Highway tunnel safety monitoring method and system based on BIM

Abstract

The present invention provides a highway tunnel safety monitoring method and system based on BIM, which relates to the technical field of safety monitoring. The method comprises: setting a plurality of reference distance sensors on the first section of the entrance of the highway tunnel; establishing a physical coordinate system to obtain the reference physical coordinates of the reference distance sensor; marking the reference virtual coordinates according to the reference physical coordinates; setting a distance sensor on the i-th section; determining the virtual coordinates of the distance sensor according to the reference virtual coordinates, and determining the theoretical physical coordinates according to the virtual coordinates; determining the physical coordinates according to the distance between the distance sensor and the reference distance sensor; and determining the highway tunnel safety monitoring score according to the physical coordinates, the theoretical coordinates, the reference physical coordinates and the sequence number of the section. According to the present invention, it can be determined whether the highway tunnel has construction errors or is affected by factors such as stress deformation, and it can accurately judge whether the tunnel has safety hazards.

Description

Technical Field

[0001] The present invention relates to the technical field of safety monitoring, and in particular to a BIM-based highway tunnel safety monitoring method and system. Background Art

[0002] In the related art, CN114862169A relates to a BIM-based tunnel engineering safety risk monitoring system and method. The on-site monitoring module of the system is arranged in the monitoring area of ​​the tunnel construction site, and is used to monitor the mechanical performance data of the support system and the surrounding rock stability state data of the monitoring points in the current monitoring area; and transmit the data to the data server; through the risk assessment model, the risk assessment results of the monitoring points in the monitoring area are determined and transmitted to the database; a three-dimensional BIM monitoring model is created and converted into an IFC monitoring model, and the IFC monitoring information of the IFC monitoring model is extended to obtain the extended IFC monitoring model and load it using a visual early warning platform; the IFC monitoring model is used as the interaction standard of the BIM monitoring model data, and the IFC attribute set of the monitoring model is written to improve the use efficiency of the monitoring information, expand the amount of information carried by the model to meet the requirements of visual monitoring, and realize real-time dynamic safety early warning of tunnel engineering.

[0003] CN115456206B discloses a tunnel construction visualization management and control method and system based on BIM+GIS technology. By loading the main elements in tunnel construction in real time on the basis of a lightweight model scene based on BIM+GIS, as well as various types of construction site monitoring data obtained based on the Internet of Things technology, visualization and integration of various information on the construction site are realized; and then, through early warning judgment and early warning dissemination of various types of data, early warning prompts and closed-loop feedback are automatically made for construction safety hazards, which comprehensively improves the visualization management level of tunnel construction and the emergency response capability when encountering safety accidents.

[0004] Therefore, in related technologies, the safety of tunnel construction can be monitored through BIM models. However, errors in the construction process and deformation of the tunnel due to stress may lead to safety hazards in the tunnel, which are difficult to detect with related technologies.

[0005] The information disclosed in the background technology section of this application is only intended to deepen the understanding of the general background technology of this application, and should not be regarded as an admission or any form of suggestion that the information constitutes the prior art already known to those skilled in the art. Summary of the invention

[0006] The present invention provides a BIM-based highway tunnel safety monitoring method and system, which can solve the technical problem that related technologies are difficult to detect errors in the construction process and safety hazards caused by factors such as tunnel deformation due to stress.

[0007] According to a first aspect of the present invention, a highway tunnel safety monitoring method based on BIM is provided, comprising:

[0008] At the end of the first time period of the highway tunnel construction, a plurality of reference distance sensors are arranged on the first section of the highway tunnel entrance, wherein the plurality of reference distance sensors include a reference distance sensor arranged on the vertex of the first section, and the reference distance sensors are evenly arranged on the edge of the first section;

[0009] Taking the position of the reference distance sensor on the vertex of the first cross section as the origin, a physical coordinate system is established, and the reference physical coordinates of each reference distance sensor in the physical coordinate system are obtained, wherein the Y axis of the physical coordinate system is perpendicular to the cross section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis;

[0010] According to the reference physical coordinates, marking the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model;

[0011] At the end of the ith time period of the highway tunnel construction, a plurality of distance sensors are arranged on the ith section of the highway tunnel, wherein the plurality of distance sensors include distance sensors arranged on the vertices of the ith section, and the distance sensors are evenly arranged on the edges of the ith section;

[0012] According to the reference virtual coordinates, in the highway tunnel BIM model, the virtual coordinates of the multiple distance sensors on the i-th section are determined, and according to the virtual coordinates, the theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system are determined;

[0013] Determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section;

[0014] Determine the highway tunnel safety monitoring score according to the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section;

[0015] A safety monitoring report is generated based on the highway tunnel safety monitoring score.

[0016] According to a second aspect of the present invention, there is provided a highway tunnel safety monitoring system based on BIM, comprising:

[0017] A first setting module is used to set a plurality of reference distance sensors on a first section of an entrance of the expressway tunnel at the end of a first time period of the expressway tunnel construction, wherein the plurality of reference distance sensors include a reference distance sensor set on a vertex of the first section, and the reference distance sensors are evenly set on edges of the first section;

[0018] A coordinate system module, used to establish a physical coordinate system with the position of the reference distance sensor on the vertex of the first section as the origin, and obtain the reference physical coordinates of each reference distance sensor in the physical coordinate system, wherein the Y axis of the physical coordinate system is perpendicular to the section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis;

[0019] A reference virtual coordinate module, used to mark the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model according to the reference physical coordinates;

[0020] A second setting module is used to set a plurality of distance sensors on an i-th section of the highway tunnel at the end of an i-th time period of highway tunnel construction, wherein the plurality of distance sensors include a distance sensor set on a vertex of the i-th section, and the distance sensors are evenly set on an edge of the i-th section;

[0021] A theoretical physical coordinate module, used to determine the virtual coordinates of multiple distance sensors on the i-th section in the highway tunnel BIM model according to the reference virtual coordinates, and to determine the theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system according to the virtual coordinates;

[0022] A physical coordinate module, used for determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section respectively;

[0023] A highway tunnel safety monitoring scoring module, used to determine a highway tunnel safety monitoring score based on the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section;

[0024] The reporting module is used to generate a safety monitoring report based on the highway tunnel safety monitoring score.

[0025] According to a third aspect of the present invention, a BIM-based highway tunnel safety monitoring device is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to call the instructions stored in the memory to execute the BIM-based highway tunnel safety monitoring method.

[0026] According to a fourth aspect of the present invention, there is provided a computer-readable storage medium having computer program instructions stored thereon, wherein the computer program instructions, when executed by a processor, implement the BIM-based highway tunnel safety monitoring method.

[0027] Technical effect: According to the present invention, at the end of each time period, the theoretical physical coordinates of multiple distance sensors on the cross section can be determined based on the BIM model, and the physical coordinates of the distance sensor can be determined based on the distance between the distance sensor and multiple reference sensors, so that it can be determined whether there are errors in the construction process of the highway tunnel or whether the tunnel is affected by factors such as stress deformation based on the deviation between the physical coordinates and the theoretical physical coordinates, so as to accurately judge whether there are safety hazards in the tunnel and improve the accuracy of safety monitoring. When determining the deformation safety score of the highway tunnel, the minimum value of the cosine similarity between the first vector and the i-th vector can be used to describe the most serious deformation condition of each cross section, and based on the characteristics that the closer to the axial center of the tunnel, the greater the danger of deformation and the greater the difficulty of repair, the minimum value of the cosine similarity of each cross section is weighted averaged to obtain the deformation safety score of the highway tunnel, so as to accurately and objectively describe the overall deformation of the highway tunnel and the safety hazards caused by deformation. When determining the directional safety score of a highway tunnel, the directional safety score of the highway tunnel can be determined by the deviation between the direction of the vector between the vertex of each section and the vertex of the first section and the theoretical direction, and the deviation between the direction of the vector between the vertices of adjacent sections and the theoretical direction. This allows the directional safety score of the highway tunnel to describe the maximum deviation between the actual axial direction and the designed axial direction of the tunnel, thereby improving the accuracy and objectivity of the directional safety score of the highway tunnel. When determining the orientation safety score of a highway tunnel, the orientation safety score of the highway tunnel can be determined by the deviation between the theoretical position and the actual position of the centroid of each section, as well as the weight of each section, thereby accurately and objectively describing the gap between the overall actual orientation of the highway tunnel and the theoretical orientation.

[0028] It should be understood that the above general description and the following detailed description are exemplary and explanatory only and do not limit the present invention. Other features and aspects of the present invention will become more apparent from the following detailed description of exemplary embodiments with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other embodiments can be obtained based on these drawings without creative work.

[0030] Figure 1 A schematic diagram of a process of a highway tunnel safety monitoring method based on BIM according to an embodiment of the present invention is exemplarily shown;

[0031] Figure 2 A block diagram of a highway tunnel safety monitoring system based on BIM according to an embodiment of the present invention is exemplarily shown. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] The technical solution of the present invention is described in detail with specific embodiments below. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0034] Figure 1 A flow chart of a highway tunnel safety monitoring method based on BIM according to an embodiment of the present invention is exemplarily shown, and the method includes:

[0035] Step S101, at the end of the first time period of the highway tunnel construction, a plurality of reference distance sensors are arranged on the first section of the highway tunnel entrance, wherein the plurality of reference distance sensors include a reference distance sensor arranged on the vertex of the first section, and the reference distance sensors are evenly arranged on the edge of the first section;

[0036] Step S102, establishing a physical coordinate system with the position of the reference distance sensor on the vertex of the first cross section as the origin, and obtaining the reference physical coordinates of each reference distance sensor in the physical coordinate system, wherein the Y axis of the physical coordinate system is perpendicular to the cross section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis;

[0037] Step S103, marking the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model according to the reference physical coordinates;

[0038] Step S104, at the end of the ith time period of the highway tunnel construction, a plurality of distance sensors are arranged on the ith section of the highway tunnel, wherein the plurality of distance sensors include distance sensors arranged on the vertices of the ith section, and the distance sensors are evenly arranged on the edges of the ith section;

[0039] Step S105, in the highway tunnel BIM model, determining virtual coordinates of multiple distance sensors on the i-th section, and determining theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system according to the virtual coordinates;

[0040] Step S106, determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section;

[0041] Step S107, determining a highway tunnel safety monitoring score according to the physical coordinates and theoretical coordinates of the multiple distance sensors on the multiple sections, the reference physical coordinates, and the serial number of each section;

[0042] Step S108, generating a safety monitoring report according to the highway tunnel safety monitoring score.

[0043] According to the BIM-based highway tunnel safety monitoring method of the embodiment of the present invention, at the end of each time period, the theoretical physical coordinates of multiple distance sensors on the cross section can be determined based on the BIM model, and the physical coordinates of the distance sensor can be determined according to the distance between the distance sensor and multiple reference sensors. Therefore, based on the deviation between the physical coordinates and the theoretical physical coordinates, it can be determined whether there are errors in the construction process of the highway tunnel or whether the tunnel is affected by factors such as stress deformation, thereby accurately judging whether there are safety hazards in the tunnel and improving the accuracy of safety monitoring.

[0044] According to one embodiment of the present invention, in step S101, tunnel construction (including highway tunnel construction) usually uses a shield machine to carry out excavation. At the end of the first time period after the start of construction, the excavation work at the entrance of the highway tunnel has been completed, and multiple reference distance sensors can be set on the first section of the entrance of the highway tunnel. The section is a cross section of the tunnel, and the section and the normal are parallel to the axial direction of the tunnel. The edge of the section is located on the tunnel wall, and multiple reference distance sensors can be set on the tunnel wall. The distance sensor can use a wireless distance sensor, the reference distance sensor can be the receiving end of the wireless signal, and the distance sensors of other cross sections can be the transmitting end of the wireless signal. According to the strength of the wireless signal received by the receiving end, the distance between the other distance sensors and the reference distance sensor can be measured, or a message can be sent to the reference distance sensor through the distance sensor, and the reference distance sensor can be made to reply immediately after receiving the message, and then the time when the distance sensor sends the message, the time when the reply message is received, and the processing time of the instruction of the reply message by the reference distance sensor are calculated, and then the distance between the distance sensor and the reference distance sensor is calculated. The distance measurement accuracy can reach the centimeter level, and even if there are obstacles such as rocks between the distance sensor and the reference distance sensor, the impact on the wireless signal is small. Therefore, in the tunnel, the distance between the distance sensor and the reference distance sensor can be accurately measured. If the tunnel is a straight tunnel without obstructions such as bends, a laser distance sensor can also be used as the distance sensor, and the reference sensor can be a target point that can be irradiated by the laser, so the distance between the distance sensor and the reference distance sensor can be directly measured by the laser distance sensor.

[0045] According to an embodiment of the present invention, both the reference distance sensor on the first section and the distance sensors on subsequent other sections are evenly arranged on the edge of the section, and the first sensor on each section is arranged on the vertex of the section. The number of sensors on each section is equal.

[0046] According to an embodiment of the present invention, in step S102, a physical coordinate system may be established, wherein the physical coordinate system takes the position of the reference distance sensor at the vertex of the first section as the origin, the normal of the section as the Y-axis direction, the vertical direction as the Z-axis direction, and the direction perpendicular to both the X-axis and the Z-axis as the X-axis direction. Further, the reference physical coordinates of each reference sensor may be determined by measuring the relative positional relationship between each reference sensor and the origin (including the distance, the angle between the line connecting the reference sensor and the origin and each axis, etc.).

[0047] According to one embodiment of the present invention, in step S103, a BIM model may be established based on the design parameters of a highway tunnel, and may be continuously updated as the construction progresses. For example, after the shield machine has excavated a certain distance, the BIM model may be updated so that the tunnel in the BIM model is also deepened by a certain distance, and the size of the tunnel in the BIM model and the position of each point in the tunnel have a mapping relationship with the size and position of the tunnel in the physical coordinate system. Therefore, the BIM model may be used as a theoretical model to describe the size of the tunnel and the theoretical position of each point in the tunnel in the physical coordinate system in the absence of construction errors.

[0048] According to one embodiment of the present invention, in step S104, at the end of the ith time period, a plurality of distance sensors are arranged on the ith section of the highway tunnel in a manner as described above and will not be described again.

[0049] According to an embodiment of the present invention, in step S105, since the setting mode of the distance sensors on the i-th section is determined, that is, they are evenly set on the edge of the section, and the first distance sensor is located at the vertex of the section, the section can be found in the tunnel of the BIM model. For example, the distance between the i-th section and the tunnel entrance in reality is A, and the angle between the axial direction of the tunnel and the three axes of the physical coordinate system can be determined based on the design parameters of the tunnel. Then, based on the mapping relationship, as well as the distance A and the angle, the theoretical relative position relationship between the corresponding section in the BIM model and the tunnel entrance can be determined, and then the section can be found. Further, based on the above mapping relationship and the above theoretical relative position relationship, the position relationship between the virtual coordinates of the distance sensor on the section and the reference virtual coordinates of the reference distance sensor can be determined, thereby determining the virtual position of the above position sensor in the BIM model. Based on the above mapping relationship, the virtual coordinates of these points in the BIM model can be mapped to the physical coordinate system to obtain the theoretical physical coordinates of the above-mentioned multiple distance sensors in the physical coordinate system, that is, the theoretical positions of the multiple distance sensors when no construction errors or tunnel deformations occur.

[0050] According to an embodiment of the present invention, in step S106, since the physical coordinates of the distance sensor are three-dimensional coordinates, it is necessary to at least measure the distance between the distance sensor and the three reference sensors before the physical coordinates of the distance sensor can be solved. For example, the coordinates of the three reference sensors are all known quantities, and the distance between the distance sensor and the three reference sensors can be used as a known quantity, and the physical coordinates of the distance sensor can be used as an unknown quantity, so that the relationship between the distance and the coordinates can be obtained, and the relationship between the distance between the distance sensor and the three reference sensors and the coordinates can be solved as a set of equations to obtain the solution value of the physical coordinates of the distance sensor. There may be some differences between the physical coordinates of the distance sensor and the theoretical coordinates, and these differences may be caused by factors such as construction errors and tunnel deformation. Based on the error between the two, it can be judged whether these factors exist and whether these factors are sufficient to cause safety hazards.

[0051] According to one embodiment of the present invention, in step S107, a highway tunnel safety monitoring score is determined according to the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section, including: determining the highway tunnel deformation safety score according to the physical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section; determining the highway tunnel direction safety score according to the physical coordinates and theoretical coordinates of the distance sensors at the vertices of the multiple sections, and the reference physical coordinates of the reference distance sensor at the vertex of the first section; determining the highway tunnel orientation safety score according to the physical coordinates and theoretical coordinates of the multiple distance sensors on the multiple sections, and the serial number of each section; determining the highway tunnel safety monitoring score according to the highway tunnel deformation safety score, the highway tunnel direction safety score, and the highway tunnel orientation safety score.

[0052] According to one embodiment of the present invention, the cross section at the entrance of the highway tunnel is subjected to less stress, and this position is the starting position, and there is no construction error. Moreover, since the highway tunnel is obtained by excavation of a shield machine, the shape of each cross section in the tunnel is the same. Therefore, the first cross section can be used as a reference to determine whether subsequent cross sections are deformed relative to the first cross section.

[0053] According to one embodiment of the present invention, a highway tunnel deformation safety score is determined based on the physical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial numbers of each section, including: determining a first vector between the reference physical coordinates of the reference distance sensor on the vertex of the first section and the reference physical coordinates of the reference distance sensors uniformly arranged on the edge of the first section; determining an i-th vector between the physical coordinates of the distance sensor on the vertex of the i-th section and the physical coordinates of the distance sensors uniformly arranged on the edge of the i-th section; and determining the highway tunnel deformation safety score based on the first vector, the i-th vector, and the serial numbers of each section.

[0054] According to one embodiment of the present invention, the vector from the reference physical coordinates of the reference distance sensor on the vertex of the first section to the reference physical coordinates of other reference distance sensors on the first section is the first vector. The vector from the physical coordinates of the distance sensor on the vertex of the i-th section to the physical coordinates of other distance sensors on the i-th section is the i-th vector. Based on the similarity between the first vector and the i-th vector, it can be determined whether the first section is similar to the i-th section, and then whether the i-th section is deformed.

[0055] According to one embodiment of the present invention, the deformation safety score of the highway tunnel is determined according to the first vector, the i-th vector, and the sequence number of each section, including: determining the deformation safety score S of the highway tunnel according to formula (1): d ,

[0056]

[0057] Among them, V 1,j is the first vector between the reference physical coordinates of the reference distance sensor on the vertex of the first section and the reference physical coordinates of the jth reference distance sensor on the edge of the first section, V i,j is the i-th vector between the physical coordinates of the distance sensor on the vertex of the i-th section and the physical coordinates of the j-th distance sensor on the edge of the i-th section, V 1,j With V i,j The cosine similarity of , n is the number of distance sensors set on each section, m is the number of sections, j≤n, i≤m, and i, j, n and m are all positive integers, and min is the minimum value function.

[0058] According to one embodiment of the present invention, in formula (1), the minimum value of the cosine similarity between the i-th vector between the physical coordinates of the distance sensor on the vertex of the i-th section and the physical coordinates of the j-th distance sensor on the edge of the i-th section and the first vector between the reference physical coordinates of the reference distance sensor on the vertex of the first section and the reference physical coordinates of the j-th reference distance sensor on the edge of the first section can be solved. Since the distance sensors on each section are set in the same way, the i-th vector between the distance sensor on the vertex and the j-th distance sensor and the first vector between the reference distance sensor on the vertex and the j-th reference distance sensor are theoretically the same. If the i-th section is deformed, the first vector will be inconsistent with the i-th vector, that is, the cosine similarity between the two is less than 1. The minimum value of the cosine similarity can be solved to describe the most serious deformation of the i-th section.

[0059] According to an embodiment of the present invention, in a highway tunnel, the closer to the axial center, the greater the danger of deformation and the greater the difficulty of repair. That is, the closer to the axial center, the farther away from the exits at both ends of the tunnel. Therefore, if deformation occurs, the greater the difficulty of repair and the more likely it is to cause safety hazards. Therefore, when the tunnel is completed, it has gone through m time periods and set m sections. Assuming that the construction progress of each time period is the same, the first The position of the cross section is the middle position of the tunnel axis. is not an integer, then The position of the cross section is Section and The middle of the cross section. As the weight of each section, that is, the closer the section number is, the The higher the weight, the further away The weight can be used to perform weighted average processing on the minimum value of the cosine similarity corresponding to each section to obtain the deformation safety score of the highway tunnel, which can be used to describe the overall deformation of the highway tunnel and the safety hazards caused by the deformation. The higher the deformation safety score of the highway tunnel, the fewer safety hazards caused by the deformation.

[0060] In this way, the most serious deformation condition of each section can be described by the minimum value of the cosine similarity between the first vector and the i-th vector. Based on the characteristics that the closer to the axial center of the tunnel, the greater the danger of deformation and the greater the difficulty of repair, the minimum value of the cosine similarity of each section is weighted averaged to obtain the deformation safety score of the highway tunnel, thereby accurately and objectively describing the overall deformation of the highway tunnel and the safety hazards caused by the deformation.

[0061] According to an embodiment of the present invention, during the construction of a highway tunnel, there may be a certain deviation between the axial direction of the tunnel and the designed tunnel direction, which may lead to an error in the tunnel direction, thereby causing safety hazards. In each section, a distance sensor on a vertex may be selected, and based on the physical coordinates and theoretical coordinates of the distance sensor on the vertex, it may be determined whether the position of the vertex deviates from the designed position, thereby determining whether the direction of the tunnel deviates.

[0062] According to one embodiment of the present invention, a highway tunnel directional safety score is determined based on the physical coordinates and theoretical coordinates of the distance sensors at the vertices of multiple sections and the reference physical coordinates of the reference distance sensor at the vertex of the first section, including: determining the actual direction vector between the physical coordinates of the distance sensors at the vertices of each section and the reference physical coordinates of the reference distance sensor at the vertex of the first section; determining the theoretical direction vector between the theoretical coordinates of the distance sensors at the vertices of each section and the reference physical coordinates of the reference distance sensor at the vertex of the first section; and determining the highway tunnel directional safety score based on the actual direction vector and the theoretical direction vector.

[0063] According to one embodiment of the present invention, the physical coordinates of the distance sensor at the vertex of the i-th section may be subtracted from the reference physical coordinates of the reference distance sensor at the vertex of the first section to obtain the actual direction vector of the vertex of the i-th section, and the theoretical coordinates of the distance sensor at the vertex of the i-th section may be subtracted from the reference physical coordinates of the reference distance sensor at the vertex of the first section to obtain the theoretical direction vector of the vertex of the i-th section.

[0064] According to one embodiment of the present invention, determining the highway tunnel direction safety score according to the actual direction vector and the theoretical direction vector includes: determining the highway tunnel direction safety score S according to formula (2): di ,

[0065]

[0066] Among them, V a，i is the actual direction vector between the physical coordinates of the distance sensor at the vertex of the i-th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V th，i is the theoretical direction vector between the theoretical coordinates of the distance sensor at the vertex of the i-th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V a，i-1 is the actual direction vector between the physical coordinates of the distance sensor at the vertex of the i-1th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V th，i-1The theoretical direction vector between the theoretical coordinates of the distance sensor at the vertex of the i-1th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, m is the number of sections, i≤m, and i and m are both positive integers, θ p is the preset upper limit of the angle deviation, min is the minimum value function, and max is the maximum value function.

[0067] According to one embodiment of the present invention, is the cosine similarity between the actual direction vector and the theoretical direction vector of the vertex of the i-th section, so, It is the angle between the actual direction vector of the vertex of the i-th section and the theoretical direction vector. The larger the angle, the greater the angular deviation of the tunnel at the i-th section, that is, the greater the deviation between the actual axial direction of the tunnel and the designed axial direction. The maximum value of the cosine similarity corresponding to the vertices of multiple sections can be taken to describe the maximum deviation between the actual axial direction of the tunnel and the designed axial direction. is the relative difference between the preset upper limit of the angle deviation and the above maximum deviation. The larger the relative difference is, the smaller the above maximum deviation is, that is, the smaller the overall angle deviation of the tunnel is. It can be used as an alternative value for the directional safety score of highway tunnels.

[0068] According to one embodiment of the present invention, V a，i -V a，i-1 is the vector difference between the actual direction vector of the vertex of the i-th section and the actual direction vector of the vertex of the i-1th section, which can represent the actual vector between the vertex of the i-1th section and the vertex of the i-th section. Similarly, V th，i -V th，i-1 Represents the theoretical vector between the vertex of the i-1th section to the vertex of the i-th section. If there is a deviation between the actual vector and the theoretical vector, it can be said that the tunnel has a deviation at the i-th section, that is, the axial direction of the tunnel deviates from the designed axial direction at the i-th section. is the angle between the actual vector and the theoretical vector between each adjacent vertex. The maximum value of the angle between the actual vector and the theoretical vector can be taken to represent the maximum deviation between the actual axis of the tunnel and the designed axis. It indicates the relative difference between the preset upper limit of angle deviation and the maximum deviation. The larger the relative difference is, the smaller the above maximum deviation is, that is, the smaller the overall angle deviation of the tunnel is. It can be used as an alternative value for the directional safety score of highway tunnels.

[0069] According to one embodiment of the present invention, the minimum value among the above alternative values ​​may be selected as the highway tunnel directional safety score, so that the highway tunnel directional safety score can describe the maximum deviation between the actual axial direction and the designed axial direction of the tunnel.

[0070] In this way, the directional safety score of the highway tunnel can be determined by two aspects: the deviation between the direction of the vector between the vertex of each section and the vertex of the first section and the theoretical direction, and the deviation between the direction of the vector between the vertices of adjacent sections and the theoretical direction. The directional safety score of the highway tunnel can describe the maximum deviation between the actual axial direction and the designed axial direction of the tunnel, thereby improving the accuracy and objectivity of the directional safety score of the highway tunnel.

[0071] According to one embodiment of the present invention, the difference between the actual coordinates and theoretical coordinates of multiple distance sensors on the cross section can represent the deviation between the theoretical coordinates and the actual coordinates of a certain position in the tunnel, and the deviation can be used to determine the highway tunnel orientation safety score.

[0072] According to one embodiment of the present invention, the highway tunnel orientation safety score is determined based on the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, as well as the serial numbers of each section, including: obtaining the actual centroid coordinates of the multiple sections based on the physical coordinates of the multiple distance sensors on the multiple sections; obtaining the theoretical centroid coordinates of the multiple sections based on the theoretical coordinates of the multiple distance sensors on the multiple sections; and determining the highway tunnel orientation safety score based on the theoretical centroid coordinates, the actual centroid coordinates and the serial numbers of each section.

[0073] According to one embodiment of the present invention, in order to improve the accuracy of the position of each section, the physical coordinates of multiple distance sensors on the section can be averaged to obtain the actual centroid coordinates of the section, which can be used to represent the actual position of the section. On the other hand, the theoretical coordinates of multiple distance sensors on the section can be averaged to obtain the theoretical centroid coordinates of the section, which can be used to represent the theoretical position of the section. The gap between the theoretical position and the actual position of each section can then be used to determine the orientation safety score of the highway tunnel.

[0074] According to one embodiment of the present invention, the highway tunnel orientation safety score is determined according to the theoretical centroid coordinates, the actual centroid coordinates and the serial numbers of each section, including: determining the highway tunnel orientation safety score S according to formula (3): po ,

[0075]

[0076] Among them, C a，i is the actual centroid coordinate of the i-th section, C th，i is the theoretical centroid coordinate of the i-th section, L p is the preset upper limit of the deviation distance, m is the number of sections, i≤m, and i and m are both positive integers.

[0077] According to one embodiment of the present invention, C a，i -C th，i is the vector between the theoretical centroid coordinates and the actual centroid coordinates of the i-th section, ||C a，i -C th，i || is the modulus of the vector, which can be used to represent the deviation between the actual position and theoretical position of the centroid of the i-th section. It is the relative gap between the preset upper limit of the deviation distance and the above deviation amount. The larger the deviation amount, the smaller the relative gap is, resulting in a lower highway tunnel orientation safety score. The meaning is the same as above and will not be repeated here. By taking a weighted average of the above relative gaps corresponding to each section, the highway tunnel orientation safety score can be obtained, which is used to describe the gap between the overall actual orientation and the theoretical orientation of the highway tunnel.

[0078] In this way, the highway tunnel orientation safety score can be determined by the deviation between the theoretical position and the actual position of the centroid of each section, as well as the weight of each section, so as to accurately and objectively describe the gap between the overall actual orientation and the theoretical orientation of the highway tunnel.

[0079] According to one embodiment of the present invention, the above-mentioned highway tunnel deformation safety score, highway tunnel direction safety score and highway tunnel orientation safety score may be weightedly summed to obtain a highway tunnel safety monitoring score.

[0080] According to one embodiment of the present invention, in step S108, if the highway tunnel safety monitoring score is lower than a preset threshold, a safety monitoring report prompting tunnel repair may be generated.

[0081] According to the BIM-based highway tunnel safety monitoring method of the embodiment of the present invention, at the end of each time period, the theoretical physical coordinates of multiple distance sensors on the cross section can be determined based on the BIM model, and the physical coordinates of the distance sensor can be determined according to the distance between the distance sensor and the multiple reference sensors, so that it can be determined whether the highway tunnel has errors in the construction process or whether the tunnel is affected by factors such as stress deformation based on the deviation between the physical coordinates and the theoretical physical coordinates, so as to accurately judge whether the tunnel has safety hazards and improve the accuracy of safety monitoring. When determining the deformation safety score of the highway tunnel, the minimum value of the cosine similarity between the first vector and the i-th vector can be used to describe the most serious deformation of each cross section, and based on the characteristics that the closer the position is to the axial center of the tunnel, the greater the danger when deformation occurs and the greater the difficulty of repair, the minimum value of the cosine similarity of each cross section is weighted averaged to obtain the deformation safety score of the highway tunnel, so as to accurately and objectively describe the overall deformation of the highway tunnel and the safety hazards caused by the deformation. When determining the directional safety score of a highway tunnel, the directional safety score of the highway tunnel can be determined by the deviation between the direction of the vector between the vertex of each section and the vertex of the first section and the theoretical direction, and the deviation between the direction of the vector between the vertices of adjacent sections and the theoretical direction. This allows the directional safety score of the highway tunnel to describe the maximum deviation between the actual axial direction and the designed axial direction of the tunnel, thereby improving the accuracy and objectivity of the directional safety score of the highway tunnel. When determining the orientation safety score of a highway tunnel, the orientation safety score of the highway tunnel can be determined by the deviation between the theoretical position and the actual position of the centroid of each section, as well as the weight of each section, thereby accurately and objectively describing the gap between the overall actual orientation of the highway tunnel and the theoretical orientation.

[0082] Figure 2 A block diagram of a highway tunnel safety monitoring system based on BIM according to an embodiment of the present invention is exemplarily shown, and the system includes:

[0083] A first setting module is used to set a plurality of reference distance sensors on a first section of an entrance of the expressway tunnel at the end of a first time period of the expressway tunnel construction, wherein the plurality of reference distance sensors include a reference distance sensor set on a vertex of the first section, and the reference distance sensors are evenly set on edges of the first section;

[0084] A coordinate system module, used to establish a physical coordinate system with the position of the reference distance sensor on the vertex of the first section as the origin, and obtain the reference physical coordinates of each reference distance sensor in the physical coordinate system, wherein the Y axis of the physical coordinate system is perpendicular to the section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis;

[0085] A reference virtual coordinate module, used to mark the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model according to the reference physical coordinates;

[0086] A second setting module is used to set a plurality of distance sensors on an i-th section of the highway tunnel at the end of an i-th time period of highway tunnel construction, wherein the plurality of distance sensors include a distance sensor set on a vertex of the i-th section, and the distance sensors are evenly set on an edge of the i-th section;

[0087] A theoretical physical coordinate module, used to determine the virtual coordinates of multiple distance sensors on the i-th section in the highway tunnel BIM model according to the reference virtual coordinates, and to determine the theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system according to the virtual coordinates;

[0088] A physical coordinate module, used for determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section respectively;

[0089] A highway tunnel safety monitoring scoring module, used to determine a highway tunnel safety monitoring score based on the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section;

[0090] The reporting module is used to generate a safety monitoring report based on the highway tunnel safety monitoring score.

[0091] According to one embodiment of the present invention, a BIM-based highway tunnel safety monitoring device is provided, comprising: a processor; a memory for storing processor executable instructions; wherein the processor is configured to call the instructions stored in the memory to execute the BIM-based highway tunnel safety monitoring method.

[0092] According to one embodiment of the present invention, there is provided a computer-readable storage medium having computer program instructions stored thereon, wherein the computer program instructions, when executed by a processor, implement the BIM-based highway tunnel safety monitoring method.

[0093] The present invention may be a method, an apparatus, a system and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for executing various aspects of the present invention.

[0094] It should be understood by those skilled in the art that the embodiments of the present invention described above and shown in the accompanying drawings are only examples and do not limit the present invention. The purpose of the present invention has been fully and effectively achieved. The functional and structural principles of the present invention have been demonstrated and explained in the embodiments, and the embodiments of the present invention may be deformed or modified in any way without departing from the principles.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements 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.

Claims

1. A highway tunnel safety monitoring method based on BIM, characterized in that: include: At the end of the first time period of the highway tunnel construction, a plurality of reference distance sensors are arranged on the first section of the highway tunnel entrance, wherein the plurality of reference distance sensors include a reference distance sensor arranged on the vertex of the first section, and the reference distance sensors are evenly arranged on the edge of the first section; Taking the position of the reference distance sensor on the vertex of the first cross section as the origin, a physical coordinate system is established, and the reference physical coordinates of each reference distance sensor in the physical coordinate system are obtained, wherein the Y axis of the physical coordinate system is perpendicular to the cross section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis; According to the reference physical coordinates, marking the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model; At the end of the ith time period of the highway tunnel construction, a plurality of distance sensors are arranged on the ith section of the highway tunnel, wherein the plurality of distance sensors include distance sensors arranged on the vertices of the ith section, and the distance sensors are evenly arranged on the edges of the ith section; According to the reference virtual coordinates, in the highway tunnel BIM model, the virtual coordinates of the multiple distance sensors on the i-th section are determined, and according to the virtual coordinates, the theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system are determined; Determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section; Determine the highway tunnel safety monitoring score according to the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section; A safety monitoring report is generated based on the highway tunnel safety monitoring score.

2. The BIM-based highway tunnel safety monitoring method according to claim 1 is characterized in that: Determine the highway tunnel safety monitoring score according to the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section, including: Determining a deformation safety score of a highway tunnel according to the physical coordinates of a plurality of distance sensors on a plurality of cross sections, the reference physical coordinates, and the serial number of each cross section; Determine the directional safety score of the expressway tunnel according to the physical coordinates and theoretical coordinates of the distance sensors at the vertices of the plurality of sections and the reference physical coordinates of the reference distance sensor at the vertex of the first section; Determine the highway tunnel orientation safety score based on the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections and the serial number of each section; A highway tunnel safety monitoring score is determined based on the highway tunnel deformation safety score, the highway tunnel direction safety score and the highway tunnel orientation safety score.

3. The BIM-based highway tunnel safety monitoring method according to claim 2 is characterized in that: Determining the deformation safety score of the highway tunnel according to the physical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section, including: Determine a first vector between a reference physical coordinate of a reference distance sensor at a vertex of the first cross section and a reference physical coordinate of reference distance sensors uniformly arranged at edges of the first cross section; Determine an i-th vector between the physical coordinates of the distance sensor on the vertex of the i-th section and the physical coordinates of the distance sensors uniformly arranged on the edge of the i-th section; A deformation safety score of a highway tunnel is determined according to the first vector, the i-th vector, and the serial numbers of each cross section.

4. The BIM-based highway tunnel safety monitoring method according to claim 3 is characterized in that: Determining the deformation safety score of the highway tunnel according to the first vector, the i-th vector, and the sequence number of each cross section includes: According to the formula Determining the Deformation Safety Score S of Highway Tunnels de , where V 1,j is the first vector between the reference physical coordinates of the reference distance sensor on the vertex of the first section and the reference physical coordinates of the jth reference distance sensor on the edge of the first section, V i,j is the i-th vector between the physical coordinates of the distance sensor on the vertex of the i-th section and the physical coordinates of the j-th distance sensor on the edge of the i-th section, V 1,j With V i,j The cosine similarity of , n is the number of distance sensors set on each section, m is the number of sections, j≤n, i≤m, and i, j, n and m are all positive integers, and min is the minimum value function.

5. The BIM-based highway tunnel safety monitoring method according to claim 2 is characterized in that: According to the physical coordinates and theoretical coordinates of the distance sensors at the vertices of the multiple sections and the reference physical coordinates of the reference distance sensor at the vertex of the first section, the directional safety score of the highway tunnel is determined, including: Determine the actual direction vector between the physical coordinates of the distance sensor at the vertex of each section and the reference physical coordinates of the reference distance sensor at the vertex of the first section; Determine a theoretical direction vector between the theoretical coordinates of the distance sensor at the vertex of each section and the reference physical coordinates of the reference distance sensor at the vertex of the first section; A highway tunnel direction safety score is determined according to the actual direction vector and the theoretical direction vector.

6. The BIM-based highway tunnel safety monitoring method according to claim 5 is characterized in that: Determining a highway tunnel direction safety score according to the actual direction vector and the theoretical direction vector includes: According to the formula Determine the safety score S of the highway tunnel direction di , where V a,i is the actual direction vector between the physical coordinates of the distance sensor at the vertex of the i-th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V th,i is the theoretical direction vector between the theoretical coordinates of the distance sensor at the vertex of the i-th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V a,i-1 is the actual direction vector between the physical coordinates of the distance sensor at the vertex of the i-1th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, V th,i-1 The theoretical direction vector between the theoretical coordinates of the distance sensor at the vertex of the i-1th section and the reference physical coordinates of the reference distance sensor at the vertex of the first section, m is the number of sections, i≤m, and i and m are both positive integers, θ p is the preset upper limit of the angle deviation, min is the minimum value function, and max is the maximum value function.

7. The BIM-based highway tunnel safety monitoring method according to claim 2 is characterized in that: According to the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections and the serial number of each section, the highway tunnel orientation safety score is determined, including: According to the physical coordinates of the multiple distance sensors on the multiple cross sections, the actual centroid coordinates of the multiple cross sections are obtained; According to the theoretical coordinates of the multiple distance sensors on the multiple cross sections, the theoretical centroid coordinates of the multiple cross sections are obtained; The orientation safety score of the expressway tunnel is determined according to the theoretical centroid coordinates, the actual centroid coordinates and the sequence numbers of each cross section.

8. The BIM-based highway tunnel safety monitoring method according to claim 7 is characterized in that: Determining the highway tunnel orientation safety score according to the theoretical centroid coordinates, the actual centroid coordinates and the sequence numbers of each section includes: According to the formula Determine the safety score S of the highway tunnel orientation po , where C a,i is the actual centroid coordinate of the i-th section, C th,i is the theoretical centroid coordinate of the i-th section, L p is the preset upper limit of the deviation distance, m is the number of sections, i≤m, and i and m are both positive integers.

9. A highway tunnel safety monitoring system based on BIM, characterized in that: include: A first setting module is used to set a plurality of reference distance sensors on a first section of an entrance of the expressway tunnel at the end of a first time period of the expressway tunnel construction, wherein the plurality of reference distance sensors include a reference distance sensor set on a vertex of the first section, and the reference distance sensors are evenly set on edges of the first section; A coordinate system module, used to establish a physical coordinate system with the position of the reference distance sensor on the vertex of the first section as the origin, and obtain the reference physical coordinates of each reference distance sensor in the physical coordinate system, wherein the Y axis of the physical coordinate system is perpendicular to the section of the highway tunnel entrance, the Z axis is in the vertical direction, and the X axis is perpendicular to both the Y axis and the Z axis; A reference virtual coordinate module, used to mark the reference virtual coordinates of the reference distance sensor in the highway tunnel BIM model according to the reference physical coordinates; A second setting module is used to set a plurality of distance sensors on an i-th section of the highway tunnel at the end of an i-th time period of highway tunnel construction, wherein the plurality of distance sensors include a distance sensor set on a vertex of the i-th section, and the distance sensors are evenly set on an edge of the i-th section; A theoretical physical coordinate module, used to determine the virtual coordinates of multiple distance sensors on the i-th section in the highway tunnel BIM model according to the reference virtual coordinates, and to determine the theoretical physical coordinates of the multiple distance sensors on the i-th section in the physical coordinate system according to the virtual coordinates; A physical coordinate module, used for determining the physical coordinates of the multiple distance sensors on the i-th section according to the distances between the multiple distance sensors on the i-th section and the multiple reference distance sensors on the first section respectively; A highway tunnel safety monitoring scoring module, used to determine a highway tunnel safety monitoring score based on the physical coordinates and theoretical coordinates of multiple distance sensors on multiple sections, the reference physical coordinates, and the serial number of each section; The reporting module is used to generate a safety monitoring report based on the highway tunnel safety monitoring score.

10. A highway tunnel safety monitoring device based on BIM, characterized in that: include: processor; A memory for storing processor-executable instructions; wherein the processor is configured to call the instructions stored in the memory to execute the method according to any one of claims 1-8.

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