. Specifically, if the current advance coordinate is inside the transverse danger area or the longitudinal danger area, it is predicted that a defect will occur in the existing segment. For example, the current advance coordinate P1 shown in FIG. 6 is outside the transverse danger area and also outside the longitudinal danger area, so it can be assumed that there is no risk of a defect. On the other hand, the current advance coordinate P2 shown in FIG. 6 is outside the transverse danger area but inside the longitudinal danger area, so it is assumed that there is a risk of a defect, and the current advance coordinate P3 shown in FIG. 6 is outside the longitudinal danger area but inside the transverse danger area, so it is assumed that there is a risk of a defect, and the current advance coordinate P4 shown in FIG. 6 is inside the transverse danger area and the longitudinal danger area, so it is also assumed that there is a risk of a defect. In this way, the structural stability of existing segments can be evaluated in advance, allowing appropriate measures to be taken and problems to be avoided before they occur.

In addition, when the lateral and longitudinal attention areas are stored in the danger area storage means 106, the comparison means 102 can also plot the current propulsion coordinates in a propulsion plane coordinate system in which the lateral and longitudinal attention areas are located. Then, by displaying on the display means 105 a lateral segment structural stability judgment diagram showing the lateral attention area and a longitudinal segment structural stability judgment diagram showing the longitudinal attention area, the worker inside the tunnel can quantitatively evaluate the structural stability of the existing segment in real time. However, in this case, rather than predicting that a defect will occur immediately in the existing segment, a prediction is made to the extent that there is a possibility of a defect occurring.

(Warning output means)
The alarm output means 103 (FIG. 1) is a means for outputting alarm information when it is predicted that a malfunction will occur in the existing segment (FIG. 1). Specifically, when the alarm output means 103 detects a situation in which "the current driving coordinates are inside the transverse danger area or the longitudinal danger area (P2 to P4 in FIG. 6)," it automatically outputs alarm information. This alarm information can be in various forms, such as sound, vibration, lighting, and text display on the display means 105. In addition, the alarm information can be different when the current driving coordinates are inside one of the danger areas (the transverse danger area and the longitudinal danger area) (P2 and P3 in FIG. 6) and when the current driving coordinates are inside both of the danger areas (P4 in FIG. 6). For example, when the current driving coordinates are inside one of the danger areas, a relatively small alarm sound (alarm information) is output, and when the current driving coordinates are inside both of the danger areas, a larger alarm sound is output to alert the driver.

In addition, when the danger area storage means 106 stores a cross-directional attention area and a longitudinal attention area, the warning output means 103 can also output attention information different from the warning information. Specifically, when the warning output means 103 detects a situation in which "the current driving coordinates are outside the cross-directional danger area and outside the longitudinal danger area, but are inside the cross-directional attention area or the longitudinal attention area," it automatically outputs the attention information.

Next, the main process flow when using the segment determination system 100 of the present invention will be described with reference to Figure 7. Figure 7 is a flow diagram showing the main process flow of the segment determination system 100, with the central column showing the process to be performed, the left column showing the input information required for that process, and the right column showing the output information resulting from that process.

Danger areas (transverse danger areas and longitudinal danger areas) and caution areas (transverse caution areas and longitudinal caution areas) are set in advance and stored in the danger area storage means 106 before starting excavation using the shield machine. During excavation, propulsion information is acquired as appropriate and stored in the propulsion information storage means 107 each time.

Periodically, or triggered by an operator's operation, the eccentricity (longitudinal distance) for the transverse swing moment and the eccentricity (transverse distance) for the longitudinal swing moment are calculated based on the propulsion information (particularly, the jack balance during construction and the jack thrust during construction) (Step 301). The bidding load calculation means 104 calculates the bidding load between the shield machine and the existing segment based on the propulsion information (particularly, the jack balance and the tail clearance) (Step 302). The swing moment calculation means 101 then calculates the transverse swing moment and the longitudinal swing moment based on the eccentricity and the bidding load (Step 303).

When the transverse turning moment and the longitudinal turning moment are calculated, the collation means 102 generates a transverse segment structural stability judgment diagram and a longitudinal segment structural stability judgment diagram (Step 304). When multiple patterns of transverse danger areas are set according to the degree of the auction load between the shield machine and the existing segment, the collation means 102 reads out the transverse danger area according to the degree of the auction load and then generates a transverse segment structural stability judgment diagram. Then, when the current propulsion coordinates (the jack thrust during construction and the swing moment during construction) are inside either the transverse danger area or the longitudinal danger area (Yes in Step 305), the alarm output means 103 outputs warning information, and the worker takes appropriate measures. At this time, if the transverse caution area and the longitudinal caution area are stored in the danger area storage means 106, the alarm output means 103 can also output warning information. On the other hand, if the current driving coordinates are outside the transverse danger zone and the longitudinal danger zone (No in Step 305), excavation will continue as is.

The segment determination system of the present invention can be used when constructing underground road tunnels, railway tunnels, tunnels for water supply and sewerage, utility conduits, and tunnels for power and communication. It can also be used for excavation using small- to large-diameter shield machines, or for slurry shield and earth pressure shield methods, and can be used for a wide range of soil types. The present invention is particularly effective for horizontal linear tunnels that include sharp curves and vertical linear tunnels that include steep gradients, and can of course also be used for normal horizontal and vertical linear tunnels. Considering that the present invention can efficiently and safely construct social infrastructure (social infrastructure) such as tunnel structures, it can be said to be an invention that can be used not only industrially but also has the potential to make a significant contribution to society.

100 Segment determination system of the present invention 101 Swing moment calculation means (of segment determination system) 102 Verification means (of segment determination system) 103 Warning output means (of segment determination system) 104 Auction load calculation means (of segment determination system) 105 Display means (of segment determination system) 106 Danger area storage means (of segment determination system) 107 Propulsion information storage means (of segment determination system) SH Shield machine SG Segment

Claims (5)

A system for determining the state of a segment installed during shield machine excavation using a transverse danger area and a longitudinal danger area,
A danger area storage means for storing the transverse danger area and the longitudinal danger area that are set in a plane coordinate system with the jack thrust of the shield machine as a first axis and the turning moment as a second axis;
a swing moment calculation means for calculating a swing moment acting on an existing segment during construction based on a jack thrust during tunnel excavation;
A collation means for comparing the jack thrust during construction and the swing moment during construction with the transverse danger area and the longitudinal danger area;
and an alarm output means for outputting an alarm indicating that a malfunction will occur in an existing segment when the jack thrust during construction and the swing moment during construction are within the transverse danger area or the longitudinal danger area as a result of the comparison by the comparison means,
The transverse danger area , which is set based on the auction load between the shield machine and the existing segment , and the longitudinal danger area , which is set based on the jack reaction force obtained from the existing segment , are set by scattering limit turning moments, which are respectively calculated based on the planned jack thrust, on the plane coordinate system,
The limit rotation moment is a limit rotation moment at which no malfunction occurs in the segment when the planned jack thrust acts.
A segment determination system comprising: A system for determining the state of a segment installed during shield machine excavation using a transverse danger area and a longitudinal danger area ,
A danger area storage means for storing the transverse danger area and the longitudinal danger area that are set in a plane coordinate system with the jack thrust of the shield machine as a first axis and the turning moment as a second axis;
a swing moment calculation means for calculating a swing moment acting on an existing segment during construction based on a jack thrust during tunnel excavation;
A collation means for comparing the construction jack thrust and the construction swing moment with the transverse danger area and the longitudinal danger area,
The transverse danger area, which is set based on the auction load between the shield machine and the existing segment, and the longitudinal danger area, which is set based on the jack reaction force obtained from the existing segment, are set by scattering limit turning moments, which are respectively calculated based on the planned jack thrust, on the plane coordinate system,
The limit rotation moment is a limit rotation moment at which no malfunction occurs in the segment when the planned jack thrust acts,
The collation means displays on the display means a diagram in which current propulsion coordinates consisting of the jack thrust during construction and the swing moment during construction are plotted on the plane coordinate system in which the transverse danger area is located, and displays on the display means a diagram in which the current propulsion coordinates are plotted on the plane coordinate system in which the longitudinal danger area is located,
When the operator checks the display means, the operator can predict that a problem will occur in the existing segment when the current driving coordinate is inside the transverse danger area or the longitudinal danger area.
A segment determination system comprising: The turning moment calculation means calculates a transverse turning moment during construction based on the abutment load between the shield machine and the existing segment, and calculates a longitudinal turning moment during construction based on a jack reaction force obtained from the existing segment,
The collation means collate the jack thrust during construction and the transverse rotation moment with the transverse danger area, and collate the jack thrust during construction and the longitudinal rotation moment with the longitudinal danger area.
3. The segment determination system according to claim 1 or 2. The danger area storage means stores a transverse direction attention area and a longitudinal direction attention area,
The crossing direction attention area is set based on the crossing direction danger area and is wider than the crossing direction danger area,
The longitudinal direction attention area is set based on the longitudinal direction danger area and is wider than the longitudinal direction danger area,
The alarm output means outputs caution information different from the warning information when the construction jack thrust and the construction swing moment are outside the transverse danger area and outside the longitudinal danger area and are within the transverse attention area or are within the longitudinal attention area.
2. The segment determination system according to claim 1. The present invention further includes a bid load calculation means for calculating a bid load between the shield machine and the existing segment during tunnel excavation,
The danger area storage means stores a plurality of types of transverse danger areas according to the degree of the crossing load between the shield machine and the existing segment,
The collation means compares the transverse danger area according to the construction load with the construction jack thrust and the construction swing moment.
5. The segment determination system according to claim 4 .

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