Tunnel construction safety maintenance method and system based on total station

Abstract

The invention relates to the technical field of tunnel construction, and discloses a tunnel construction safety maintenance method and system based on a total station, and the method comprises the steps: obtaining the feature data of the total station; performing offset calculation according to the feature data to obtain a tunnel offset angle; performing difference calculation according to the feature data to obtain a contour difference value; performing fitting calculation according to the feature data to obtain fitting parameters; performing deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters; according to the fitting parameters, the deformation characteristic parameters and the tunnel deviation angle, deformation calculation is carried out, and predicted tunnel deformation is obtained; and comparing the predicted tunnel deformation with a preset deformation safety threshold, and when the predicted tunnel deformation is greater than the preset deformation safety threshold, performing tunnel safety maintenance operation. According to the method, tunnel deformation prediction is achieved by combining the measurement result of the total station and real-time data, and the early warning capacity for potential safety hazards is enhanced.

Description

Technical Field

[0001] The present invention relates to the technical field of tunnel construction, and in particular to a tunnel construction safety maintenance method and system based on a total station. Background Art

[0002] At present, in the process of tunnel construction, total station, borehole inclinometer and horizontal convergence measurement are often used to detect tunnel deformation. Among them, the total station measurement method is widely used in tunnel construction monitoring due to its low cost and simple operation. By obtaining the coordinate data of each point on the tunnel section, the tunnel contour map is drawn.

[0003] In the prior art, tunnel deformation prediction mainly relies on total station measurement data and simplified mathematical models, and uses traditional statistical methods based on empirical formulas or historical data to estimate deformation. However, due to the limited number of total station measurement points and large measurement errors, there is a large difference between the drawn tunnel contour and the actual contour, which affects the calculation of deformation. The existing prediction method cannot fully combine the total station measurement results and real-time data, resulting in inaccurate deformation prediction, which affects the timely identification and early warning of potential safety hazards during construction. Summary of the invention

[0004] The present invention provides a tunnel construction safety maintenance method and system based on a total station, which realizes tunnel deformation prediction by combining total station measurement results and real-time data, thereby enhancing the early warning capability of potential safety hazards.

[0005] In a first aspect, in order to solve the above technical problems, the present invention provides a tunnel construction safety maintenance method based on a total station, comprising:

[0006] Obtain characteristic data of total station;

[0007] Performing an offset calculation based on the characteristic data to obtain a tunnel offset angle;

[0008] Performing difference calculation according to the feature data to obtain a contour difference value;

[0009] Performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference;

[0010] Perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters;

[0011] Calculating the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle to obtain the predicted tunnel deformation amount;

[0012] The predicted tunnel deformation is compared with a preset deformation safety threshold, and when the predicted tunnel deformation is greater than the preset deformation safety threshold, a tunnel safety maintenance operation is performed.

[0013] Preferably, the characteristic data include lateral offset angle, longitudinal offset angle, theoretical lateral settlement angle, theoretical longitudinal settlement angle, tunnel contour value at the first moment, theoretical tunnel contour value at the first moment, tunnel contour value at the second moment, maximum contour difference value, historical tunnel offset angle, historical deformation characteristic parameters, historical tunnel deformation amount, first prediction moment and second prediction moment.

[0014] Preferably, the calculation formula of the tunnel offset angle is: , In the formula, is the lateral offset angle; is the longitudinal offset angle; is the theoretical lateral settlement angle; is the theoretical longitudinal settlement angle; is the tunnel offset angle.

[0015] Preferably, the calculation formula of the contour difference value is: , In the formula, is the contour difference value; is the tunnel profile value at the first moment; is the theoretical value of the tunnel profile at the first moment; is the tunnel profile value at the second moment.

[0016] Preferably, the fitting calculation is performed according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference, including:

[0017] Performing time calculation according to the first predicted time and the second predicted time to obtain a time difference;

[0018] Constructing a fitting objective function according to the time difference, the historical tunnel offset angle, the historical deformation characteristic parameter and the historical tunnel deformation amount;

[0019] Performing a minimization operation on the fitting objective function to obtain a fitting equation group;

[0020] Solve the fitting equation group to obtain a first fitting coefficient, a second fitting coefficient and a fitting constant.

[0021] Preferably, the fitting objective function is: , In the formula, is the fitting objective function; ; For the Historical tunnel deviation angles; For the Historical deformation characteristic parameters; For the The historical tunnel deformation, is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; It is the total number of historical tunnel deviation angles, historical deformation characteristic parameters and historical tunnel deformation amounts.

[0022] Preferably, the calculation formula of the deformation characteristic parameter is: , In the formula, is the deformation characteristic parameter; is the contour difference value; is the maximum contour difference value.

[0023] Preferably, the calculation formula for predicting tunnel deformation is: , In the formula, To predict tunnel deformation; is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; is the time difference; is the deformation characteristic parameter; is the tunnel offset angle.

[0024] Preferably, the tunnel safety maintenance operation includes:

[0025] Activate the tunnel sound and light alarm system;

[0026] Determining the deformation type and deformation degree of the tunnel according to the predicted tunnel deformation;

[0027] According to the deformation type and the deformation degree, structural stability maintenance operations are performed on the tunnel.

[0028] In a second aspect, the present invention provides a tunnel construction safety maintenance system based on a total station, comprising:

[0029] A feature acquisition module is used to acquire feature data of the total station;

[0030] An offset calculation module is used to perform offset calculation according to the characteristic data to obtain a tunnel offset angle;

[0031] A difference calculation module, used to perform difference calculation according to the feature data to obtain a contour difference value;

[0032] A fitting calculation module, used for performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference;

[0033] A deformation calculation module, used to perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters;

[0034] A prediction calculation module, used to calculate the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle, to obtain the predicted tunnel deformation amount;

[0035] The safety maintenance module is used to compare the predicted tunnel deformation with a preset deformation safety threshold, and perform tunnel safety maintenance operations when the predicted tunnel deformation is greater than the preset deformation safety threshold.

[0036] In a third aspect, the present invention also provides an electronic device comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, it implements any one of the above-mentioned total station-based tunnel construction safety maintenance methods.

[0037] In a fourth aspect, the present invention also provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute any one of the above-mentioned total station-based tunnel construction safety maintenance methods.

[0038] Compared with the prior art, the present invention realizes the prediction of tunnel deformation by combining the measurement results of the total station and real-time data. In the prior art, prediction is mostly based on a single data source, which often leads to large errors in the prediction results. By collecting characteristic data such as tunnel offset angle and profile difference value, and combining fitting calculation and difference calculation, the present invention can reduce the prediction error and provide a more accurate prediction of tunnel deformation. Secondly, the present invention uses historical tunnel deformation data for fitting optimization, and uses the least squares method to solve the fitting objective function to obtain the fitting parameters. By considering the impact of historical data on the current deformation, historical trends can be added to the real-time calculation, so that the deformation prediction has stability and reliability. This fitting method based on the combination of historical data and real-time data effectively makes up for the deficiency of traditional technology that does not fully consider historical deformation data. In addition, the present invention can identify potential safety hazards in real time. By comparing with the preset safety threshold, when the predicted deformation exceeds the safety threshold, the system will automatically trigger tunnel safety maintenance operations, such as sound and light alarms and structural stability maintenance. Compared with the prior art, this reaction mechanism can timely discover and respond to deformation conditions that lead to accidents, thereby improving the safety during tunnel construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic flow chart of a tunnel construction safety maintenance method based on a total station provided by the first embodiment of the present invention;

[0040] Figure 2 It is a structural schematic diagram of a tunnel construction safety maintenance method based on a total station provided in the second embodiment of the present invention. DETAILED DESCRIPTION

[0041] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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.

[0042] Reference Figure 1 The first embodiment of the present invention provides a tunnel construction safety maintenance method based on a total station, comprising the following steps:

[0043] S11, obtaining characteristic data of the total station;

[0044] S12, performing an offset calculation according to the characteristic data to obtain a tunnel offset angle;

[0045] S13, performing difference calculation according to the feature data to obtain a contour difference value;

[0046] S14, performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference;

[0047] S15, performing deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters;

[0048] S16, calculating the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle to obtain a predicted tunnel deformation amount;

[0049] S17, comparing the predicted tunnel deformation with a preset deformation safety threshold, and when the predicted tunnel deformation is greater than the preset deformation safety threshold, performing tunnel safety maintenance operations.

[0050] In step S11, it is necessary to obtain characteristic data of the total station, including:

[0051] In a specific embodiment, the lateral offset angle is obtained by using a total station to perform multi-point measurement on the tunnel section. Monitoring points are set at the starting point and the end point of the tunnel, and the total station is set on the center line of the tunnel to ensure the stability of the equipment. At each monitoring point, the horizontal angle of the point relative to the total station is measured by the total station, and the lateral offset angle is obtained by calculating the offset angle between the actual measurement point and the design point on the tunnel section.

[0052] Specifically, first, use a total station to measure at different locations in the tunnel (such as the entrance, exit or middle section of the tunnel). Measurements need to be made at least at two different locations; then, the actual lateral displacement angle of the tunnel is measured by the total station. Specifically, the horizontal angles on both sides of the tunnel section are measured and the difference between them is calculated. The lateral displacement angle is obtained by measuring the angle difference between the displacement degree of the tunnel section and the theoretical position. The specific formula is: , In the formula, is the lateral offset angle; It is the vertical offset between the actual position of the tunnel and the theoretical position; It is the horizontal offset between the actual position of the tunnel and the theoretical position.

[0053] By calculating the lateral deviation angle, the horizontal displacement of the tunnel can be quantified and whether the tunnel has undergone uneven deformation or lateral displacement can be evaluated.

[0054] In a specific embodiment, the longitudinal offset angle is obtained by measuring the vertical angles at different positions on the tunnel section by a total station, and a number of key nodes are selected for measurement to obtain the offset data of the tunnel in the vertical direction.

[0055] Specifically, the longitudinal offset angle mainly reflects the vertical offset of the tunnel section and is used to detect whether the tunnel has subsided or bulged. First, use a total station to measure different sections of the tunnel (such as the tunnel entrance, exit or key area); then, use the total station to measure the longitudinal offset angle of each measuring point. The total station can measure on a set vertical reference line (for example, a reference point or a support pole), and the longitudinal offset angle is obtained by calculating the vertical offset of the tunnel. The specific formula is: , In the formula, is the longitudinal offset angle; It is the vertical offset between the actual position of the tunnel and the theoretical position (the amount of settlement or uplift); It is the horizontal offset between the actual position of the tunnel and the theoretical position. The longitudinal offset angle helps monitor the settlement of the tunnel and can identify whether the tunnel has experienced uneven settlement or vertical deformation. If the longitudinal deformation is too large (for example, 10°), the tunnel may be unstable or the supporting structure may be unevenly stressed.

[0056] In a specific embodiment, the theoretical transverse settlement angle and the theoretical longitudinal settlement angle are calculated through engineering design, and the theoretical settlement angle is set by considering the geological conditions, construction methods and design requirements of the tunnel. Specifically, the theoretical settlement angle is analyzed and calculated based on the design documents or construction specifications; the transverse and longitudinal theoretical settlement angles are obtained through computer-aided design (CAD) software or structural analysis tools. The theoretical transverse and longitudinal settlement angles provide expected data for tunnel design, which can be compared with actual measured values ​​to determine whether the tunnel has experienced settlement or displacement beyond the design standard.

[0057] In a specific embodiment, the tunnel profile value at the first moment is obtained by measuring the tunnel profile data by a total station at the initial construction stage or at a specific moment to obtain the tunnel cross-sectional shape at the first moment.

[0058] Specifically, the total station is set on the center line of the tunnel and multiple measuring points are selected; the coordinate data relative to the total station is recorded at each measuring point; the tunnel profile at the first moment is obtained through coordinate calculation. The tunnel profile value at the first moment is the benchmark data for deformation calculation, which is used to compare with the tunnel profile at subsequent moments to evaluate the deformation of the tunnel.

[0059] In a specific embodiment, the theoretical tunnel profile value at the first moment is obtained based on design drawings or structural calculations, and is a tunnel profile in a theoretically non-deformed state.

[0060] Specifically, according to the design drawings and tunnel structure requirements, the theoretical profile data at the first moment is calculated based on the design size and geometry of the tunnel. Assuming that the tunnel is designed as a circular cross-section with a design diameter of 10 meters, the theoretical profile of the tunnel can be obtained by simple geometric calculations. On the design drawings, the center position of the tunnel has been determined, so the coordinates of the theoretical profile can be expressed by the equation of a circle. For example, if the coordinates of the center point of the tunnel are , then in the case of theoretically no deformation, the coordinates of any point on the tunnel contour are The equation of the circle satisfies:

[0061] Where d = 10 meters is the designed tunnel diameter. Through this equation, we can calculate the theoretical coordinates of each position on the tunnel section and obtain the theoretical profile data of the tunnel. These theoretical values ​​represent the ideal shape of the tunnel without deformation, providing a benchmark for subsequent comparison with actual measurement results.

[0062] In a specific embodiment, during the construction process, the tunnel profile value at the second moment is obtained by re-measuring the tunnel profile at regular intervals or at key time points to obtain the tunnel profile data at the second moment.

[0063] For example, at a certain stage of tunnel construction, a total station is used to re-measure the tunnel section. The total station is set at the center of the tunnel to ensure that the instrument is horizontal and stable, and coordinate measurements are performed for multiple key measuring points on the tunnel section (such as the left side, right side, top and bottom, etc.). The total station records the distance and angle data of each measuring point relative to the total station through laser ranging and angle measurement. With these data, the actual coordinates of each measuring point in space are calculated using triangulation. Then, these coordinate data are combined to obtain the contour data of the tunnel at the second moment. By comparing with the contour data at the first moment, the deformation of the tunnel at that moment can be calculated, and then the deformation trend and safety of the tunnel can be evaluated.

[0064] In a specific embodiment, the maximum contour difference value is obtained by calculating the contour differences between multiple measuring points to find the maximum difference value. The contour difference is calculated for each measuring point of the tunnel, and the maximum value among the difference values ​​is found as the maximum contour difference value.

[0065] For example, during the construction process, in order to monitor the deformation of the tunnel, it is necessary to calculate the contour difference for each measuring point of the tunnel and find the maximum value of the difference value as the maximum contour difference value. First, the contour data of the tunnel is measured at the first moment and the second moment respectively by the total station to obtain the actual coordinate value of each measuring point at these two moments. Then, for each measuring point, the difference between its contour value at the second moment and the theoretical value at the first moment is calculated, that is:

[0066] in, is the measured value at the second moment, is the theoretical profile value at the first moment, is the difference between the profile value at the second moment and the theoretical value at the first moment. For each measuring point on the tunnel section, the above difference calculation is performed to obtain a series of difference values. Finally, from all the calculated difference values, the largest difference value is found as the maximum profile difference value, which is used to evaluate the most serious degree of tunnel deformation. The maximum profile difference value is a key indicator in tunnel deformation monitoring and can help determine whether the tunnel has deformed.

[0067] For example, suppose a tunnel has been regularly measured several times in the past two years. Every 6 months, the tunnel is measured by total station, and the lateral and longitudinal offset angles of the tunnel at different time points (for example, January 2019, July 2019, January 2020, etc.) are recorded. These data are calculated by the total station and are the lateral offset angle and the longitudinal offset angle, respectively. For example, the offset angle in January 2019 is , , the offset angle in July 2019 is , , and the deviation angle in January 2020 is , These historical deviation angle data are recorded and used to analyze the long-term trend of tunnel deformation. By comparing historical data with current measurement results, it is possible to determine whether the tunnel has undergone continuous lateral or longitudinal deformation, predict future deformation trends, and guide the formulation of safety measures.

[0068] For example, assume that during the tunnel construction process, the tunnel profile difference value at each time point is measured regularly by a total station. Taking January 2019 as an example, the tunnel profile difference value is , the maximum contour difference is According to the formula , the deformation characteristic parameters can be obtained This means that in January 2019, the deformation characteristic parameter of the tunnel was 0.25, reflecting that the deformation of the tunnel at that time was relatively small. These historical data are recorded and used to fit the model to accurately predict future deformation. By combining the historical deformation characteristic parameters, the deformation prediction model can be further optimized to improve the accuracy of the prediction.

[0069] For example, during the construction of a tunnel, it is assumed that the total station measured the profile difference data of the tunnel at different time points (such as January 2019 and July 2019). For example, in January 2019, the difference between the theoretical profile value and the actual profile value of the tunnel was 2 cm, while the difference in July 2019 was 5 cm. By calculating the profile difference values ​​at these two time points, the change in tunnel deformation can be obtained. These historical tunnel deformation data provide a reference for future deformation predictions. By combining historical deformation data with real-time data, the cumulative deformation of the tunnel can be evaluated and the deformation that will occur in the future can be predicted. For example, if the tunnel continues to deform at the same rate in the next 6 months, it will cause structural instability, so that measures can be taken in advance for repair or reinforcement.

[0070] It should be noted that by obtaining the data of historical tunnel deviation angle, historical deformation characteristic parameters and historical tunnel deformation, and combining the actual measured values ​​with theoretical values, a tunnel deformation prediction model can be established. For example, the deviation angle and deformation characteristic parameters calculated from historical data provide an effective basis for the prediction of future deformation, while the historical deformation helps to determine the long-term trend of tunnel deformation.

[0071] In a specific embodiment, the first prediction moment and the second prediction moment are determined by the tunnel construction schedule or project schedule, with the purpose of ensuring deformation prediction at the critical stage of tunnel construction. These time points are set according to the needs of the construction progress, such as taking measurements within a period of time after tunnel excavation, after support construction is completed, or at other important construction nodes. According to the project schedule, the project team will arrange the measurement time nodes in advance, such as 3 months after tunnel excavation, 6 months after support completion, or regular measurements at regular intervals. After arriving at these predetermined time points, a total station is used to measure the tunnel profile at a designated location, and the coordinate data of each measurement point on the tunnel section is recorded. These measurement data will serve as the basis for subsequent tunnel deformation predictions, help evaluate the deformation of the tunnel at various stages, and make corresponding adjustments or reinforcement measures.

[0072] In step S12, it is necessary to perform an offset calculation based on the characteristic data to obtain a tunnel offset angle, including:

[0073] The tunnel offset angle is an important indicator for comprehensively evaluating the overall deformation of the tunnel. It combines the lateral and longitudinal deformations and reflects the overall deviation of the tunnel relative to the theoretical design position. The calculation formula for the tunnel offset angle is: , In the formula, is the lateral offset angle; is the longitudinal offset angle; is the theoretical lateral settlement angle; is the theoretical longitudinal settlement angle; is the tunnel offset angle.

[0074] It should be noted that during the construction of the tunnel, especially in areas with complex geology, uneven soil layers or insufficient support, lateral or longitudinal displacement is prone to occur. The tunnel offset angle comprehensively reflects the overall deformation of the tunnel by combining the deviations of the lateral offset angle and the longitudinal offset angle. The numerator in its calculation formula represents the difference between the actual deformation in the lateral direction and the theoretical design, while the denominator takes into account the influence of the longitudinal deformation. Through this formula, the tunnel offset angle can not only quantify the lateral and longitudinal deformations, but also evaluate whether the tunnel has undergone uneven deformation. If the calculated offset angle exceeds the allowable offset value in the design specification, it means that the tunnel is severely deformed and reinforcement or repair measures are required in a timely manner.

[0075] In step S13, it is necessary to perform difference calculation based on the feature data to obtain a contour difference value, including:

[0076] In a specific embodiment, the contour difference value reflects the deviation between the measured data of the tunnel at different times (such as the first time and the second time) and the theoretical design. By calculating the contour difference value, the deformation degree of the tunnel can be quantified, providing a quantitative basis for subsequent deformation prediction and safety maintenance. The calculation formula of the contour difference value is: , In the formula, is the contour difference value; is the tunnel profile value at the first moment; is the theoretical value of the tunnel profile at the first moment; is the tunnel profile value at the second moment.

[0077] It should be noted that this calculation formula is divided into two parts: the first moment contour difference calculation and the second moment contour difference calculation , The difference between the actual profile and the theoretical profile at the first moment is calculated to obtain the lateral and longitudinal deviations; the profile difference calculation at the second moment is The difference between the actual contour at the second moment and the actual contour at the first moment is calculated to obtain the deformation. Contour difference value It is a quantitative indicator of tunnel deformation, which provides the deformation amplitude of the tunnel during construction. The larger the profile difference value, the more serious the deformation of the tunnel.

[0078] In step S14, it is necessary to perform fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference, including:

[0079] First, calculate the time difference , which reflects the time interval of deformation and is a basic parameter for fitting calculation. The calculation formula is:

[0080] in, is the first prediction moment; is the second prediction moment; is the time difference;

[0081] For example, it is assumed that the first prediction time is January 1, 2023, and the second prediction time is June 1, 2023. The time difference is 5 months, indicating that the time interval from the first moment to the second moment is 5 months.

[0082] Next, according to the acquired feature data ( Historical tunnel deviation angles ;No. Historical deformation characteristic parameters ;No. Historical tunnel deformation ), construct a fitting objective function, which is used to minimize the error between the predicted value and the actual deformation, and then optimize the fitting parameters, where the fitting objective function is: , In the formula, is the fitting objective function; ; For the Historical tunnel deviation angles; For the Historical deformation characteristic parameters; For the The historical tunnel deformation, is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; It is the total number of historical tunnel deviation angles, historical deformation characteristic parameters and historical tunnel deformation amounts.

[0083] It should be noted that is the fitting objective function, which represents the historical tunnel deformation The sum of squared errors between the predicted values ​​obtained by fitting; It is The actual deformation of the tunnel at a historical moment is obtained through on-site measurement and represents the degree of deformation of the tunnel at that moment; It is The deformation characteristic parameters at a historical moment represent the deformation characteristics of the tunnel at that moment and are calculated through contour differences; It is The tunnel deviation angle at a historical moment reflects the horizontal and vertical deviation of the tunnel at that moment;

[0084] Specifically, the purpose of minimizing the fitting objective function is to find the fitting parameters that minimize the error between the actual deformation and the predicted deformation calculated by fitting, which is achieved by the least squares method.

[0085] First, the fitting parameters Set the initial value to zero. For example, set:

[0086] Next, for each set of historical data , and calculate the difference between it and the current fitted model output. The model output is:

[0087] error The actual deformation and predicted deformation The difference between:

[0088] Next, minimize the objective function It is to find the fitting parameters that minimize the sum of squared errors. The fitting parameters are iteratively updated by gradient descent or normal equation method. , until the error is minimized.

[0089] The minimization process can be accomplished by solving the following equation:

[0090] Solve these equations through analytical or numerical methods to obtain the optimal fitting parameters. .

[0091] It should be noted that the first fitting coefficient reflects the influence of deformation characteristic parameters on tunnel deformation, indicating the contribution of tunnel deformation characteristics (such as profile differences) to the deformation; the second fitting coefficient reflects the influence of tunnel offset angle on tunnel deformation. The tunnel offset angle (i.e., lateral and longitudinal displacement) is proportional to the deformation; the fitting constant is related to the time difference, indicating the influence of time on tunnel deformation. As the construction time goes by, the tunnel will experience cumulative deformation, which is used to describe this time-varying influence; it reflects the change of tunnel deformation over time. The time difference is determined by the project schedule, which helps the fitting model capture the changing trend of tunnel deformation in different time periods.

[0092] In step S15, deformation calculation needs to be performed based on the contour difference value and the feature data to obtain deformation feature parameters, including:

[0093] Prior to this step, the contour difference value has been calculated in step S13. , which reflects the difference between the actual tunnel profile and the theoretical profile, indicating the deformation of the tunnel. The profile difference value is an important quantitative indicator of the actual deformation degree of the tunnel at different time nodes. Furthermore, the maximum profile difference value Represents the most serious deformation degree among all measurement points. The maximum contour difference value is a standard for measuring the most serious deformation position of the tunnel, and is used to evaluate the safety of the tunnel structure. The calculation is based on the contour difference value and the maximum contour difference value. Preferably, the calculation formula of the deformation characteristic parameter is: , In the formula, is the deformation characteristic parameter; is the contour difference value; is the maximum contour difference value.

[0094] It should be noted that the deformation characteristic parameter is an important indicator for evaluating the deformation degree of the tunnel. It eliminates the influence of the measurement point position by normalizing the contour difference value and the maximum contour difference value, and can intuitively reflect the severity of the overall deformation of the tunnel. Specifically, a larger deformation characteristic parameter value ( ) indicates that the deformation of the tunnel is relatively large and there is a risk of structural instability. At this time, further deformation prediction and reinforcement measures are needed to ensure the safety of the tunnel. ) indicates that the deformation of the tunnel is small and within the deformation range allowed by the design. At this time, the structure of the tunnel is in normal condition, but it still needs regular monitoring.

[0095] In step S16, it is necessary to calculate the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle to obtain the predicted tunnel deformation amount, including:

[0096] In a specific embodiment, the predicted tunnel deformation is obtained by calculating based on the first fitting coefficient, the second fitting coefficient, the fitting constant, the time difference, the deformation characteristic parameter and the tunnel offset angle obtained in steps S11 to S15, wherein the calculation formula for the predicted tunnel deformation is: , In the formula, To predict tunnel deformation; is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; is the time difference; is the deformation characteristic parameter; is the tunnel offset angle.

[0097] It should be noted that the calculation results of the predicted tunnel deformation are of great significance to the safety monitoring and subsequent maintenance of the tunnel. Specifically, if the calculated predicted deformation exceeds the deformation range allowed by the design, structural reinforcement measures or other repair measures need to be taken. By predicting the deformation, the trend of tunnel deformation can be identified in advance, so that corresponding preventive measures can be taken to prevent potential safety hazards.

[0098] In step S17, the predicted tunnel deformation needs to be compared with a preset deformation safety threshold. When the predicted tunnel deformation is greater than the preset deformation safety threshold, a tunnel safety maintenance operation is performed, including:

[0099] First, the predicted tunnel deformation calculated by step S16 needs to be compared with the preset deformation safety threshold. The determination of the safety threshold is based on the tunnel design specifications, geological conditions and construction stage requirements. First, the tunnel design specifications will specify the allowable deformation range at different construction stages. For example, the design specifications stipulate that the lateral displacement shall not exceed 10 cm and the longitudinal settlement shall not exceed 5 cm to ensure the structural safety of the tunnel. Secondly, the geological conditions will also affect the setting of the safety threshold. In areas with soft soil or abundant groundwater, the tunnel deformation is large, so a stricter threshold will be set, such as setting the safety threshold of lateral displacement to 5 cm, while in hard rock areas, the threshold can be relatively relaxed. The construction stage will also affect the adjustment of the safety threshold. In the early stage of tunnel excavation, the deformation amplitude is large and the allowable deformation is large; after the support construction and lining are completed, the deformation should be strictly controlled, such as the lateral displacement shall not exceed 5 cm and the longitudinal settlement shall not exceed 3 cm. Taking these factors into consideration, a reasonable safety threshold is set according to the actual situation, and the threshold is compared with the real-time monitoring data. Once the deformation exceeds the threshold, reinforcement measures will be taken immediately to ensure the safety of tunnel construction and operation.

[0100] When the predicted tunnel deformation is greater than the preset deformation safety threshold, it means that the deformation of the tunnel has exceeded the designed safety range and corresponding safety maintenance measures need to be taken immediately.

[0101] Specifically, once it is determined that the deformation of the tunnel exceeds the safety threshold, the tunnel sound and light alarm system is activated first. This system is used to remind on-site construction personnel, monitoring personnel and management personnel in real time that the tunnel has undergone serious deformation and there are potential safety hazards. The sound and light alarm system can sound the alarm at the first time to ensure that the staff on the construction site can quickly understand the current safety status of the tunnel and take emergency measures. Sound and light alarm devices are set at the entrance and exit of the tunnel or at key monitoring points to ensure that the alarm can be triggered in time when the deformation of the tunnel reaches the dangerous threshold.

[0102] Then, after the alarm system is activated, the next step is to evaluate the type and degree of deformation of the tunnel. This process compares the deformation data and actual contours at different locations of the tunnel to determine whether the tunnel has local deformation, overall settlement, structural displacement and other problems. Deformation types can be divided into different categories such as lateral deformation, longitudinal deformation and overall uneven settlement. Depending on the type of deformation, the treatment methods adopted will also be different. For example, the deformation types of tunnels include lateral displacement (horizontal displacement of the tunnel sidewall), longitudinal settlement (vertical settlement of the tunnel, related to foundation settlement or uneven support), and local deformation (some sections or areas of the tunnel have large local deformations, resulting in irregular tunnel sections).

[0103] At the same time, the deformation degree is evaluated by measuring the tunnel profile difference value, deviation angle and other data to comprehensively judge the severity of tunnel deformation. Subsequent maintenance measures can be determined by analyzing the deformation type and degree.

[0104] Specifically, depending on the type and degree of deformation of the tunnel, structural stability maintenance operations will be carried out next. The purpose of this step is to ensure that the structure of the tunnel does not deform further and to prevent safety accidents caused by deformation. The specific content of the maintenance operation depends on the type and degree of deformation, and includes strengthening the supporting structure, adjusting the tunnel excavation method, and adding protective equipment. Strengthening the supporting structure means that if the tunnel has undergone a large degree of lateral or longitudinal deformation, the supporting structure needs to be strengthened, especially in areas with severe deformation. Temporary support can be added or the lining strength can be improved. Adding protective devices means that for local deformation areas, steel frames or other temporary support facilities can be considered to prevent further deformation of the tunnel.

[0105] The following describes the working process of the present invention using a common scenario as an example. Figure 2 , which is Figure 1 Schematic diagram of the working scenario of the method.

[0106] During the construction of a subway tunnel in a certain city, the engineering team adopted the tunnel deformation monitoring technology based on the total station, combined with the real-time measurement data of the tunnel to predict deformation and perform safety maintenance. The following is a detailed description of the working process of the present invention, combined with a specific embodiment, to show how to use the total station measurement data to predict, evaluate and maintain tunnel deformation.

[0107] At the beginning of tunnel construction, the basic survey of the tunnel was first carried out using a total station. Multiple measurement points were selected at the entrance, exit and middle of the tunnel. In order to ensure the stability of the total station, the device was fixed at the center line of the tunnel and ensure the horizontal stability of the total station.

[0108] First, the total station is used to measure the lateral and longitudinal offset angles of each measuring point on the tunnel section. Based on the theoretical lateral and longitudinal settlement angles, the tunnel offset angle is calculated. .

[0109] Next, the tunnel profile is measured at multiple points in the early stage of construction by using a total station, and the coordinate data of each measurement point on the tunnel section is recorded to obtain the tunnel profile at the first moment. For example, at the first moment, the design diameter of the tunnel is 10 meters, and the theoretical profile is calculated based on the circular design. By measuring the deviation between the actual coordinates and the theoretical position, the profile difference value of the tunnel is calculated. By calculating the profile difference of each measurement point, the profile difference value is 4 cm, which reflects the deviation of the tunnel at different time points (such as the first moment and the second moment).

[0110] Next, based on the contour difference value and the maximum contour difference value obtained in step S13, the deformation characteristic parameter of the tunnel is calculated. This parameter reflects the relative degree of tunnel deformation, and the formula is as follows:

[0111] This deformation characteristic parameter reflects the overall deformation degree of the tunnel. ) indicates that the tunnel deformation is serious and requires special attention.

[0112] Next, according to step S16, the fitting calculation formula is used to predict the future deformation of the tunnel. Assuming that through historical data and real-time measurement, the first fitting coefficient is 2, the second fitting coefficient is 1.5, the fitting constant is 0.2, the time difference is 6 months, the deformation characteristic parameter is 0.33, and the tunnel offset angle is 2°, these data are substituted into the prediction formula to obtain the predicted deformation:

[0113] This result means that the tunnel is predicted to deform by 4.86 cm in the next six months, which exceeds the maximum deformation allowed by the design.

[0114] Next, according to step S17, the predicted deformation amount The preset deformation safety threshold Since the predicted deformation exceeded the safety threshold, the system automatically triggered the tunnel's sound and light alarm system.

[0115] The alarm system installed at the entrance and exit of the tunnel, key measuring points and monitoring room promptly notifies on-site construction personnel and monitoring personnel through sound and flash signals that the tunnel has undergone significant deformation, there are potential safety hazards, and emergency measures must be taken. After the alarm is activated, the type and degree of deformation of the tunnel are further evaluated. Through real-time monitoring data and on-site inspections, it is determined that the tunnel has undergone lateral displacement and the degree of deformation is moderate. By comparing the deformation data at different locations of the tunnel, it is judged that the deformation is mainly concentrated on the left and right walls of the tunnel. The overall structure remains stable, but there is a risk of uneven settlement. Based on the evaluation results, it is decided to perform structural stability maintenance operations on the tunnel. Specific measures include: strengthening the support structure, that is, adding temporary support frames in areas with more serious deformation to ensure that the side walls and top of the tunnel are effectively supported, and adjusting the excavation progress, that is, in order to avoid aggravated deformation of the tunnel, adjusting the construction progress and slowing down the tunnel excavation speed.

[0116] In summary, the present invention realizes the prediction of tunnel deformation by combining the measurement results of the total station and real-time data. In the prior art, predictions are mostly based on a single data source, which often leads to large errors in the prediction results. By collecting characteristic data such as tunnel offset angle and profile difference value, and combining fitting calculation and difference calculation, the present invention can reduce the prediction error and provide a more accurate prediction of tunnel deformation. Secondly, the present invention uses historical tunnel deformation data for fitting optimization, and uses the least squares method to solve the fitting objective function to obtain the fitting parameters. By considering the impact of historical data on the current deformation, historical trends can be added to the real-time calculation, so that the deformation prediction has stability and reliability. This fitting method based on the combination of historical data and real-time data effectively makes up for the deficiency of not fully considering historical deformation data in traditional technology. In addition, the present invention can identify potential safety hazards in real time. By comparing with the preset safety threshold, when the predicted deformation exceeds the safety threshold, the system will automatically trigger tunnel safety maintenance operations, such as sound and light alarms and structural stability maintenance. Compared with the prior art, this reaction mechanism can timely discover and respond to deformation conditions that lead to accidents, thereby improving the safety during tunnel construction.

[0117] Reference Figure 2 The second embodiment of the present invention provides a tunnel construction safety maintenance system based on a total station, comprising:

[0118] A feature acquisition module is used to acquire feature data of the total station;

[0119] An offset calculation module is used to perform offset calculation according to the characteristic data to obtain a tunnel offset angle;

[0120] A difference calculation module, used to perform difference calculation according to the feature data to obtain a contour difference value;

[0121] A fitting calculation module, used for performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference;

[0122] A deformation calculation module, used to perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters;

[0123] A prediction calculation module, used to calculate the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle, to obtain the predicted tunnel deformation amount;

[0124] The safety maintenance module is used to compare the predicted tunnel deformation with a preset deformation safety threshold, and perform tunnel safety maintenance operations when the predicted tunnel deformation is greater than the preset deformation safety threshold.

[0125] Preferably, the feature acquisition module is specifically used to acquire feature data of the total station, including:

[0126] The characteristic data include lateral offset angle, longitudinal offset angle, theoretical lateral settlement angle, theoretical longitudinal settlement angle, tunnel contour value at the first moment, theoretical tunnel contour value at the first moment, tunnel contour value at the second moment, maximum contour difference value, historical tunnel offset angle, historical deformation characteristic parameters, historical tunnel deformation amount, first prediction moment and second prediction moment.

[0127] Preferably, the offset calculation module is specifically used to perform offset calculation according to the characteristic data to obtain the tunnel offset angle, including:

[0128] The calculation formula of the tunnel offset angle is: , In the formula, is the lateral offset angle; is the longitudinal offset angle; is the theoretical lateral settlement angle; is the theoretical longitudinal settlement angle; is the tunnel offset angle.

[0129] Preferably, the difference calculation module is specifically used to perform difference calculation according to the feature data to obtain a contour difference value, including:

[0130] The calculation formula of the contour difference value is: , In the formula, is the contour difference value; is the tunnel profile value at the first moment; is the theoretical value of the tunnel profile at the first moment; is the tunnel profile value at the second moment.

[0131] Preferably, the fitting calculation module is specifically used to perform fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference, including:

[0132] Performing time calculation according to the first predicted time and the second predicted time to obtain a time difference;

[0133] Constructing a fitting objective function according to the time difference, the historical tunnel offset angle, the historical deformation characteristic parameter and the historical tunnel deformation amount;

[0134] Performing a minimization operation on the fitting objective function to obtain a fitting equation group;

[0135] Solve the fitting equation group to obtain a first fitting coefficient, a second fitting coefficient and a fitting constant.

[0136] The fitting objective function is: , In the formula, is the fitting objective function; ; For the Historical tunnel deviation angles; For the Historical deformation characteristic parameters; For the The historical tunnel deformation, is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; It is the total number of historical tunnel deviation angles, historical deformation characteristic parameters and historical tunnel deformation amounts.

[0137] Preferably, the deformation calculation module is specifically used to perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters, including:

[0138] The calculation formula of the deformation characteristic parameter is: , In the formula, is the deformation characteristic parameter; is the contour difference value; is the maximum contour difference value.

[0139] Preferably, the prediction calculation module is specifically used to calculate the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle to obtain the predicted tunnel deformation amount, including:

[0140] The calculation formula for predicting tunnel deformation is: , In the formula, To predict tunnel deformation; is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; is the time difference; is the deformation characteristic parameter; is the tunnel offset angle.

[0141] Preferably, the safety maintenance module is specifically used to compare the predicted tunnel deformation with a preset deformation safety threshold, and when the predicted tunnel deformation is greater than the preset deformation safety threshold, perform a tunnel safety maintenance operation, including:

[0142] Activate the tunnel sound and light alarm system;

[0143] Determining the deformation type and deformation degree of the tunnel according to the predicted tunnel deformation;

[0144] According to the deformation type and the deformation degree, structural stability maintenance operations are performed on the tunnel.

[0145] It should be noted that the tunnel construction safety maintenance system based on total station provided in an embodiment of the present invention is used to execute all the process steps of the tunnel construction safety maintenance method based on total station in the above embodiment. The working principles and beneficial effects of the two correspond one to one, and therefore will not be repeated here.

[0146] The embodiment of the present invention further provides an electronic device. The electronic device includes: a processor, a memory, and a computer program stored in the memory and executable on the processor, such as a tunnel deformation prediction calculation program. When the processor executes the computer program, the steps in the above-mentioned tunnel construction safety maintenance method embodiments based on the total station are implemented, such as Figure 1Alternatively, when the processor executes the computer program, the functions of the modules / units in the above-mentioned device embodiments are realized, such as the prediction calculation module.

[0147] Exemplarily, the computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, which are used to describe the execution process of the computer program in the electronic device.

[0148] The electronic device may be a computing device such as a desktop computer, a notebook, a PDA, and a smart tablet. The electronic device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the above components are merely examples of electronic devices and do not constitute a limitation on the electronic device. The electronic device may include more or fewer components than the above components, or may combine certain components, or different components. For example, the electronic device may also include input and output devices, network access devices, buses, etc.

[0149] The processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the electronic device, and uses various interfaces and lines to connect various parts of the entire electronic device.

[0150] The memory can be used to store the computer program and / or module, and the processor realizes various functions of the electronic device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0151] Wherein, if the module / unit integrated in the electronic device is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Wherein, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0152] It should be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the accompanying drawings of the device embodiments provided by the present invention, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines. A person of ordinary skill in the art may understand and implement it without paying any creative effort.

[0153] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A tunnel construction safety maintenance method based on a total station, characterized in that include: Obtain characteristic data of total station; Performing an offset calculation based on the characteristic data to obtain a tunnel offset angle; Performing difference calculation according to the feature data to obtain a contour difference value; Performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference; Perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters; Calculating the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle to obtain the predicted tunnel deformation amount; The predicted tunnel deformation is compared with a preset deformation safety threshold, and when the predicted tunnel deformation is greater than the preset deformation safety threshold, a tunnel safety maintenance operation is performed.

2. The tunnel construction safety maintenance method based on total station according to claim 1 is characterized in that: The characteristic data include lateral offset angle, longitudinal offset angle, theoretical lateral settlement angle, theoretical longitudinal settlement angle, tunnel contour value at the first moment, theoretical tunnel contour value at the first moment, tunnel contour value at the second moment, maximum contour difference value, historical tunnel offset angle, historical deformation characteristic parameters, historical tunnel deformation amount, first prediction moment and second prediction moment.

3. The tunnel construction safety maintenance method based on total station according to claim 2 is characterized in that: The calculation formula of the tunnel offset angle is: ， In the formula, is the lateral offset angle; is the longitudinal offset angle; is the theoretical lateral settlement angle; is the theoretical longitudinal settlement angle; is the tunnel offset angle.

4. The tunnel construction safety maintenance method based on total station according to claim 2 is characterized in that: The calculation formula of the contour difference value is: ， In the formula, is the contour difference value; is the tunnel profile value at the first moment; is the theoretical value of the tunnel profile at the first moment; is the tunnel profile value at the second moment.

5. The tunnel construction safety maintenance method based on total station according to claim 2 is characterized in that: The fitting calculation is performed according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference, including: Performing time calculation according to the first predicted time and the second predicted time to obtain a time difference; Constructing a fitting objective function according to the time difference, the historical tunnel offset angle, the historical deformation characteristic parameter and the historical tunnel deformation amount; Performing a minimization operation on the fitting objective function to obtain a fitting equation group; Solve the fitting equation group to obtain a first fitting coefficient, a second fitting coefficient and a fitting constant.

6. The tunnel construction safety maintenance method based on total station according to claim 5 is characterized in that: The fitting objective function is: ， In the formula, is the fitting objective function; ; For the Historical tunnel deviation angles; For the Historical deformation characteristic parameters; For the The historical tunnel deformation, is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; It is the total number of historical tunnel deviation angles, historical deformation characteristic parameters and historical tunnel deformation amounts.

7. The tunnel construction safety maintenance method based on total station according to claim 2 is characterized in that: The calculation formula of the deformation characteristic parameter is: ， In the formula, is the deformation characteristic parameter; is the contour difference value; is the maximum contour difference value.

8. The tunnel construction safety maintenance method based on total station according to claim 1 is characterized in that: The calculation formula for predicting tunnel deformation is: ， In the formula, To predict tunnel deformation; is the first fitting coefficient; is the second fitting coefficient; is the fitting constant; is the time difference; is the deformation characteristic parameter; is the tunnel offset angle.

9. The tunnel construction safety maintenance method based on total station according to claim 1, characterized in that: The tunnel safety maintenance operation includes: Activate the tunnel sound and light alarm system; Determining the deformation type and deformation degree of the tunnel according to the predicted tunnel deformation; According to the deformation type and the deformation degree, structural stability maintenance operations are performed on the tunnel.

10. A tunnel construction safety maintenance system based on a total station, characterized in that: include: A feature acquisition module is used to acquire feature data of the total station; An offset calculation module is used to perform offset calculation according to the characteristic data to obtain a tunnel offset angle; A difference calculation module, used to perform difference calculation according to the feature data to obtain a contour difference value; A fitting calculation module, used for performing fitting calculation according to the characteristic data to obtain fitting parameters, wherein the fitting parameters include a first fitting coefficient, a second fitting coefficient, a fitting constant and a time difference; A deformation calculation module, used to perform deformation calculation according to the contour difference value and the feature data to obtain deformation feature parameters; A prediction calculation module, used to calculate the deformation amount according to the fitting parameters, the deformation characteristic parameters and the tunnel offset angle, to obtain the predicted tunnel deformation amount; The safety maintenance module is used to compare the predicted tunnel deformation with a preset deformation safety threshold, and perform tunnel safety maintenance operations when the predicted tunnel deformation is greater than the preset deformation safety threshold.

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