A real-time monitoring system for measuring control points in a TBM construction highway tunnel hole

Abstract

The application relates to the technical field of tunnel engineering measurement, and discloses a TBM construction highway tunnel hole inner measurement control point real-time monitoring system, which comprises a pre-buried rigid coupling module fixed in an inverted arch precast block, a detachable attitude vector acquisition module, a rod arm geometric compensation calculation module and a traverse network reliability dynamic evaluation module. The acquisition module outputs the inclination data of the pre-buried module relative to gravity in real time; the calculation module combines the rod arm length parameter and the initial zero attitude reference, and uses the rigid body rotation principle to calculate the inclination change into a virtual displacement vector of a measurement mark light center; the evaluation module receives the vector, dynamically calculates the coordinate confidence weight of the control point based on the module length, and outputs the traverse network maintenance instruction by using a multistage threshold value logic. Through deep anchoring and the rod arm geometric compensation algorithm, the application realizes the quantitative evaluation of the conversion of the structure micro-motion into the measurement point position precision, and effectively improves the operation reliability of the TBM tunnel traverse network.

Description

Technical Field

[0001] This invention relates to the field of tunnel engineering surveying technology, specifically a real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel. Background Technology

[0002] TBM (Tunnel Boring Machine) construction is widely used in the construction of long-distance highway tunnels. As the tunneling operation extends, precast invert blocks are usually assembled simultaneously to form the bottom structural foundation of the tunnel. Although the existing TBM automatic guidance system can meet the alignment control requirements of the machine body during the tunneling stage, a high-precision in-tunnel measurement and control network is still necessary for subsequent secondary lining construction layout, auxiliary process positioning, and the final tunnel breakthrough measurement.

[0003] In conventional engineering practice, for ease of observation and use, measurement control points are usually directly laid out on the assembled invert blocks. However, the tunnel construction environment is complex. Affected by factors such as changes in geological conditions, uneven distribution of grouting pressure, and voids behind the tunnel lining segments, the invert blocks are prone to upward displacement in the early stages of installation, and are often accompanied by continuous cross-sectional convergence deformation during long-term stress release. This structural instability directly leads to positional shifts in the control points attached to them, weakening the coordinate reliability of the control network. To ensure breakthrough accuracy, engineers currently have to adopt a high-frequency re-measurement mechanism, that is, frequently conducting long-distance traverse measurements from the external benchmark to the inside of the tunnel. This is especially true in areas involving connecting passages or other areas requiring the formation of traverse routes or complex node networks. The measurement workload is enormous and occupies major transportation channels, severely restricting the overall efficiency of TBM construction.

[0004] More critically, the existing measurement management model lacks the ability to perceive and quantitatively assess the attitude changes of the control point carrier—the invert block. Surveyors find it difficult to accurately determine whether the control point is in a stable state before re-measurement, resulting in a lack of scientific basis for determining the frequency of traverse re-measurement: on the one hand, it may waste valuable construction time due to blindly conducting high-frequency re-measurements; on the other hand, it may cause measurement errors to accumulate in adjacent traverse sides due to the failure to detect minor changes in control points in a timely manner, making it difficult to achieve a balance between measurement accuracy and construction progress. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a real-time monitoring system for measurement control points inside highway tunnels constructed by TBMs. This system solves the problem that in the TBM tunnel construction environment, the instability of measurement control points caused by deformation or displacement of the precast invert arch structure is difficult to detect in real time, thus affecting the accuracy of the traverse network.

[0006] To achieve the above objectives, the present invention provides a real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel. This system mainly consists of a pre-embedded rigid coupling module, an attitude vector acquisition module, a lever arm geometric compensation calculation module, and a traverse network reliability dynamic evaluation module.

[0007] The embedded rigid coupling module is fixed within the structural layer of the tunnel invert precast block. Its purpose is to maintain rigid synchronization with the invert precast block, meaning that the module can follow any slight deformation or displacement of the precast block without lag. This module provides a forced centering interface with a predetermined spatial orientation, serving as the installation reference for subsequent equipment. The attitude vector acquisition module is detachably mounted to the forced centering interface, using its internal sensing unit to sense and output the lateral and longitudinal tilt angle data of the embedded rigid coupling module relative to the vertical line of gravity in real time.

[0008] The lever arm geometric compensation calculation module establishes a data transmission channel with the attitude vector acquisition module. The core logic of this module lies in introducing a lever arm effect compensation algorithm, which internally stores the lever arm length parameter and the initial zero-state reference. The lever arm length parameter is defined as the straight-line distance along the gravity vertical line from the center of the pre-embedded module's reference surface to the optical geometric center of the measuring target. Utilizing the rigid body rotation principle, this module takes the tilt angle change data output by the attitude vector acquisition module as input, and combines it with the lever arm length parameter to calculate the virtual displacement vector of the measuring target's optical center at the end of the lever arm in three-dimensional space. This not only monitors the base's movement but also more accurately calculates the spatial position deviation of the actual measurement point.

[0009] The traverse network reliability dynamic evaluation module receives the virtual displacement vector and dynamically adjusts the coordinate confidence weight of the control points in the traverse network solution based on the magnitude of the vector. At the same time, it uses multi-level threshold logic to generate corresponding traverse network maintenance instructions.

[0010] Furthermore, in terms of hardware connection construction, the pre-embedded rigid coupling module includes an anchoring root system component and a forced centering base plate. The anchoring root system component is designed as a multi-directionally distributed metal skeleton structure, which is anchored to the internal main load-bearing steel bars through metal fusion during the prefabrication stage of the invert arch precast blocks, establishing a deep physical connection. The forced centering base plate is located at the top of the component, and its top surface is defined as a horizontal reference plane. After the precast block is demolded, it remains coplanar with the finished concrete surface or recessed to avoid construction interference. At the same time, the base plate is equipped with an orientation limiting interface. Through asymmetrically distributed positioning features, it limits the installation orientation of the attitude vector acquisition module, forcibly constraining the sensing axis direction to maintain a predetermined geometric parallel relationship with the longitudinal design axis of the tunnel, thus eliminating the need for complex orientation calibration for each installation.

[0011] In terms of data processing logic, the system establishes an initial zero-state fingerprint mechanism. Within a predetermined time window for the external total station to measure control points, attitude data is synchronously captured and filtered to generate an initial attitude vector. This vector is then associated with and stored along with the absolute coordinates and boom length measured by the total station, serving as a benchmark for system state comparison. Furthermore, the system includes coordinate system alignment logic. Using the gravity field vector as a common reference, it constructs a rotational relationship between the local coordinate system and the tunnel's global coordinate system. Through differential calculations, static factors such as the tunnel's design slope are eliminated, extracting only the relative rotation caused by structural deformation.

[0012] The virtual displacement vector calculated in this way is decomposed into three orthogonal components: the longitudinal virtual displacement component, which represents the deviation in mileage direction caused by the change in longitudinal tilt angle; the lateral virtual displacement component, which represents the deviation in lateral deviation caused by the change in lateral tilt angle; and the vertical virtual displacement component, which represents the deviation in gravity direction caused by the shortening of the projection due to the tilt of the pole arm.

[0013] Based on the aforementioned displacement vector, the system implements a nonlinear confidence decay strategy: as the magnitude of the virtual displacement vector increases, the coordinate confidence weight of the control point is reduced inversely; once the magnitude exceeds the nominal positional error, the control weight decays at a quadratic rate, thereby automatically reducing the influence weight of unstable control points in the traverse network adjustment calculation.

[0014] The system also sets up a three-level state-level response logic: when the modulus is less than the noise threshold, it is determined to be a steady-state interval and the data is maintained; when the modulus is between the noise threshold and the limit threshold, it is determined to be a local outlier interval and the local wire loop retest is triggered; when the modulus reaches the limit threshold, it is determined to be a system reset interval, the data is locked and the whole network retest is triggered.

[0015] Furthermore, to address the unique deformation patterns of tunnel segments, the system introduces a dual-sided conjugate geometric constraint verification unit. This unit simultaneously acquires inclination change data from two monitoring points on the left and right sides of the same segment ring. By comparing the signs of the lateral inclination changes on both sides, if the signs are the same, it is identified as rigid rolling of the entire segment ring; if the signs are opposite, it is identified as convergent deformation of the segment ring. Based on this, a forced physical retest command is triggered, enabling qualitative analysis of the structural deformation morphology.

[0016] This invention provides a real-time monitoring system for measurement control points inside highway tunnels constructed using TBMs. It offers the following advantages: This invention, by setting up a lever arm geometric compensation calculation module, uses the rigid body rotation principle to combine the tilt angle change obtained by the attitude vector acquisition module with the lever arm length parameter to calculate the virtual displacement vector of the measurement marker center. This transforms simple angle monitoring data into a geometric deviation that characterizes the change in the spatial position of the measurement marker point, solving the problem that traditional monitoring methods cannot accurately quantify the actual displacement of the prism center caused by the base tilt, and improving the spatial geometric accuracy of control point stability judgment.

[0017] This invention employs a pre-embedded rigid coupling module to anchor the monitoring benchmark to the main reinforcing steel bars inside the precast invert block. Combined with forced centering and directional limiting interfaces, it not only ensures strict rigid motion synchronization between the monitoring device and the tunnel structure, eliminating measurement errors caused by adhesive layer creep or surface peeling in traditional surface bonding methods, but also enables high-precision repeated installation and calibration-free rapid deployment of sensors, adapting to the frequent disassembly and assembly requirements of TBM construction sites.

[0018] This invention constructs a dynamic evaluation module for the reliability of traverse networks. It establishes a nonlinear confidence decay model based on the magnitude of the virtual displacement vector and introduces a two-sided conjugate geometric constraint verification logic. This can automatically reduce the weight of control points in the adjustment of traverse networks when micro-movements occur, avoiding single-point instability from damaging the accuracy of the entire network. At the same time, by comparing the tilt angle change characteristics on both sides of the same ring, it effectively distinguishes the overall rigid roll and convergence deformation of the segment ring, thus taking into account the dual functions of measurement benchmark maintenance and structural safety monitoring. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the system architecture of the present invention; Figure 2 This is a schematic diagram of the logic flow of the dynamic reliability assessment and retesting triggering strategy for conductor networks of the present invention; Figure 3 This is a schematic diagram of the real-time tilt angle data output by the attitude vector acquisition module of this application embodiment as a function of time. Figure 4 This is a schematic diagram of the virtual displacement vector magnitude change curve of the measuring beacon center after processing by the lever arm geometric compensation calculation module in this application embodiment; Figure 5 This is a schematic diagram of the dynamic response curve of the control point coordinate confidence weight as a function of displacement, output by the dynamic evaluation module for the reliability of the conductor network in this application embodiment.

[0020] Among them, 10 is the pre-embedded rigid coupling module; 20 is the attitude vector acquisition module; 30 is the lever arm geometric compensation calculation module; and 40 is the dynamic evaluation module for the reliability of the traverse network. Detailed Implementation

[0021] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] See attached document Figure 1 This invention provides a real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel. The system is configured within the tunnel environment during TBM construction to monitor the status of control points laid out on the tunnel structure and maintain the reliability of the traverse network data.

[0023] The system includes: a pre-embedded rigid coupling module 10, an attitude vector acquisition module 20, a lever arm geometric compensation calculation module 30, and a traverse network reliability dynamic evaluation module 40. The pre-embedded rigid coupling module 10 is physically connected to the steel reinforcement frame of the tunnel invert precast block. The attitude vector acquisition module 20 is installed at a specific interface of the pre-embedded rigid coupling module 10. The lever arm geometric compensation calculation module 30 is communicatively connected to the attitude vector acquisition module 20 and is used to receive data. The traverse network reliability dynamic evaluation module 40 is communicatively connected to the lever arm geometric compensation calculation module 30 and is used to process the calculation results and output maintenance commands.

[0024] The embedded rigid coupling module 10 is the physical foundation component of the entire system. This module includes an anchoring assembly, a forced centering plate, and a base structure. During the prefabrication stage of the invert precast block, the anchoring assembly is welded to the main reinforcing steel bars inside the invert precast block, forming a metal-fused connection that ensures the embedded rigid coupling module 10 and the invert precast block form a rigid whole without relative displacement. The forced centering plate is located at the top of the base, and its top surface is flush with or slightly lower than the finished concrete surface of the invert precast block. The embedded rigid coupling module 10 defines a fixed physical distance from the anchoring center point of the anchoring assembly to the upper measuring mark center; this distance is defined as the arm length. Due to the welded rigid connection, the arm length remains constant within the elastic deformation range.

[0025] The attitude vector acquisition module 20 is used to acquire the spatial attitude data of the pre-embedded rigid coupling module 10 relative to the gravity vertical. This attitude vector acquisition module 20 includes a dual-axis tilt sensor or a digital electronic level, and a mechanical limit interface. The mechanical limit interface cooperates with the forced centering plate of the pre-embedded rigid coupling module 10 to ensure that the sensing axis direction of the attitude vector acquisition module 20 maintains a fixed geometric relationship with the design axis direction of the tunnel. The attitude vector acquisition module 20 periodically or in real-time acquires the current lateral tilt angle data and longitudinal tilt angle data, and transmits the acquired raw angle data to the lever arm geometric compensation calculation module 30.

[0026] The lever arm geometry compensation calculation module 30 is a data processing unit configured with preset kinematic solution logic. This module stores lever arm length parameters and initial zero-state attitude data corresponding to each pre-embedded rigid coupling module 10. The module receives current angle data from the attitude vector acquisition module 20 and calculates the angular deviation between the current angle data and the initial zero-state attitude data. Based on the lever arm length parameters and the angular deviation, the module uses the geometric relationship of rigid body rotation to calculate the virtual displacement vector of the measuring beacon center located at the end of the lever arm in three-dimensional space. This virtual displacement vector represents the geometric change in the coordinates of the control point caused by the tilting or flipping motion of the inverted arch precast block.

[0027] The traverse network reliability dynamic evaluation module 40 is used to determine the availability of the measurement control network. This module receives the virtual displacement vector output by the lever arm geometric compensation calculation module 30. The module has pre-set displacement threshold criteria and weight calculation functions. Based on the magnitude of the virtual displacement vector, the module calculates the coordinate confidence weight of the current control point.

[0028] When the magnitude of the virtual displacement vector is less than a preset threshold, the traverse network reliability dynamic evaluation module 40 determines that the control point is in a stable state and maintains the current traverse network coordinate data as valid; when the magnitude of the virtual displacement vector is greater than or equal to the preset threshold, the traverse network reliability dynamic evaluation module 40 determines that the control point is in an unstable state, generates a retest instruction for the local traverse loop containing the unstable control point, or adjusts the weight value of the control point in the traverse network adjustment calculation.

[0029] Through the coordinated operation of the above modules, the system transforms the monitoring of the physical attitude of the precast invert arch blocks into a quantitative assessment of the coordinate accuracy of the traverse network, enabling continuous monitoring of the position and status of control points inside the tunnel without the need for total station measurements.

[0030] The pre-embedded rigid coupling module 10 mainly consists of an anchoring root system assembly, a forced centering base plate, a directional limiting interface, and a rigid connecting rod assembly. As a physical connection medium, the pre-embedded rigid coupling module 10 is designed with structural stiffness to ensure that it can transmit physical displacement without hysteresis or attenuation when the precast invert arch block undergoes elastic deformation or rigid displacement.

[0031] The anchorage system is located inside the concrete of the invert precast block. This anchorage system consists of multiple ribbed threaded steel bars, made of the same grade of hot-rolled ribbed steel bars as the main reinforcement of the invert precast block, to ensure consistency in thermal expansion coefficients. The bottom end of the anchorage system is not directly suspended in the concrete, but is physically welded to the upper main reinforcing bar of the double-layer steel mesh of the invert precast block using double-sided lap welding or through-hole plug welding. The length and weld leg height must meet the requirements of steel structure welding specifications to ensure that the connection strength is higher than the strength of the reinforcing bar base material. The anchorage system is distributed in an inverted V-shape or tripod form to provide structural stability against torsion and shear, preventing fretting and loosening during vibrations caused by TBM passage or vehicle driving.

[0032] The forced centering base plate is fixedly connected to the top of the anchoring root assembly. The forced centering base plate is precision-machined from corrosion-resistant stainless steel or rust-proofed carbon steel. The top surface of the forced centering base plate is designed as a horizontal reference plane, and after the invert precast blocks are poured and demolded, this horizontal reference plane remains flush with or slightly concave with the inner arc surface of the invert concrete to avoid obstructing traffic within the tunnel when not measuring. A standard threaded hole (e.g., 5 / 8-inch UNC thread) is provided in the center of the forced centering base plate for screwing in measuring instruments.

[0033] The directional limiting interface is located on the top surface of the forced centering base plate or around the threaded hole. This directional limiting interface is used to achieve unique directional locking of the attitude vector acquisition module 20 during installation. Specifically, one or more asymmetrically distributed positioning grooves are milled on the surface of the forced centering base plate, or a mechanical positioning pin hole is provided at the root of the threaded interface. When the attitude vector acquisition module 20 is screwed into or inserted into the base, the corresponding boss or pin at its bottom must be fully embedded in the positioning groove or pin hole to lock it in place. This mechanical structure forcibly constrains the azimuth angle of the sensor in the horizontal plane, ensuring that sensors installed at different times maintain consistent azimuth. The axis-sensitive direction is always parallel to the tunnel axis. The axis-sensitive direction is always perpendicular to the tunnel axis, thereby eliminating interference from installation rotation errors on the decomposition of tilt data.

[0034] The rigid connecting rod assembly is the intermediate component connecting the forced centering base plate to the upper measuring target (prism) and attitude sensor. This rigid connecting rod assembly is made of a metal alloy material with a low coefficient of thermal expansion and is a solid, one-piece molded rod without telescopic functionality to ensure constant geometric parameters. The bottom end of the rigid connecting rod assembly is rigidly locked to the forced centering base plate via threads and a directional limiting interface.

[0035] Under this hardware configuration, the lever arm length is defined as ( The physical measurement path is the straight-line distance along the vertical direction of gravity, from the center point of the horizontal reference plane of the forced centering base plate to the geometric center (optical center) of the optical prism installed at the top of the rigid connecting rod assembly. This rod arm length is precisely calibrated at the factory and is fixed as a system constant in the database of the rod arm geometric compensation calculation module 30. The attitude vector acquisition module 20 (including the tilt sensor) and the optical prism adopt a coaxial packaging structure. The sensitive axis plane of the sensor is perpendicular to the axis of the rigid connecting rod assembly, ensuring that the tilt angle measured by the sensor directly represents the rotation angle of the rod arm.

[0036] In the segment prefabrication plant of TBM tunnels, the implantation process of the pre-embedded rigid coupling module 10 is not a simple matter of pre-drilling holes, but rather it is manufactured as a whole as part of the structural load-bearing system of the invert arch prefabricated block. This process mainly includes four key technical steps: point back-calculation and positioning, rigid welding of the skeleton, mold positioning and locking, and solidification information binding.

[0037] First, the point-based reverse calculation and positioning steps are performed. Based on the horizontal and vertical curve parameters of the tunnel design route and the segment layout diagram, the precast invert block number corresponding to the specific mileage where control points need to be set is calculated. On the reinforcement cage binding platform of this specific precast invert block, the installation center point of the embedded rigid coupling module 10 is marked on the reinforcement mesh according to the design coordinates. The location of this center point avoids the locations of the segment manholes and assembly bolt holes, and is usually selected at 1 / 4 of the transverse span of the invert block or at a symmetrical position on both sides of the central axis to obtain the best structural deformation sensitivity.

[0038] Next, the rigid welding of the skeleton is carried out. Before concrete pouring, the anchoring root assembly of the pre-embedded rigid coupling module 10 is inserted into the steel cage. To ensure the authenticity of the monitoring data, creep slip between the pre-embedded parts and the concrete must be eliminated. In practice, instead of using wire binding, the steel leg of the anchoring root assembly is arc welded to the uppermost main load-bearing steel bar (longitudinal main bar) of the invert arch precast block. During welding, a grid-shaped or U-shaped auxiliary reinforcing bar is added around the anchoring steel bar to form a local reinforcement densification zone. The function of this densification zone is to enhance the shear resistance of the concrete around the anchoring point and prevent the control point base from loosening due to local concrete cracking under the thrust of the TBM jack. After welding, quality inspection is conducted to ensure that the anchoring root assembly does not undergo displacement other than elastic deformation when subjected to a lateral thrust of more than 50 kg.

[0039] Next comes the mold positioning and locking step. This is a crucial step to ensure that the forced centering base plate is flush with the concrete surface. After the reinforcing cage is placed into the mold, specially designed positioning bolts are passed through the reserved holes on the precast steel mold or magnetic positioning fixtures and screwed into the threaded holes at the top of the embedded rigid coupling module 10, tightly fixing the forced centering base plate to the inner surface of the steel mold. This step achieves two technical objectives: first, to ensure the levelness of the top surface of the base plate by utilizing the high flatness of the steel mold; second, to prevent the embedded parts from floating or tilting during high-pressure pumping and vibration of concrete by utilizing the rigidity of the steel mold. At the same time, the directional limiting interface of the base plate is physically shielded and protected by filling with grease or covering with sealing tape to prevent cement slurry from seeping in and clogging the positioning slots.

[0040] Finally, the pouring, curing, and information binding steps are performed. High-strength concrete is poured and steam-cured. After the concrete strength reaches the demolding requirements, the positioning bolts are unscrewed to complete demolding. At this point, the embedded rigid coupling module 10 has solidified into a homogeneous whole with the invert arch precast block. Before the segment leaves the factory, a unique identity mapping relationship is established: the production serial number of the invert arch precast block (such as RFID tag information) is linked to the calibration parameters of the embedded rigid coupling module 10 (including the arm length). The azimuth correction value of the directional interface is entered into the system database. This step ensures that when the segment is subsequently installed inside the tunnel, the system can automatically retrieve the precise geometric parameters corresponding to the control point, achieving zero-state data inheritance from the manufacturing end to the operation and maintenance end.

[0041] In the segment assembly process of a TBM (Tunnel Boring Machine), the method in this embodiment utilizes a pre-embedded rigid coupling module 10 as an active attitude feedback node to assist the assembly machine operator in achieving high-precision positioning of the invert arch precast blocks. This process changes the traditional construction installation mode that relies solely on manual visual inspection or passive measurement, and specifically includes four technical aspects: rapid sensor access, dynamic matching of design parameters, real-time attitude guidance and leveling, and installation status data solidification.

[0042] The first step is rapid sensor integration. Before the precast invert arch blocks are lifted by the TBM segment assembly machine and transported to the working area, construction workers connect the attitude vector acquisition module 20 (or a portable debugging terminal specifically for the installation phase) to the forced centering base plate of the pre-embedded rigid coupling module 10. During integration, orientation is locked via the physical slots of the directional limit interface, eliminating the need for level calibration and relying directly on mechanical precision to ensure sensor accuracy. The axis (sensitive axis) is parallel to the central axis of the invert arch precast block. At this time, the attitude vector acquisition module 20 is activated and establishes a wireless data link with the TBM operator's control terminal.

[0043] Next, the dynamic matching of design parameters is executed. The system's control terminal reads the mileage code of the invert precast block to be installed and extracts the theoretical route parameters at that mileage from the tunnel design database. These theoretical parameters include the longitudinal slope design value (affecting the pitch angle) and the lateral superelevation design value (affecting the roll angle). The system calculates the theoretical inclination vector that the embedded rigid coupling module 10 should present when the invert precast block is in the ideal design position at that specific mileage point. .

[0044] Following this, real-time attitude guidance and leveling are performed. The vacuum suction cups of the TBM assembly machine grasp the precast invert arch block and move it to the installation position. During the assembly fine-tuning stage, the attitude vector acquisition module 20 outputs the current measured tilt angle vector at a high frequency (e.g., above 10Hz). The control terminal calculates the deviation between the measured value and the theoretical value in real time. It is displayed on the operator's screen in the form of visual graphics or numerical differences.

[0045] Operator based on deviation Adjust the rotation and pitch cylinders of the assembly machine's boom. For example, when the lateral tilt deviation is displayed as a positive value, instruct the operator to fine-tune the rotation cylinder counterclockwise until the deviation falls within the preset installation tolerance range (e.g., ±0.05°). This process utilizes the rigid connection between the pre-embedded device and the inverted arch block, transforming the attitude control of the massive concrete block into a zeroing operation of the precision sensor readings, eliminating construction errors such as left-low, right-high, or forward / backward tilting during inverted arch block installation.

[0046] Finally, the installation state data solidification step is executed. After the invert arch precast blocks are adjusted into place and bolts are tightened or gravel backfill grouting is performed, the invert arch blocks are in a physically locked state. At this time, the system automatically collects and locks the attitude vector acquisition module 20 reading at that moment, marking it as the initial installation state value. This value accurately records the actual physical posture of the invert block at the moment of construction completion (including residual construction errors) and is stored in the database. Although this initial installation value differs from the zero-state fingerprint obtained from subsequent measurements, it serves as important process data and acts as a temporary monitoring benchmark during the gap period before precise traverse surveying is conducted, preventing sudden structural instability before the traverse network is established.

[0047] After the precast invert blocks are installed and the gravel backfill grout layer behind them reaches its initial setting strength, the embedded rigid coupling module 10 enters a relatively stable physical state. At this time, the system executes the initial zero-state fingerprint establishment process, which aims to build a temporal and spatial reference association between the precision coordinate system and the attitude sensing system. This process is not just a simple data recording, but a rigorous calibration process that binds the external geometric coordinates and internal physical attitude in two directions. It mainly includes four steps: precision traverse measurement, dual-channel synchronous data acquisition, stability variance check, and reference fingerprint solidification.

[0048] First, a precise traverse survey is conducted. Professional surveyors use a high-precision total station (e.g., angle accuracy of 0.5 seconds, distance accuracy of 1mm + 1ppm) to perform the initial network establishment survey of the traverse network inside the tunnel. The total station is aimed at the surveying target (prism) installed at the top of the pre-embedded rigid coupling module 10. Through multiple rounds of angle and distance measurements and rigorous adjustment calculations, the absolute three-dimensional coordinates of the control point in the tunnel's global coordinate system are obtained. This coordinate value is defined as the geometric true value of the control point.

[0049] Simultaneously, dual-channel data acquisition is performed synchronously. Within the same time window of total station observation (e.g., within ±60 seconds of the total station aiming reading), the attitude vector acquisition module 20 operates in high-frequency sampling mode. The system uses timestamp alignment technology to extract the lateral and longitudinal tilt angle data streams within this time window. To eliminate instantaneous noise caused by vibrations from construction machinery or air turbulence within the tunnel, the system does not use single instantaneous readings but instead employs a moving average filtering algorithm to calculate the arithmetic mean of the attitude data within this time window, obtaining the initial attitude vector. At this point, the system ensures a strict correspondence between the geometric truth and the attitude truth in the time dimension.

[0050] Then, a stability variance check is performed. Before the data is solidified, the lever arm geometry compensation calculation module 30 performs statistical analysis on the collected attitude data. The system calculates the standard deviation of the tilt angle data within the sampling window. .like If the temperature exceeds a preset static threshold (e.g., 0.002°), it is determined that the control point is experiencing external non-structural disturbance (such as vibration caused by a heavy vehicle passing by). The current data acquisition is invalid, and the system issues a command to resample until the data standard deviation falls into the steady-state range. This step ensures that the zero-state reference is based on the static physical position of the inverted arch block, rather than the random position during dynamic vibration.

[0051] Finally, the baseline fingerprint is solidified. The system will verify the absolute three-dimensional coordinate values. ), initial attitude vector and the inherent hardware parameters of the pre-embedded rigid coupling module 10 (including the length of the lever arm). The device's unique ID and other identifiers are combined to generate an immutable data tuple, known as a zero-state fingerprint. This fingerprint is written into the system's non-volatile memory and set as a time point. The state baseline. At any time during all subsequent monitoring periods. The status assessment is based on this The data tuple at each time point is the minuend in the difference calculation, thus transforming the problem of absolute measurement of control points into the problem of monitoring relative changes.

[0052] In order to accurately map the physical attitude changes collected by the pre-embedded rigid coupling module 10 into the coordinate deviation of the wire network, this embodiment constructs two strictly defined orthogonal coordinate systems and achieves spatial alignment between them through gravity vector and mechanical constraints.

[0053] First, define the tunnel global coordinate system ( This coordinate system serves as the benchmark reference system for tunnel construction surveying and is typically aligned with the engineering coordinate system or an independent construction coordinate system. In this coordinate system, the origin... It is set as a known mileage point on the tunnel design axis or the projection point of the main control point outside the tunnel. The longitudinal axis is defined as the tangent direction along the centerline of the tunnel design route, pointing towards the excavation face; The axis (vertical axis) is defined as the vector along which the gravitational acceleration occurs. The opposite direction, that is, vertically upward; The axis (horizontal axis) is defined as the axis perpendicular to the horizontal plane. The axis points to the right side of the tunnel, and... shaft and The axes together form a right-handed Cartesian coordinate system. In the system's operational logic, all final alarm thresholds, traverse network adjustment results, and virtual displacement vectors must be expressed in this coordinate system.

[0054] Next, define the local coordinate system of the device ( This coordinate system is a servo coordinate system fixed to the pre-embedded rigid coupling module 10. Origin Defined at the geometric center (i.e., rigid rotation center) of the bottom surface of the forced centering base plate. The axis is defined as being perpendicular to the top surface of the forced centering base plate and coinciding with the axis centerline of the rigid connecting rod assembly; shaft and The axes are defined within the plane of the base disk and correspond to the directions of two orthogonal sensing axes of the microelectromechanical system (MEMS) or electronic level inside the attitude vector acquisition module 20. The axis corresponds to the longitudinal tilt sensing direction. The axis corresponds to the lateral tilt sensing direction. In this local coordinate system, the optical center of the measuring target (prism) is... Having a constant coordinate vector ,in This is the calibrated lever arm length.

[0055] In this embodiment, the coordinate system alignment employs a hybrid alignment strategy combining mechanical orientation locking and gravity field vector calibration. At the physical level, relying on the directional limiting interface described in Embodiment 2, the local coordinate system of the forced constraint device is... The projection of the axis onto the horizontal plane and the tunnel's global coordinate system The axes are parallel. This mechanical constraint eliminates the need for rotation. The uncertainty of axis rotation (Yaw / Azimuth) means that the difference between the two coordinate systems is only preserved in the area around the axis. shaft and Shaft tilt deviation.

[0056] At the mathematical calculation level, the system utilizes the gravitational field as a common reference benchmark. This is due to the tunnel's global coordinate system... The axis is strictly parallel to the vertical line of gravity, while the readings output by the attitude vector acquisition module 20 are essentially in the local coordinate system of the device. The angular component of the axis relative to the vertical line of gravity. Therefore, the system does not require complex seven-parameter coordinate transformation, but instead treats the attitude deviation in the initial installation state as the system installation error matrix. At the zero-state time... By acquiring the initial attitude vector, the system establishes an initial rotation matrix. This matrix describes the initial attitude relationship between the device's local coordinate system and the tunnel's global coordinate system. In subsequent monitoring moments... The system constructs the current rotation matrix using real-time attitude data. And calculate the difference rotation matrix. This difference matrix eliminates the inherent static tilt angle caused by terrain slope, superelevation design, and uneven installation, extracting only the relative rotation caused purely by the deformation of the invert arch structure. This achieves precise mathematical alignment between local measurement data and the global monitoring benchmark under imperfect installation conditions.

[0057] This embodiment rigorously standardizes the data stream input to the lever arm geometry compensation calculation module 30, constructing a composite data structure that includes time, space, and environmental dimensions. This data structure aims to eliminate the differences in raw signals from different types of sensors (such as electrolyte-based and MEMS capacitive sensors), providing a unified mathematical input for subsequent rigid body kinematics calculations.

[0058] The attitude vector data structure is defined as a sequence of 5-tuples: ; in, It is a high-precision timestamp in Global Uniform Time (UTC) format with a synchronization accuracy better than 10 milliseconds, used to align attitude data with the time window of total station measurement operations. It is a unique hardware identifier for the pre-embedded rigid coupling module 10, used to index the corresponding arm length parameter in the database.

[0059] The core attitude numerical vector contains two orthogonal components: To ensure the uniqueness of the computational model, this system employs the right-hand screw rule to establish a strict mapping between symbolic meaning and physical meaning: Lateral roll angle component (Roll): Defined as the global coordinate system around the tunnel. The amount of rotation of the axis (longitudinal axis).

[0060] Physical definition: Reflects the inclination state of the precast invert arch block in a cross section perpendicular to the tunnel axis.

[0061] Symbol rules: along Viewed from the positive axis, if the inverted arch block rotates clockwise, it indicates that the right side of the tunnel is settling while the left side is uplifting. A positive value (+) indicates a positive value, while a negative value indicates a counterclockwise rotation (left side subsidence, right side uplift). It is a negative value (-).

[0062] The change in this component is directly related to the lateral deviation of the control point. It is the main source of the most critical lateral error affecting tunnel connectivity error. Longitudinal pitch component Defined as the amount of rotation about the Y-axis (horizontal axis) of the tunnel's global coordinate system.

[0063] Physical definition: Reflects the longitudinal slope change or uneven settlement difference of the precast invert arch block along the tunnel excavation direction.

[0064] Symbol rules: along If the positive axis is pointing to the right side of the tunnel, and the inverted arch block's front end is closer to the working face than its rear end, then the inverted arch block is defined as having an upward-facing posture. It is positive (+); otherwise, if the front end is sunken (i.e., in a head-down posture), then it is defined as... It is a negative value (-).

[0065] Longitudinal deviation of control points in relation to changes in technical correlation coefficient .

[0066] This provides real-time temperature data for the core components inside the sensor. Due to the thermal expansion and contraction properties of materials, which can cause slight zero-point drift, the system retains temperature parameters at the data structure level so that the algorithm module can call a pre-set temperature drift compensation curve. After correction, output the net attitude vector after temperature compensation. .

[0067] This is the data quality status bit. This bit does not store a specific angle, but rather the high-frequency variance statistics of the accelerometer inside the sensor. When this value exceeds a preset noise threshold (indicating the presence of heavy vehicles or mechanical vibration), the data frame is marked as dynamic noise and discarded in subsequent calculations, ensuring that only valid data in a quasi-static state enters the lever compensation model.

[0068] This embodiment details the core algorithm logic of the lever arm geometry compensation calculation module 30. This module does not rely on external commands but is based on the principles of rigid body kinematics, converting the input attitude angle change into a three-dimensional coordinate correction value for the optical center of the measurement control point in real time. This process is based on the physical assumption that the pre-embedded rigid coupling module 10 is an ideal rigid body, i.e., ignoring the elastic bending deformation of the metal rod at small inclination angles.

[0069] First, construct a spatial vector model of the rigid body's rotation. This is done within the device's local coordinate system. In this context, the center of rotation of the forced centering base disk is defined as the fixed point (origin). At the initial zero-state moment... The optical center position vector of the measuring target (prism) Only It has components along the axial direction, and its mathematical expression is: ; in, This is the physical constant of the rod arm length after calibration and solidification.

[0070] When monitoring time Upon arrival, the module receives the attitude change amount after temperature compensation. (lateral roll angle increment) and (Longitudinal pitch angle increment). Since tunnel structure deformation is usually within the range of small displacements (milliradians), the system uses a small angle rotation matrix for linearization modeling to reduce the computational load on the embedded processor and ensure real-time performance.

[0071] Define around Rotation matrix of axis and around Rotation matrix of axis Based on the Euler angle transformation order (in TBM tunnels, longitudinal uneven settlement usually occurs first, followed by lateral overturning, so the rotation order is set to Pitch then Roll, but the order has negligible impact on the result at small angles), the comprehensive rotation matrix... Approximate expression: ; Based on the above rotation matrix, the time is calculated. Position vector of the prism's optical center after rotation relative to the origin : ; Here The components remain unchanged in the small-angle approximation, but in order to accurately calculate the elevation settlement effect, a second-order trigonometric function term is introduced in the calculation of the vertical component.

[0072] Finally, the lever arm geometry compensation calculation module 30 outputs a virtual displacement vector. The vector contains independent solution formulas for three orthogonal components: Longitudinal virtual displacement components : ; This component characterizes the geometric deviation of the prism's optical center in the tunnel mileage direction caused by the uneven settlement of the inverted arch block along the tunnel axis, resulting in forward and backward tilting. In long-distance tunnel traverse surveying, this error accumulates and affects the side length correction of the ranging side.

[0073] Lateral virtual displacement components : ; This component characterizes the lateral deviation of the prism's optical center in the direction perpendicular to the tunnel axis caused by unilateral uplift or biased overturning of the invert block. The negative sign is determined by the right-hand coordinate system (positive roll causes the top to move in the negative direction). This component is the most critical monitoring indicator of this system, directly related to the tunnel's lateral breakthrough error.

[0074] Vertical virtual displacement components : ; This component characterizes the projective shortening effect caused by the tilt of the lever arm, resulting in a geometric drop in the prism's optical center along the direction of gravity. Although this value is extremely small at minute angles, under the accuracy requirements of high-level leveling (such as second-order leveling), this geometric drop needs to be quantified and either superimposed on or separated from the actual physical settlement of the structure.

[0075] Through the above model, this invention analyzes the micro-motion of the optical center coordinates, which is difficult to measure directly, into a function relationship between the easily measurable angle change and the known arm length. The system not only outputs alarm signals in scalar form but also coordinate correction values ​​in vector form, providing clear geometric constraints for subsequent traverse network adjustment.

[0076] See attached document Figure 2 The traverse network reliability dynamic assessment module 40 is a decision-making and execution unit that connects physical monitoring data with engineering surveying operations. This module does not simply rely on a single displacement quantity for alarms, but rather on the virtual displacement vector output by the lever arm geometric compensation calculation module 30. This embodiment dynamically manages the mathematical adjustment model of the tunnel control traverse network through a weighted confidence algorithm and multi-level threshold logic. The specific operation process includes real-time reconstruction of coordinate confidence weights, a three-level state hierarchical response mechanism, and bilateral conjugate geometric constraint verification.

[0077] First, the real-time reconstruction of coordinate confidence weights is explained. In traditional tunnel surveying specifications, the coordinates of control points are usually considered static true values, which are only updated during the next remeasurement. This invention breaks this static assumption by introducing coordinate confidence weight parameters that vary over time. The dynamic reliability assessment module 40 for the conductor network has a pre-set confidence decay function, which establishes the virtual displacement modulus. The inverse mapping relationship between the weight value and the weight value.

[0078] The specific calculation model is as follows: ; in, The initial weight for the total station's measured time (usually set to 1); This represents the nominal positional error corresponding to the current traverse grade. This is the engineering sensitivity coefficient, used to adjust the system's tolerance to deformation. The physical meaning of this formula is that when the virtual displacement calculated by the lever effect exceeds the nominal mean error, the weight of this control point in the traverse network adjustment will decrease quadratically, thus mathematically automatically reducing the impact of this unstable point on the coordinate transfer of subsequently established stations, achieving soft isolation.

[0079] Next, the three-level state hierarchical response mechanism will be explained. The system is based on the virtual displacement vector. The modulus and rate of change are used to divide the control point state into steady-state intervals, local outlier intervals, and system reset intervals, and trigger different physical actions for each interval.

[0080] Steady-state range: The judgment condition is (The noise threshold is usually set to twice the measurement system error, such as 2mm).

[0081] In this state, the system determines that the physical displacement of the control point is within the allowable range of measurement error or is a minor elastic movement. The system maintains the total station's measured coordinates in the current database unchanged and does not trigger any manual remeasurement commands. The construction team can continue to use this control point for layout, but the system will record minor attitude fluctuation trends in the background.

[0082] Local outlier intervals: The judgment condition is (The limit threshold is usually set as the allowable value for the penetration error distribution, such as 10mm).

[0083] In this state, the system determines that the control point has undergone substantial physical displacement, but not to the extent of damaging the overall structure of the traverse network. The system automatically generates a local traverse loop remeasurement instruction. This instruction does not require remeasurement of the entire tunnel, but rather specifies that the surveyors should only remeasure the area containing the anomaly. and its adjacent points , The smallest closed loop formed is quickly detected. Simultaneously, before new total station data is entered, the system sends a degraded usage signal to the TBM guidance system, suggesting that the reference priority of this point be reduced during segment selection or correction calculations.

[0084] System reset interval: The judgment condition is Or, within a short distance (such as within 50 meters), there may be a sudden change in attitude in the same direction at more than 3 consecutive control points.

[0085] In this state, the system determines that a regional geological disaster has occurred in the monitored area (such as overall settlement or large compression deformation of the invert arch caused by a fault fracture zone). The dynamic assessment module 40 for traverse network reliability immediately triggers the highest level alarm, locks the current traverse network data, forcibly requires the cessation of use of control points in the affected section, and outputs a full network re-measurement command, requiring the re-establishment of the measurement control benchmark for this section. Finally, the double-sided conjugate geometric constraint verification is explained. Considering that the TBM tunnel segment structure is usually circular, and control points are often arranged in pairs on both sides of the tunnel wall (or both sides of the invert arch), the module utilizes this structural feature to introduce conjugate verification logic to distinguish between rigid body motion and structural deformation.

[0086] The system simultaneously reads the left control point on the same segment ring. and right control point lateral tilt change and .

[0087] like If the signs are the same (e.g., both are clockwise), the system determines that the segment ring has undergone overall rigid rolling. In this case, the accuracy can be restored by correcting the coordinate rotation matrix.

[0088] like and If the signs are opposite (e.g., the left side tilts inward and the right side also tilts inward), the system determines that the segment ring has undergone convergent deformation (squashing). Because the deformation violates the rigid body assumption, the length of the lever arm... The situation may have changed. The system will immediately raise the status to the system reset interval, forcing a physical retest to prevent calculation errors caused by model failure.

[0089] Specific application examples: See attached document Figure 3-5 This embodiment is applied to a 12km long mountain heavy-duty highway tunnel TBM construction section. The outer diameter of the tunnel segment is 8.8m, and the thickness of the invert arch precast block is 0.5m.

[0090] Installation location: Before pouring the precast invert block (number R1052) at kilometer marker K10+200, weld the anchoring roots of the pre-embedded rigid coupling module 10 to the main reinforcement. After demolding, the forced centering interface is exposed on the concrete surface, 5mm below the finished surface.

[0091] Equipment parameters: Equipped with an attitude vector acquisition module 20, which integrates a MEMS dual-axis tilt sensor (accuracy 0.001°). After installing the prism measuring target, the rod arm length parameter is measured. It is 1,500 meters (i.e., the vertical height from the coupling point on the surface of the inverted arch to the optical center of the prism).

[0092] Initial zeroing: at the moment of the first network establishment measurement using the total station. The system records the initial roll angle. 0.052°, pitch angle -0.113° was used as the initial zero-state attitude data.

[0093] Real-time monitoring and compensation process: Event trigger: On the third day after the TBM passed through, the invert block experienced a slight right-side subsidence (rollover) due to shrinkage from the grouting consolidation behind the wall.

[0094] Data Acquisition: The attitude vector acquisition module is in Real-time roll angle measured at all times 0.092°. Change 0.040°.

[0095] Lever arm geometry compensation: The lever arm geometry compensation calculation module 30 intervenes in the calculation. Although the angle only changed by 0.04 degrees, due to the existence of a 1.5-meter long lever arm, according to the principle of rigid body rotation (approximate for small angles): Lateral virtual displacement 1500mm × sin(0.040°) ≈ 1.05mm The system calculated that the optical center of the prism has shifted to the right by approximately 1.05 mm.

[0096] Dynamic assessment and response: Weight adjustment: The dynamic evaluation module 40 for the reliability of the conductor network determines that the displacement (1.05mm) exceeds the preset noise threshold (0.5mm), but does not reach the limit threshold (3.0mm).

[0097] Perform the following actions: The system automatically reduces the confidence weight of the control point's coordinates in the overall network adjustment from 1.0 to 0.6 (inverse decay).

[0098] The second-level logic is triggered, sending a local outlier warning to the handheld terminal of the measurement team, suggesting that the local traverse loop containing the point be remeasured within 24 hours.

[0099] Experimental verification and effect comparison: To verify the response capability of the system described in this invention under different operating conditions, combined with Figure 3-5 The simulation data shown is used for explanation. This simulation sets the monitoring period to 24 hours, and the lever arm length parameter... The simulation covered three typical stages: steady-state noise, slow settlement, and sudden disturbance.

[0100] Phase 1 (0-8 hours): Steady-state range like Figure 3As shown, the invert precast blocks are in a stable state during this period, and the dip angle data only includes environmental background noise. Accordingly, Figure 4 The calculated virtual displacement modulus is consistently lower than the preset noise threshold (0.5 mm). At this point, Figure 5 The system's coordinate confidence weight remains at 1.0, indicating that the control point data is completely reliable. The system executes the first-level logic without intervention.

[0101] Phase Two (8-16 hours): Slow Settlement Zone like Figure 3 As shown, starting from the 8th hour, the invert block experienced a slight linear tilt drift, with the cumulative tilt angle changing by only about 0.06° by the 16th hour. In traditional measurements, this minute angle is often ignored. However, the lever arm geometric compensation calculation module of this system amplifies it, as shown... Figure 4 As shown, the virtual displacement modulus gradually exceeds the 0.5mm noise threshold and continues to rise. At this point, the second-level logic is triggered, as follows: Figure 5 As shown in the middle section curve, the system automatically reduces the confidence weight of the control point according to the inverse relationship (gradually decreasing from 1.0 to about 0.6), effectively isolating the influence of small deformations on the adjustment accuracy of the traverse network.

[0102] Phase 3 (after 20 hours): Sudden disturbance interval as follows Figure 3 As shown, a sudden structural disturbance (such as TBM trampling or segment misalignment) was simulated at the 20th hour, resulting in a step change in the tilt angle. Figure 4 As shown, the virtual displacement surges instantaneously and exceeds the limit threshold (3.0 mm). At this point, the third-level logic is triggered, as follows: Figure 5 As shown in the tail curve, the confidence weight rapidly decays to near 0 at a quadratic rate. The system determines that this point is invalid (enters the system reset interval), locks the current data, and forcibly outputs a network-wide retest command.

[0103] pass Figures 3 to 5 The linkage analysis shows that the present invention transforms the imperceptible angle change into a displacement index through the lever effect, and dynamically adjusts the weight accordingly, thereby achieving precise control over the stability of the control point throughout the entire process.

Claims

1. A real-time monitoring system for measurement control points inside a highway tunnel constructed using a TBM, characterized in that, include: The pre-embedded rigid coupling module (10) is fixed in the structural layer of the tunnel invert precast block, maintains rigid motion synchronization with the invert precast block, and provides a forced centering interface with a predetermined spatial orientation. The attitude vector acquisition module (20), which is detachably mounted on the forced centering interface, is used to sense and output the lateral and longitudinal tilt angle data of the pre-embedded rigid coupling module (10) relative to the gravity vertical line in real time; The lever arm geometric compensation calculation module (30) is used to convert the change in the tilt angle data into a virtual displacement vector of the measuring center of the lever arm end in three-dimensional space based on the stored lever arm length parameters and the initial zero-state reference, using the rigid body rotation principle. The traverse network reliability dynamic evaluation module (40) receives the virtual displacement vector, dynamically adjusts the coordinate confidence weight of the control point according to the magnitude of the virtual displacement vector, and generates traverse network maintenance instructions using multi-level threshold logic.

2. The real-time monitoring system for measurement and control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The pre-embedded rigid coupling module (10) includes an anchoring root system component and a forced centering base plate; The anchoring root system is a multi-directional metal skeleton structure used to anchor the main load-bearing steel bars inside the precast invert arch block through metal welding process during the prefabrication stage of the invert arch precast block. The forced centering base plate is connected to the top of the anchoring root system assembly, and the top surface of the forced centering base plate is defined as a horizontal reference plane. The horizontal reference plane remains coplanar with the finished concrete surface or in a concave state after the precast invert arch block is demolded.

3. The real-time monitoring system for measurement and control points inside a TBM-constructed highway tunnel according to claim 2, characterized in that, The pre-embedded rigid coupling module (10) also includes a directional limiting interface disposed on the forced centering base plate; The orientation limiting interface is constructed with asymmetrically distributed positioning features, which are used to limit the installation orientation of the attitude vector acquisition module (20) and constrain the sensing axis direction of the attitude vector acquisition module (20) to maintain a predetermined geometric parallel relationship with the longitudinal design axis of the tunnel.

4. The real-time monitoring system for measurement and control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The arm length parameter stored in the arm geometric compensation calculation module (30) is defined as the straight distance from the center of the reference surface of the pre-embedded rigid coupling module (10) to the optical geometric center of the measuring target along the gravity vertical direction; The lever arm geometric compensation calculation module (30) executes a rigid body rotation algorithm, using the changes in the lateral tilt angle data and longitudinal tilt angle data as input parameters of the rotation matrix, and the lever arm length parameter as the rotation radius vector, to calculate the change in the spatial position of the measuring beacon center relative to the initial position.

5. The real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The lever arm geometric compensation calculation module (30) also includes an initial zero-state fingerprint establishment unit; The initial zero-state fingerprint establishment unit is used to synchronously intercept the data stream output by the attitude vector acquisition module (20) and perform filtering processing to generate the initial attitude vector within a predetermined time window when the external total station measures the control point; The system associates and stores the initial attitude vector, the absolute coordinate values ​​measured by the total station, and the boom length parameter to form initial zero-state attitude data.

6. The real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The lever arm geometric compensation calculation module (30) includes coordinate system alignment logic; The coordinate system alignment logic uses the gravity field vector as a common reference benchmark to construct the initial rotation relationship matrix between the device's local coordinate system and the tunnel's global coordinate system; The lever arm geometric compensation calculation module (30) calculates the difference matrix between the rotation relationship matrix at the real-time monitoring time and the initial rotation relationship matrix, separates the relative rotation amount caused only by the deformation of the precast invert block structure from the total tilt angle data, and uses the relative rotation amount for the virtual displacement vector calculation.

7. The real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The virtual displacement vector output by the lever arm geometric compensation calculation module (30) is decomposed into three orthogonal components: The longitudinal virtual displacement component characterizes the deviation of the measurement beacon center in the tunnel mileage direction caused by the change in longitudinal dip angle; The lateral virtual displacement component characterizes the deviation of the measuring beacon center in the direction perpendicular to the tunnel axis caused by the change in lateral dip angle; The vertical virtual displacement component characterizes the deviation of the measuring scale center in the direction of gravity caused by the projection shortening effect due to the tilt of the rod arm.

8. The real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The dynamic reliability evaluation module (40) of the conductor network has a pre-set nonlinear confidence decay model; The nonlinear confidence decay model is used to perform the following operations: when the magnitude of the virtual displacement vector increases, the coordinate confidence weight of the control point in the traverse network adjustment calculation is reduced in an inverse relationship; and when the magnitude of the virtual displacement vector exceeds the preset nominal positional error, the coordinate confidence weight is controlled to decay at a quadratic rate.

9. A real-time monitoring system for measurement and control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The dynamic reliability assessment module (40) for the conductive network includes a three-level state-grade response logic: Level 1 logic: When the magnitude of the virtual displacement vector is less than the noise threshold, the control point is determined to be in the steady state range, and the current traverse network coordinate data is not changed; Second-level logic: When the magnitude of the virtual displacement vector is between the noise threshold and the limit threshold, it is determined that the control point is in a local outlier region, and a retest instruction is generated for the local traverse loop containing the control point. The third level of logic is as follows: when the magnitude of the virtual displacement vector is greater than or equal to the limit threshold, the control point is determined to be in the system reset interval, the current traverse network data is locked, and a full network retest command is output.

10. A real-time monitoring system for measurement control points inside a TBM-constructed highway tunnel according to claim 1, characterized in that, The dynamic reliability evaluation module (40) of the conductor network also includes a double-sided conjugate geometric constraint verification unit; The dual-sided conjugate geometric constraint verification unit is used to simultaneously acquire tilt angle change data of the two attitude vector acquisition modules (20) installed on the left and right sides of the same segment ring; When the signs of the lateral tilt angle changes on the left and right sides are the same, the system identifies it as rigid rolling of the entire segment ring; when the signs of the lateral tilt angle changes on the left and right sides are opposite, the system identifies it as convergent deformation of the segment ring and triggers a forced physical retest command.

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