Large-section hydraulic tunnel lining trolley deformation real-time monitoring device and method

Abstract

The invention discloses a large-section hydraulic tunnel lining trolley deformation real-time monitoring device and method, and relates to the technical field of engineering machinery monitoring, the large-section hydraulic tunnel lining trolley deformation real-time monitoring device comprises a supporting frame, a sensor array and a self-adaptive adjusting mechanism, and an electric push rod is installed between the supporting frame and a lining trolley through a connecting and fixing support; the telescopic end of the electric push rod is connected with the supporting frame through a spherical hinge joint, and the angle compensator is embedded in a mounting base at the bottom end of the outer wall of the sensor array and connected with the central processing unit through a data line. According to the invention, through the self-adaptive adjusting mechanism, the sensor measurement error caused by trolley vibration or inclination angle change is dynamically corrected, the problems of data distortion and difficulty in reflecting real deformation caused by trolley attitude disturbance are solved, and the monitoring reliability in a complex construction environment is remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of construction machinery monitoring, and particularly to a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley. Background Technique

[0002] In modern water conservancy project construction, the deformation monitoring of a large-section hydraulic tunnel lining trolley is crucial for ensuring construction safety and project quality. With the continuous advancement of infrastructure construction in China, the scale of tunnel projects has been expanding, especially the construction demand for ultra-large diameter water conveyance tunnels has increased significantly.

[0003] Currently, the research on the deformation monitoring of large-section hydraulic tunnel lining trolleys at home and abroad mainly focuses on the analysis of surrounding rock stability and the health assessment of support structures, and a systematic dynamic deformation monitoring system for the trolley structure itself has not been formed. Traditional manual monitoring methods are difficult to meet the dynamic monitoring requirements under complex geological conditions due to low efficiency, poor accuracy, and inability to provide real-time warnings.

[0004] Therefore, it is very necessary to propose a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley in this application to solve the problems in the background.

[0005] Patent CN105953740B discloses a tunnel deformation monitoring device. The above patent realizes the monitoring of the roll deformation of the installation point of the tunnel deformation monitoring device by using an attitude monitoring device. When analyzing the monitoring data of the scanner, combined analysis can be carried out to obtain more accurate tunnel deformation data.

[0006] In the above patent, the roll error in tunnel deformation monitoring is effectively compensated by the attitude monitoring device, significantly improving the accuracy of the scanned data and providing an important technical support for the health monitoring of the tunnel structure. However, for a large-section hydraulic tunnel lining trolley, its construction environment has complex working conditions such as high water pressure, strong vibration, and multi-directional load coupling. The traditional single-point attitude compensation method is difficult to meet the requirements of real-time dynamic deformation monitoring and active control.

[0007] Therefore, this application proposes a real-time deformation monitoring device and method for a large-section hydraulic tunnel lining trolley that can realize sensor array compensation for dynamic deformation monitoring and control, and meet the progressive safety protection from early warning to active shutdown. Summary of the Invention

[0008] The purpose of the present invention is to provide a real-time deformation monitoring device and method for a large-section hydraulic tunnel lining trolley to solve the technical problems in the above background technique, that is, the construction environment has complex working conditions such as high water pressure, strong vibration, and multi-directional load coupling, and the traditional single-point attitude compensation method is difficult to meet the requirements of real-time dynamic deformation monitoring and active control.

[0009] To achieve the above object, the present invention provides the following technical solution: A real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley, comprising a support frame, a sensor array and an adaptive adjustment mechanism. The support frame is fixedly installed at the intersection node of the cross beam and longitudinal beam of the lining trolley. The sensor array is fixedly installed around the outer wall of the support frame. The adaptive adjustment mechanism is fixedly installed in the web strengthening area of the main beam of the lining trolley;

[0010] The adaptive adjustment mechanism includes an electric push rod and an angle compensator. The electric push rod is installed between the support frame and the lining trolley through a connecting fixed bracket. The telescopic end of the electric push rod is connected to the support frame through a spherical hinge joint. The angle compensator is embedded in the mounting base at the bottom end of the outer wall of the sensor array. The angle compensator is connected to the central processing unit through a data line.

[0011] Preferably, the sensor array includes a non-contact displacement sensor and a strain sensor. The non-contact displacement sensor is fixedly installed on the front surface of the outer wall of the support frame. The strain sensor is fixedly installed on the surface of the load-bearing structure of the lining trolley;

[0012] The output end of the non-contact displacement sensor is connected to the analog signal input terminal group of the data acquisition module through a waterproof connector. The strain sensor is connected to the strain bridge input terminal group of the data acquisition module through a cable. A metal corrugated pipe is sleeved on the outer wall of the data line, and the metal corrugated pipe is laid along the wire groove opened at the rear end of the support frame.

[0013] Preferably, the angle compensator includes a gyroscope and an accelerometer. The gyroscope and the accelerometer are connected to the central processing unit through a data line. The sensitive axis of the gyroscope is consistent with the advancing direction of the trolley through a fixture. The sensitive axes of the accelerometer respectively correspond to the X / Y / Z axes of the trolley coordinate system through fixtures.

[0014] Preferably, the sensor array is connected to the data acquisition module through a data line. The central processing unit is connected to the data acquisition module through short-range wireless communication. The data acquisition module includes a signal amplifier, an analog-to-digital conversion module and an embedded controller. The signal amplifier is connected to the output end of the sensor array. The analog-to-digital conversion module is connected to the output end of the signal amplifier. The embedded controller is connected to the analog-to-digital conversion module. The output end of the embedded controller is connected to the central processing unit through a communication line. The central processing unit is installed in the control room of the lining trolley. The central processing unit is connected to an alarm module.

[0015] Preferably, the data acquisition module includes a bottom plate, a signal conditioning board, an analog-to-digital conversion board and a main control board. The internal structure of the data acquisition module is set as a modular board. The signal conditioning board is vertically inserted into the front slot of the bottom plate. The signal conditioning board corresponds to the sensor input interface. The analog-to-digital conversion board is vertically inserted into the middle slot of the bottom plate. The signal conditioning board is fixedly installed on the side wall of the analog-to-digital conversion board. The main control board is horizontally installed at the top end of the bottom plate;

[0016] The base plate connects the signal conditioning board and the analog-to-digital conversion board through a differential bus. The signal conditioning board transmits differential signals to the analog-to-digital conversion board through a flexible cable. The analog-to-digital conversion board is connected to the main control board through a buffer. The main control board is connected to the central processing unit through an interface led out by the base plate. Two expansion slots are preset at the top of the base plate. A heat insulation slot is arranged between the analog-to-digital conversion board and the main control board. The outer walls of the base plate, the signal conditioning board, the analog-to-digital conversion board and the main control board are fixed through metal guide rails and spring buckles. The gaps between the boards of the base plate, the signal conditioning board, the analog-to-digital conversion board and the main control board are filled with shielding foam.

[0017] Preferably, the base of the electric push rod is fixed on the longitudinal beam of the trolley through bolts. The telescopic end of the electric push rod is hinged to one end of the transmission connecting rod. The other end of the transmission connecting rod is embedded in the guide rail of the support frame through a slider. The linear motion of the electric push rod is converted into the lateral displacement of the support frame. A buffer assembly is arranged at the end of the electric push rod;

[0018] The buffer assembly includes a hydraulic damper and a rubber pad. The hydraulic damper is axially parallelly installed between the connection node of the ball joint at the end of the electric push rod and the support frame. The piston rod of the hydraulic damper is hinged to the connecting plate at the end of the electric push rod through a pin shaft. The cylinder body of the hydraulic damper is rigidly connected to the metal lining plate of the rubber pad through a flange.

[0019] Preferably, a mechanical transmission mechanism is fixedly installed in the transition area between the support frame and the lining trolley panel;

[0020] The mechanical transmission mechanism includes a bracket, a linkage rod and a feedback unit. The bracket is fixedly installed on the reinforcing rib at the rear end of the trolley form through bolts. One end of the linkage rod is hinged to the spherical joint bearing of the bracket through a pin shaft. The other end of the linkage rod is connected to the mechanical interface of the sensor array through the feedback unit. The end of the linkage rod is processed with trapezoidal threads. The spring seat at the bottom end of the feedback unit is threadedly matched with the linkage rod. The feedback unit is integrated inside the installation base of the sensor array. The feedback unit and the non-contact displacement sensor are coaxially distributed. The two ends of the spring of the feedback unit are respectively in contact with the end of the linkage rod and the electric push rod. The spring is in parallel with the hydraulic damper. The spring base is provided with a displacement transfer rod through a ball joint.

[0021] Preferably, the alarm module includes an audible and visual alarm unit, a control driving unit and a remote alarm terminal. The alarm module is set as a three-level alarm mechanism. The audible and visual alarm unit is provided with a yellow warning light, an orange warning light and a red warning light. The control driving unit internally integrates a three-level alarm logic controller and a solid-state relay. The audible and visual alarm unit is embedded and installed on the guardrail column of the front operation platform of the trolley. The remote alarm terminal is integrated on the right side of the cab instrument panel. The control driving unit is installed in the electric control cabinet of the trolley;

[0022] The acoustic and optical alarm unit is connected to the control and drive module through a shielded cable. The control and drive module is connected to the central processing unit through a cable bus. The remote alarm terminal is connected to the control and drive module through a serial interface.

[0023] Preferably, the usage method includes the following steps:

[0024] S1. When the trolley is subjected to external loads and structural deformations, the relative displacement between the support frame and the lining trolley is transmitted to the sensor array through the mechanical transmission mechanism. The non-contact displacement sensor detects the lateral offset of the support frame, and the strain sensor synchronously collects the strain data of the trolley's load-bearing structure.

[0025] S2. The angle compensator corrects the measurement error of the sensor array caused by the attitude change of the trolley through the gyroscope and accelerometer. The data acquisition module amplifies, filters, and performs analog-to-digital conversion on the original signal and then transmits it to the central processing unit.

[0026] S3. The central processing unit analyzes the deformation trend based on the preset threshold and the machine learning model. When the displacement and strain exceed the first-level threshold, the yellow warning of the acoustic and optical alarm unit is triggered; when the second-level threshold is reached, the orange warning light is activated and a command is sent to the trolley control system to limit the speed; when the deformation rate breaks through the third-level threshold, the red warning light is activated and the power supply of the hydraulic system is cut off.

[0027] S4. The central processing unit generates a control command according to the real-time data, drives the electric push rod to extend and retract to adjust the position of the support frame, and at the same time absorbs the impact energy through the hydraulic damper and rubber pad of the buffer component.

[0028] Preferably, the usage method further includes the following steps:

[0029] S11. When the instantaneous impact load of the trolley acts on the support frame, the rubber pad first undergoes compressive deformation and absorbs 30%-50% of the impact energy.

[0030] S12. The residual load drives the piston rod of the hydraulic damper to move axially, and the silicone oil medium generates viscous resistance through the throttle hole, further dissipating 40%-60% of the energy.

[0031] S13. The remaining undissipated energy is transmitted to the longitudinal beam of the lining trolley through the rigid connection node of the support frame, and the peak load data is recorded through the data acquisition module.

[0032] Compared with the prior art, the beneficial effects of the present invention are:

[0033] 1. Through the adaptive adjustment mechanism, the present invention realizes the dynamic correction of the sensor measurement error caused by the vibration or inclination change of the trolley, solves the problem that the data is distorted due to the attitude disturbance of the trolley and it is difficult to reflect the true deformation amount, and significantly improves the reliability of monitoring in complex construction environments.

[0034] 2. The present invention realizes real-time acquisition of displacement and strain data for the entire cross-section and captures local minute deformations through a sensor array, solving the problem of relying on single-point sensors, having monitoring blind spots, and being unable to comprehensively evaluate the structural stability of the trolley, thus avoiding the risk of missed detections;

[0035] 3. The present invention suppresses the influence of electromagnetic interference and temperature and humidity fluctuations on signals through modular circuit boards, solving the problem of being susceptible to interference in the complex environment of the tunnel, resulting in data jumps or losses, and adapting to extreme construction conditions;

[0036] 4. The present invention actively dissipates impact loads and dynamically adjusts the operating state of the trolley through a buffer assembly, solving the problem that the trolley is prone to irreversible deformation under instantaneous impacts, effectively reducing the risk of collapse, and enhancing construction safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 is a front view structural schematic diagram of the present invention;

[0038] Figure 2 is a partial front view structural schematic diagram of the present invention;

[0039] Figure 3 is a structural schematic diagram of the adaptive adjustment mechanism of the present invention;

[0040] Figure 4 is a structural schematic diagram of the angle compensator of the present invention;

[0041] Figure 5 is a structural schematic diagram of the sensor array of the present invention;

[0042] Figure 6 is a structural schematic diagram of the alarm module of the present invention;

[0043] Figure 7 is a structural schematic diagram of the signal amplifier of the present invention.

[0044] In the figures: 1, support frame; 2, sensor array; 3, data acquisition module; 4, central processing unit; 5, alarm module; 6, adaptive adjustment mechanism; 7, electric push rod; 8, angle compensator; 9, non-contact displacement sensor; 10, strain sensor; 11, gyroscope; 12, accelerometer; 13, transmission link; 14, buffer assembly; 15, mechanical transmission mechanism; 16, acoustic-optic alarm unit; 17, control drive unit; 18, remote alarm terminal; 19, signal amplifier; 20, analog-to-digital conversion module; 21, bottom plate; 22, signal conditioning board; 23, analog-to-digital conversion board; 24, main control board. DETAILED DESCRIPTION OF THE INVENTION

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0046] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", "front end", "rear end", "both ends", "one end", "the other end", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0047] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0048] Please refer to Figure 1 、 Figure 2 、 Figure 3 and Figure 4 As shown in [drawings not specified in the original text], an embodiment provided by the present invention is a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley, which includes a support frame 1, a sensor array 2, and an adaptive adjustment mechanism 6. The support frame 1 is fixedly installed at the intersection node of the cross beam and longitudinal beam of the lining trolley. The sensor array 2 is fixedly installed around the outer wall of the support frame 1. The adaptive adjustment mechanism 6 is fixedly installed in the web reinforcement area of the main beam of the lining trolley. The adaptive adjustment mechanism 6 includes an electric push rod 7 and an angle compensator 8. The electric push rod 7 is installed between the support frame 1 and the lining trolley through a connecting fixed bracket. The telescopic end of the electric push rod 7 is connected to the support frame 1 through a spherical hinge joint. The angle compensator 8 is embedded in the mounting base at the bottom end of the outer wall of the sensor array 2. The angle compensator 8 is connected to the central processor through a data cable.

[0049] The angle compensator 8 includes a gyroscope 11 and an accelerometer 12. The gyroscope 11 and the accelerometer 12 are connected to the central processing unit 4 through a data line. The sensitive axis of the gyroscope 11 is aligned with the advancing direction of the trolley through a fixture, and the sensitive axes of the accelerometer 12 respectively correspond to the X / Y / Z axes of the trolley coordinate system through fixtures;

[0050] Furthermore, first, when the lining trolley encounters surrounding rock deformation or uneven loads during construction, the sensor array 2 installed around the outer wall of the support frame 1 collects structural strain, displacement, and inclination data in real time. The sensor array 2 transmits the original signal to the central processing unit 4 through a data line, and the Kalman filtering algorithm built into the central processing unit 4 performs fusion processing on the multi-source data;

[0051] Then, if the deformation amount exceeds the preset threshold, the central processing unit 4 sends a control command to the adaptive adjustment mechanism 6. The electric push rod 7 is connected to the support frame 1 through a ball joint. The piston rod of the electric push rod 7 expands and contracts along the Z-axis direction of the trolley coordinate system under the drive of the servo motor to compensate for the structural settlement. The gyroscope 11 in the angle compensator 8 monitors the angular rate in the advancing direction of the trolley, and the accelerometer 12 synchronously collects three-dimensional acceleration data. The two calculate the real-time attitude angle through a complementary filtering algorithm and output it to the central processing unit 4 for dynamic correction. Under the action of the fixture, the sensor array 2 always remains perpendicular to the normal direction of the lining surface;

[0052] Finally, the support frame 1 adjusted by the electric push rod 7 is flexibly connected to the trolley body through a rubber shock pad to evenly distribute the residual load to the beam-longitudinal beam nodes. The central processing unit 4 synchronously uploads the real-time deformation data to the remote monitoring platform through the 5G module. When the deformation rate exceeds 1 mm / min, the central processing unit 4 receives the dynamic data collected by the sensor array 2 in real time and calculates the deformation rate. When the rate is monitored to exceed 1 mm / min for three consecutive sampling periods, the central processing unit 4 sends a level signal to the acoustic-optic alarm unit 16 through the control module. The relay closes to trigger the warning light, and the buzzer emits alternating high and low tones, and the technical personnel adjust the construction parameters.

[0053] Please refer to Figure 1 、 Figure 3 and Figure 7, an embodiment provided by the present invention: a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley. The sensor array 2 includes a non-contact displacement sensor 9 and a strain sensor 10. The non-contact displacement sensor 9 is fixedly installed on the front surface of the outer wall of the support frame 1, and the strain sensor 10 is fixedly installed on the surface of the load-bearing structure of the lining trolley; the output end of the non-contact displacement sensor 9 is connected to the analog signal input terminal group of the data acquisition module 3 through a waterproof connector, and the strain sensor 10 is connected to the strain bridge input terminal group of the data acquisition module 3 through a cable. A metal bellows is sleeved on the outer wall of the data cable, and the metal bellows is laid along the wire groove opened at the rear end of the support frame 1;

[0054] The data acquisition module 3 includes a bottom plate 21, a signal conditioning board 22, an analog-to-digital conversion board 23, and a main control board 24. The internal structure of the data acquisition module 3 is set as a modular board. The signal conditioning board 22 is vertically inserted into the front slot of the bottom plate 21, and the signal conditioning board 22 corresponds to the sensor input interface. The analog-to-digital conversion board 23 is vertically inserted into the middle slot of the bottom plate 21, and the signal conditioning board 22 is fixedly installed on the side wall of the analog-to-digital conversion board 23. The main control board 24 is horizontally installed on the top of the bottom plate 21; the bottom plate 21 connects the signal conditioning board 22 and the analog-to-digital conversion board 23 through a differential bus. The signal conditioning board 22 transmits differential signals to the analog-to-digital conversion board 23 through a flexible cable. The analog-to-digital conversion board 23 is connected to the main control board 24 through a buffer. The main control board 24 is connected to the central processing unit 4 through the interface led out by the bottom plate 21. Two expansion slots are preset at the top of the bottom plate 21. An insulating slot is provided between the analog-to-digital conversion board 23 and the main control board 24. The outer walls of the bottom plate 21, the signal conditioning board 22, the analog-to-digital conversion board 23, and the main control board 24 are fixed through metal rails and spring buckles. The gaps between the boards of the bottom plate 21, the signal conditioning board 22, the analog-to-digital conversion board 23, and the main control board 24 are filled with shielding foam;

[0055] Furthermore, first, when the large-section hydraulic tunnel lining trolley is subjected to external impact loads or structural deformations, a relative displacement is generated between the support frame 1 and the lining trolley. The linkage rod drives the spring seat of the feedback unit to axially move through a trapezoidal thread. The spring is compressed and triggers the displacement transfer rod coaxial with the non-contact displacement sensor 9. The non-contact displacement sensor 9 real-time detects the lateral offset of the support frame 1, and the strain sensor 10 synchronously collects the local strain data of the trolley load-bearing structure. The analog signal of the non-contact displacement sensor 9 is connected to the analog input terminal group of the data acquisition module 3 through a waterproof connector, and the strain signal of the strain sensor 10 is transmitted to the strain bridge input terminal group through a cable shielded by a metal bellows;

[0056] Then, the signal conditioning board 22 is vertically inserted into the front slot of the bottom board 21. After receiving the sensor signal, it filters and adjusts the gain of the signal through a differential bus to eliminate high-frequency noise. The conditioned differential signal is transmitted to the analog-to-digital conversion board 23 through a flexible cable. The analog-to-digital conversion module 20 converts it into a digital signal and temporarily stores it in the buffer. The main control board 24 sends the digital signal to the central processing unit 4 through short-range wireless communication via the interface led out by the bottom board 21. The gyroscope 11 and the accelerometer 12 eliminate the sensor measurement deviation caused by the vibration or inclination change of the trolley through a data fusion algorithm;

[0057] Finally, the reserved CAN bus interface in the expansion slot can be externally connected to an inclination sensor or a pressure transmitter to form a multi-parameter monitoring network. The shielding foam filled between the boards effectively isolates electromagnetic interference, and the heat insulation slot keeps the working temperature difference between the analog-to-digital conversion board 23 and the main control board 24 within 5°C.

[0058] Please refer to Figure 1 、 Figure 6 and Figure 7 As shown in, an embodiment provided by the present invention: A real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley. The sensor array 2 is connected to the data acquisition module 3 through a data line. The central processing unit 4 is connected to the data acquisition module 3 through short-range wireless communication. The data acquisition module 3 includes a signal amplifier 19, an analog-to-digital conversion module 20, and an embedded controller. The signal amplifier 19 is connected to the output end of the sensor array 2. The analog-to-digital conversion module 20 is connected to the output end of the signal amplifier 19. The embedded controller is connected to the analog-to-digital conversion module 20. The output end of the embedded controller is connected to the central processing unit 4 through a communication line. The central processing unit 4 is installed in the control room of the lining trolley. The central processing unit 4 is connected to the alarm module 5;

[0059] The alarm module 5 includes an audible and visual alarm unit 16, a control drive unit 17, and a remote alarm terminal 18. The alarm module 5 is set with a three-level alarm mechanism. The audible and visual alarm unit 16 is provided with a yellow warning light, an orange warning light, and a red warning light. The control drive unit 17 internally integrates a three-level alarm logic controller and a solid-state relay. The audible and visual alarm unit 16 is embedded in the guardrail column of the front operation platform of the trolley. The remote alarm terminal 18 is integrated on the right side of the cab instrument panel. The control drive unit 17 is installed in the electric control cabinet of the trolley. The audible and visual alarm unit 16 is connected to the control drive module 17 through a shielded cable. The control drive module 17 is connected to the central processing unit 4 through a cable bus. The remote alarm terminal 18 is connected to the control drive module 17 through a serial interface;

[0060] Further, first, the analog signal output by the sensor array 2 is transmitted to the data acquisition module 3 at the bottom of the trolley through a shielded data line;

[0061] Then, the signal amplifier 19 amplifies the 0-10V analog signal by 20 times. The analog-to-digital conversion module 20 converts the analog signal into a 16-bit digital signal at a sampling rate of 200Hz. The embedded controller packs the data into an MRTU frame through the bus, and the data is transmitted to the central processing unit 4 in the control room through the wireless module in the 2.4GHz frequency band;

[0062] Finally, if the displacement exceeds the first-level threshold, the sensor signal is transmitted to the analog-to-digital conversion module. The analog-to-digital conversion module is connected to the microprocessor. The processor calls the alarm logic program and outputs a high level through the output port. The solid-state relay conducts, driving the yellow warning light circuit, and the yellow warning light of the sound and light alarm unit 16 is activated; when the second-level threshold is reached, the sensor signal is transmitted to the main controller. The controller activates the interlock, and the orange warning light lights up. The controller outputs a signal to the frequency converter, and the frequency converter reduces the motor frequency of the trolley to 30% of the rated value; when the deformation rate breaks through the third-level threshold, the controller executes the rate calculation to activate the red warning light, the solenoid directional valve loses power, and the hydraulic pump motor contactor disconnects.

[0063] Please refer to Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 6 For an embodiment provided by the present invention: a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley, the usage method includes the following steps:

[0064] S1. When the trolley is subjected to external loads and structural deformations, the relative displacement between the support frame 1 and the lining trolley is transmitted to the sensor array 2 through the mechanical transmission mechanism 15. The non-contact displacement sensor 9 detects the lateral offset of the support frame 1, and the strain sensor 10 synchronously collects the strain data of the trolley's load-bearing structure; S2. The angle compensator 8 corrects the measurement error of the sensor array 2 caused by the attitude change of the trolley through the gyroscope 11 and the accelerometer 12. The data acquisition module 3 amplifies, filters, and converts the analog-to-digital conversion of the original signal and then transmits it to the central processing unit 4; S3. The central processing unit 4 analyzes the deformation trend based on the preset threshold and the machine learning model. When the displacement and strain exceed the first-level threshold, the yellow warning of the sound and light alarm unit 16 is triggered; when the second-level threshold is reached, the orange warning light is activated and a command is sent to the trolley control system to limit the speed; when the deformation rate breaks through the third-level threshold, the red warning light is activated and the power supply of the hydraulic system is cut off; S4. The central processing unit 4 generates a control command according to the real-time data, drives the electric push rod 7 to expand and contract to adjust the position of the support frame 1, and at the same time absorbs the impact energy through the hydraulic damper and rubber pad of the buffer assembly 14;

[0065] The usage method further includes the following steps:

[0066] S11. When the instantaneous impact load of the trolley acts on the support frame 1, the rubber pad first undergoes compressive deformation and absorbs 30%-50% of the impact energy; S12. The residual load drives the axial movement of the piston rod of the hydraulic damper, and the silicone oil medium generates viscous resistance through the throttle hole, further dissipating 40%-60% of the energy; S13. The remaining undissipated energy is transmitted to the longitudinal beam of the lining trolley through the rigid connection node of the support frame 1, and the peak load data is recorded by the data acquisition module 3;

[0067] Furthermore, first, when the lining trolley is affected by external loads and its own structural deformation, external loads such as the pressure of concrete pouring, the extrusion of surrounding rocks, etc., a relative displacement will occur between the support frame 1 and the lining trolley. The relative displacement is transmitted through the mechanical transmission mechanism 15. The bracket of the mechanical transmission mechanism 15 is fixed on the reinforcing rib at the rear end of the trolley formwork. One end of the linkage rod is hinged to the spherical joint bearing of the bracket, and the other end is connected to the mechanical interface of the sensor array 2 through the feedback unit. The relative displacement causes the linkage rod to move, and then drives the feedback unit to transmit the displacement to the sensor array 2. The non-contact displacement sensor 9 detects the lateral offset of the support frame 1, and at the same time, the strain sensor 10 synchronously collects the strain data of the trolley load-bearing structure. The strain data includes parts such as the jack support and the formwork connection flange. The gyroscope 11 and the accelerometer 12 transmit the detected attitude data to the central processing unit 4 through the data line;

[0068] Then, the data acquisition module 3 receives the original signal from the sensor array 2. The signal amplifier amplifies the weak original signal. Then, the noise and interference components in the signal are removed through the filter circuit. The analog-to-digital conversion module converts the amplified and filtered analog signal into a digital signal. The converted digital signal is transmitted to the central processing unit 4 through the communication line. After receiving the data, the central processing unit 4 compares the collected displacement and strain data with the preset first-level threshold, second-level threshold, and third-level threshold based on the preset threshold and the machine learning model;

[0069] Finally, the central processing unit 4 generates a control instruction, and the control instruction is sent to the electric push rod 7 to drive the electric push rod 7 to expand and contract. The electric push rod 7 is converted into the lateral displacement of the support frame 1 through the transmission connecting rod 13; during the movement of the electric push rod 7, if the trolley is subjected to an instantaneous impact load, the impact load first acts on the support frame 1, and the rubber pad undergoes compressive deformation. The elastic characteristics of the rubber pad are used to absorb 30%-50% of the impact energy. After part of the energy is absorbed by the rubber pad, the residual load drives the axial movement of the piston rod of the hydraulic damper. The silicone oil medium in the hydraulic damper passes through the throttle hole, and due to the throttling effect, viscous resistance is generated, further dissipating 40%-60% of the energy.

[0070] Please refer to Figure 1 、 Figure 3 andFigure 5 An embodiment provided by the present invention: A real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley. The base of the electric push rod 7 is fixed on the trolley longitudinal beam by bolts. One end of the telescopic end of the electric push rod 7 is hinged to one end of the transmission connecting rod 13. The other end of the transmission connecting rod 13 is embedded in the guide rail of the support frame 1 through a slider. The linear motion of the electric push rod 7 is converted into the lateral displacement of the support frame 1. A buffer assembly 14 is arranged at the end of the electric push rod 7; the buffer assembly 14 includes a hydraulic damper and a rubber pad. The hydraulic damper is axially parallelly installed between the ball hinge pair at the end of the electric push rod 7 and the connection node of the support frame 1. The piston rod of the hydraulic damper is hinged to the connecting plate at the end of the electric push rod 7 through a pin shaft. The cylinder body of the hydraulic damper is rigidly connected to the metal lining plate of the rubber pad through a flange plate;

[0071] A mechanical transmission mechanism 15 is fixedly installed in the transition area between the support frame 1 and the lining trolley panel; the mechanical transmission mechanism 15 includes a bracket, a linkage rod and a feedback unit. The bracket is fixedly installed on the reinforcing rib at the rear end of the trolley formwork by bolts. One end of the linkage rod is hinged to the spherical joint bearing of the bracket through a pin shaft. The other end of the linkage rod is connected to the mechanical interface of the sensor array 2 through the feedback unit. A trapezoidal thread is machined at the end of the linkage rod. The spring seat at the bottom end of the feedback unit is in threaded fit with the linkage rod. The feedback unit is integrated inside the installation base of the sensor array 2. The feedback unit and the non-contact displacement sensor 9 are coaxially distributed. The two ends of the spring of the feedback unit are respectively in contact with the end of the linkage rod and the electric push rod 7. The spring is connected in parallel with the hydraulic damper. A displacement transmission rod is arranged at the spring base through a ball hinge;

[0072] Furthermore, first, when the trolley is subjected to an instantaneous impact load, the load is transmitted to the ball hinge pair at the end of the electric push rod 7 through the support frame 1. The rubber pad preferentially undergoes axial compression deformation. 30%-50% of the impact energy is dissipated through the honeycomb structure inside the rubber pad. The remaining energy drives the piston rod of the hydraulic damper to retract. The silicone oil medium flows through the annular throttle hole of the piston head, generating dynamic viscous resistance. A disc spring group is arranged between the cylinder body of the damper and the flange plate to absorb the high-frequency vibration components. The residual load is transmitted to the main structure of the trolley through the support frame longitudinal beam;

[0073] Then, when the support frame 1 generates a lateral displacement, the linkage rod of the mechanical transmission mechanism 15 drives the spring seat to rotate through the trapezoidal thread. The compression amount of the wave spring built in the feedback unit changes. The displacement transmission rod generates an axial movement. The non-contact displacement sensor 9 detects the displacement signal of the transmission rod. The sensor array 2 uploads data to the PLC controller through the bus. The controller compares the preset threshold and sends an instruction through the network. The electric push rod 7 receives the instruction and adjusts the output thrust;

[0074] Finally, the non-contact displacement sensor 9 collects displacement data in real time, transmits it to the feedback unit for analog-to-digital conversion. The signal is transmitted through the integrated circuit to the main control center of the lining trolley, and the compensation amount is calculated through the PID algorithm. The control instruction drives the telescopic end of the electric push rod 7 to adjust. The electric push rod 7 moves the slider in the guide rail through the transmission connecting rod 13, dynamically compensating for the lateral displacement of the support frame 1.

[0075] Working principle: First, the relative displacement between the support frame 1 and the lining trolley triggers the mechanical transmission mechanism 15. The non-contact displacement sensor 9 detects the lateral offset amount, and the strain sensor 10 synchronously collects the strain data of the load-bearing structure of the trolley. The gyroscope 11 and the accelerometer 12 of the angle compensator 8 correct the influence of the attitude change of the trolley on the measurement in real time;

[0076] Then, the data acquisition module 3 amplifies, filters, and performs analog-to-digital conversion on the original signal and transmits it to the central processing unit 4. The central processor analyzes the deformation trend based on the preset threshold and the machine learning model: when the displacement or strain exceeds the first-level threshold, the yellow warning light is triggered; when the second-level threshold is reached, the orange light alarms and the speed is limited; when the deformation rate breaks through the third-level threshold, the red light alarms and the power supply of the hydraulic system is cut off;

[0077] Finally, the central processor drives the electric push rod 7 to adjust the position of the support frame 1 according to the real-time data to compensate for the deformation. The buffer assembly 14 absorbs 30%-50% of the impact energy through the rubber pad and the silicone oil throttling of the hydraulic damper dissipates 40%-60% of the energy, thus forming a two-stage buffer. The remaining energy is transmitted to the longitudinal beam of the trolley through the rigid node, and the peak load is recorded by the data module.

[0078] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention. Any reference signs in the claims should not be regarded as limiting the claimed claims.

Claims

1. A real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel, characterized in that: It includes a support frame (1), a sensor array (2) and an adaptive adjustment mechanism (6). The support frame (1) is fixedly installed at the intersection node of the cross beam and longitudinal beam of the lining trolley. The sensor array (2) is fixedly installed around the outer wall of the support frame (1). The adaptive adjustment mechanism (6) is fixedly installed in the web strengthening area of the main beam of the lining trolley; The adaptive adjustment mechanism (6) includes an electric push rod (7) and an angle compensator (8). The electric push rod (7) is installed between the support frame (1) and the lining trolley through a connecting fixed bracket. The telescopic end of the electric push rod (7) is connected to the support frame (1) through a ball hinge joint. The angle compensator (8) is embedded in the installation base at the bottom end of the outer wall of the sensor array (2). The angle compensator (8) is connected to the central processor through a data line.

2. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 1, characterized in that: The sensor array (2) includes a non-contact displacement sensor (9) and a strain sensor (10). The non-contact displacement sensor (9) is fixedly installed on the front surface of the outer wall of the support frame (1). The strain sensor (10) is fixedly installed on the surface of the load-bearing structure of the lining trolley; The output end of the non-contact displacement sensor (9) is connected to the analog signal input terminal group of the data acquisition module (3) through a waterproof connector. The strain sensor (10) is connected to the strain bridge input terminal group of the data acquisition module (3) through a cable. A metal corrugated pipe is sleeved on the outer wall of the data line, and the metal corrugated pipe is laid along the wire groove opened at the rear end of the support frame (1).

3. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 1, characterized in that: The angle compensator (8) includes a gyroscope (11) and an accelerometer (12). The gyroscope (11) and the accelerometer (12) are connected to the central processing unit (4) through a data line. The sensitive axis of the gyroscope (11) is consistent with the advancing direction of the trolley through a fixture. The sensitive axes of the accelerometer (12) correspond to the X / Y / Z axes of the trolley coordinate system through fixtures respectively.

4. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 1, characterized in that: The sensor array (2) is connected to the data acquisition module (3) through a data line. The central processing unit (4) is connected to the data acquisition module (3) through short-range wireless communication. The data acquisition module (3) includes a signal amplifier (19), an analog-to-digital conversion module (20) and an embedded controller. The signal amplifier (19) is connected to the output end of the sensor array (2). The analog-to-digital conversion module (20) is connected to the output end of the signal amplifier (19). The embedded controller is connected to the analog-to-digital conversion module (20). The output end of the embedded controller is connected to the central processing unit (4) through a communication line. The central processing unit (4) is installed in the control room of the lining trolley. The central processing unit (4) is connected to the alarm module (5).

5. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 2, wherein: The data acquisition module (3) includes a base plate (21), a signal conditioning board (22), an analog-to-digital conversion board (23), and a main control board (24). The internal structure of the data acquisition module (3) is set as a modular board. The signal conditioning board (22) is vertically inserted into the front slot of the base plate (21), and the signal conditioning board (22) corresponds to the sensor input interface. The analog-to-digital conversion board (23) is vertically inserted into the middle slot of the base plate (21), and the side wall of the analog-to-digital conversion board (23) is fixedly installed with the signal conditioning board (22). The main control board (24) is horizontally installed on the top of the base plate (21). The base plate (21) connects the signal conditioning board (22) and the analog-to-digital conversion board (23) through a differential bus. The signal conditioning board (22) transmits differential signals to the analog-to-digital conversion board (23) through a flexible cable. The analog-to-digital conversion board (23) is connected to the main control board (24) through a buffer. The main control board (24) is connected to the central processing unit (4) through an interface led out by the base plate (21). Two expansion slots are preset at the top of the base plate (21). A heat insulation slot is provided between the analog-to-digital conversion board (23) and the main control board (24). The outer walls of the base plate (21), the signal conditioning board (22), the analog-to-digital conversion board (23), and the main control board (24) are fixed by metal rails and spring clips. The gaps between the boards of the base plate (21), the signal conditioning board (22), the analog-to-digital conversion board (23), and the main control board (24) are filled with shielding foam.

6. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 1, characterized in that: The base of the electric push rod (7) is fixed on the longitudinal beam of the trolley by bolts. The telescopic end of the electric push rod (7) is hinged to one end of the transmission connecting rod (13). The other end of the transmission connecting rod (13) is embedded into the guide rail of the support frame (1) through a slider. The linear motion of the electric push rod (7) is converted into the lateral displacement of the support frame (1). A buffer assembly (14) is provided at the end of the electric push rod (7). The buffer assembly (14) includes a hydraulic damper and a rubber pad. The hydraulic damper is axially parallelly installed between the connection node of the ball joint at the end of the electric push rod (7) and the support frame (1). The piston rod of the hydraulic damper is hinged to the connecting plate at the end of the electric push rod (7) through a pin shaft. The cylinder body of the hydraulic damper is rigidly connected to the metal lining plate of the rubber pad through a flange.

7. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 1, characterized in that: A mechanical transmission mechanism (15) is fixedly installed in the transition area between the support frame (1) and the lining trolley panel. The mechanical transmission mechanism (15) includes a bracket, a linkage rod, and a feedback unit. The bracket is fixedly installed on the reinforcing rib at the rear end of the trolley form through bolts. One end of the linkage rod is hinged to the spherical joint bearing of the bracket through a pin shaft. The other end of the linkage rod is connected to the mechanical interface of the sensor array (2) through the feedback unit. The end of the linkage rod is machined with a trapezoidal thread. The spring seat at the bottom end of the feedback unit is in threaded fit with the linkage rod. The feedback unit is integrated inside the installation base of the sensor array (2). The feedback unit and the non-contact displacement sensor (9) are coaxially distributed. The two ends of the spring of the feedback unit are respectively in contact with the end of the linkage rod and the electric push rod (7). The spring is in parallel with the hydraulic damper. The spring base is provided with a displacement transfer rod through a ball joint.

8. The real-time deformation monitoring device for the lining trolley of a large-section hydraulic tunnel according to claim 4, characterized in that: The alarm module (5) includes an acoustic-optic alarm unit (16), a control and drive unit (17), and a remote alarm terminal (18). The alarm module (5) is set up with a three-level alarm mechanism. The acoustic-optic alarm unit (16) is provided with a yellow warning light, an orange warning light, and a red warning light. The control and drive unit (17) integrates a three-level alarm logic controller and a solid-state relay inside. The acoustic-optic alarm unit (16) is embedded and installed on the guardrail column of the front operation platform of the trolley. The remote alarm terminal (18) is integrated on the right side of the cab dashboard. The control and drive unit (17) is installed inside the electric control cabinet of the trolley; The acoustic-optic alarm unit (16) is connected to the control and drive module (17) through a shielded cable. The control and drive module (17) is connected to the central processing unit (4) through a cable bus. The remote alarm terminal (18) is connected to the control and drive module (17) through a serial interface.

9. A method for using a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley, which is applicable to the real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley described in any one of claims 1-8, and is characterized in that: The usage method includes the following steps: S1. When the trolley is subjected to external loads and structural deformations, the relative displacement between the support frame (1) and the lining trolley is transmitted to the sensor array (2) through the mechanical transmission mechanism (15). The non-contact displacement sensor (9) detects the lateral offset of the support frame (1), and the strain sensor (10) synchronously collects the strain data of the load-bearing structure of the trolley; S2. The angle compensator (8) corrects the measurement error of the sensor array (2) caused by the attitude change of the trolley through the gyroscope (11) and the accelerometer (12). The data acquisition module (3) amplifies, filters, and performs analog-to-digital conversion on the original signal and then transmits it to the central processing unit (4); S3. The central processing unit (4) analyzes the deformation trend based on the preset threshold and the machine learning model. When the displacement and strain exceed the first-level threshold, the yellow warning of the acoustic-optic alarm unit (16) is triggered. When the second-level threshold is reached, the orange warning light is activated and an instruction is sent to the trolley control system to limit the speed. When the deformation rate breaks through the third-level threshold, the red warning light is activated and the power supply of the hydraulic system is cut off; S4. The central processing unit (4) generates a control instruction according to the real-time data, drives the electric push rod (7) to extend and retract to adjust the position of the support frame (1), and at the same time absorbs the impact energy through the hydraulic damper and rubber pad of the buffer assembly (14).

10. The method of using a real-time deformation monitoring device for a large-section hydraulic tunnel lining trolley according to claim 9, characterized in that: The usage method further includes the following steps: S11. When the trolley is subjected to an instantaneous impact load acting on the support frame (1), the rubber pad first undergoes compressive deformation and absorbs 30%-50% of the impact energy; S12. The residual load drives the piston rod of the hydraulic damper to move axially, and the silicone oil medium generates viscous resistance through the throttle hole, further dissipating 40%-60% of the energy; S13. The remaining undissipated energy is transmitted to the longitudinal beam of the lining trolley through the rigid connection node of the support frame (1), and the peak load data is recorded by the data acquisition module (3).

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