Tunnel top cracking safety detection device

Abstract

The invention discloses a tunnel top cracking safety detection device. Comprising a suspension part fixedly arranged at the top of a tunnel, a first guide rail extending in the first direction is fixedly arranged on the suspension part, a detection support is arranged on the first guide rail in a sliding mode, a detection unit is in transmission connection with a first driving part, and the first driving part drives the detection support to move back and forth along the first guide rail. A second guide rail extending in the second direction is fixedly arranged on the detection support, the second guide rail is in sliding connection with a detection unit, the detection unit is in transmission connection with a second driving part, the second driving part drives the detection unit to reciprocate along the second guide rail, and the detection end of the detection unit is arranged to face the top of the tunnel. According to the invention, the problems of security risk and extra scheduling and management cost in the prior art can be solved.

Description

Technical Field

[0001] This application relates to the field of tunnel engineering technology, specifically to a safety detection device for cracks in the tunnel roof. Background Technology

[0002] During the operation and maintenance of tunnel projects, cracks appearing at the top of the concrete structure are one of the key indicators for assessing its safety and durability. Currently, the detection of cracks at high points in the tunnel arch and sidewalls typically relies on manual operation using conventional concrete crack width detectors. During detection, the detection probe needs to be connected to the display unit via a connecting cable. The operator holds the probe, aims it at the crack area, triggers the image capture switch to obtain the image, and then the display unit magnifies and performs measurement analysis.

[0003] However, this method has significant shortcomings in detecting cracks at the top of tunnels: First, inspectors often need to use scaffolding, lifting platforms, or aerial work platforms to reach the top of the tunnel, making preparation cumbersome, inefficient, and posing personal safety risks when working at height. Second, the limited space inside the tunnel means that setting up auxiliary facilities often disrupts normal traffic and may even require partial closure, resulting in additional scheduling and management costs. Third, manual close-range instrument inspection is affected by operational stability, limited field of view, and lighting conditions, making it difficult to quickly and comprehensively obtain accurate data on top cracks, especially for long-distance, large-scale tunnel inspections, where existing methods are time-consuming and labor-intensive.

[0004] It should be noted that the information disclosed in this background section is only for understanding the background technology of the present invention, and therefore may include information that does not constitute prior art. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this application discloses a safety detection device for cracks in the tunnel roof, which can solve the safety risks and additional scheduling and management costs associated with existing technologies.

[0006] To achieve the above objectives, this application provides the following technical solution: A safety detection device for cracks at the top of a tunnel includes a suspension member fixedly mounted on the top of the tunnel. A first guide rail extending along a first direction is fixedly mounted on the suspension member. A detection bracket is slidably mounted on the first guide rail. A detection unit is driven by a first driving member, which drives the detection bracket to reciprocate along the first guide rail. A second guide rail extending along a second direction is fixedly mounted on the detection bracket. A detection unit is slidably mounted on the second guide rail. The detection unit is driven by a second driving member, which drives the detection unit to reciprocate along the second guide rail. The detection end of the detection unit is positioned facing the top of the tunnel.

[0007] In a preferred embodiment, the suspension component includes a suspension seat partially inserted into the top of the tunnel, a suspension column detachably provided at the bottom of the suspension seat, and a first guide rail fixedly provided at the bottom of the suspension column.

[0008] In a preferred embodiment, the suspension seat includes a first seat body and a second seat body, which are separately disposed from each other, and a bolt passes through and connects the first seat body and the second seat body.

[0009] In a preferred embodiment, the first guide rail includes a first body extending along a first direction, a first driving member fixedly disposed on the first body, and a detection bracket and the first body being slidably connected.

[0010] In a preferred embodiment, the first driving component includes a first motor, the housing of the first motor is fixedly connected to a first body, and the output shaft of the first motor is fixedly connected to a threaded rod, the threaded rod being threadedly connected to a threaded hole provided in the detection bracket.

[0011] In a preferred embodiment, the second guide rail includes a second body extending along a second direction, a second driving member fixedly disposed on the second body, and a detection unit slidingly connected to the second body.

[0012] In a preferred embodiment, the second driving component includes a second cylinder, the cylinder body of which is fixedly connected to a second body, and the telescopic rod of which is fixedly connected to a detection unit.

[0013] In a preferred embodiment, the detection unit includes a camera and a communication unit. The camera captures images of cracks at the top of the tunnel and sends them to the communication unit. The communication unit receives images of cracks at the top of the tunnel and sends them to an online server.

[0014] This application discloses a safety detection device for cracks in the tunnel roof, which has the following advantages: Firstly, the device's top-fixed and guide-rail-moving design completely eliminates the need for inspection personnel to work at heights, fundamentally eliminating the risk of falls and greatly improving operational safety. Secondly, the two-dimensional motion platform formed by the first and second guide rails drives the inspection unit to perform automated scanning, achieving systematic and rapid coverage of a large area on the tunnel ceiling, resulting in an order-of-magnitude improvement in inspection efficiency compared to traditional manual methods. Furthermore, the device's rigid structure and precise drive control ensure the stability and repeatability of the inspection unit's positioning and data acquisition, providing a reliable foundation for the accurate quantitative analysis of crack width.

[0015] Furthermore, the modular and detachable design makes installation and maintenance more convenient, while enhancing the long-term adaptability and reliability of the equipment in the harsh environment of tunnels. Finally, the integrated sensing and remote communication units support real-time data processing and intelligent analysis, driving a fundamental shift in tunnel inspection from manual experience-based judgment to a digital and intelligent model, and providing efficient technical means for continuous assessment and early warning of structural health status. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0017] Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without any creative effort.

[0018] Figure 1 This is a schematic diagram of an embodiment of this application in the first direction; Figure 2 This is a schematic diagram of an embodiment of this application in the second direction; Figure 3 This is a schematic diagram of the suspension component according to an embodiment of this application; Figure 4 This is a schematic diagram of the detection bracket in an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are some embodiments of this application, but not all embodiments.

[0020] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0021] Example 1 Embodiment 1 of this invention provides a safety detection device for cracks in the tunnel roof. The core design goal of this device is to achieve automated and systematic crack scanning and detection of high-altitude areas of the tunnel arch and sidewalls without requiring manual access. The main structure of the device is permanently or semi-permanently fixed to the tunnel roof structure via pre-set suspension components. The placement points of the suspension components can be selected according to the tunnel inspection planning requirements, for example, arranged at specific intervals along the tunnel's longitudinal axis. A first guide rail extending in a first direction is securely mounted on each suspension component. This first direction can typically be set parallel to or at a specific angle to the tunnel's longitudinal extension direction to adapt to the tunnel's orientation. The first guide rail constitutes the basic path for the device's primary movement.

[0022] A detection bracket 5 is slidably connected to a first guide rail via a sliding component, allowing the detection bracket 5 to reciprocate along the length of the first guide rail. To drive this movement, a first driving component is connected to the detection bracket 5. Upon receiving a control signal, the first driving component outputs power, driving the detection bracket 5 to move precisely back and forth along the first guide rail. By controlling the first driving component, the detection bracket 5 can be stopped at any designated position on the first guide rail, or it can perform uniform or variable speed scanning movement according to a preset program.

[0023] A second guide rail extending along a second direction is further securely mounted on the detection bracket 5. This second direction differs from the first direction; preferably, the second direction is perpendicular to or staggered with the first direction. For example, when the first direction is the longitudinal direction of the tunnel, the second direction can be selected as the tunnel cross-sectional direction. A detection unit 9 carrying the core sensing element is slidably connected to the second guide rail via its sliding component, allowing the detection unit 9 to reciprocate along the length of the second guide rail. Similarly, the detection unit 9 is driven by a second driving member. This second driving member is responsible for driving the detection unit 9 to reciprocate along the second guide rail. The detection unit 9 itself has a detection end, which, after the device is installed, is set to always face the concrete surface at the top of the tunnel. In this embodiment, the detection end typically refers to the acquisition window integrating an optical lens.

[0024] Through the above structure, the overall working logic of the device is constructed. First, the device is fixed to the top of the tunnel by a suspension component. After startup, the first drive unit operates, driving the detection bracket 5 to move along the first guide rail to the target longitudinal starting position. Then, the second drive unit operates, driving the detection unit 9 to move along the second guide rail to the target transverse starting position. At this time, the detection end of the detection unit 9 is aligned with a specific detection starting point on the tunnel top. The detection unit 9 begins to work, acquiring the image or data of that point. Subsequently, the second drive unit drives the detection unit 9 to move stepwise or continuously along the second guide rail, completing the data acquisition of one transverse scan line. After one transverse line is scanned, the first drive unit drives the detection bracket 5 to move one step along the first guide rail, and then the second drive unit again drives the detection unit 9 to scan the next transverse line along the second guide rail. This process is repeated, forming a grid-like scanning path, thereby systematically covering a continuous rectangular or fan-shaped area on the tunnel top. The entire scanning process can be automatically completed by a preset program controller, without manual intervention or high-altitude operations.

[0025] Regarding the specific implementation of the suspension component, it needs to provide reliable anchoring force. One feasible approach is to design the suspension component as a structure partially inserted into the tunnel roof. For example, the suspension component may include a suspension seat pre-embedded or fixed within the tunnel's concrete structure using fasteners such as chemical anchors or expansion bolts. For ease of installation and subsequent maintenance, a detachable connection interface can be designed at the bottom of the suspension seat. A specific implementation involves providing threaded holes or quick-connect mechanisms at the bottom of the suspension seat, with a suspension column detachably connected to it via bolts or clips. The bottom of the suspension column is then fixedly connected to a first guide rail. This split design allows the first guide rail and its complex moving parts to be removed entirely from the suspension column during maintenance, while the suspension seat and suspension column remain as the foundation structure at the tunnel roof, simplifying maintenance operations.

[0026] Furthermore, the suspension mount itself can also adopt a split structure to enhance its adaptability and ease of installation. For example, the suspension mount may include a first mount 1 and a second mount 2. The first mount 1 and the second mount 2 are initially separate from each other. During installation, the first mount 1 is first placed in a predetermined position, and then the second mount 2 is engaged with it, so that the two together form a cavity or clamping structure for accommodating anchors or for integration with the tunnel structure. Finally, high-strength bolts are passed through the pre-drilled holes on the first mount 1 and the second mount 2 and tightened, thereby firmly connecting the two and pressing them tightly against the tunnel structure. This design allows for convenient installation in confined spaces or on the tunnel roof where rear-end operation is inconvenient.

[0027] The first guide rail comprises a first body 4 extending along a first direction with sufficient rigidity and straightness. The first body 4 is typically made of shaped steel, aluminum alloy profiles, or a precision linear guide rail. A first driving component is fixedly mounted on the first body 4. The detection bracket 5 is slidably connected to the first body 4 via common sliding pairs such as slider and rail, roller and track. A preferred embodiment of the first driving component is a motor-driven screw drive. Specifically, the first driving component includes a first motor 6. The housing of the first motor 6 is connected to the first body 4 via a bracket or direct fixation. The output shaft of the first motor 6 is fixedly connected to a precision threaded rod 7 via a coupling. The axis of this threaded rod 7 is parallel to the extension direction of the first guide rail. A threaded hole or nut seat correspondingly mates with the threaded rod 7 is provided on the detection bracket 5. When the first motor 6 starts, it drives the threaded rod 7 to rotate, and the detection bracket 5, meshing with the threaded rod 7, generates linear displacement along the first guide rail under the drive of the screw. By controlling the direction and speed of the motor, the movement direction and speed of the detection bracket 5 can be precisely controlled. The motor can be a stepper motor or a servo motor to achieve high-precision position control.

[0028] The second guide rail has a similar structural design to the first guide rail, including a second body 8 extending along a second direction. The second body 8 is fixed to the detection bracket 5. The second drive component is fixedly mounted on the second body 8. The detection unit 9 is also connected to the second body 8 via a sliding pair. The second drive component can be selected according to the required driving force and motion characteristics. One feasible implementation is to use a cylinder as the second drive component. Specifically, the second drive component includes a second cylinder 10. The cylinder body of the second cylinder 10 is firmly connected to the second body 8 via a fixed seat. The end of the telescopic rod of the second cylinder 10 is fixedly connected to the housing or mounting bracket of the detection unit 9. By inputting compressed air into the air port of the cylinder, the extension and retraction of the telescopic rod can be controlled, directly driving the detection unit 9 to perform reciprocating linear motion along the second guide rail. Cylinder drive has the advantages of simple structure, fast response, and convenient maintenance, and is particularly suitable for this reciprocating scanning motion. Of course, a motor drive scheme can also be used, similar to the first drive component.

[0029] The detection unit 9 is the core component that performs the final detection function. In this embodiment, the detection unit 9 includes at least a high-resolution camera and a communication unit. The camera acts as an image acquisition sensor, with its lens facing the detection end. The camera should have performance suitable for the lighting conditions inside the tunnel, such as high sensitivity in low light or integrated supplementary lighting. The camera is responsible for acquiring high-definition images of the concrete surface at the top of the tunnel, which contain crack information. The acquired image data is sent to the communication unit in real time. The communication unit can be integrated inside the detection unit 9 or externally mounted. The communication unit is responsible for wireless or wired data transmission. It encodes and packages the received crack image data at the top of the tunnel, and then sends it to a remote online server or monitoring center through a built-in wireless communication module such as a 4G, 5G, or Wi-Fi module, or through a wired network interface. The online server runs professional image analysis software that can automatically identify cracks, calculate width, measure length, and analyze development trends in the received images, thereby completing the entire safety inspection process.

[0030] Example 2 Based on the basic architecture of Embodiment 1, Embodiment 2 of the present invention provides a more optimized implementation scheme for a tunnel roof crack safety detection device. This embodiment focuses on improving the long-term operational stability, environmental adaptability, and accuracy of the detection data of the device.

[0031] In designing the suspension components, in addition to ensuring structural robustness, it is also necessary to consider the potential vibrations and micro-displacements within the tunnel. Therefore, a buffer and adjustment mechanism can be added to the connection between the suspension column and the first guide rail. For example, a rubber damping pad can be installed between the bottom of the suspension column and the connecting flange of the first guide rail to absorb low-frequency vibrations from the tunnel structure. Simultaneously, the connection can utilize a slotted hole with bolts, allowing for fine-tuning within the vertical plane of the first direction to ensure that the levelness or preset tilt angle of the first guide rail after installation meets design requirements.

[0032] For the transmission system between the first guide rail and the detection bracket 5, to cope with the potentially humid and dusty environment inside the tunnel, the motor of the first drive component should be selected as a model with a high protection level. The threaded rod 7 transmission pair can be equipped with a retractable protective cover to prevent dust and cement debris from entering the threaded area and causing wear or jamming. In addition, photoelectric or mechanical limit switches can be installed at both ends of the first guide rail, linked with the control system, to prevent the detection bracket 5 from running beyond its travel range and colliding.

[0033] As the intermediate carrier connecting the first and second kinematic pairs, the structural rigidity of the detection bracket 5 is crucial. In this embodiment, the detection bracket 5 adopts an aluminum alloy frame structure, which ensures rigidity and reduces weight while allowing for internal wiring to provide power and signal lines for the second drive component and the detection unit 9.

[0034] The second drive component of the second guide rail uses a precision electric actuator instead of the cylinder in Embodiment 1. The electric actuator integrates a micro motor and a reduction mechanism; the extension and retraction of the actuator are controlled by the motor. Its advantages include more precise stroke control and the elimination of the need for an external air source, making it more suitable for fixed installations in infrastructure. The housing of the electric actuator is fixed to the second body 8, and its actuator end is connected to the detection unit 9. The control system can precisely set each stopping and scanning position of the detection unit 9 on the second guide rail by controlling the number of steps of the motor inside the electric actuator.

[0035] Regarding detection unit 9, this embodiment features enhanced functionality. The camera employs an industrial fixed-focus or zoom camera with optical zoom and autofocus capabilities, and integrates a ring LED fill light to ensure clear surface images are acquired even in poorly lit areas of the tunnel. Furthermore, detection unit 9 integrates a laser rangefinder or a point laser. The laser rangefinder measures the actual distance from the detection end to the tunnel surface, providing precise parameters for scale calibration in image analysis and eliminating measurement errors caused by distance variations. The spot emitted by the point laser assists in aiming and focusing. Detection unit 9 may also integrate an inertial measurement unit for real-time attitude angle sensing; combined with position information, this allows for geometric distortion correction of the image.

[0036] In addition to basic image transmission functions, the communication unit also has edge computing capabilities. That is, before sending the original image to the server, preliminary image preprocessing can be performed locally, such as noise reduction, enhancement, compression, and even preliminary crack feature extraction. Only key feature data or compressed images are uploaded, thereby significantly reducing the demand for communication bandwidth and data transmission latency.

[0037] The entire device is powered and controlled by a unified waterproof and dustproof control box. The control box contains a power module, main controller, motor driver, and communication gateway. The main controller can be programmed to set complex scanning paths, such as for non-planar scanning of the curved top of a tunnel. By coordinating the movement of the first and second driving components, it ensures that the detection end of detection unit 9 maintains a roughly constant optimal detection distance and facing angle with the tunnel surface. The device can accept remote commands to initiate a single detection or perform periodic automatic inspections according to a preset schedule.

[0038] Example 3 Based on Embodiments 1 and 2, Embodiment 3 of the present invention further expands the application flexibility and system integration of the device. This embodiment considers deploying multiple detection device nodes in long-distance tunnels and constructing a distributed collaborative detection network.

[0039] The basic structure of each detection node is as described above, but its suspension and guide rail system is designed to have a longer stroke and a stronger load capacity. The length of the first guide rail can be customized according to the longitudinal detection range of the tunnel that needs to be covered. Accordingly, the first drive unit may use a more powerful motor or a heavier-load linear motor module.

[0040] A significant feature of this embodiment is the enhanced modularity of the detection unit 9. The detection unit 9 is no longer just a camera, but a multi-sensor integrated platform. Its detection end is a multi-functional sensor head, integrating at least three types of sensors. The first is a high-speed, high-resolution global shutter camera for capturing static high-definition images. The second is a 3D line laser scanner, whose emitted laser beam is projected onto the tunnel surface. By capturing the deformation of the laser beam, the surface 3D topography of a small area can be reconstructed in real time, which is extremely valuable for detecting crack depth trends and surface spalling. The third is an infrared thermal imager for detecting the temperature field distribution on the concrete surface; abnormal temperature differences are sometimes related to internal defects or leaks. This sensor data is time-synchronized and initially fused within the detection unit 9, and then uploaded via a high-speed communication unit.

[0041] Multiple such detection nodes are arranged linearly along the tunnel, with partial overlap in the detection areas of adjacent nodes to ensure full coverage without blind spots. All nodes are connected via an industrial Ethernet or wireless mesh network laid within the tunnel and accessed by a single central monitoring system. The central monitoring system can not only control the scanning tasks of each node individually but also direct multiple nodes to work collaboratively. For example, when a node detects a suspected serious crack, the system can automatically schedule adjacent nodes to perform a higher-density re-scan of the area.

[0042] In addition, the device integrates environmental sensors, such as temperature and humidity sensors and harmful gas detection sensors, enabling the platform to not only perform structural inspections but also become part of the tunnel environmental monitoring network.

[0043] The device in this embodiment represents a leap from single-point automated detection to networked intelligent sensing, providing an efficient, comprehensive, and reliable technical solution for the safe operation and maintenance of long tunnel clusters.

[0044] It should be noted that, in this document, relational terms are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0045] Obviously, those skilled in the art will understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device, or fabricating them separately as individual integrated circuit modules, or fabricating multiple modules or steps as a single integrated circuit module. This invention is not limited to any particular hardware and software combination.

[0046] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A safety detection device for cracks in the tunnel roof, characterized in that, The device includes a fixed suspension component mounted on the top of the tunnel. A first guide rail extending in a first direction is fixedly mounted on the suspension component. A detection bracket is slidably mounted on the first guide rail. A detection unit is driven by a first driving component, which drives the detection bracket to reciprocate along the first guide rail. A second guide rail extending in a second direction is fixedly mounted on the detection bracket. A detection unit is slidably mounted on the second guide rail. The detection unit is driven by a second driving component, which drives the detection unit to reciprocate along the second guide rail. The detection end of the detection unit is positioned facing the top of the tunnel.

2. The tunnel roof cracking safety detection device according to claim 1, characterized in that, The suspension component includes a suspension seat that is partially inserted into the top of the tunnel, a suspension column that is detachably provided at the bottom of the suspension seat, and a first guide rail that is fixed at the bottom of the suspension column.

3. The tunnel roof cracking safety detection device according to claim 2, characterized in that, The suspension seat includes a first seat body and a second seat body, which are separately disposed from each other, and a bolt passes through and connects the first seat body and the second seat body.

4. The tunnel roof cracking safety detection device according to claim 1, characterized in that, The first guide rail includes a first body extending along a first direction, a first driving member fixedly disposed on the first body, and a detection bracket and the first body being slidably connected.

5. A tunnel roof cracking safety detection device according to claim 4, characterized in that, The first driving component includes a first motor, the housing of the first motor is fixedly connected to a first body, and the output shaft of the first motor is fixedly connected to a threaded rod, which is threadedly connected to a threaded hole provided in the detection bracket.

6. The tunnel roof cracking safety detection device according to claim 1, characterized in that, The second guide rail includes a second body extending along a second direction, and a second driving member is fixedly provided on the second body, with the detection unit and the second body slidably connected.

7. A tunnel roof cracking safety detection device according to claim 6, characterized in that, The second driving component includes a second cylinder, the cylinder body of which is fixedly connected to a second body, and the telescopic rod of which is fixedly connected to a detection unit.

8. A tunnel roof cracking safety detection device according to claim 1, characterized in that, The detection unit includes a camera and a communication unit. The camera captures images of cracks at the top of the tunnel and sends them to the communication unit. The communication unit receives images of cracks at the top of the tunnel and sends them to an online server.

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