Roadway deformation monitoring method and device based on three-dimensional scanning and positioning mark

Abstract

The application provides a roadway deformation monitoring method and device based on three-dimensional scanning and positioning marks. Positioning marks are set at the positions of measuring stations, so that when a roadway section is periodically scanned, the relative fixation of the placement position of a scanner is ensured through the connecting line of the positioning mark points. The positioning marks can also serve as the identification points of the contour model, ensuring the accuracy of the splicing of multiple contour models and realizing the accurate construction of the overall roadway model. When the periodically scanned data of the roadway are compared, the positioning marks can be used as reference points to ensure the alignment of the scanned data of the two adjacent periodic scans for constructing the contour model and the overall roadway model, thereby reducing the error of the roadway monitoring.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field, and particularly relates to a roadway deformation monitoring method and device based on three-dimensional scanning and positioning identification. BACKGROUND

[0002] With the continuous development of three-dimensional scanning technology, the application scenarios of the technology are also expanding. In the field of mines, the three-dimensional scanning technology is used to scan and reconstruct the underground structure to obtain a complete three-dimensional model of the underground, and to monitor the deformation of large roadways and coal pillars. The large roadway in the coal mine panel has the characteristics of long service time and high control requirement of roadway deformation. The post-deformation damage is mainly affected by the surrounding working face mining and the size of the protective coal pillar. Therefore, the deformation monitoring of the roadway is crucial to the safety production in the underground. The three-dimensional laser scanner is a product based on the three-dimensional scanning technology. The point cloud data carrying the spatial position information on the surface of the scanned object can be obtained by scanning, and the point cloud synthesis is performed according to the shape of the object to finally obtain the three-dimensional model of the object. According to the operation mode, the three-dimensional scanner can be divided into a handheld type and a fixed type. The handheld scanner generally needs to be operated by an operator, and the point cloud data is synthesized by multiple scanning at multiple angles. The scanning is flexible, but the precision is generally low. The fixed scanner only needs to be placed in a fixed position to automatically scan and synthesize, and the precision is high, but the scanning range is limited. For the deformation monitoring task of large roadways and coal pillars, a fixed scanner with higher precision is usually needed. Due to the large distance span of the roadway and the lack of obvious reference datum points or reference coordinate systems, the roadway needs to be scanned in sections. When each small section of the roadway is scanned, the placement position of the scanner cannot be guaranteed to be relatively fixed, which leads to the inaccuracy of the construction of the overall roadway model. When the periodic scanning data is compared, there is no obvious marker as a reference point, which leads to a large error in the high-precision alignment of the adjacent two models. SUMMARY

[0003] Therefore, the present application aims to provide a roadway deformation monitoring method and device based on three-dimensional scanning and positioning identification.

[0004] To achieve the above purpose, the first aspect of the present application provides a roadway deformation monitoring method based on three-dimensional scanning and positioning identification. The roadway includes multiple roadway sections. The method comprises the following steps.

[0005] determining a roadway section to be scanned and a roadway length of the roadway section;

[0006] determining the number and position of stations based on the roadway length and the shape of the roadway section;

[0007] positioning marks are set on both sides of the roadway section based on the station positions;

[0008] a scanning position is determined based on a line connecting the positioning marks on both sides of the roadway section;

[0009] a three-dimensional scan is performed on the roadway section at the scanning position to obtain scan data;

[0010] a three-dimensional model is built based on the scan data to obtain a profile model of the roadway section;

[0011] local deformation of the roadway section is monitored based on a plurality of profile models periodically built to obtain a local deformation amount of the roadway section;

[0012] the profile models corresponding to a plurality of roadway sections are spliced based on positioning marks to obtain an overall roadway model;

[0013] deformation of the roadway is monitored based on a plurality of overall roadway models periodically built to obtain an overall deformation amount of the roadway.

[0014] A second aspect of the present application provides a roadway deformation monitoring device based on three-dimensional scanning and positioning marks, characterized in that the roadway comprises a plurality of roadway sections, and the device comprises:

[0015] a length determination module configured to determine a roadway section to be scanned and a roadway length of the roadway section;

[0016] a position determination module configured to determine a number of stations and station positions of stations based on the roadway length and a shape of the roadway section;

[0017] a positioning mark module configured to set positioning marks on both sides of the roadway section based on the station positions;

[0018] a scanning position determination module configured to determine a scanning position based on a line connecting the positioning marks on both sides of the roadway section;

[0019] a scanning module configured to perform a three-dimensional scan on the roadway section at the scanning position to obtain scan data;

[0020] a modeling module configured to build a three-dimensional model based on the point cloud data to obtain a profile model of the roadway section;

[0021] a local monitoring module configured to monitor deformation of the roadway section based on a plurality of profile models periodically built to obtain a local deformation amount of the roadway section;

[0022] The splicing module is configured to splice the profile models corresponding to the multiple roadway sections based on the positioning marks to obtain an overall roadway model.

[0023] The overall monitoring module is configured to perform deformation monitoring of the roadway based on the multiple overall roadway models constructed periodically to obtain an overall deformation amount of the roadway.

[0024] The third aspect of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method provided in the first aspect of the present application when executing the program.

[0025] The fourth aspect of the present application provides a non-transitory computer readable storage medium storing computer instructions for causing a computer to execute the method provided in the first aspect of the present application.

[0026] As can be seen from the above, the roadway deformation monitoring method and device based on three-dimensional scanning and positioning marks provided in the present application determine a roadway section to be scanned and a roadway length of the roadway section in multiple roadway sections of a roadway, determine a number of stations and station positions of the stations based on the roadway length and set positioning marks on both sides of the roadway section according to the station positions, then determine scanning positions according to connecting lines of the positioning marks, perform three-dimensional scanning on the roadway section at the scanning positions to obtain scanning data, perform three-dimensional modeling based on the scanning data to obtain a profile model of the roadway section, perform deformation monitoring of the roadway section based on multiple profile models constructed periodically to obtain a local deformation amount of the roadway section, and compare multiple profile models with the positioning marks as markers to accurately obtain the local deformation amount of the roadway section. The profile models corresponding to multiple roadway sections are spliced based on the positioning marks to obtain an overall roadway model, and deformation monitoring of the roadway is performed based on multiple overall roadway models constructed periodically to obtain an overall deformation amount of the roadway. The positioning marks are set at the station positions to ensure relative fixation of the placement positions of scanners when the roadway section is periodically scanned, the positioning marks can also be used as identification points of the profile models to ensure the accuracy of the multiple profile models when spliced to accurately construct the overall roadway model. When the periodic scanning data of the roadway is compared, the positioning marks can be used as reference points to ensure alignment of profile models and overall roadway models constructed by two adjacent periodic scans, thereby reducing the error of the roadway monitoring. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the present application or related art, the drawings needed to be used in the embodiments or related description will be briefly introduced. Obviously, the drawings in the following description only constitute the embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort.

[0028] Figure 1 The flow chart of the roadway deformation monitoring method based on three-dimensional scanning and positioning mark of the embodiment of the present application;

[0029] Figure 2a The layout diagram of the position of the conventional measuring station of the embodiment of the present application;

[0030] Figure 2b The layout diagram of the position of the measuring station of the roadway width change of the embodiment of the present application;

[0031] Figure 2c The encryption layout diagram of the position of the measuring station of the roadway bending of the embodiment of the present application;

[0032] Figure 2d The schematic diagram of the installation position of the reflector and the support of the embodiment of the present application;

[0033] Figure 3 The schematic diagram of the composition of the positioning mark of the embodiment of the present application;

[0034] Figure 4 The schematic diagram of the structure of the reflector and the support of the embodiment of the present application;

[0035] Figure 5 The schematic diagram of the structure of the reflector and the support of the embodiment of the present application;

[0036] Figure 6 The flow chart of determining the single-point deformation of the embodiment of the present application;

[0037] Figure 7a The schematic diagram of the structure of the regular-shaped positioning mark of the embodiment of the present application;

[0038] Figure 7b The schematic diagram of the structure of the irregular-shaped positioning mark of the embodiment of the present application;

[0039] Figure 8 The schematic diagram of the coordinate system constructed by the embodiment of the present application;

[0040] Figure 9 The flow chart of determining the first deformation of the embodiment of the present application;

[0041] Figure 10 The schematic diagram of another method of determining the first deformation of the embodiment of the present application;

[0042] Figure 11 A flowchart for determining a second deformation amount of an embodiment of the present application;

[0043] Figure 12 A schematic diagram of a roadway profile model before and after height direction deformation of an embodiment of the present application;

[0044] Figure 13 A flowchart for determining a third deformation amount of an embodiment of the present application;

[0045] Figure 14 A schematic diagram of a roadway profile model before and after length direction deformation of an embodiment of the present application;

[0046] Figure 15a A schematic diagram of a hole region corresponding to a reflector and a support of an embodiment of the present application;

[0047] Figure 15b A front view of a spatial arc surface of a support shape of an embodiment of the present application;

[0048] Figure 15c A schematic diagram of a spatial arc surface of a conversion angle of an embodiment of the present application;

[0049] Figure 16 A schematic diagram of a measurement effect of a distance of a roadway two-side positioning mark of an embodiment of the present application;

[0050] Figure 17 A schematic diagram of a roadway deformation comparison effect after alignment of an embodiment of the present application;

[0051] Figure 18 A schematic diagram of a roadway multi-section shape comparison and analysis effect of an embodiment of the present application;

[0052] Figure 19 A flowchart of a profile model splicing of an embodiment of the present application;

[0053] Figure 20a A front view of a roadway segment splicing effect of an embodiment of the present application;

[0054] Figure 20b An inclined angle enlarged view of a roadway segment splicing effect of an embodiment of the present application;

[0055] Figure 21 A structural schematic diagram of a roadway deformation monitoring device based on three-dimensional scanning and positioning marks of an embodiment of the present application;

[0056] Figure 22 A structural schematic diagram of an electronic device of an embodiment of the present application. DETAILED DESCRIPTION

[0057] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0058] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0059] In monitoring underground roadways using related technologies, the large distances and lack of clear reference points or coordinate systems necessitate segmented scanning. However, periodic scanning of each segment makes it difficult to maintain a fixed scanner placement. Furthermore, the absence of clear landmarks for comparing periodic scan data leads to significant errors due to misalignment between data points. There is no universal method for establishing 3D scanning markers in underground roadways. Generally, the characteristics of the main roadway itself are used as a reference, but the main roadway typically has few feature points, resulting in poor positioning accuracy. Manual placement of markers, such as parking bollards, can also cause positional deviations, further hindering the desired monitoring results.

[0060] This application introduces positioning markers as landmarks. When periodically scanning a tunnel segment, the connection between these markers ensures the scanner's placement remains fixed. The markers also serve as markers for the contour model, ensuring accuracy when stitching together multiple contour segments and achieving accurate construction of the overall tunnel model. Furthermore, when comparing periodic scan data of the tunnel, these markers can be used as reference points to ensure alignment between the contour models constructed in two adjacent scan cycles and the overall tunnel model, thereby reducing tunnel monitoring errors.

[0061] In some embodiments, the tunnel includes multiple tunnel segments, such as Figure 1 As shown, the tunnel deformation monitoring method based on 3D scanning and positioning markers includes:

[0062] Step 100: Determine the tunnel segment to be scanned and the tunnel length of the tunnel segment.

[0063] In this step, since the distance span of the roadway is large and there is no obvious reference datum point or reference coordinate system, the roadway needs to be segmented and scanned, the roadway segment to be scanned is selected, and the length of the roadway segment is measured, so as to facilitate the subsequent setting of the positioning mark. The roadway environment includes the length, height, light and dark degree and other properties of the roadway.

[0064] Step 200: determining the number and positions of the stations based on the length of the roadway and the shape of the roadway segment.

[0065] In this step, the number and positions of the stations are determined according to the length of the roadway and the interval and height of the station setting. The number of the stations can be determined according to the length of the roadway and the interval of the stations, and the position of the station is the relative position at the same height of the two sides of the roadway segment.

[0066] Optionally, as shown in Figure 2a and Figure 2b , if the vertical projection of the two sides of the roadway segment is two straight line segments, a plurality of pairs of stations are arranged at the opposite positions of the two sides of the roadway segment according to the preset arrangement interval and arrangement height; as shown in Figure 2c , if the vertical projection of the two sides of the roadway segment is two curve segments close to parallel, a plurality of pairs of stations are arranged at the opposite positions of the two sides of the roadway segment according to the preset arrangement interval and arrangement height, and the number of the stations is encrypted at the turning part, that is, the arrangement interval is reduced for the arrangement of the stations;

[0067] Step 300: setting the positioning mark at the two sides of the roadway segment based on the position of the station.

[0068] In this step, taking Leica BLK360 three-dimensional scanner as an example, the scanner is a high-precision fixed three-dimensional laser scanner, and the scanning accuracy of the underground large roadway is high. Therefore, the deformation monitoring task of the roadway can be realized by comparing the scanning data of the previous and subsequent two times, and the scanner can also be used for roadway multi-section shape analysis, roadway distance measurement, roadway splicing and roadway three-dimensional modeling and other work. It is found in the test that the BLK360 three-dimensional scanner is more sensitive to shading or reflective materials on the same plane. When scanning the plane, if there is an object protruding from the plane and having different materials from the normal area of the plane, an empty area will be shown in the scanning data. Based on this scanning characteristic, the reflective sheet made of strong reflective material can be selected as the positioning mark, and the volume of the positioning mark should not be too large to avoid affecting the scanning accuracy. As shown in Figure 2d , fixed nails are driven at the station positions at the same horizontal height of the two sides of the roadway, and the reflective sheet and the reflective sheet support are hung on the fixed nails. The composition of the positioning mark is as shown in Figure 3As shown, paint is sprayed at selected heights on both sides of the tunnel to determine the target points. At least two fixing nails are driven into the "cross-shaped" markings at these target points. A bracket with a reflective strip is suspended between the two nails. After the same treatment is performed on both sides of the tunnel, a 3D scan is conducted. This positioning marker structure is relatively simple, and the reflective strip and bracket are not permanently fixed to the tunnel walls, allowing for easy removal and portability. Considering that the position of the positioning marker needs to remain consistent during each scan, the distance between the nails should be appropriate to prevent the bracket from swaying or swinging during suspension. Optionally, the reflective strip can be 5×5cm in size and fixed to a square plate on the bracket. This square plate should be the same size as the reflective strip. A physical image of the reflective strip and bracket is shown below. Figure 4 As shown.

[0069] Among them, such as Figure 5 As shown, different shapes of positioning markers are selected based on the location of the measuring station in different tunnel environments. The triangular positioning marker has a unique shape and three precise positioning points, each a vertex. Other points on the positioning marker can also be selected as positioning points depending on the actual situation; no further limitations are imposed here. For example, a cross-shaped positioning marker is selected at measuring station locations with low light to increase the number of positioning points; a triangular marker is selected at measuring station locations with strong light. Specific shapes of positioning markers can also be used in certain special tunnel sections. Cross-shaped positioning markers are generally larger and can be used when scanning and positioning are difficult to find; see Table 1 for details.

[0070] Table 1 Target Types and Functions

[0071]

[0072] Step 400: Determine the scanning position based on the line connecting the positioning markers located on both sides of the tunnel section.

[0073] In this step, the midpoint of the line connecting the positioning markers on both sides of the tunnel section is selected as the scanning position to ensure that the distance to the positioning markers on both sides of the tunnel is equal, thus avoiding deviations in the scanning data due to different distances.

[0074] Step 500: Perform a three-dimensional scan of the tunnel section at the scanning location to obtain scan data.

[0075] In this step, a three-dimensional scan of the tunnel section is performed at the scanning location to obtain scan data, which is then used for modeling.

[0076] Step 600: Perform 3D modeling based on the scanned data to obtain the contour model of the tunnel section.

[0077] In this step, after the scanning is completed, the scanning data is extracted to obtain point cloud data, the point cloud data is denoised and processed, and then three-dimensional modeling is performed to obtain a profile model of the roadway section.

[0078] Step 700: Deformation monitoring of the roadway section is performed based on the periodically constructed multiple profile models to obtain a local deformation amount of the roadway section.

[0079] In this step, multiple periodic scanning data are obtained by periodically scanning the roadway section, and profile models of different periods are constructed according to the scanning data of different periods. The profile models of adjacent two periods are aligned through the positioning marks, and then the deformation monitoring of the roadway section is performed by calculating the distance difference of multiple position point pairs in the aligned profile models of adjacent periods to obtain a local deformation amount of each deformation.

[0080] Step 800: The profile models corresponding to multiple roadway sections are spliced based on the positioning marks to obtain an overall roadway model.

[0081] In this step, the positioning marks can also serve as the identification points of the profile models to ensure the accuracy of the splicing of multiple profile models, and thus the overall roadway model is accurately constructed.

[0082] Step 900: Deformation monitoring of the roadway is performed based on the periodically constructed multiple overall roadway models to obtain an overall deformation amount of the roadway.

[0083] In this step, multiple periodic scanning data are obtained by periodically scanning the roadway, and overall roadway models of different periods are constructed according to the scanning data of different periods. The overall roadway models of adjacent two times are aligned through the positioning marks, and then the deformation monitoring of the roadway is performed by calculating the distance difference of multiple position point pairs in the aligned overall roadway models of adjacent periods to obtain an overall deformation amount of each deformation.

[0084] In some embodiments, when the profile models are periodically constructed, the adjacent two periods include a previous period and a next period, and the local deformation amount includes a single-point deformation amount.

[0085] The deformation monitoring of the roadway section is performed based on the periodically constructed multiple profile models to obtain a local deformation amount of the roadway section, as shown in Figure 6 , which includes:

[0086] Step 711: A first target center coordinate of the same positioning mark on the first profile model and a second target center coordinate of the same positioning mark on the second profile model are calculated.

[0087] The first profile model is a profile model constructed in a previous period, and the second profile model is a profile model constructed in a next period.

[0088] In this step, the target center coordinates in the contour model are calculated, for example, as shown in Figure 7a As shown in the figure, taking the rectangular positioning mark as an example, the positioning mark is a relatively regular shape in the contour model, and the hole shape of the positioning mark is marked, the intersection of the diagonals of the quadrilateral is defined as A0, and the remaining vertices are defined as A1-A4. The two diagonals are virtual lines, and the A0 point cannot be created in the software, so the midpoint coordinates of the two diagonals are determined through the three-dimensional coordinates of A1 and A3, A2 and A4, and then the coordinates of A0 are determined. In the processing software of the scanning data, the three-dimensional coordinate values of the vertices in the current scanning coordinate system can be obtained by clicking the vertices of the hole, for example: A1(x1, y1, z1), A2(x2, y2, z2), A3(x3, y3, z3), A4(x4, y4, z4), then the midpoint coordinates of A1 and A3 are The midpoint coordinates of A2 and A4 are If the two midpoints should be the same point, it indicates that the hole shape is regular, and any one of the midpoint coordinates of A1 and A3 and A2 and A4 is the target center coordinate; if the two midpoints should not be the same point, it indicates that the hole shape of the positioning mark is irregular, as shown in Figure 7b The midpoint coordinates of the intersection of the diagonals are continued to be calculated The coordinates are taken as the target center coordinates. According to the above method, the first target center coordinate A0 on the first contour model and the second target center coordinate A0' on the second contour model of the same positioning mark are calculated.

[0089] Step 712: Based on the predetermined reference point, the first relative coordinates of the first target center coordinates relative to the reference point are calculated, and the second relative coordinates of the second target center coordinates relative to the reference point are calculated.

[0090] In this step, after the first target center coordinates A0 and the second target center coordinates A0' are obtained, the left upper corner point A1 and A1' of the rectangular positioning mark (or the top vertex of the triangle) can be selected as the reference point, the first relative coordinates of the first target center coordinates A0 relative to the reference point A1 are determined, and the second relative coordinates of the second target center coordinates A0' relative to the reference point A1' are determined.

[0091] Step 713: The single-point deformation amount is determined according to the change of the second relative coordinates relative to the first relative coordinates.

[0092] In this step, the change of the second relative coordinates relative to the first relative coordinates is determined according to the distance formula between two points, and the single-point deformation amount is obtained.

[0093] In some embodiments, the measurement verification of the single-point deformation amount is also included, for example, as shown in Figure 7aThe positioning mark is illustrated by taking the standard deviation value a1 as an example, wherein the single-point deformation of the first target center coordinate A0 in the adjacent period is calculated by using the total station instrument measurement. For example, if the coordinate origin of the two scanning data in the adjacent two periods is unchanged (the scanning position is unchanged), the deformation difference a2 measured after scanning is expressed as:

[0094]

[0095] If the coordinate origin of the two scanning data and the coordinate origin changes, the scanning position moves a distance of λ, λ is a vector, λ x is the x-direction component of λ, λ y is the y-direction component of λ, and λ z is the z-direction component of λ, ΔX is the x-direction component of a2, ΔY is the y-direction component of a2, and ΔZ is the z-direction component of a2. Then:

[0096] x1'-x1=λ x +ΔX

[0097] y1'-y1=λ y +ΔY

[0098] z1'-z1=λ z +ΔZ

[0099] Then, the expression of a2 is modified as:

[0100]

[0101] The check value is a1-a2, if a1-a2

[0102] In some embodiments, the local deformation also includes a first deformation in the width direction of the roadway section; wherein, as shown in Figure 8 in the deformation monitoring process, the initial orientation of the three-dimensional laser scanner device is taken as the positive direction of the X axis, the clockwise rotation of 90° is taken as the positive direction of the Y axis, and the vertical upward direction is taken as the positive direction of the Z axis. Then, the X direction is approximately the same as the width direction of the roadway, the Y direction is approximately the same as the length direction of the roadway, and the Z direction is the same as the height direction of the roadway. The origin can be selected as the midpoint position of the connecting line of the target center of the relatively arranged positioning mark, and this position is used to set the three-dimensional laser scanner device.

[0103] Then, the deformation monitoring of the roadway section is performed based on the periodically constructed multiple profile models, and the local deformation of the roadway section is obtained, as shown in Figure 9Also shown, and including:

[0104] Step 721: Select two positioning marks relatively arranged on both sides of the roadway section as a first positioning mark pair; wherein the first positioning mark pair includes a first reference positioning mark and a first contrast positioning mark.

[0105] In this step, the first deformation is the deformation monitoring of the local deformation in the width direction of the roadway section, so two positioning marks arranged on both sides of the roadway section are selected as the first positioning mark pair to calculate the deformation in the width direction of the roadway section. For example, as shown in Figure 2a As shown, the positioning mark 1 is the first reference positioning mark, and the positioning mark 2 is the first contrast positioning mark.

[0106] Step 722: Keep the third target center coordinates of the first reference positioning mark unchanged in the first profile model and the second profile model through coordinate transformation.

[0107] Step 723: Determine the first deformation by calculating the change of the fourth target center coordinates of the first contrast positioning mark in the first profile model and the second profile model.

[0108] For example, as shown in Figure 2a As shown, the third target center coordinates of the first reference positioning mark are kept unchanged in the first profile model and the second profile model through coordinate transformation, that is, the first profile model and the second profile model are aligned with the third target center coordinates of the first reference positioning mark as the alignment point. The third target center coordinates of the positioning mark 1 (the first reference positioning mark) in the two profile models are kept unchanged through coordinate transformation and are used as the positioning point. Then, the fourth target center coordinates of the positioning mark 2 (the first contrast positioning mark) in the two profile models have a relative displacement, that is, the change of the fourth target center coordinates of the positioning mark 2 is the first deformation. Among them, the X, Y and Z directions may all have a slight deformation, and considering that the positioning mark 1 and the positioning mark 2 are located on both sides of the roadway section, the deformation in the X direction is relatively large, so the deformation measurement in the X direction is more accurate. For example, as shown in Figure 2c As shown, the first deformation is calculated in the same way as the above process, but the measurement density is higher.

[0109] For example, as shown in Figure 2bThe gradually narrowing tunnel section is shown, the positioning marks 1-4 are located at the side which is greatly affected by mining, and the positioning marks 5-8 are located at the side which is less affected by mining. The distance changes of the positioning marks 1 and 5, 2 and 6, 3 and 7, and 4 and 8 can be measured respectively to obtain the first deformation in the X direction. Alternatively, assuming that the deformation of the side of the tunnel where the positioning mark 5 is located is small, and the positioning mark 5 is taken as a fixed point, the deformation in the X direction can be measured according to the distance changes of the target centers of the positioning marks 1-4 to the positioning mark 5. In order to reduce the measurement time and obtain the deformation rule of the positioning marks 1-4 in the X direction, the initial distance (distance in the first profile model) of the positioning marks 1-4 to the positioning mark 5 is taken as the independent variable t, and the distance after deformation (distance in the second profile model) is taken as the dependent variable s, linear fitting (uniform deformation) is performed to obtain the deformation rule of the tunnel section.

[0110] Assuming that the positioning mark 1 (t1, s1), the positioning mark 2 (t2, s2), the positioning mark 3 (t3, s3), and the positioning mark 4 (t4, s4) before and after deformation, then

[0111]

[0112] The first fitting equation is

[0113] s = at + b

[0114]

[0115] The fitting equation is

[0116]

[0117] The deformation rule (uniform deformation s) of the targets 1-4 in the X direction is obtained.

[0118] In some embodiments, the process of verifying the accuracy of the fitting equation is also included: the fitting equation is verified for the accuracy of other positions (same horizontal position as the target) in the scanning data of the tunnel side according to the fitting formula established in the X direction deformation monitoring, and the fitting equation is considered to have high accuracy when |s i -s| < n. Where s i is the X direction distance of any position in the scanning data from the positioning mark 5, s is the X direction distance of the position from the positioning mark 5 calculated according to the deformation rule fitting equation of the adjacent two periods of data, and n can be determined according to the accuracy requirement. When a certain positioning mark position deviates greatly from the fitting equation, the analysis can be discontinued at this positioning mark, and a segmented first fitting equation is set. When the fitting effect of the first fitting equation is poor, further high-order polynomial fitting analysis can be considered.

[0119] As an optional embodiment, as Figure 10As shown, the method for monitoring deformation in the X direction further comprises: selecting the position change of the target center of the positioning mark to monitor deformation in the X direction; in a previous period of time, the distance between the two sides of the roadway is obtained as a first distance L0 by measuring the length of the connecting line of the target center of the positioning mark on the two sides of the roadway, then the roadway will be deformed when affected by mining and other work, in a later period of time, the distance between the two sides of the roadway is obtained as a second distance L1 by measuring the length of the connecting line of the target center of the positioning mark on the two sides of the roadway, wherein in order to ensure a unique variable, the same set of positioning marks needs to be selected for comparison, and the difference between L1 and L0 is considered as the first deformation amount of the two sides of the roadway (at this time, the influence of deformation in other directions is ignored).

[0120] In some embodiments, the local deformation amount further comprises a second deformation amount in the height direction of the roadway section;

[0121] Based on the periodically constructed plurality of profile models, deformation monitoring of the roadway section is performed to obtain a local deformation amount of the roadway section, such as Figure 11 As shown, the method further comprises:

[0122] Step 731: selecting two adjacent positioning marks arranged on one side of the roadway section as a second positioning mark pair; wherein the second positioning mark pair comprises a second reference positioning mark and a second control positioning mark.

[0123] In this step, as shown in Figure 12 wherein, Figure 12 The first profile model corresponding to the deformed roadway section comprises a set of positioning mark pairs in the first profile model corresponding to the deformed roadway section and the same set of positioning mark pairs in the second profile model corresponding to the deformed roadway section, wherein the positioning mark 1 before deformation and the positioning mark 1' after deformation are the same positioning mark, which is the second reference positioning mark, and the positioning mark 2 before deformation and the positioning mark 2' after deformation are the same positioning mark, which is the second control positioning mark.

[0124] Step 732: keeping the fifth target center coordinate of the second reference positioning mark unchanged in the first profile model and the second profile model through coordinate transformation.

[0125] In this step, aligning the first profile model and the second profile model according to the fifth target center coordinate of the second reference positioning mark comprises: determining the fifth target center coordinates of the positioning mark 1 and the positioning mark 1' respectively according to the method of the above embodiment, keeping the fifth target center coordinate of the second reference positioning mark unchanged in the first profile model and the second profile model through coordinate transformation, that is, aligning the first profile model and the second profile model with the fifth target center coordinate point of the second reference positioning mark as the alignment point, for example, coinciding the fifth target center coordinates of the positioning mark 1 and the positioning mark 1', and realizing the alignment of the first profile model and the second profile model.

[0126] Step 733: determining the second deformation by calculating the change of the sixth target heart coordinates of the second control positioning mark in the first profile model and the second profile model.

[0127] In this step, the fifth target heart coordinates of the fifth target heart coordinates remain unchanged after alignment and serve as the positioning point. Then, the sixth target heart coordinates of the second control positioning mark in the two profile models have a relative displacement, and the displacement is the second deformation. The displacement is the change of the target heart coordinates of the second positioning mark 2' in the second profile model relative to the target heart coordinates of the second positioning mark 2 in the first profile model after the fifth target heart coordinates of the first positioning mark 1 and the first positioning mark 1' are overlapped. In this embodiment, the X, Y and Z directions may all have a slight deformation. Considering that the first positioning mark 1 and the second positioning mark 2 are located at adjacent positions on the same side of the roadway section, the deformation in the Z direction is relatively large, and thus the deformation in the Z direction is more accurate.

[0128] In some embodiments, the local deformation further includes a third deformation in the length direction of the roadway section.

[0129] The deformation of the roadway section is monitored based on the plurality of profile models constructed periodically, and the local deformation of the roadway section is obtained, as shown in FIG. 8. Figure 13

[0130] Step 741: selecting two positioning marks arranged on one side of the roadway section as a third positioning mark pair; wherein the third positioning mark pair includes a third reference positioning mark and a third control positioning mark.

[0131] In this step, as shown in FIG. 7, wherein Figure 14 Figure 14 The first profile model corresponding to the roadway section before deformation and the second profile model corresponding to the roadway section after deformation include a group of positioning mark pairs, wherein the first positioning mark 1 before deformation and the first positioning mark 1' after deformation are the same positioning mark, which is the second reference positioning mark, the fourth positioning mark 4 before deformation and the fourth positioning mark 4' after deformation are the same positioning mark, which is the second control positioning mark, the second positioning mark 2 before deformation and the second positioning mark 2' after deformation are the same positioning mark, which is the secondary positioning mark, and the third positioning mark 3 before deformation and the third positioning mark 3' after deformation are the same positioning mark, which is the secondary positioning mark. The secondary positioning mark is arranged because the measurement span of the roadway section in the Y direction is large, and the deformation is small. If adjacent positioning marks are selected, the deformation in the Y direction may not be well reflected.

[0132] Step 742: keeping the seventh target heart coordinates of the third reference positioning mark unchanged in the first profile model and the second profile model through coordinate transformation.

[0133] ​​In this step, aligning the first profile model and the second profile model according to the seventh target center coordinates of the third reference positioning mark includes: determining the seventh target center coordinates of the positioning mark 1 and the positioning mark 1' respectively according to the method of the above embodiment, keeping the seventh target center coordinates of the third reference positioning mark unchanged in the first profile model and the second profile model through coordinate transformation, that is, aligning the first profile model and the second profile model with the seventh target center coordinates of the third reference positioning mark as the alignment point, and for example, coinciding the seventh target center coordinates of the positioning mark 1 and the positioning mark 1' to realize the alignment of the first profile model and the second profile model.

[0134] Step 743: determining the third deformation amount by calculating the change of the eighth target center coordinates of the third contrast positioning mark in the first profile model and the second profile model.

[0135] In this step, the seventh target center coordinates remain unchanged after being coincided and are used as the positioning point, and then there is a relative displacement between the eighth target center coordinates of the third contrast positioning mark in the two period profile models, and the displacement is the third deformation amount, wherein the displacement is the change amount of the target center coordinates of the positioning mark 4' in the second profile model relative to the target center coordinates of the positioning mark 4 in the first profile model after the seventh target center coordinates of the positioning mark 1 and the positioning mark 1' are coincided. Wherein, a slight deformation may occur in the X, Y and Z directions, and considering that the positioning mark 1 and the positioning mark 2 are located at a relatively far position on the same side of the roadway section, the deformation in the Y direction is relatively large, so the deformation measurement in the Y direction is more accurate.

[0136] Wherein, for example, if the total length of the target roadway is about 300m, the roadway section can be selected as 20m, and according to the effective scanning distance of the BLK360 three-dimensional laser scanner, the number of survey stations of the roadway is set to 16 groups (two survey stations on both sides of the roadway section are a group, and the number of survey stations is 32), the interval of the survey stations is set to 20m, and the interval distance of the 16 groups of survey stations is 20m. Therefore, the measurement length of the survey station is 20x15=300m, the cross target points are painted, fixed by nailing and hung with reflectors at the left and right sides of the survey station position, and the scanner is placed stably at the midpoint of the roadway side. After scanning, the data is imported into the modeling software for processing to obtain the hole region corresponding to the reflector and the support as shown in Figure 15a The main view is shown in Figure 15b Due to visual deviation, it is difficult to distinguish the concave-convex nature of the arc surface, and the angle needs to be converted for observation, wherein the view corresponding to one conversion angle is shown in Figure 15cThe midpoint distance of the reflective sheet on the two sides of the filled roadway side is taken as the measurement result of the two sides of the roadway. The result is compared with the total station measurement result, the maximum deformation of 16 groups of stations is 8.9mm, the minimum deformation is 2.8mm, the deformation of the station is kept within 9mm, which is less than 1% of the average distance of 5.4m of the insufficient roadway section, which meets the accuracy requirement of local deformation measurement.

[0137] The measurement effect of the distance of the positioning mark of the two sides of the roadway is shown in Figure 16 , points 1 and 2 are the center of the positioning mark, the distance measured by the contour model is 5.314m, the distance measured by the total station is 5.311m, and the deviation is 2.84mm. After determining the deviation, the two contour models constructed by the positioning mark of the station position are aligned, and the comparison effect of the deformation of the roadway after alignment is shown in Figure 17 , the color depth represents different deformation, Figure 17 The maximum deformation in the figure is 36.6mm, about 4cm, which is less than 1% of the width of the roadway, and this deformation will not cause safety problems to the roadway. Among them, the positive value represents the deformation to the outside of the roadway, and the negative value represents the deformation to the inside of the roadway.

[0138] It should be noted that the periodic construction of multiple whole roadway models for roadway deformation monitoring obtains the whole deformation of the roadway by splicing the contour models to measure the whole deformation, and the process of obtaining the local deformation and the beneficial effects are similar, which will not be described in detail here.

[0139] Optionally, the multi-period whole roadway model can also be post-processed and analyzed. After aligning the multi-period whole roadway model data by the positioning mark, single-point distance measurement and multi-section shape analysis can be performed by using post-processing software. The comparison and analysis effect of the multi-section shape of the roadway is shown in Figure 18 , multiple sections can be set for comparison and analysis.

[0140] In some embodiments, as shown in Figure 19 , the contour models corresponding to multiple roadway sections are spliced based on the positioning mark to obtain a whole roadway model, including:

[0141] Step 810: determining a mark point in the contour model based on the positioning mark.

[0142] In this step, the position of the center point of the positioning mark in the contour model is the mark point.

[0143] Step 820: splicing the contour models corresponding to multiple roadway sections by aligning the mark points in different contour models to obtain a whole roadway model.

[0144] In this step, the splicing effect of the roadway section isFigure 20a and 20b As shown in FIG. 2, the alignment of the mark points can be performed according to the positioning mark at the position of the first station and the positioning mark at the position of the second station, the alignment and splicing of the adjacent roadway segments are realized, and finally the three-dimensional scanning point cloud model of the whole roadway, i.e., the whole roadway model, is obtained.

[0145] In some embodiments, the number and positions of the stations are determined based on the length of the roadway, including:

[0146] The arrangement interval and arrangement height of the stations are determined.

[0147] The number of the stations is determined based on the arrangement interval and the length of the roadway.

[0148] The position of each station is determined based on the arrangement interval and the arrangement height.

[0149] The number and positions of the stations are determined according to the length of the roadway and the arrangement interval and arrangement height of the stations, the number of the stations can be determined according to the length of the roadway and the interval of the stations, i.e., the length of the roadway is divided by the arrangement interval, and the result plus one is the number of the station groups, and then multiplied by two is the number of the stations, and the position of the station is determined according to the relative position of the same height of the two sides of the roadway after the position of the initial station is determined.

[0150] In some embodiments, the scanning position is determined based on the line connecting the positioning marks located on the two sides of the roadway segment, including:

[0151] The line connecting the positioning marks located on the two sides of the roadway segment is determined.

[0152] The midpoint of the line is selected as the scanning position.

[0153] The midpoint is selected to ensure the accuracy of the scanning data.

[0154] In some embodiments, three-dimensional modeling is performed based on the scanning data to obtain the contour model of the roadway segment, including:

[0155] The scanning data is extracted to obtain point cloud data.

[0156] The unit and sampling ratio are selected based on the point cloud data.

[0157] The point cloud data is denoised to obtain denoised data.

[0158] The denoised data is encapsulated to obtain encapsulated data.

[0159] Three-dimensional modeling is performed based on the unit, sampling ratio and encapsulated data to obtain the contour model.

[0160] The point cloud data is imported into a three-dimensional modeling software (for example, control x) for preprocessing. The unit and sampling ratio of the point cloud data are selected, the greater the sampling ratio, the higher the point cloud density, but generally greater than 1 / 36 can meet the basic accuracy requirement, then the denoising operation is performed, the low-quality data with too large distance from the scanner and the useless noise point data such as personnel and support are deleted, and only the high-quality data segment is reserved. The data after denoising is encapsulated, and the software is used for automatic repair and manual repair of holes to form a complete roadway contour model.

[0161] The encapsulation and repair of the three-dimensional laser scanning data may cause errors. According to the coordinates and relative distances of the main positioning marks and the secondary positioning marks (triangular positioning marks arranged between the main positioning marks) before the encapsulation and repair of the scanning data, the accuracy of the corresponding data measurement results after the alignment processing of the scanning data can be verified.

[0162] It should be noted that the method of the embodiments of the present application can be executed by a single device, such as a computer or a server. The method of the embodiments can also be applied to a distributed scenario, and completed by multiple devices cooperating with each other. In this distributed scenario, one of the multiple devices can only execute one or more steps in the method of the embodiments of the present application, and the multiple devices can interact with each other to complete the method.

[0163] It should be noted that some embodiments of the present application have been described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than the order described above and still achieve desirable results. In addition, the processes depicted in the figures do not necessarily require the particular order shown or sequential order to achieve the desired results. In certain implementations, multitasking and parallel processing can be advantageous.

[0164] Based on the same inventive concept, the present application also provides a roadway deformation monitoring device based on three-dimensional scanning and positioning marks, corresponding to the method of any of the above embodiments.

[0165] Reference Figure 21 , the roadway deformation monitoring device based on three-dimensional scanning and positioning marks comprises:

[0166] The length determination module 10 is configured to determine a roadway section to be scanned and a roadway length of the roadway section.

[0167] The position determination module 20 is configured to determine the number of stations and the station positions of the stations based on the roadway length and the shape of the roadway section.

[0168] The positioning mark module 30 is configured to set the positioning marks based on the station positions on both sides of the roadway section;

[0169] The scanning position determination module 40 is configured to determine the scanning position based on the connection line of the positioning marks on both sides of the roadway section;

[0170] The scanning module 50 is configured to scan the roadway section at the scanning position to obtain scanning data; and the modeling module 60 is configured to perform three-dimensional modeling based on the scanning data to obtain a profile model of the roadway section;

[0171] The local monitoring module 70 is configured to perform deformation monitoring of the roadway section based on a plurality of profile models constructed periodically to obtain a local deformation amount of the roadway section;

[0172] The splicing module 80 is configured to splice the profile models corresponding to a plurality of roadway sections based on the positioning marks to obtain an overall roadway model;

[0173] The overall monitoring module 90 is configured to perform deformation monitoring of the roadway based on a plurality of overall roadway models constructed periodically to obtain an overall deformation amount of the roadway.

[0174] For the convenience of description, the above apparatus is described in various modules based on functions. Of course, the functions of the modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0175] The apparatus of the above embodiments is used to implement the corresponding roadway deformation monitoring method based on three-dimensional scanning and positioning marks in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described here.

[0176] Based on the same inventive concept, the present application also provides an electronic device corresponding to any of the above method embodiments, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the roadway deformation monitoring method based on three-dimensional scanning and positioning marks according to any of the above embodiments.

[0177] Figure 22 A more specific hardware structure of an electronic device according to the present embodiment is shown, which can include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 for communication within the device.

[0178] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, etc., for executing relevant programs to implement the technical solutions provided by the embodiments of the present specification.

[0179] The memory 1020 can be implemented in the form of a ROM (Read Only Memory), a RAM (Random Access Memory), a static storage device, a dynamic storage device, etc. The memory 1020 can store an operating system and other application programs, and when the technical solutions provided by the embodiments of the present specification are implemented by software or firmware, the relevant program codes are saved in the memory 1020 and called and executed by the processor 1010.

[0180] The input / output interface 1030 is configured to connect input / output modules to implement information input and output. The input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. The input devices can include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output devices can include a display, a speaker, a vibrator, an indicator light, etc.

[0181] The communication interface 1040 is configured to connect a communication module (not shown in the figure) to implement the communication interaction between the device and other devices. The communication module can realize communication through a wired manner (such as USB, network cable, etc.) or through a wireless manner (such as mobile network, WIFI, Bluetooth, etc.).

[0182] The bus 1050 includes a channel for transmitting information between various components (such as the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040) of the device.

[0183] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in the specific implementation process, the device can also include other components necessary for normal operation. In addition, those skilled in the art can understand that the above device can also only include the components necessary to implement the solutions of the embodiments of the present specification, and does not have to include all the components shown in the figure.

[0184] The electronic device of the above embodiment is used to implement the corresponding roadway deformation monitoring method based on three-dimensional scanning and positioning identification in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0185] Based on the same inventive concept, corresponding to the method of any of the above embodiments, the present application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the roadway deformation monitoring method based on three-dimensional scanning and positioning identification according to any of the above embodiments.

[0186] The computer-readable medium of the present embodiment includes permanent and non-permanent, removable and non-removable media, which can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device.

[0187] The storage medium of the above embodiment stores computer instructions for causing the computer to execute the roadway deformation monitoring method based on three-dimensional scanning and positioning identification according to any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0188] Those skilled in the art should understand that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope of the present application (including claims) is limited to these examples; under the idea of the present application, the above embodiments or technical features in different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes of different aspects of the embodiments of the present application as described above. In order to be brief, they are not provided in detail.

[0189] Additionally, to simplify the description and discussion, and so as not to obscure the embodiments of the application being presented, the well-known functions or constructions of integrated circuit (IC) chips and other components can or can not be shown in the figures and will be omitted as not to unnecessarily obscure the embodiments of the application being presented. Moreover, the devices can be shown in block diagram form in order to avoid obscuring the embodiments of the application, and this also acknowledges the fact that the details in regard to the implementation of the block diagram devices are highly dependent on the platform within which the embodiments of the application are to be implemented (i.e., these details should be well within the purview of one of ordinary skill in the art). Where specific details are set forth in order to describe an illustrative embodiment of the application, it will be apparent to one of ordinary skill in the art that the embodiments of the application can be practiced without, or with variation of, these specific details. Thus, the description is to be considered as illustrative only and not restrictive in nature.

[0190] While the application has been described in connection with specific embodiments thereof, it will be understood that many modifications, substitutions and changes will be apparent to those of ordinary skill in the art once they have the benefit of the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) can use the embodiments discussed.

[0191] It is intended that the embodiments of the application encompass all such substitutions, modifications and variations as fall within the scope of the appended claims. Accordingly, any omission, modification, equivalent replacement, improvement, etc. made in the spirit and principle of the embodiments of the application should be included in the scope of protection of the application.

Claims

1. A method for monitoring deformation of a roadway based on three-dimensional scanning and positioning identification, characterized in that, The roadway comprises a plurality of roadway sections, and the method comprises: determining a roadway section to be scanned and a roadway length of the roadway section; determining a number of stations and station positions of stations based on the roadway length and a shape of the roadway section; setting positioning marks on both sides of the roadway section based on the station positions; determining a scanning position based on a connecting line of the positioning marks on both sides of the roadway section; performing three-dimensional scanning on the roadway section at the scanning position to obtain scanning data; performing three-dimensional modeling based on the scanning data to obtain a profile model of the roadway section; performing deformation monitoring of the roadway section based on a plurality of the profile models constructed periodically to obtain a local deformation amount of the roadway section; wherein, in the periodic construction of the profile model, two adjacent periods comprise a previous period and a next period, the local deformation amount comprises a single-point deformation amount; the deformation monitoring of the roadway section based on a plurality of the profile models constructed periodically to obtain the local deformation amount of the roadway section comprises: calculating a first target center coordinate of a same positioning mark on a first profile model and a second target center coordinate of the same positioning mark on a second profile model; wherein the first profile model is a profile model constructed in the previous period, and the second profile model is a profile model constructed in the next period; based on a pre-determined reference point, calculating a first relative coordinate of the first target center coordinate relative to the reference point and a second relative coordinate of the second target center coordinate relative to the reference point; determining the single-point deformation amount according to a change of the second relative coordinate relative to the first relative coordinate; wherein, the local deformation amount further comprises a first deformation amount in a width direction of the roadway section; the deformation monitoring of the roadway section based on a plurality of the profile models constructed periodically to obtain the local deformation amount of the roadway section further comprises: selecting two positioning marks relatively arranged on both sides of the roadway section as a first positioning mark pair; wherein the first positioning mark pair comprises a first reference positioning mark and a first control positioning mark; through coordinate conversion, a third target center coordinate of the first reference positioning mark remains unchanged in the first profile model and the second profile model; the first deformation amount is determined by calculating a change of a fourth target center coordinate of the first control positioning mark in the first profile model and the second profile model; splicing the profile models corresponding to a plurality of the roadway sections based on the positioning marks to obtain an overall roadway model; performing deformation monitoring of the roadway based on a plurality of the overall roadway models constructed periodically to obtain an overall deformation amount of the roadway.

2. The method of claim 1, wherein, The local deformation amount further comprises a second deformation amount in a height direction of the roadway section; The deformation monitoring of the roadway section based on a plurality of the profile models constructed periodically to obtain the local deformation amount of the roadway section further comprises: selecting two adjacent positioning marks arranged on one side of the roadway section as a second positioning mark pair; wherein the second positioning mark pair comprises a second reference positioning mark and a second control positioning mark. The fifth target heart coordinates of the second reference positioning mark are kept unchanged in the first profile model and the second profile model through coordinate conversion; The second deformation amount is determined by calculating the change of the sixth target heart coordinates of the second contrast positioning mark in the first profile model and the second profile model.

3. The method of claim 1, wherein, The local deformation amount further comprises a third deformation amount in the length direction of the roadway section; The deformation monitoring of the roadway section based on the plurality of profile models constructed periodically obtains the local deformation amount of the roadway section, and further comprises: Two positioning marks arranged on one side of the roadway section are selected as a third positioning mark pair, wherein the third positioning mark pair comprises a third reference positioning mark and a third contrast positioning mark; The seventh target heart coordinates of the third reference positioning mark are kept unchanged in the first profile model and the second profile model through coordinate conversion; The third deformation amount is determined by calculating the change of the eighth target heart coordinates of the third contrast positioning mark in the first profile model and the second profile model.

4. The method of claim 1, wherein, The profile models corresponding to the plurality of roadway sections based on the positioning mark pairs are spliced to obtain an overall roadway model, comprising: Determination of a landmark point in the profile model based on the positioning mark; The profile models corresponding to the plurality of roadway sections are spliced to obtain an overall roadway model by aligning the landmark points located in different profile models.

5. The method of claim 1, further comprising: The positioning marks of different shapes are selected based on different station positions.

6. A roadway deformation monitoring device based on three-dimensional scanning and positioning identification, characterized in that, The roadway comprises a plurality of roadway sections, and the device comprises: A length determination module configured to determine a roadway section to be scanned and a roadway length of the roadway section; A position determination module configured to determine a number of stations and station positions based on the roadway length and the shape of the roadway section; A positioning mark module configured to arrange positioning marks on both sides of the roadway section based on the station positions; A scanning position determination module configured to determine a scanning position based on a connecting line of the positioning marks located on both sides of the roadway section; A scanning module configured to perform three-dimensional scanning on the roadway section at the scanning position to obtain scanning data; A modeling module configured to perform three-dimensional modeling based on the scanning data to obtain a profile model of the roadway section; A local monitoring module configured to perform deformation monitoring of the roadway section based on a plurality of profile models constructed periodically to obtain a local deformation amount of the roadway section; In the periodically constructing the profile model, two adjacent periods include a previous period and a next period, and the local deformation amount includes a single-point deformation amount; the deformation monitoring of the roadway section based on the periodically constructed multiple profile models obtains the local deformation amount of the roadway section, including: calculating a first target center coordinate of a same positioning mark on a first profile model and a second target center coordinate of the same positioning mark on a second profile model; the first profile model is a profile model constructed in the previous period, and the second profile model is a profile model constructed in the next period; based on a predetermined reference point, a first relative coordinate of the first target center coordinate relative to the reference point is calculated, and a second relative coordinate of the second target center coordinate relative to the reference point is calculated; and the single-point deformation amount is determined according to a change of the second relative coordinate relative to the first relative coordinate; In the local deformation amount, a first deformation amount in a width direction of the roadway section is further included; the deformation monitoring of the roadway section based on the periodically constructed multiple profile models to obtain the local deformation amount of the roadway section further includes: selecting two positioning marks arranged on two sides of the roadway section as a first positioning mark pair; the first positioning mark pair includes a first reference positioning mark and a first control positioning mark; a third target center coordinate of the first reference positioning mark remains unchanged in the first profile model and the second profile model through coordinate conversion; and the first deformation amount is determined by calculating a change of a fourth target center coordinate of the first control positioning mark in the first profile model and the second profile model; The splicing module is configured to splice the profile models corresponding to the multiple roadway sections based on the positioning marks, to obtain an overall roadway model; The overall monitoring module is configured to perform deformation monitoring of the roadway based on the periodically constructed multiple overall roadway models, to obtain an overall deformation amount of the roadway. 7.An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the method of any one of claims 1 to 5. 8.A non-transitory computer-readable storage medium storing computer instructions for causing a computer to execute the method of any one of claims 1 to 5.

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