Building deformation intelligent monitoring device for tunnel construction

Abstract

The invention discloses an intelligent building deformation monitoring device for tunnel construction, and relates to the technical field of tunnel construction safety monitoring, and the intelligent building deformation monitoring device comprises a front module, the front module comprises a vehicle body, the vehicle body can run on an external track, and the external track is arranged in a tunnel and located on one side of a subway guide rail; the subway guide rail is communicated with the external rail through a connecting structure, so that the vehicle body can realize bidirectional switching of the rail under the operation of a control system; sensor bins are symmetrically installed on the two sides of the vehicle body in a magnetic attraction mode, a magnetic suction cup is installed on the top of the vehicle body, a groove is formed in the center of the magnetic suction cup, telescopic rods are evenly distributed on the side wall of the groove, and the vehicle body is stably switched to a subway guide rail from an external rail or returns to the external rail from the subway guide rail according to requirements. The track layout and the switching mechanism provide guarantee for flexible movement of the vehicle body 1, and meanwhile, efficient operation of the whole system in different scenes is also ensured.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction safety monitoring technology, specifically to an intelligent monitoring device for structural deformation during tunnel construction. Background Technology

[0002] As a core urban transportation carrier, the subway carries over ten million passengers daily, and the structural safety of its tunnels is directly related to public travel safety. With the increase in years of operation, factors such as long-term dynamic loads from trains, environmental corrosion, and geological changes have led to the gradual emergence of defects such as tunnel lining cracking, track bed settlement, and track deformation, posing a potential threat to structural safety.

[0003] Currently, subway tunnel monitoring mainly relies on static testing during off-peak hours and manual inspections. While this can cover some structural deterioration issues, its core drawback lies in its inability to capture dynamic safety risks during train operation. Existing static monitoring equipment can only collect data during nighttime off-peak hours, failing to reflect the instantaneous deformation, vibration response, and stress changes of the tunnel structure under dynamic train loads. These dynamic responses are precisely the key factors that trigger sudden accidents such as lining fatigue cracking, track slab delamination, and abrupt changes in track geometry.

[0004] For example, in one city's subway system, long-term train vibration caused the track slab to become detached without being detected in time, ultimately leading to excessive track geometric deviations and forcing the train to brake suddenly. In similar cases, traditional static monitoring failed to capture dynamic stress peaks in real time, thus failing to provide early warnings of structural damage. Furthermore, manual inspections are inefficient and highly subjective, making it difficult to achieve continuous monitoring of tunnels at all times and in all areas, resulting in delayed detection of safety hazards.

[0005] Therefore, it is necessary to design an intelligent monitoring device for structural deformation during tunnel construction. Summary of the Invention

[0006] The purpose of this invention is to provide an intelligent monitoring device for structural deformation in tunnel construction, so as to solve the problems mentioned in the background art.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution: an intelligent monitoring device for building deformation in tunnel construction, comprising a front module, the front module comprising a vehicle body, the vehicle body being able to run on an external track, the external track being set inside the tunnel and located on one side of a subway guide rail, the subway guide rail and the external track being connected by a connecting structure, enabling the vehicle body to achieve bidirectional track switching under the operation of the control system; sensor compartments are symmetrically magnetically installed on both sides of the vehicle body, a magnetic suction cup is installed on the top of the vehicle body, the magnetic suction cup has a groove in the center, and retractable telescopic rods are evenly distributed on the sidewalls of the groove.

[0008] According to the above technical solution, a magnetic block is provided at the bottom of the sensor compartment, and an insertion hole is provided on the side wall of the magnetic block. Multiple triggers are provided in the insertion hole along the depth direction. The magnetic block can be inserted into the groove to achieve high-precision fitting and fixing of the sensor compartment and the vehicle body. The telescopic rod can be extended into the insertion hole to trigger the trigger, thereby achieving the locking of the sensor compartment and the charging of the sensor.

[0009] According to the above technical solution, the sensor compartment includes a compartment body, and a number of slots are evenly provided on the outer ring of the top of the compartment body. Each slot can be detachably installed with a crack monitoring sensor, a displacement sensor or a stress sensor. The positioning post at the tail of the sensor is connected to the contact in the slot to realize power supply and signal connection, and the contact and the corresponding trigger form a power supply channel.

[0010] According to the above technical solution, the trigger is a plate-type trigger structure, and the plate surface has three trigger areas, which correspond to the working modes of different insertion depths of the telescopic rod.

[0011] According to the above technical solution, each trigger corresponds to a sensor in a slot, and a specific sensor can be individually charged and started according to monitoring requirements.

[0012] According to the above technical solution, the sensor compartment is in a power-off state when not in operation, so as to avoid damage to the sensors caused by the high humidity, day-night temperature difference and electromagnetic interference environment of the tunnel, and reduce the risk of component corrosion and zero-point drift.

[0013] According to the above technical solution, the control module can automatically plan monitoring tasks based on the train timetable, control the train body to travel along the subway guide rail, and use built-in sensors to detect train vibration data and adjust the moving speed to ensure that the monitoring task is completed before the train passes.

[0014] According to the above technical solution, during the subway shutdown, the control module can control the train to complete the full-section scanning of the tunnel along the subway guide rail, stop at each monitoring section and start the high-precision monitoring mode to simultaneously collect data on arch settlement, sidewall convergence and track bed deformation.

[0015] According to the above technical solution, it also includes an edge computing unit, which can perform real-time analysis of the collected data. When the deformation data exceeds the warning threshold, it automatically triggers the high-precision monitoring mode and starts encrypted data transmission to the control module.

[0016] According to the above technical solution, after the monitoring task is completed, the control module can control the vehicle body to switch back to the external track. The data is transmitted to the control module through the scene switching module for in-depth analysis, to identify deformation trends and generate a monitoring report.

[0017] Compared with existing technologies, the beneficial effects achieved by this invention are as follows: This invention, through the installation of a vehicle body, enables zero-interference operation during subway operation: the control system automatically plans monitoring windows in conjunction with the train timetable, completing tasks during periods with train intervals of ≥15 minutes. The vehicle body can dynamically adjust its movement speed based on train vibration data, ensuring monitoring is completed before the train passes, without affecting the normal operation of the subway; it provides full-section, no-dead-angle coverage during shutdown: it can complete full-section scanning of the tunnel along the subway guide rails, stopping at each monitoring section to conduct high-precision data collection, achieving comprehensive monitoring of multiple areas such as arch settlement, sidewall convergence, and track bed deformation, significantly improving monitoring coverage efficiency; and it provides efficient mobile support for monitoring tasks in different scenarios. Attached Figure Description

[0018] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0019] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the present invention;

[0020] Figure 2 This is a schematic diagram of the magnetic chuck of the present invention;

[0021] Figure 3 This is a schematic diagram of the magnetic block of the present invention;

[0022] In the diagram: 1. Vehicle body; 2. Sensor compartment; 3. Magnetic chuck; 4. Compartment body; 5. Slot; 6. Groove; 7. Telescopic rod; 8. Magnetic block; 9. Socket; 10. Trigger. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Please see Figure 1-3This invention provides a technical solution: an intelligent monitoring device for structural deformation in tunnel construction, comprising a front-end module. The core component of the front-end module is the vehicle body 1, which is designed to run on an external track. This external track is specifically set inside the tunnel and is located on one side of the subway guide rail inside the tunnel. Notably, the subway guide rail and the external track are connected through a specific connection structure. This design allows the vehicle body 1 to smoothly switch from the external track to the subway guide rail or return from the subway guide rail to the external track as needed under the operation of the control system. This track layout and switching mechanism ensures the flexible movement of the vehicle body 1 and also ensures the efficient operation of the entire system in different scenarios. The connection structure here includes guide wheels and locking buckles, which are existing technologies and will not be described in detail here.

[0025] Track switching within the tunnel can cover the entire cross-section monitoring of the subway tunnel, such as the arch, sidewalls, and track bed. Through the trigger-based hierarchical mode, it can meet the low-power monitoring needs of daily inspections, as well as the high-precision monitoring needs of key construction nodes, and adapt to deformation monitoring requirements.

[0026] Sensor compartments 2 are symmetrically mounted on both sides of the vehicle body 1 via magnetic attraction. The layout of these sensor compartments 2 on the vehicle body exhibits perfect symmetry. The symmetrical sensor compartments synchronously collect data, and data cross-validation reduces errors, improving accuracy compared to single-sided monitoring. The redundant design ensures that if one compartment fails, the other can still maintain basic monitoring, resulting in high data integrity. Tunnel structural deformation exhibits symmetrical characteristics, such as the elliptical deformation of shield tunnels. The symmetrically arranged sensor compartments 2 can simultaneously collect deformation data from both sides of the tunnel, completely reconstructing the three-dimensional deformation morphology of the structure and avoiding misjudgments of deformation trends caused by single-sided monitoring. Each sensor compartment 2 contains a compartment body 4, on which several slots 5 are evenly arranged around its top outer ring. The number and position of these slots 5 are designed so that a specific sensor can be detachably installed in each slot 5, facilitating customization according to actual needs. The sensors can be flexibly replaced or adjusted; they can be crack monitoring sensors, displacement sensors, or stress sensors. Meanwhile, a magnetic chuck 3 is installed on the top of the vehicle body 1. The magnetic chuck 3 has a unique locking structure in its middle section, including a groove 6 located in the center of the magnetic chuck 3. Several telescopic rods 7 are evenly distributed along the sidewalls of the groove 6. The fixed ends of these telescopic rods 7 are firmly connected to the sidewalls of the groove 6, while their telescopic ends can move freely, thus achieving the locking or releasing function. Furthermore, a magnetic block 8 is located at the bottom of the compartment 4. Several insertion holes 9 are designed on the sidewalls of the magnetic block 8. Multiple triggers 10 are sequentially arranged along the depth direction of these insertion holes 9. These triggers 10 can be activated according to changes in the depth of the inserted object, thereby achieving more precise operation control and functional expansion.

[0027] The magnetic block 8 is inserted into the groove 6, which fixes the sensor compartment 2 on the vehicle body 1. The magnetic block 8 and the groove 6 fit together and are fixed with high fitting accuracy.

[0028] After the device is started, the control system automatically triggers a track switching command according to the preset monitoring task: the vehicle body 1 slides along the external track to the subway guide rail connection point through the built-in drive mechanism, the connection structure automatically engages, and the track switching is completed within 0.5 seconds. After the vehicle body 1 moves precisely along the subway guide rail to the monitoring section, the magnetic chuck 3 is powered on and starts, extending outward through the telescopic rod 7 in the central groove 6. The telescopic rod 7 extends into the insertion hole 9, which can both further clamp the sensor compartment 2 and charge the sensor in the sensor compartment 2 to maintain its detection process. It should be noted that the sensor compartment 2 in the tunnel needs to be powered off when not in operation to avoid the harsh environment of the tunnel affecting the sensor. To prevent damage to the equipment and ensure monitoring accuracy and equipment lifespan, the tunnel is a harsh environment with high humidity and large temperature differences between day and night. Sensor compartment 2 is in an unsealed state when not in operation: when the sensor circuit board and signal contacts are powered on, condensation can easily adhere to them. After power is cut off, the circuit is in a dormant state, which can avoid component corrosion caused by humid air and conductive dust, thus reducing the failure rate of the sensor. At the same time, the complex electromagnetic environment in the tunnel, such as electromagnetic interference generated by construction equipment and train operation, can cause signal interference to the powered-on sensors. Long-term power supply can also cause zero-point drift of the sensors. After power is cut off, the interference source can be cut off, ensuring the monitoring accuracy when restarted.

[0029] Each trigger 10 corresponds to a sensor in slot 5. The sensor that needs to be used is charged and activated.

[0030] According to the monitoring requirements, the operator inserts the corresponding sensor into the slot 5 at the top of the chamber 4. The positioning post at the tail of the sensor automatically connects with the contact in the slot to complete the power supply and signal connection. At this time, the contact and the trigger 10 are also connected to provide a channel for subsequent power supply.

[0031] Trigger 10 is a plate-type trigger structure with three trigger areas on its surface. After the sensor is activated, trigger 10 in the socket 9 triggers different working modes according to the insertion depth of the telescopic rod 7:

[0032] When the insertion depth is 1 / 3, that is, the trigger area of ​​each trigger 10 closest to the opening of the jack 9: trigger sensor preheating and self-calibration mode, automatically correcting zero point error;

[0033] When the insertion depth is 2 / 3: the normal monitoring mode is activated, the sensor collects data at a preset frequency, and the symmetrical chamber synchronously transmits the data to the edge computing unit;

[0034] When the insertion depth is full, that is, the triggering area of ​​each trigger 10 farthest from the hole 9 opening: trigger the high-precision monitoring mode, increase the acquisition frequency to the maximum preset frequency, and start data encryption transmission at the same time, focusing on monitoring the tunnel deformation sensitive area.

[0035] Different insertion depths correspond to different triggering effects, enabling step-by-step switching between preheating, routine monitoring, and high-precision monitoring. This allows for adaptation to different monitoring scenarios without additional operation, thereby improving automation.

[0036] After the monitoring task is completed, the control system issues a command, the telescopic rod 7 retracts and unlocks, the sensor compartment 2 separates from the vehicle body 1, the operator quickly disassembles the sensor, the vehicle body 1 switches back to the external track through the connecting structure and slides to the designated storage position, the magnetic chuck 3 is de-energized and reset, and the entire monitoring cycle is completed.

[0037] The control system automatically plans monitoring tasks based on the train timetable, selects time periods with train intervals of ≥15 minutes, and prioritizes monitoring areas with low train passing frequency. The car body 1 starts from the external track, switches to the subway guide rail through the connecting structure, and travels at a constant speed along the track. It uses built-in sensors to detect vibration data when the train passes in real time, and adjusts its moving speed to ensure that the car body 1 completes the monitoring task before the train passes.

[0038] After the vehicle body 1 reaches the monitoring section, the magnetic chuck 3 is powered on and activated. The sensor compartment 2 quickly attaches to the vehicle body 1 through the magnetic block 8. The trigger 10 automatically adjusts the insertion depth according to the sensor type and starts the normal monitoring mode. The symmetrical sensor compartment 2 collects data synchronously. After data cross-validation, only the valid data is retained to reduce the amount of data transmission.

[0039] The edge computing unit performs real-time analysis on the collected data. When the detected deformation data exceeds the warning threshold, the system automatically triggers a high-precision monitoring mode, increases the collection frequency, and simultaneously initiates encrypted data transmission to send the data to the management and control module, providing a basis for construction decisions.

[0040] After the monitoring task is completed, the vehicle body 1 switches back to the external track through the connecting structure, slides to the designated storage position, and the magnetic chuck 3 is de-energized and reset, thus completing the monitoring task.

[0041] During the subway shutdown, the car body 1 starts from the external track, switches to the subway guide rail through the connecting structure, and travels at a constant speed along the track to complete the scanning of the entire tunnel section. The car body 1 stays at each monitoring section for 5 minutes, the magnetic chuck 3 is powered on and started, and the trigger 10 starts the high-precision monitoring mode.

[0042] Sensors in sensor compartment 2 synchronously collect data on tunnel arch settlement, sidewall convergence, and track bed deformation. Through trigger 10 in socket 9, multi-parameter synchronous acquisition is achieved, improving monitoring efficiency.

[0043] After the monitoring task is completed, vehicle body 1 returns to the external track, and the data is transmitted to the control module through the scene switching module. The data is then analyzed in depth to identify potential deformation trends and generate a monitoring report.

[0044] During the downtime, vehicle body 1 is returned to its designated storage location, where operators calibrate and maintain the sensors to ensure the accuracy of the monitoring data.

[0045] During subway operation, monitoring tasks can be completed within train intervals through optimized routes and rapid deployment, without affecting normal operations; during shutdowns, full-section coverage monitoring is implemented to improve monitoring efficiency.

[0046] During the shutdown period, a high-precision monitoring mode is adopted, the collection frequency is increased to the preset value, the data accuracy is improved, and a reliable basis is provided for construction decisions.

[0047] The scene switching module enables automated operation of monitoring tasks, reducing manual intervention and lowering maintenance costs.

[0048] Through the above embodiments, the device can achieve full-scene monitoring of the tunnel during subway operation and shutdown, ensuring the safety of subway tunnel construction.

[0049] It should be noted that, in this document, relational terms such as "first" and "second" 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 process, method, article, or apparatus.

[0050] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An intelligent monitoring device for structural deformation during tunnel construction, comprising a front-end module, characterized in that, The front module includes a vehicle body (1), which can run on an external track. The external track is located inside the tunnel and on one side of the subway guide rail. The subway guide rail and the external track are connected by a connecting structure, so that the vehicle body (1) can switch tracks bidirectionally under the operation of the control system. Sensor compartments (2) are symmetrically magnetically installed on both sides of the vehicle body (1). A magnetic chuck (3) is installed on the top of the vehicle body (1). A groove (6) is provided in the center of the magnetic chuck (3). Telescopic rods (7) are evenly distributed on the side wall of the groove (6).

2. The intelligent monitoring device for structural deformation in tunnel construction according to claim 1, characterized in that, The sensor compartment (2) is provided with a magnetic block (8) at the bottom. The magnetic block (8) is provided with a socket (9) on its side wall. The socket (9) is provided with multiple triggers (10) along the depth direction. The magnetic block (8) can be inserted into the groove (6) to achieve high-precision fitting and fixing of the sensor compartment (2) and the vehicle body (1). The telescopic rod (7) can be inserted into the socket (9) to trigger the triggers (10), thereby simultaneously locking the sensor compartment (2) and charging the sensor.

3. The intelligent monitoring device for structural deformation in tunnel construction according to claim 2, characterized in that, The sensor compartment (2) includes a compartment body (4). The top outer ring of the compartment body (4) is uniformly provided with several slots (5). Each slot (5) can be detachably installed with a crack monitoring sensor, a displacement sensor or a stress sensor. The positioning post at the tail of the sensor is connected to the contact in the slot (5) to achieve power supply and signal connection, and the contact and the corresponding trigger (10) form a power supply channel.

4. The intelligent monitoring device for structural deformation in tunnel construction according to claim 3, characterized in that, The trigger (10) is a plate-type trigger structure with three trigger areas on the plate surface, which correspond to the working modes of different insertion depths of the telescopic rod (7). When the insertion depth is 1 / 3, the sensor preheating and self-calibration mode is triggered. When the insertion depth is 2 / 3, the normal monitoring mode is started. When the insertion depth is full, the high-precision monitoring mode is triggered.

5. The intelligent monitoring device for structural deformation in tunnel construction according to claim 4, characterized in that, Each trigger (10) corresponds to a sensor in a slot (5), and a specific sensor can be individually charged and started according to monitoring requirements.

6. The intelligent monitoring device for structural deformation in tunnel construction according to claim 5, characterized in that, The sensor compartment (2) is in a power-off state when not in operation to avoid damage to the sensor caused by the high humidity, day-night temperature difference and electromagnetic interference environment of the tunnel, and to reduce the risk of component corrosion and zero-point drift.

7. The intelligent monitoring device for structural deformation in tunnel construction according to claim 6, characterized in that, The control module can automatically plan monitoring tasks according to the train timetable, control the vehicle body (1) to travel along the subway guide rail and use built-in sensors to detect train vibration data and adjust the moving speed to ensure that the monitoring task is completed before the train passes.

8. The intelligent monitoring device for structural deformation in tunnel construction according to claim 7, characterized in that, During the subway shutdown, the control module can control the vehicle body (1) to complete the full-section scanning of the tunnel along the subway guide rail, stop at each monitoring section and start the high-precision monitoring mode, and simultaneously collect data on arch settlement, sidewall convergence and track bed deformation.

9. The intelligent monitoring device for structural deformation in tunnel construction according to claim 8, characterized in that, It also includes an edge computing unit, which can perform real-time analysis of the collected data. When the deformation data exceeds the warning threshold, it automatically triggers a high-precision monitoring mode and starts encrypted data transmission to the control module.

10. The intelligent monitoring device for structural deformation in tunnel construction according to claim 9, characterized in that, After the monitoring task is completed, the control module can control the vehicle body (1) to switch back to the external track. The data is transmitted to the control module through the scene switching module for in-depth analysis, to identify deformation trends and generate a monitoring report.

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