A monitoring method and system for operating a global relative deformation of a rail transit tunnel

Abstract

The application provides a kind of operation rail transit tunnel global relative deformation monitoring method and system, this scheme utilizes three-dimensional laser scanning technology to carry out three-dimensional panoramic monitoring to operation rail tunnel, makes up the traditional monitoring method based on full-automatic total station cannot obtain the deformation condition of the whole structure comprehensively, obtains the three-dimensional point cloud data of monitoring section, and the center connecting line of symmetrical reference target is used as section reference line, obtains the section relative deformation, convergence deformation, segment misalignment and track gauge deformation condition of subway tunnel structure from point cloud data, realizes the efficient, non-destructive, long-term safety monitoring to operation rail tunnel structure condition, to master its structural performance change, well solves the problems of low efficiency, high labor cost and complex process of traditional manual monitoring means.

Description

Technical Field

[0001] This invention relates to the field of track monitoring technology, specifically to a method and system for monitoring the relative deformation of the entire area of ​​an operational rail transit tunnel. Background Technology

[0002] Relative deformation monitoring of tunnels is mainly divided into horizontal and vertical convergence monitoring, and differential settlement monitoring of the track. Traditional instruments used for convergence monitoring include convergence gauges, convergence meters (Baset convergence measurement systems), or total stations. Traditional instruments used for differential settlement monitoring include hydrostatic levels and level instruments. Traditional monitoring methods primarily collect deformation data from specific tunnel sections, making it difficult to comprehensively reflect the structural deformation of the entire tunnel area. Furthermore, these methods are inefficient, involve cumbersome data processing, and cannot provide timely and effective feedback on the overall structural safety status of the tunnel.

[0003] The stand-up operation mode of 3D laser scanners can obtain high-density point clouds within a short distance of operating rail transit tunnels, with a point cloud accuracy of ±3mm. However, the stand-up scanning efficiency is low and it is not suitable for deformation monitoring and defect acquisition in long-distance operating rail transit tunnels.

[0004] Traditional track-mounted trolley monitoring methods, while employing characteristic points of tunnel segments constructed using the shield tunneling method, have achieved efficient acquisition of high-definition images of tunnel defects and relative deformation data in operational rail transit tunnels constructed using the shield tunneling method. However, due to the large cumulative error of the journey, they cannot accurately acquire monitoring data of different periods at the same mileage section of tunnels constructed using the non-shield tunneling method, and cannot solve the problem of relative deformation of the cross-section of tunnels constructed using the non-shield tunneling method in operational rail transit.

[0005] Therefore, there is an urgent need to develop a mobile three-dimensional laser scanning monitoring technology and method for efficiently acquiring the structural defects and relative deformation of tunnels constructed using various methods in operational rail transit. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention proposes a method and system for monitoring the relative deformation of the entire operating rail transit tunnel.

[0007] This aims to solve the technical problem of the difficulty in efficiently obtaining the full-area structural defects and relative deformation of tunnels constructed using various methods in operational rail transit, which exists in existing technologies.

[0008] A method for monitoring the relative deformation of the entire operating rail transit tunnel, characterized by comprising: symmetrically deploying reference targets for scanning on both sides of the tunnel using a rapid installation device, ensuring that the center points of the reference targets are located within the same monitoring section; sampling point clouds using a three-dimensional laser scanner mounted on a track-moving trolley to obtain point cloud data; using the center line connecting the symmetrical reference targets as the section baseline, calculating the relative deformation of the tunnel section based on the point cloud data, wherein the relative deformation includes horizontal convergence, crown settlement, and differential track settlement.

[0009] In one embodiment, before the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: using a remote control to control the movement of the track-mounted mobile trolley, and using a mobile terminal to control the frequency of point cloud sampling by the 3D laser scanner.

[0010] In one embodiment, after the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: using the center line connecting the symmetrical reference targets as the reference line of the tunnel cross section, arbitrarily selecting a cross section as the target cross section; obtaining the positions of the adjacent front and rear cross sections as references, and using a preset cross section spacing of 1 / N references as the step size to obtain the relative position of the target cross section, wherein the step size is greater than the spacing between two adjacent reference targets on one side; and obtaining relative deformation monitoring data at the relative position of any cross section based on the front and rear point clouds of the target cross section.

[0011] In one embodiment, after the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: the mobile terminal receiving and storing the point cloud data collected by the 3D laser scanner.

[0012] In one embodiment, after the mobile terminal receives and stores the point cloud data acquired by the 3D laser scanner, the method further includes: the mobile terminal identifies the point cloud data, and when abnormal point cloud data is identified, it controls the 3D laser scanner to re-acquire the abnormal point cloud data.

[0013] In one embodiment, after the step of sampling point cloud data using a 3D laser scanner mounted on a track-mounted mobile trolley, the method further includes: denoising the point cloud data to obtain target point cloud data; establishing a 3D model of the tunnel based on the target point cloud data; performing cross-sectional point cloud slicing based on the 3D model; calculating the relative deformation of the tunnel cross-section based on the sliced ​​point cloud data, and monitoring the relative deformation of the cross-section in real time.

[0014] In one embodiment, the center line connecting the symmetrical reference targets is used as the cross-sectional baseline. The relative deformation of the tunnel cross-section is calculated based on the point cloud data. The relative deformation includes horizontal convergence, crown settlement, and track differential settlement steps, including: using the center line connecting the symmetrical reference targets as the cross-sectional baseline; translating the baseline towards the crown direction by a fixed height and intersecting it with the tunnel structure edge line, and extracting the length values ​​of the two intersection points as the horizontal convergence value of the tunnel cross-section; using the distance value between the tunnel crown and the baseline perpendicularly as the crown settlement value of the tunnel cross-section; using the distance values ​​between the center of the left rail surface and the center of the right rail surface perpendicularly to the baseline as the left elevation difference and right elevation difference of the track, respectively, and calculating the track differential settlement value based on the left elevation difference and the right elevation difference.

[0015] In one embodiment, the center line of the symmetrical benchmark targets is used as the cross-sectional baseline. The relative deformation of the tunnel cross-section is calculated based on the point cloud data. The relative deformation includes the steps of horizontal convergence, crown settlement and track differential settlement. The method further includes outputting and displaying the calculated horizontal convergence, crown settlement and track differential settlement on a visualization terminal.

[0016] A monitoring system for the overall relative deformation of an operational rail transit tunnel includes a rapid installation device, reference targets, a track-mounted trolley, a 3D laser scanner, a remote controller, and a mobile terminal. The rapid installation device is used to deploy the reference targets on both sides of the tunnel. The reference targets are deployed on the surface of the tunnel sidewalls in the operational section, and the line connecting the center points of any two symmetrical reference targets on the tunnel sidewalls serves as the baseline for extracting the corresponding mileage monitoring section. The track-mounted trolley carries the 3D laser scanner and is used to move the scanner within the tunnel. The 3D laser scanner is used to collect point cloud data of the tunnel structure. The remote controller is wirelessly connected to the track-mounted trolley and controls the speed of the trolley. The mobile terminal is wirelessly connected to the 3D laser scanner, and controls the sampling rate of the 3D laser scanner, and receives, stores, and identifies the point cloud data sampled by the 3D laser scanner.

[0017] In one embodiment, the quick-installation device includes a packaging box containing a laser and a hollow steel frame. The hollow steel frame has movable spring clips along its longitudinal direction, and the laser is mounted on the hollow steel frame via the spring clips.

[0018] As can be seen from the above technical solution, the beneficial technical effects of the present invention are as follows:

[0019] 1. The use of 3D laser scanning technology for 3D panoramic monitoring of operating track tunnels overcomes the limitations of traditional monitoring methods based on fully automatic total stations, which cannot comprehensively acquire the overall structural deformation. 3D point cloud data of the monitored section was obtained, and the center line of symmetrical benchmark targets was used as the cross-sectional baseline. The relative cross-sectional deformation, convergence deformation, segment misalignment, and track gauge deformation of the subway tunnel structure were obtained from the point cloud data. This effectively solves the problems of low efficiency, high labor costs, and complex procedures associated with traditional manual monitoring methods.

[0020] 2. By using a fixed step length extraction method with two adjacent reference sections, relative deformation monitoring data at any mileage section position can be obtained. This allows for the calculation of the horizontal convergence, crown settlement, and differential settlement values ​​of the track surface at the centimeter level, thus realizing the deformation status of the track tunnel in the entire time domain.

[0021] 3. This invention, by deploying scanning benchmark targets in operating rail tunnels and based on three-dimensional laser scanning technology, information acquisition technology, data processing technology, and computer technology, enables efficient, non-destructive, and long-term safety monitoring of the structural condition of operating rail tunnels. This allows for the understanding of changes in their structural performance, which is of paramount importance for improving the operational efficiency of underground rail transit structures and ensuring the safety of people's lives and property. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0023] Figure 1 This is a flowchart illustrating a method for monitoring the relative deformation of the entire operating rail transit tunnel in one embodiment.

[0024] Figure 2 This is a point cloud diagram of a cross-section inside a tunnel in one embodiment;

[0025] Figure 3 This is a schematic diagram of a reference target in one embodiment;

[0026] Figure 4 This is a schematic diagram of the configuration of a monitoring system for the relative deformation of the entire operating rail transit tunnel in one embodiment.

[0027] Figure label:

[0028] A - The top of the tunnel arch in section A; X - The center point of the reference target on the left side of section A; Y - The center point of the reference target on the right side of section A; PX - The intersection point of the tunnel structure edge line after moving a fixed height towards the top of the arch; QY - The intersection point of the tunnel structure edge line after moving a fixed height towards the top of the arch; O - The intersection point of the perpendicular line from the reference line drawn from the top of the tunnel arch A.

[0029] l XY - Baseline, l PQ -Horizontal convergence, l AO - Vault settlement, l XP -Left elevation difference of track H1, l YQ -Right elevation difference H2 of the track;

[0030] 21-Quick installation device, 22-Benchmark target, 23-Track-moving trolley, 24-3D laser scanner, 25-Remote controller, 26-Mobile terminal. Detailed Implementation

[0031] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solution of the present invention and are therefore intended to limit the scope of protection of the present invention.

[0032] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application should have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0033] In one embodiment, such as Figure 1 As shown, a method for monitoring the relative deformation of the entire operating rail transit tunnel is provided, including:

[0034] S110 employs a rapid installation device to symmetrically deploy reference targets for scanning on both sides of the tunnel, ensuring that the center point of the reference targets is located within the same monitoring section.

[0035] Specifically, the specific deployment requirements are: (1) The benchmark markers are placed at a height of 1.0m to 1.5m above the track, and the line connecting the center points of the two benchmark targets is located at the normal section of the tunnel.

[0036] The S120 uses a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data.

[0037] Specifically, point cloud data is used to calculate tunnel horizontal convergence and arch settlement, and the track-mounted mobile trolley is equipped with a 3D laser scanner to provide power for fixed uniform motion (0.45km / h, 3.6km / h, 5.4km / h).

[0038] In one embodiment, prior to step S120, the method further includes: controlling the movement of a track-mounted trolley using a remote controller, and controlling the sampling frequency of the point cloud by a mobile terminal. Specifically, to ensure the uniformity of the point cloud data, the track-mounted trolley is required to maintain a constant speed; to maintain high point cloud density, the sampling rate of the 3D laser scanner is required to be no less than 1 million points / second and no less than 200 revolutions / second. The track-mounted trolley is controlled to move at a constant speed by a remote controller, while the 3D laser scanner controls the scanning frequency by a mobile terminal.

[0039] In one embodiment, after step S120, the method further includes: using the center line connecting symmetrical reference targets as the reference line of the tunnel cross-section, arbitrarily selecting a cross-section as the target cross-section; obtaining the positions of adjacent front and rear cross-sections as references, and using a preset 1 / N reference cross-section spacing as the step size to obtain the relative position of the target cross-section, where the step size is greater than the spacing between two adjacent reference targets on one side; and obtaining relative deformation monitoring data at the relative position of any cross-section based on the front and rear point clouds of the target cross-section. Specifically, in order to realize deformation monitoring of the entire structure of tunnels constructed using various methods in operating rail transit, the position of any cross-section between reference cross-sections is determined. Using the front and rear reference cross-sections as position references, and with a 1 / N reference cross-section spacing as the step size, the relative position of any cross-section is obtained. Relative deformation monitoring data at the position of any cross-section is obtained using the front and rear point clouds of any cross-section position. The value of N is related to the step size, and the step size should be greater than the longitudinal spacing of the point cloud cross-sections.

[0040] In one embodiment, after step S120, the method further includes: the mobile terminal receiving and storing the point cloud data acquired by the 3D laser scanner. Specifically, the mobile terminal on site is used to acquire and store the point cloud data from the 3D laser scanner.

[0041] In one embodiment, after the mobile terminal receives and stores the point cloud data acquired by the 3D laser scanner, the method further includes: the mobile terminal identifying the point cloud data; and when abnormal point cloud data is identified, controlling the 3D laser scanner to re-acquire the abnormal point cloud data. Specifically, the mobile terminal checks whether the point cloud data acquired in the field is continuous and re-acquires abnormal data.

[0042] In one embodiment, after step S120, the method further includes: denoising the point cloud data to obtain target point cloud data; establishing a three-dimensional model of the tunnel based on the target point cloud data; performing cross-sectional point cloud slicing based on the three-dimensional model; calculating the relative deformation of the tunnel cross-section based on the sliced ​​point cloud data, and monitoring the relative deformation of the cross-section in real time. Specifically, the point cloud post-processing software (i.e., software installed on the mobile terminal that can process point cloud data) retrieves three-dimensional point cloud data from the local server central database (i.e., point cloud data received and stored on the mobile terminal), retains valid data points, deletes invalid points, thereby performing point cloud denoising, establishing a three-dimensional model of the operating track tunnel, and then slicing the cross-sectional point cloud; the data includes cross-sectional horizontal convergence deformation, arch settlement deformation, segment misalignment, and track differential settlement deformation. Furthermore, Unet, maskRCNN, and Yolov3 machine learning algorithms (all existing machine learning algorithms) are used to achieve fully automated extraction of measurements and markers, and to determine the stability of the baseline.

[0043] S130 uses the center line of symmetrical benchmark targets as the cross-sectional baseline. The relative deformation of the tunnel cross-section is calculated based on point cloud data. The relative deformation includes horizontal convergence, crown settlement, and track differential settlement.

[0044] Specifically, the horizontal convergence, crown settlement, differential track settlement, and gauge deformation of the operating track tunnel are calculated based on the cross-sectional curves of each cross-section slice, and then output to a visualization platform for display.

[0045] In one embodiment, step S130 includes: using the center line of symmetrical reference targets as the cross-sectional reference line; translating the reference line a fixed height towards the arch and intersecting it with the tunnel structure edge line, extracting the length values ​​of the two intersection points as the horizontal settlement value of the tunnel cross-section; using the distance value between the tunnel arch and the reference line perpendicularly as the arch settlement value of the tunnel cross-section; using the distance values ​​between the center of the left rail surface and the center of the right rail surface perpendicularly to the reference line as the left elevation difference and right elevation difference of the track, respectively, and calculating the differential settlement value of the track based on the left elevation difference and right elevation difference. Specifically, as shown... Figure 2 As shown, using the line connecting the center lines of the reference targets as the baseline, the baseline is translated at a fixed height (2m-3m, determined according to the actual tunnel cross-section dimensions) towards the arch crown to intersect with the tunnel structure edge line. The length values ​​of the two intersection points are extracted as the horizontal convergence value of the tunnel cross-section. The horizontal clearance convergence measurement line distance value is calculated by shifting the baseline 2m-3m towards the arch crown, and the maximum value of the above three values ​​is taken as the horizontal clearance convergence value of the cross-section. Point X in the figure is the center point of the reference target on the left side of the cross-section, and point Y is the center point of the reference target on the right side of the cross-section. XY This is the baseline, and the baseline l is... XY Points P and Q are the points where the tunnel structure intersects the fixed-height translation towards the arch, hence lPQ This is the horizontal convergence value of the tunnel cross-section. Using the line connecting the center lines of the benchmark targets as the baseline, the distance perpendicular to this baseline from the tunnel crown (i.e., point A) is extracted as the crown settlement value of the tunnel cross-section. The crown settlement value is... Figure 2 l in AO The length of the track. Using the line connecting the center lines of the reference target as the baseline, the distances perpendicular to the baseline between the centers of the left and right rail surfaces are extracted as the left and right elevation differences H1 and H2 of the track. The differential settlement of the track is δ = H1 - H2, which is l in the figure. XP -l YQ = Track differential settlement value.

[0046] In one embodiment, after step S130, the method further includes: outputting and displaying the calculated horizontal convergence, dome settlement, and track differential settlement on a visualization terminal. Specifically, the visualization terminal here can be... Figure 4 The mobile terminal 26 in the text can also be other displayable terminals that are wirelessly connected to the mobile terminal 26.

[0047] In one embodiment, such as Figure 3 and Figure 4 As shown, a monitoring system for the overall relative deformation of an operational rail transit tunnel is provided, including a rapid installation device 21, a reference target 22, a track-mounted trolley 23, a 3D laser scanner 24, a remote controller 25, and a mobile terminal 26. The rapid installation device 21 is used to deploy the reference targets 22 on both sides of the tunnel. The reference targets 22 are deployed on the surface of the tunnel sidewalls in the operational section. The line connecting the center points of any two symmetrical reference targets 22 on the inner side of the tunnel serves as the baseline for extracting the corresponding mileage monitoring section. The track-mounted trolley 23 carries the 3D laser scanner 24 and is used to move the 3D laser scanner 24 within the tunnel. The 3D laser scanner 24 is used to collect point cloud data of the tunnel structure. The remote controller 25 is wirelessly connected to the track-mounted trolley 23 and is used to control the movement speed of the track-mounted trolley 23. The mobile terminal 26 is wirelessly connected to the 3D laser scanner 24 and controls the sampling rate of the 3D laser scanner 24, and receives, stores, and identifies the point cloud data sampled by the 3D laser scanner 24.

[0048] Specifically, a pair of reference targets 22 are set at a certain distance on both sides of the relatively stable arch foot of the tunnel section perpendicular to the mileage direction. These targets serve as the reference for identifying the cross-sections of different periods of image data and deformation monitoring data from the track-moving trolley 23, effectively solving the problem that the large cumulative error of the track trolley 23's travel makes it impossible to distinguish between different periods of tunnel cross-section image data and deformation monitoring data. Perpendicular lines are drawn from the reference points to the centerlines of the left and right tracks to form the feet of the perpendiculars. These feet, together with the left and right reference points, construct the tunnel monitoring reference cross-section. To better identify the reference cross-section, the height of the reference targets 22 from the track surface is kept as consistent as possible, and the front-to-back distance of the reference cross-section is also relatively fixed. A baseline is formed using the reference targets of the reference cross-section. The baseline is vertically upward at a certain distance and intersects with the tunnel arch shoulder position within the reference cross-section to form a horizontal convergence line. A perpendicular line is drawn from the midpoint of the baseline and intersects with the tunnel top position of the reference cross-section to obtain the tunnel's vertical convergence line. Perpendicular lines are drawn from the midpoints of the left and right track surfaces to the baseline to serve as the track differential settlement monitoring lines.

[0049] In one embodiment, a quick-installation device is provided, which includes a packaging box containing a laser and a hollow steel frame. The hollow steel frame has movable spring clips along its longitudinal direction, and the laser is mounted on the hollow steel frame via these spring clips. Specifically, the quick-installation device is a reference target quick-installation device, which uses a 2.00*0.15*0.15m hollow steel frame. Movable spring clips (a type of prior art) are used along the longitudinal direction of the steel frame. The installation of the laser and the spring clips ensures that the lasers on both sides are aligned geometrically, and then the device is sealed and fixed inside the box. Moving the spring clips up and down allows the laser to be moved to the required cross-sectional height, thereby accurately deploying the monitoring reference point target.

[0050] It is obvious to those skilled in the art that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a computer storage medium (ROM / RAM, magnetic disk, optical disk) for execution by the computing device. In some cases, the steps shown or described can be performed in a different order than those described herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Therefore, the present invention is not limited to any particular hardware and software combination.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A method for monitoring the relative deformation of the entire operating rail transit tunnel, characterized in that, include: A rapid installation device is used to symmetrically deploy reference targets for scanning on both sides of the tunnel, and the center point of the reference targets is located within the same monitoring section. A 3D laser scanner mounted on a track-mounted mobile trolley was used to sample point clouds and obtain point cloud data; the data included cross-sectional horizontal convergence deformation, arch settlement deformation, and track differential settlement deformation. Using the center line of the symmetrical reference target as the cross-sectional baseline, arbitrarily select a cross-section as the target cross-section; Based on the front and rear point clouds of the target cross section, relative deformation monitoring data at the relative position of any cross section is obtained; The baseline is shifted to a fixed height towards the arch and intersects with the edge line of the tunnel structure. The length values ​​of the two intersection points are extracted as the horizontal convergence value of the tunnel cross section. The distance between the tunnel arch and the baseline perpendicular to the baseline is taken as the arch settlement value of the tunnel section. The distances between the center of the left rail surface and the center of the right rail surface and the baseline are respectively taken as the left elevation difference and the right elevation difference of the track, and the differential settlement value of the track is calculated based on the left elevation difference and the right elevation difference.

2. The method according to claim 1, characterized in that, Before the step of obtaining point cloud data by sampling point cloud data using a 3D laser scanner mounted on a track-mounted mobile trolley, the method further includes: The movement of the track-mounted trolley is controlled by a remote controller, and the sampling frequency of the point cloud of the 3D laser scanner is controlled by a mobile terminal.

3. The method according to claim 1, characterized in that, After the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: The center line of the symmetrical reference targets is used as the reference line of the tunnel section; The relative position of the target section is obtained by taking the positions of the front and rear sections adjacent to the target section as a reference, and the step size is a preset 1 / N reference section spacing. The step size is greater than the spacing between two adjacent reference targets on one side.

4. The method according to claim 2, characterized in that, After the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: The mobile terminal receives and stores the point cloud data acquired by the 3D laser scanner.

5. The method according to claim 4, characterized in that, After the step of the mobile terminal receiving and storing the point cloud data acquired by the 3D laser scanner, the method further includes: The mobile terminal identifies the point cloud data, and when abnormal point cloud data is identified, it controls the 3D laser scanner to re-acquire the abnormal point cloud data.

6. The method according to claim 1, characterized in that, After the step of using a 3D laser scanner mounted on a track-mounted mobile trolley to sample point clouds and obtain point cloud data, the method further includes: The point cloud data is denoised to obtain the target point cloud data; A three-dimensional model of the tunnel is established based on the target point cloud data; Based on the aforementioned 3D model, cross-sectional point cloud slicing is performed; The relative deformation of the tunnel cross section is calculated based on the sliced ​​point cloud data, and the relative deformation of the cross section is monitored in real time.

7. The method according to claim 2, characterized in that, Using the center line of the symmetrical benchmark targets as the cross-sectional baseline, the relative deformation of the tunnel cross-section is calculated based on the point cloud data. This relative deformation includes steps such as horizontal convergence, crown settlement, and differential track settlement, and further includes: The calculated horizontal convergence, the vault settlement, and the track differential settlement are output and displayed on the visualization terminal.

8. A monitoring system for the relative deformation of the entire operating rail transit tunnel, comprising a rapid installation device, a reference target, a track-moving trolley, a three-dimensional laser scanner, a remote controller, and a mobile terminal, wherein: The rapid installation device is used to deploy the reference targets on both sides inside the tunnel; The reference targets are deployed on the surface of the tunnel sidewall in the operating section, and the line connecting the center points of any two symmetrical reference targets inside the tunnel is used as the reference line for extracting the corresponding mileage monitoring section. The track-mounted mobile trolley carries the 3D laser scanner and is used to move the 3D laser scanner in the tunnel; The three-dimensional laser scanner is used to collect point cloud data of the tunnel structure; The remote controller is wirelessly connected to the track-mounted trolley, and the remote controller is used to control the movement speed of the track-mounted trolley. The mobile terminal and the 3D laser scanner are wirelessly connected. The mobile terminal controls the sampling rate of the 3D laser scanner and receives, stores, and identifies the point cloud data sampled by the 3D laser scanner. The mobile terminal is used to select any cross section as the target cross section, using the center line of the symmetrical reference target as the cross section reference line. Relative deformation monitoring data at the relative position of any section is obtained from the point cloud before and after the target section; the baseline is translated to a fixed height towards the arch and intersects with the edge line of the tunnel structure, and the length values ​​of the two intersection points are extracted as the horizontal settlement value of the tunnel section; the distance value between the tunnel arch and the baseline perpendicularly is taken as the arch settlement value of the tunnel section; the distance values ​​between the center of the left rail surface and the center of the right rail surface perpendicularly to the baseline are taken as the left elevation difference and the right elevation difference of the track, respectively, and the differential settlement value of the track is calculated based on the left elevation difference and the right elevation difference.

9. The system according to claim 8, characterized in that, The quick installation device includes a packaging box containing a laser and a hollow steel frame. The hollow steel frame has movable spring clips along its longitudinal direction, and the laser is mounted on the hollow steel frame via the spring clips.

Images