A tunnel crack intelligent detection device

Abstract

The application discloses a kind of tunnel crack intelligent detection devices, the device includes vehicle-mounted main body, infrared thermal imaging module, crack positioning module, steering arm, fine adjustment control frame, scanning module and control module;Fine adjustment control frame includes connecting rod frame, guide frame, fixed rod, guide rod, upper drive frame, carrier plate and steering mechanism, two groups of connecting rod frame are arranged in parallel, and the front end and the rear end of two groups of connecting rod frame are connected by corresponding fixed rod to form rectangular chassis;Connecting rod frame is equipped with guide frame, guide frame between two groups of connecting rod frame is connected by guide rod, guide rod and connecting rod frame are perpendicular to each other, upper drive frame is rotatably connected to guide rod, and carrier plate is provided above upper drive frame, the lower end of steering mechanism is rotatably connected to the upper end of carrier plate, and the upper end of steering mechanism is connected with the lower end of scanner housing;The application can detect more optimal tunnel crack data in real time, and improve the detection efficiency of tunnel crack.

Description

Technical Field

[0001] This invention belongs to the field of tunnel inspection technology, specifically relating to an intelligent tunnel crack detection device. Background Technology

[0002] As a key component of transportation infrastructure, tunnels are subject to various human and natural factors during long-term operation, such as construction quality, changes in geological conditions, traffic loads, temperature and humidity variations, and groundwater activity. These factors can lead to cracks of various shapes and sizes appearing inside and on the surface of tunnels. The generation and propagation of tunnel cracks not only weaken the integrity and stability of the tunnel structure but can also trigger a series of problems affecting tunnel safety, such as water leakage, surrounding rock instability, and lining spalling. Therefore, for the sake of tunnel safety, the identification and detection of tunnel cracks has become an essential routine maintenance task.

[0003] However, in existing technologies, most methods employ high-definition photography / videography and drone inspections to acquire crack images for quantitative analysis. For example, the invention patent with patent number CN115680777B uses a crack scanning detector to scan and detect cracks on the tunnel roof. This method is simple to operate and saves manpower, and the crack scanning and detection process is stable. However, the processing and analysis of high-definition images and large amounts of video data are time-consuming, especially without efficient algorithm support. The data processing efficiency is low, requiring a considerable amount of time to complete the analysis, making real-time detection impossible. Furthermore, for complex crack detection, manual intervention is still required for crack identification and quantitative analysis, which has certain limitations. On the other hand, the invention patent with patent number CN115388784B uses a contact detection method to acquire crack data. Although this method is highly efficient, the detection process is complex, severely affecting the detection efficiency. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an intelligent tunnel crack detection device. This device uses an infrared thermal imaging module to locate the distribution of tunnel cracks in a non-contact detection manner to obtain non-clear spatial distribution feature data of the cracks. Then, the control module uses the non-clear spatial distribution feature data to fit and fine-tune the movement trajectory of the control frame, thereby controlling the scanning module to perform fine scanning along the crack distribution and perform real-time detection. Finally, it can quickly detect better tunnel crack data, thereby improving the detection efficiency of tunnel cracks.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] A smart tunnel crack detection device includes a vehicle-mounted main body, an infrared thermal imaging module, a crack positioning module, a steering arm (1), a fine-tuning control frame (2), a scanning module (3), and a control module;

[0007] The infrared thermal imaging module is used to perform infrared scanning of cracks in the tunnel under test.

[0008] The crack location module is used to record the spatial coordinates of the location of the crack in the tunnel under test in real time.

[0009] The vehicle-mounted main body is used for the overall movement of the intelligent tunnel crack detection device;

[0010] The scanning module (3) includes an image projection unit (31), a laser scanner unit (32), and a scanner housing. The image projection unit (31) and the laser scanner unit (32) are both disposed inside the scanner housing, and the image projection unit (31) is disposed in front of the laser scanner.

[0011] The fine-tuning control frame (2) includes a connecting rod frame (21), a guide frame (23), a fixed rod (22), a guide rod (24), an upper drive frame (25), a carrier plate (26), and a steering mechanism. Two sets of connecting rod frames (21) are arranged in parallel, and the front and rear ends of the two sets of connecting rod frames (21) are connected by corresponding fixed rods (22) to form a rectangular base frame. The connecting rod frame (21) is equipped with the guide frame (23), and the guide frames (23) on the two sets of connecting rod frames (21) are connected by the guide rod (24). The guide rod (24) and the connecting rod frame (21) are perpendicular to each other. The upper drive frame (25) is rotatably connected to the guide rod (24), and the upper drive frame (25) is provided with the carrier plate (26) above it. The carrier plate (26) is parallel to the rectangular base frame. The lower end of the steering mechanism is rotatably connected to the upper end of the carrier plate (26), and the upper end of the steering mechanism is connected to the lower end of the scanner housing. The bottom of the fine-tuning control frame (2) is connected to the top of the vehicle body through the steering arm (1).

[0012] The infrared thermal imaging module, the crack location module, and the control module are all located on the vehicle body, and the control module is communicatively connected to the crack location module, the steering arm (1), the infrared thermal imaging module, and the scanning module (3).

[0013] Preferably, the steering mechanism includes a steering motor (211), a turning frame (27), a first connecting rod (29), a second connecting rod (210), and a U-shaped frame plate (28). The steering motor (211) is rotatably connected to the top of the carrier plate (26). The driving end of the steering motor (211) is connected to the lower end of the turning frame (27) through the first connecting rod (29). The upper end of the turning frame (27) is connected to the U-shaped frame plate (28) through the second connecting rod (210). The lower end of the scanner housing is mounted on the U-shaped frame plate (28).

[0014] Preferably, the system also includes an environmental analysis module, which includes multiple temperature and humidity sensors, vibration sensors, and stress sensors. These sensors are evenly distributed at various locations within the tunnel and are communicatively connected to the data acquisition module.

[0015] Preferably, the laser scanner unit (32) includes a laser (3201), a laser head (3202), and an optical receiver (3203). Multiple laser heads (3202) are provided and are evenly distributed in a matrix at the emitting end of the laser (3201). The laser (3201) is installed inside the scanner housing, and the optical receiver (3203) is installed on one side of the laser (3201).

[0016] Preferably, the fine-tuning control frame (2) also includes an ultrasonic detector.

[0017] Preferably, the image projection unit (31) includes an image projection light source (3101), an optical reflector (3102), a projection contrast component (4), a feedback light source receiver (3103), a feedback light source signal input device, and an image projection unit housing. The image projection light source (3101), optical reflector (3102), feedback light source receiver (3103), and projection contrast component (4) are all disposed inside the projection unit housing. The front end of the projection unit housing is provided with an emission hole. Therefore, the image projection light source (3101) is used to project light onto the tunnel crack to be tested. There are multiple optical reflectors (3102), and the multiple optical reflectors (3102) are used to refract the light source to the emission hole. The projection contrast component (4) is disposed between the emission hole and the optical reflector (3102) closest to the emission hole. The projection contrast component (4) is used to project structured light onto the tunnel crack to be tested. The feedback light source receiver (3103) is used to receive the structured light reflected by the tunnel crack. The feedback light source signal input device is used to collect the structured light image of the tunnel crack to be tested.

[0018] Preferably, the projection contrast component (4) includes an imaging belt (41), adjustment wheels (42), and a frame (43). There are two adjustment wheels (42), which are arranged on both sides of the emission hole. The two ends of the imaging belt (41) are respectively wrapped around the two adjustment wheels (42). A light-transmitting surface (45) is provided in the middle of the imaging belt (41). A frame (43) is provided above the light-transmitting surface (45). A projection hole (44) is provided in the middle of the frame (43). When working, the light emitted by the image projection light source (3101) passes through multiple optical reflectors (3102), the projection hole (44), and the light-transmitting surface (45) in sequence to form the structured light.

[0019] Preferably, the light-transmitting surface (45) is trapezoidal, and the adjustment wheel (42) is provided with a rotation count meter, which is used to record the number of rotations of the adjustment wheel (42) in real time.

[0020] Preferably, the rectangular base frame is provided with anti-collision components (5) at each of the four corners.

[0021] Preferably, the anti-collision assembly includes a corner piece (51) and an anti-collision bracket (52). The corner piece (51) has an L-shaped cross-section, and there are two anti-collision brackets (52). The two anti-collision brackets (52) are respectively installed on the left side and the bottom of the corner piece (51).

[0022] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0023] (1) The intelligent tunnel crack detection device of the present invention, through the clever cooperation of the steering arm, the fine adjustment control frame and the scanning module, enables the device to continuously and stably scan and detect cracks in the tunnel during operation, thereby avoiding the problem of unclear data acquired by the scanning module due to device movement and bumps, resulting in poor detection accuracy. In addition, the fine adjustment control frame is also equipped with anti-collision components. Since the environment inside the tunnel is relatively complex, this setting can effectively buffer the force of impact on the fine adjustment control frame and the scanning module, and improve the durability of the intelligent tunnel crack detection device.

[0024] (2) The intelligent tunnel crack detection device of the present invention uses a non-contact method to locate the distribution of tunnel cracks through an infrared thermal imaging module to obtain non-clear spatial distribution feature data of cracks. Then, the control module uses the non-clear spatial distribution feature data to fit and fine-tune the movement trajectory of the control frame, thereby controlling the scanning module to perform fine scanning along the crack distribution, and finally detects better tunnel crack data in real time, thereby improving the detection efficiency of tunnel cracks. Attached Figure Description

[0025] Figure 1This is a partial structural schematic diagram of an intelligent tunnel crack detection device provided in an embodiment of the present invention;

[0026] Figure 2 This is a schematic diagram of the structure of the fine-tuning control frame provided in an embodiment of the present invention;

[0027] Figure 3 This is a schematic diagram of the structure of an image projection scheme provided in an embodiment of the present invention;

[0028] Figure 4 This is a schematic diagram of the projection contrast component provided in an embodiment of the present invention;

[0029] Figure 5 This is a schematic diagram of the operation of the laser scanning unit provided in an embodiment of the present invention;

[0030] In the diagram: 1 is the steering arm; 2 is the fine-tuning control frame; 21 is the connecting rod frame; 22 is the fixed rod; 23 is the guide frame; 24 is the guide rod; 25 is the upper drive frame; 26 is the carrier plate; 27 is the turning frame; 28 is the U-shaped frame plate; 29 is the first connecting rod; 210 is the second connecting rod; 211 is the steering motor; 3 is the scanning module; 31 is the image projection unit; 3101 is the image projection light source; 3102 is the optical reflector; 3103 is the feedback light source receiver; 32 is the laser scanner unit; 3201 is the laser; 3202 is the laser head; 3203 is the optical receiver; 4 is the projection contrast component; 41 is the imaging belt; 42 is the adjusting wheel; 43 is the frame; 44 is the projection hole; 45 is the light-transmitting surface; 5 is the anti-collision component; 51 is the corner piece; 52 is the anti-collision bracket. Detailed Implementation

[0031] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0032] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0033] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0034] Example

[0035] like Figures 1-5 As shown, a tunnel crack intelligent detection device includes a vehicle-mounted main body, an infrared thermal imaging module, a crack positioning module, a steering arm 1, a fine-tuning control frame 2, a scanning module 3, and a control module.

[0036] The infrared thermal imaging module is used to perform infrared scanning of cracks in the tunnel under test.

[0037] The crack location module is used to record the spatial coordinates of the location of the crack in the tunnel under test in real time.

[0038] The vehicle-mounted main body is used for the overall movement of the intelligent tunnel crack detection device;

[0039] The scanning module 3 includes an image projection unit 31, a laser scanner unit 32, and a scanner housing. The image projection unit 31 and the laser scanner unit 32 are both disposed inside the scanner housing, and the image projection unit 31 is disposed in front of the laser scanner.

[0040] like Figure 2 As shown, the fine-tuning control frame 2 includes a connecting rod frame 21, a guide frame 23, a fixed rod 22, a guide rod 24, an upper drive frame 25, a carrier plate 26, and a steering mechanism. Two sets of connecting rod frames 21 are arranged in parallel, and their front and rear ends are connected by corresponding fixed rods 22 to form a rectangular base frame. The guide frame 23 is mounted on the connecting rod frame 21, and the guide frames 23 on the two sets of connecting rod frames 21 are connected by the guide rod 24. The guide rod 24 is perpendicular to the connecting rod frame 21. The upper drive frame 25 is rotatably connected to the guide rod 24, and the carrier plate 26 is located above the upper drive frame 25. The carrier plate 26 is parallel to the rectangular base frame. The lower end of the steering mechanism is rotatably connected to the upper end of the carrier plate 26, and the upper end of the steering mechanism is connected to the lower end of the scanner housing. The bottom of the fine-tuning control frame 2 is connected to the top of the vehicle-mounted body via the steering arm 1.

[0041] Specifically, such as Figure 2 As shown, the rectangular base frame is provided with anti-collision components (5) at all four corners. The anti-collision components include corner pieces (51) and anti-collision brackets (52). The corner pieces (51) have an L-shaped cross-section. There are two anti-collision brackets (52). The two anti-collision brackets (52) are respectively installed on the left side and bottom of the corner pieces (51). This arrangement can effectively buffer the force when the fine-tuning control frame and scanning module are impacted, and improve the durability of the tunnel crack intelligent detection device.

[0042] The infrared thermal imaging module, the crack location module, and the control module are all located on the vehicle body, and the control module is communicatively connected to the crack location module, the steering arm 1, the infrared thermal imaging module, and the scanning module 3.

[0043] Specifically, the steering mechanism includes a steering motor 211, a turning frame 27, a first connecting rod 29, a second connecting rod 210, and a U-shaped frame plate 28. The steering motor 211 is rotatably connected to the top of the carrier plate 26. The driving end of the steering motor 211 is connected to the lower end of the turning frame 27 through the first connecting rod 29. The upper end of the turning frame 27 is connected to the U-shaped frame plate 28 through the second connecting rod 210. The lower end of the scanner housing is mounted on the U-shaped frame plate 28.

[0044] Specifically, the intelligent tunnel crack detection device also includes an environmental analysis module, which includes multiple temperature and humidity sensors, vibration sensors, and stress sensors. These sensors are evenly distributed at various locations in the tunnel and are communicatively connected to the data acquisition module.

[0045] Specifically, such as Figure 5 As shown, the laser scanner unit 32 includes a laser 3201, a laser head 3202, and an optical receiver 3203. Multiple laser heads 3202 are provided and are evenly distributed in a matrix at the emitting end of the laser 3201. The laser 3201 is installed inside the scanner housing, and the optical receiver 3203 is installed on one side of the laser 3201.

[0046] Specifically, the working principle of the laser scanner unit 32 is as follows:

[0047] When the matrix laser head 3202 on the laser 3201 receives a signal, it emits a laser beam from the crack in the tunnel to be tested. The optical receiver 3203 receives the laser beam fed back by the crack in the tunnel to be tested in real time and transmits the obtained data to the control module. The control module calculates the width change of the crack to be tested based on the change of the received signal.

[0048] Specifically, the intelligent tunnel crack detection device also includes an ultrasonic detector.

[0049] The intelligent tunnel crack detection device can also be equipped with an evaluation module as needed. This evaluation module receives crack detection data from the ultrasonic detector and other modules and performs real-time analysis and processing. Based on historical crack data, it constructs a crack detection dataset and corresponding algorithm model to assess the severity, development trend, and potential impact on the overall structural safety of the tunnel, thereby achieving long-term monitoring and early warning of the tunnel's health status.

[0050] Specifically, such as Figure 3As shown, the image projection unit 31 includes an image projection light source 3101, an optical reflector 3102, a projection contrast component 4, a feedback light source receiver 3103, a feedback light source signal input device, and an image projection unit housing. The image projection light source 3101, optical reflector 3102, feedback light source receiver 3103, and projection contrast component 4 are all disposed within the projection unit housing. The front end of the projection unit housing has an emission hole, so the image projection light source 3101 is used to project light onto the tunnel crack to be tested. There are multiple optical reflectors 3102, which are used to refract the light source to the emission hole. The projection contrast component 4 is disposed between the emission hole and the optical reflector 3102 closest to the emission hole, and is used to project structured light onto the tunnel crack to be tested. The feedback light source receiver 3103 is used to receive the structured light reflected by the tunnel crack, and the feedback light source signal input device is used to collect the structured light image of the tunnel crack to be tested.

[0051] like Figure 4 As shown, the projection contrast component 4 includes an imaging belt 41, adjusting wheels 42, and a frame 43. There are two adjusting wheels 42, which are arranged on both sides of the emission hole. The two ends of the imaging belt 41 are respectively wrapped around the two adjusting wheels 42. A light-transmitting surface 45 is provided in the middle of the imaging belt 41. A frame 43 is provided above the light-transmitting surface 45. A projection hole 44 is provided in the middle of the frame 43.

[0052] The working principle of the projection contrast component 4 is as follows:

[0053] During operation, the two adjustment wheels 42 rotate synchronously and in the same direction. The high-intensity light source projected by the image projection light source 3101 passes through multiple optical reflectors 3102, projection holes 44, and light-transmitting surfaces 45 in sequence to finally form the structured light. In addition, in order to adjust the width of the structured light projected on the crack surface and make it match or equal to the actual width of the crack as much as possible, it is necessary to adjust the adjustment wheels 42 by making a winding adjustment movement. When the structured light stripe matches the crack width, the feedback light source receiver 3103 can accurately receive and obtain the diffraction, reflection, or occlusion feature data of the structured light at the crack. By combining the structured light image, the geometric parameters of the crack, such as the crack position, length, width, and orientation, are extracted and analyzed by the image processing algorithm, thereby constructing clear crack measurement model data.

[0054] Specifically, the light-transmitting surface 45 is trapezoidal, and the adjustment wheel 42 is equipped with a rotation count meter. The rotation count meter is used to record the number of rotations of the adjustment wheel 42 in real time. This setting makes it easy to calculate the analytical data of the structured light features in real time based on these rotation count information and the preset feature relationship corresponding to the light-transmitting surface 45, including but not limited to the width, spacing, direction and other characteristics of the structured light strip.

[0055] The working principle of the intelligent tunnel crack detection device is as follows:

[0056] When a crack in the tunnel to be tested is detected, the control module controls the vehicle-mounted body to move in front of the crack. Then, the infrared thermal imager scans the crack and transmits the extracted non-clear crack spatial distribution feature data to the control module. This non-clear crack spatial distribution feature data refers to the spatial distribution and morphological characteristics of cracks that can be directly observed or are clearly visible under normal visual conditions. Then, based on the current position of the vehicle-mounted body and the non-clear crack spatial distribution feature data scanned by the infrared thermal imager, the control module locates and obtains the spatial coordinate data of the tunnel crack. Finally, it controls the image projection unit 31 to project and scan the crack, obtaining the spatial coordinate data of the crack. The structured light image data and projection feature data of the tunnel crack are obtained, and then the laser scanning unit 32 is used to perform a fine scan on the tunnel crack to obtain the geometric feature data of the crack. The projection feature data of the tunnel crack includes diffraction, reflection, or occlusion feature data. Then, the temperature and humidity feature data, vibration feature data, and stress change feature data of the tunnel crack are obtained through the environmental analysis module set in the tunnel. The geometric feature data, structured light image data, projection feature data, temperature and humidity feature data, vibration feature data, and stress change feature data of the tunnel crack are input into the control module for predictive analysis, and finally the current condition and development trend prediction of the crack can be detected.

[0057] Specifically, the control module includes a tunnel crack detection model. The model uses a mature neural network prediction model as the initial tunnel crack detection model, and trains the initial tunnel crack detection model using historical crack geometric feature data, structured light image data, projection feature data, temperature and humidity feature data, vibration feature data, and stress change feature data as a dataset. When the tunnel crack detection model achieves the preset detection accuracy on the test set, training stops and the current model is used as the tunnel crack detection model.

[0058] In summary, this invention uses a non-contact infrared thermal imaging module to locate the distribution of tunnel cracks, thereby obtaining non-clear spatial distribution feature data of the cracks. Then, the control module uses the non-clear spatial distribution feature data to fit and fine-tune the movement trajectory of the control frame 2, thereby controlling the scanning module 3 to perform a refined scan along the crack distribution. Finally, better tunnel crack data is detected in real time, thus effectively improving the detection efficiency of tunnel cracks.

[0059] The above-described specific embodiments are preferred embodiments of the present invention and are not intended to limit the present invention. Any other changes or equivalent substitutions made without departing from the technical solution of the present invention are included within the protection scope of the present invention.

Claims

1. A smart detection device for tunnel cracks, characterized in that: It includes the vehicle-mounted main body, infrared thermal imaging module, crack positioning module, steering arm (1), fine-tuning control frame (2), scanning module (3) and control module; The infrared thermal imaging module is used to perform infrared scanning of cracks in the tunnel under test. The crack location module is used to record the spatial coordinates of the location of the crack in the tunnel under test in real time. The vehicle-mounted main body is used for the overall movement of the intelligent tunnel crack detection device; The scanning module (3) includes an image projection unit (31), a laser scanner unit (32), and a scanner housing. The image projection unit (31) and the laser scanner unit (32) are both disposed inside the scanner housing, and the image projection unit (31) is disposed in front of the laser scanner. The fine-tuning control frame (2) includes a connecting rod frame (21), a guide frame (23), a fixed rod (22), a guide rod (24), an upper drive frame (25), a carrier plate (26), and a steering mechanism. Two sets of connecting rod frames (21) are arranged in parallel, and the front and rear ends of the two sets of connecting rod frames (21) are connected by corresponding fixed rods (22) to form a rectangular base frame. The connecting rod frame (21) is equipped with the guide frame (23), and the guide frames (23) on the two sets of connecting rod frames (21) are connected by the guide rod (24). The guide rod (24) and the connecting rod frame (21) are perpendicular to each other. The upper drive frame (25) is rotatably connected to the guide rod (24), and the upper drive frame (25) is provided with the carrier plate (26) above it. The carrier plate (26) is parallel to the rectangular base frame. The lower end of the steering mechanism is rotatably connected to the upper end of the carrier plate (26), and the upper end of the steering mechanism is connected to the lower end of the scanner housing. The bottom of the fine-tuning control frame (2) is connected to the top of the vehicle body through the steering arm (1). The image projection unit (31) includes an image projection light source (3101), an optical reflector (3102), a projection contrast component (4), a feedback light source receiver (3103), a feedback light source signal input device, and an image projection unit housing. The image projection light source (3101), optical reflector (3102), feedback light source receiver (3103), and projection contrast component (4) are all disposed inside the projection unit housing. The front end of the projection unit housing is provided with an emission hole. The image projection light source (3101) is used to project light onto the tunnel crack to be tested. There are multiple optical reflectors (3102), and the multiple optical reflectors (3102) are used to refract the light source to the emission hole. The projection contrast component (4) is disposed between the emission hole and the optical reflector (3102) closest to the emission hole. The projection contrast component (4) is used to project structured light onto the tunnel crack to be tested. The feedback light source receiver (3103) is used to receive the structured light reflected from the tunnel crack, and the feedback light source signal input device is used to collect the structured light image of the tunnel crack under test; The projection contrast component (4) includes an imaging belt (41), adjustment wheels (42), and a frame (43). There are two adjustment wheels (42), which are arranged on both sides of the emission hole. The two ends of the imaging belt (41) are respectively wrapped around the two adjustment wheels (42). A light-transmitting surface (45) is provided in the middle of the imaging belt (41). A frame (43) is provided above the light-transmitting surface (45). A projection hole (44) is provided in the middle of the frame (43). When working, the light emitted by the image projection light source (3101) passes through multiple optical mirrors (3102), the projection hole (44), and the light-transmitting surface (45) in sequence to form the structured light. The infrared thermal imaging module, the crack positioning module, and the control module are all located on the vehicle body, and the control module is communicatively connected to the crack positioning module, the steering arm (1), the infrared thermal imaging module, and the scanning module (3).

2. The intelligent tunnel crack detection device according to claim 1, characterized in that, The steering mechanism includes a steering motor (211), a turning frame (27), a first connecting rod (29), a second connecting rod (210), and a U-shaped frame plate (28). The steering motor (211) is rotatably connected to the top of the carrier plate (26). The driving end of the steering motor (211) is connected to the lower end of the turning frame (27) through the first connecting rod (29). The upper end of the turning frame (27) is connected to the U-shaped frame plate (28) through the second connecting rod (210). The lower end of the scanner housing is mounted on the U-shaped frame plate (28).

3. The intelligent tunnel crack detection device according to claim 1, characterized in that, It also includes an environmental analysis module, which includes multiple temperature and humidity sensors, vibration sensors, and stress sensors. These sensors are evenly distributed at various locations in the tunnel and are communicatively connected to the data acquisition module.

4. The intelligent tunnel crack detection device according to claim 1, characterized in that, The laser scanner unit (32) includes a laser (3201), a laser head (3202), and an optical receiver (3203). Multiple laser heads (3202) are provided and are evenly distributed in a matrix at the emitting end of the laser (3201). The laser (3201) is installed inside the scanner housing, and the optical receiver (3203) is installed on one side of the laser (3201).

5. The intelligent tunnel crack detection device according to claim 1, characterized in that, The fine-tuning control frame (2) also includes an ultrasonic detector.

6. The intelligent tunnel crack detection device according to claim 1, characterized in that, The light-transmitting surface (45) is trapezoidal, and the adjustment wheel (42) is equipped with a rotation meter, which is used to record the number of rotations of the adjustment wheel (42) in real time.

7. The intelligent tunnel crack detection device according to claim 1, characterized in that, The rectangular base frame is equipped with anti-collision components (5) at all four corners.

8. The intelligent tunnel crack detection device according to claim 7, characterized in that, The anti-collision assembly includes a corner piece (51) and an anti-collision bracket (52). The corner piece (51) has an L-shaped cross-section. There are two anti-collision brackets (52), which are respectively installed on the left side and bottom of the corner piece (51).

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