A tunnel environment structure disease comprehensive detection device
The integrated tunnel environmental structural defect detection device, which integrates a LIDAR scanner, a linear array camera, and a thermal infrared meter, solves the problems of cumbersome operation of multiple devices and difficulties in data integration. It achieves automated data acquisition across the entire cross section without blind spots, improving detection efficiency and flexibility.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SHANGHAI DI MINE ENG KANCHA CO LTD
- Filing Date
- 2025-08-11
- Publication Date
- 2026-07-07
Smart Images
Figure CN224471588U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of tunnel data acquisition technology, and in particular to a comprehensive detection device for tunnel environmental structural defects. Background Technology
[0002] Currently, in many fields, such as industrial inspection, cultural relic protection, and architectural surveying, it is often necessary to collect multi-dimensional data on objects or environments. Traditional scanning devices have relatively limited functions and can often only acquire one type of data, such as simple optical image acquisition or only thermal infrared detection.
[0003] In existing technologies, multiple different devices need to be carried, which is cumbersome and inefficient. Furthermore, the data collected by different devices faces many difficulties in the later integration process. At the same time, for some large objects or scenarios that require large-area scanning, existing portable scanning devices are difficult to meet the needs, while large fixed scanning devices lack flexibility. Therefore, a comprehensive detection device for structural defects in tunnel environments is proposed. Utility Model Content
[0004] To address the problems of needing to carry multiple different devices, cumbersome operation, low efficiency, and difficulties in integrating data collected from different devices in the later stages, this application provides a comprehensive detection device for structural defects in tunnel environments.
[0005] This application provides a comprehensive detection device for structural defects in tunnel environments, which adopts the following technical solution:
[0006] The device includes a main shell, characterized in that an externally protruding suspension mechanism is provided on the top of the main shell, and an acquisition mechanism for information acquisition is provided on the externally protruding suspension mechanism. The acquisition mechanism includes a LiDAR scanner, a linear array camera, and a thermal infrared meter. The LiDAR scanner is mounted on the front end of the main shell via the externally protruding suspension mechanism, and the extension length of the externally protruding suspension mechanism allows the scanning angle of the LiDAR scanner to cover a 360-degree open angle area of the ground track. The linear array camera and the thermal infrared meter are both located at the top and left and right sides of the externally protruding suspension mechanism. Drive housings are provided on both sides of the main shell, and drive mechanisms are provided inside the drive housings. A control mechanism and a lithium battery are provided inside the main shell, and a data storage device for data storage is provided on the top of the main shell.
[0007] By adopting the above technical solution, three linear array cameras and a thermal infrared spectrometer are added around the machine head, achieving a high degree of integration. The linear array cameras can capture and record defects such as cracks, potholes, and misalignments in the track segments; the thermal infrared spectrometer efficiently identifies problems such as water leakage inside the segments by detecting changes in the temperature field; the LIDAR scanner can scan and record the three-dimensional point cloud data of the segments in a full circle of 360°. By comparing two sets of point cloud data, the deformation of the segments can be calculated. This highly integrated device can solve practical production problems such as defect identification, recording, and deformation analysis, ensuring the safe operation of rail transit. Through precise scanning coverage design, reliable track running capability, and integrated control and power supply, the laser data acquisition of subway tunnels can be automated, meeting the requirements for ring-shaped, full-section, and blind-angle data acquisition in the tunnel environment. This significantly improves the efficiency of high-precision data acquisition in tunnels and provides strong technical support for future subway tunnel inspection work.
[0008] Preferably, the external suspension mechanism includes a telescopic adjustment rod and a rotating gimbal. One end of the telescopic adjustment rod is connected to the main housing, and the other end of the telescopic adjustment rod is connected to the LIDAR scanner through the rotating gimbal. The rotating gimbal can achieve 360-degree rotation and ±90-degree pitch adjustment.
[0009] By adopting the above technical solution and setting up an external suspension mechanism of "telescopic adjustment rod + rotating gimbal", the three core capabilities of multi-angle adjustment, length adaptation and dynamic adaptation to driving status are used to solve the problems of "narrow field of view, poor adaptation and blind spots" of traditional fixed lenses. This allows the LIDAR scanner to "precisely focus on the track" and "extend to the entire tunnel cross section", ultimately achieving the goal of "one device meeting diverse detection needs" and greatly improving the flexibility and data integrity of rail transit tunnel environmental detection.
[0010] Preferably, the acquisition mechanism further includes an auxiliary sensor group, which includes an odometer, a tilt sensor and a high-definition camera. The odometer is linked to the drive mechanism, and the tilt sensor is installed at the center inside the main housing.
[0011] By adopting the above technical solution, the odometer is linked with the drive mechanism to record the mileage of the car in real time. The tilt sensor is installed in the center of the main shell to detect the horizontal tilt angle and pitch angle of the car in real time. At the same time, a high-definition camera is set to capture high-definition images of the corresponding area.
[0012] Preferably, ultrasonic obstacle avoiders for sensing and avoiding obstacles are provided on the front and rear sides of the main shell, and the ultrasonic obstacle avoiders are electrically connected to the control mechanism.
[0013] By adopting the above technical solution, ultrasonic obstacle avoiders are installed on both the front and rear sides of the main shell, which can simultaneously monitor obstacles in the forward and backward directions of the vehicle, avoiding the blind spot risk of one-way monitoring. The ultrasonic obstacle avoider detects obstacles through the principle of sound wave reflection, which is more suitable for the complex environment of tunnels than visual obstacle avoidance, ensuring stable perception regardless of light or darkness or the presence of dust.
[0014] Preferably, LED lights for dark illumination are symmetrically arranged on both sides of the main shell.
[0015] By adopting the above technical solution, the symmetrically arranged LED lights can form a double-sided supplementary lighting effect, avoiding uneven brightness caused by single-sided lighting (such as one side of the track being bright and the other side being dark under single-sided lighting), ensuring that the overall brightness of the image captured by the camera is uniform, and details (such as track joints and attachments on the inner wall of the tunnel) are clearly distinguishable.
[0016] Preferably, the top of the main housing is provided with an LCD display, a start switch, a manual speed adjustment switch and an emergency stop switch, and the LCD display is located next to the rotating gimbal.
[0017] By adopting the above technical solution, the start switch (equipment start / stop), manual speed adjustment switch (speed adjustment), and emergency stop switch (emergency braking) are all physical buttons. They do not rely on complex programs or remote equipment. Operators can directly complete the operation by "pressing". Through "visual display + centralized control", the core requirement of "efficient operation" of the equipment is met, and safety is enhanced through physical switches and status feedback.
[0018] Preferably, the drive mechanism includes a drive motor, a first spur gear, a second spur gear, a first bevel gear, a second bevel gear, a connecting column, a first pulley, a second pulley, and a drive wheel. The drive motor is mounted on the main housing, and its output end is connected to the first spur gear. The first spur gear meshes with the second spur gear, the second spur gear is fixedly connected to the first bevel gear, the first bevel gear meshes with the second bevel gear, the second bevel gear is fixedly connected to the connecting column, both ends of the connecting column are connected to the first pulley, the first pulley and the second pulley are connected by a belt, the second pulley is connected to the drive wheel, and the drive wheel is rotatably connected to the drive housing.
[0019] By adopting the above technical solution, the power of the drive motor is first transmitted through the spur gear meshing of the "first spur gear → second spur gear", and then the transmission direction is changed through the bevel gear meshing of the "first bevel gear → second bevel gear". The gear meshing transmission has a large contact area and a stable transmission ratio, which can efficiently transmit the motor power to the subsequent structure and reduce power loss in the middle. At the same time, by adjusting the number of teeth of the gears (such as the number of teeth of the second spur gear being greater than that of the first spur gear), "deceleration and torque increase" can be achieved - while the motor speed is reduced, the torque is increased to meet the power requirements of the equipment when climbing slopes or carrying heavy loads (such as carrying sensors and batteries).
[0020] Preferably, the control mechanism includes a control integration module, which is electrically connected to the LIDAR scanner, the drive mechanism, the auxiliary sensor group, and the operation panel.
[0021] By adopting the above technical solutions, the information collected by the LIDAR scanner (environmental perception, such as map building and obstacle localization) and the auxiliary sensor group (such as ultrasonic obstacle avoiders, attitude sensors, etc., to supplement environmental data) can be transmitted to the control integration module in real time; at the same time, the control integration module can directly send instructions to the drive mechanism (to perform movement and steering) and the operation panel (to provide feedback status, such as displaying faults on the LCD screen) based on this data.
[0022] In summary, this application includes at least one of the following beneficial technical effects:
[0023] 1. Three linear array cameras and a thermal infrared spectrometer are integrated around the machine head, operating in left and right directions. The linear array cameras can capture and record defects such as cracks, potholes, and misalignments in the track segments; the thermal infrared spectrometer efficiently identifies problems such as water leakage inside the segments by detecting changes in the temperature field; the LIDAR scanner can scan and record three-dimensional point cloud data of the segments in a full circle. By comparing two sets of point cloud data, the deformation of the segments can be calculated. This highly integrated device can solve practical production problems such as defect identification, recording, and deformation analysis, ensuring the safe operation of rail transit. Through precise scanning coverage design, reliable track travel capability, and integrated control and power supply, the laser data acquisition of subway tunnels can be automated, meeting the requirements for ring-shaped, full-section, and blind-angle data acquisition in the tunnel environment. This significantly improves the efficiency of high-precision data acquisition in tunnels and provides strong technical support for future subway tunnel inspection work.
[0024] 2. An externally protruding suspension mechanism consisting of a telescopic adjustment rod and a rotating gimbal is set up. Through three core capabilities—multi-angle adjustment, length adaptation, and dynamic adaptation to driving conditions—it solves the problems of "narrow field of view, poor adaptation, and blind spots" of traditional fixed lenses. This allows the LIDAR scanner to "precisely focus on the track" and "extend to the entire tunnel cross-section," ultimately achieving the goal of "one device meeting diverse inspection needs," and significantly improving the flexibility and data integrity of rail transit tunnel environmental inspection.
[0025] 3. The odometer is linked with the drive mechanism to record the mileage of the vehicle in real time. The tilt sensor is installed in the center of the main housing to detect the horizontal tilt angle and pitch angle of the vehicle in real time. At the same time, a high-definition camera is set to capture high-definition images of the corresponding area. Attached Figure Description
[0026] Figure 1 This is a front-view stereoscopic view of the tunnel environmental structural defect comprehensive detection device;
[0027] Figure 2 This is a right-side sectional view of the tunnel environmental structural defect comprehensive detection device;
[0028] Figure 3 This is a right-side stereoscopic view of the tunnel environmental structural defect comprehensive detection device;
[0029] Figure 4 This is a three-dimensional view of the base of the tunnel environmental structural defect comprehensive detection device, viewed from below.
[0030] Figure 5 yes Figure 4 A partial three-dimensional structural diagram;
[0031] Figure 6 This is a top-view cross-sectional view of the tunnel environmental structural defect comprehensive detection device.
[0032] Reference numerals: 100, Main housing; 110, Ultrasonic obstacle avoider; 120, LED lighting; 130, LCD display; 140, Start switch; 150, Manual speed control switch; 160, Emergency stop switch; 200, Externally protruding suspension mechanism; 210, Telescopic adjustment rod; 220, Rotating gimbal; 300, Data acquisition mechanism; 310, LiDAR scanner; 320, Auxiliary sensor group; 321, Odometer; 322, Tilt sensor; 323, Inclined... 330. Inclined sensor; 340. Linear array camera; 400. Thermal infrared meter; 500. Drive housing; 500. Drive mechanism; 510. Drive motor; 520. First spur gear; 530. Second spur gear; 540. First bevel gear; 550. Second bevel gear; 560. Connecting column; 570. First pulley; 580. Second pulley; 590. Drive wheel; 600. Control mechanism; 610. Control integrated module; 700. Lithium battery; 800. Data storage device. Detailed Implementation
[0033] The following is in conjunction with the appendix Figure 1 - Appendix Figure 6 This application will be described in further detail.
[0034] This application discloses a comprehensive detection device for structural defects in tunnel environments.
[0035] Reference Figure 1 and Figure 2A comprehensive detection device for tunnel environmental structural defects includes a main shell 100, an external suspension mechanism 200, and a data acquisition mechanism 300. The external suspension mechanism 200 is mounted on the top of the main shell 100, and the data acquisition mechanism 300 is mounted on the external suspension mechanism 200. The data acquisition mechanism 300 includes a LiDAR scanner 310, a linear array camera 330, and a thermal infrared meter 340. The LiDAR scanner 310 is mounted on the front end of the main shell 100 via the external suspension mechanism 200. The extended length of the LIDAR scanner 310 allows its scanning field of view to cover a 360-degree open area of the ground track. Simultaneously, the linear scan camera 330 and the thermal infrared meter 340 are fixedly connected to the top and left and right sides of the LIDAR scanner 310. Drive housings 400 are located on both sides of the main housing 100, and drive mechanisms 500 are housed within the drive housings 400. A control mechanism 600 and a lithium battery 700 are located inside the main housing 100. The lithium battery 700 is installed inside the main housing 100, and the control mechanism 600 is installed inside the main housing 100. The main housing 100 has a data storage unit 800 on its top for data storage. Three linear array cameras 330 (left and right) and a thermal infrared meter 340 are integrated around the head of the machine. The linear array cameras 330 can capture and record defects such as cracks, potholes, and misalignments in the track segments. The thermal infrared meter 340 efficiently identifies problems such as water leakage inside the segments by measuring temperature field changes. The LIDAR scanner 310 can scan and record the three-dimensional point cloud data of the segments in a full 360° circle. By comparing two sets of point cloud data, the deformation of the segments can be calculated. This highly integrated device can solve practical production problems such as defect identification, recording, and deformation analysis, ensuring safe operation of rail transit. Through precise scanning coverage design, reliable track travel capability, and integrated control and power supply, the system can automate the laser data acquisition of subway tunnels, meeting the requirements for ring-shaped, full-section, and blind-angle data acquisition in the tunnel environment. This significantly improves the efficiency of high-precision data acquisition in tunnels and provides strong technical support for future subway tunnel inspection work.
[0036] refer to Figure 2 and Figure 3The external suspension mechanism 200 includes a telescopic adjustment rod 210 and a rotating gimbal 220. One end of the telescopic adjustment rod 210 is fixedly connected to the main housing 100, and the other end of the telescopic adjustment rod 210 is hinged to the LIDAR scanner 310 through the rotating gimbal 220. The bottom of the rotating gimbal 220 is rotatably connected to the surface of the telescopic adjustment rod 210, allowing the rotating gimbal 220 to achieve 360-degree rotation and ±90-degree pitch adjustment. The external suspension mechanism 200, which consists of a telescopic adjustment rod 210 and a rotating gimbal 220, solves the problems of "narrow field of view, poor adaptation, and blind spots" of traditional fixed lenses by providing three core capabilities: multi-angle adjustment, length adaptation, and dynamic adaptation to driving conditions. This allows the LIDAR scanner 310 to "precisely focus on the track" and "extend to the entire tunnel cross-section," ultimately achieving the goal of "one device meeting diverse detection needs" and significantly improving the flexibility and data integrity of rail transit tunnel environmental detection.
[0037] refer to Figure 3 and Figure 4 The data acquisition mechanism 300 also includes an auxiliary sensor group 320, which includes an odometer 321, a tilt sensor 322, and a high-definition camera 323. The odometer 321 is linked with the drive mechanism 500 and is mounted on the rotating gimbal 220. The tilt sensor 322 is mounted at the center inside the main housing 100, and the high-definition camera 323 is mounted on the front and rear sides of the main housing 100. By linking the odometer 321 with the drive mechanism 500, the mileage of the vehicle can be recorded in real time. The tilt sensor 322, mounted at the center inside the main housing 100, can detect the horizontal tilt angle and pitch angle of the vehicle in real time. At the same time, the high-definition camera 323 can capture high-definition images of the corresponding area.
[0038] refer to Figure 3 and Figure 4 The main shell 100 is equipped with ultrasonic obstacle avoiders 110 on both the front and rear sides for sensing and avoiding obstacles. The ultrasonic obstacle avoiders 110 are electrically connected to the control mechanism 600. By installing ultrasonic obstacle avoiders 110 on both the front and rear sides of the main shell 100, obstacles in the forward and backward directions of the vehicle can be monitored simultaneously, avoiding the blind spot risk of one-way monitoring. The ultrasonic obstacle avoiders 110 detect obstacles through the principle of sound wave reflection, which is more suitable for the complex environment of tunnels than visual obstacle avoidance, ensuring stable perception regardless of light or darkness or the presence of dust.
[0039] refer to Figure 3 and Figure 4 The main shell 100 is symmetrically equipped with LED lights 120 for dark illumination on both sides; the symmetrically arranged LED lights can form a double-sided supplementary lighting effect, avoiding uneven brightness caused by single-sided lighting, such as one side of the track being bright and the other side being dark under single-sided lighting, ensuring that the overall brightness of the image captured by the camera is uniform, and details such as track joints and attachments on the inner wall of the tunnel are clearly visible.
[0040] refer to Figure 3 and Figure 4 The top of the main housing 100 is equipped with an LCD display 130, a start switch 140, a manual speed adjustment switch 150, and an emergency stop switch 160. The LCD display 130 is located next to the rotating gimbal 220. The start switch 140, the manual speed adjustment switch 150, and the emergency stop switch 160 are all mounted on the main housing 100. The start switch 140 starts and stops the equipment, the manual speed adjustment switch 150 adjusts the speed, and the emergency stop switch 160 brakes the equipment. All these functions are physical buttons, eliminating the need for complex procedures or remote equipment. Operators can directly complete the operation by "pressing" the buttons. Through "visual display + centralized control", the core requirement of "efficient operation" of the equipment is met, and safety is enhanced through physical switches and status feedback.
[0041] refer to Figure 4 , Figure 5 and Figure 6 The drive mechanism 500 includes a drive motor 510, a first spur gear 520, a second spur gear 530, a first bevel gear 540, a second bevel gear 550, a connecting column 560, a first pulley 570, a second pulley 580, and a drive wheel 590. The drive motor 510 is mounted on the main housing 100. The output end of the drive motor 510 is connected to the first spur gear 520. The first spur gear 520 meshes with the second spur gear 530. The second spur gear 530 is fixedly connected to the first bevel gear 540. The first bevel gear 540 meshes with the second bevel gear 550. The second bevel gear 550 is fixedly connected to the connecting column 560. Both ends of the connecting column 560 are connected to the first pulley 570. The first pulley 570 and the second pulley 580 are connected to each other. The second pulley 580 is connected to the drive wheel 590 via a belt, and the drive wheel 590 is rotatably connected to the drive housing 400. The power of the drive motor 510 is first transmitted through the spur gear meshing of the first spur gear 520 → the second spur gear 530, and then the transmission direction is changed through the bevel gear meshing of the first bevel gear 540 → the second bevel gear 550. The gear meshing transmission has a large contact area and a stable transmission ratio, which can efficiently transmit the motor power to the subsequent structure and reduce power loss in the middle. At the same time, by adjusting the number of teeth of the gears, such as the second spur gear 530 having more teeth than the first spur gear 520, "reduction and torque increase" can be achieved - while the motor speed is reduced, the torque is increased to meet the power requirements of the equipment when climbing slopes or carrying heavy loads such as sensors and batteries.
[0042] refer to Figure 5 and Figure 6The control mechanism 600 includes a control integration module 610, which is installed on the inner wall of the main housing 100. The control integration module 610 is electrically connected to the LIDAR scanner 310, the drive mechanism 500, the auxiliary sensor group 320, and the operation panel. The LIDAR scanner 310 performs environmental perception, such as map building and obstacle localization. The auxiliary sensor group 320, such as the ultrasonic obstacle avoider 110 and attitude sensors, supplements the environmental data collection information and can transmit it to the control integration module 610 in real time. At the same time, the control integration module 610 can directly send movement and steering commands to the drive mechanism 500 based on this data, and provide feedback on the status of the operation panel, such as displaying fault commands on the LCD display 130.
[0043] The implementation principle of this application embodiment is as follows: In implementation, the control mechanism 600 controls the start of the drive motor 510 on the drive mechanism 500. The drive motor 510 drives the drive wheel 590 to rotate through the first spur gear 520, the second spur gear 530, the first bevel gear 540, the second bevel gear 550, the connecting column 560, the first pulley 570, the belt, and the second pulley 580, so that the device moves on the track. Then, the rotating gimbal 220 and the telescopic adjustment rod 210 are activated, so that the LIDAR scanner 310 can perform a 360-degree rotation and a 90-degree vertical scanning and observation. The control integration module 610 on the control mechanism 600 controls the movement of the device. The system controls the operation of the drive mechanism 500, auxiliary sensor group 320, and ultrasonic obstacle avoider 110 to avoid hazards, thereby automating the laser data acquisition in the subway tunnel. This meets the requirements for ring-shaped, full-section, and blind-angle data acquisition in the tunnel environment, significantly improving the efficiency of high-precision data acquisition in the tunnel. Simultaneously, the system activates the thermal infrared instrument 340 and the line array camera 330 to scan and capture images of the surrounding environment. The line array camera 330 can capture and record defects such as cracks, potholes, and misalignments in the track segments. The thermal infrared instrument 340 efficiently identifies problems such as water leakage inside the segments by detecting changes in the temperature field, enabling better inspection of the pipeline.
[0044] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.
Claims
1. A comprehensive detection device for structural defects in tunnel environments, comprising a main shell (100), characterized in that, The top of the main shell (100) is provided with an externally protruding suspension mechanism (200), and an acquisition mechanism (300) for information acquisition is provided on the externally protruding suspension mechanism (200). The acquisition mechanism (300) includes a LIDAR scanner (310), a line scan camera (330), and a thermal infrared meter (340). The LIDAR scanner (310) is mounted on the front end of the main shell (100) through the externally protruding suspension mechanism (200). The extension length of the externally protruding suspension mechanism (200) allows for LIDAR scanning... The scanning angle of the instrument (310) covers the 360-degree open angle area of the ground track; the linear array camera (330) and the thermal infrared instrument (340) are both set on the top and left and right sides of the external protrusion suspension mechanism; the main shell (100) is provided with drive shells (400) on both sides; the drive shell (400) is provided with a drive mechanism (500); the main shell (100) is provided with a control mechanism (600) and a lithium battery (700); the top of the main shell (100) is provided with a data storage device (800) for data storage.
2. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The external suspension mechanism (200) includes a telescopic adjustment rod (210) and a rotating gimbal (220). One end of the telescopic adjustment rod (210) is connected to the main shell (100), and the other end of the telescopic adjustment rod (210) is connected to the LIDAR scanner (310) through the rotating gimbal (220). The rotating gimbal (220) can achieve 360-degree rotation and ±90-degree pitch adjustment.
3. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The acquisition mechanism (300) also includes an auxiliary sensor group (320), which includes an odometer (321), a tilt sensor (322) and a high-definition camera (323). The odometer (321) is linked with the drive mechanism (500), and the tilt sensor (322) is installed at the center of the main housing (100).
4. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The main housing (100) is provided with ultrasonic obstacle avoiders (110) on the front and rear sides for sensing and avoiding obstacles. The ultrasonic obstacle avoiders (110) are electrically connected to the control mechanism (600).
5. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, LED lights (120) for dark illumination are symmetrically arranged on both sides of the main shell (100).
6. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The top of the main housing (100) is provided with a liquid crystal display (130), a start switch (140), a manual speed adjustment switch (150) and an emergency stop switch (160), and the liquid crystal display (130) is located next to the rotating gimbal (220).
7. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The drive mechanism (500) includes a drive motor (510), a first spur gear (520), a second spur gear (530), a first bevel gear (540), a second bevel gear (550), a connecting column (560), a first pulley (570), a second pulley (580), and a drive wheel (590). The drive motor (510) is mounted on the main housing (100), and the output end of the drive motor (510) is connected to the first spur gear (520). The first spur gear (520) meshes with the second spur gear (530). The second spur gear (530) is fixedly connected to the first bevel gear (540), the first bevel gear (540) is meshed with the second bevel gear (550), the second bevel gear (550) is fixedly connected to the connecting column (560), both ends of the connecting column (560) are connected to the first pulley (570), the first pulley (570) and the second pulley (580) are connected by a belt, the second pulley (580) is connected to the drive wheel (590), and the drive wheel (590) is rotatably connected to the drive housing (400).
8. The tunnel environmental structural defect comprehensive detection device according to claim 1, characterized in that, The control mechanism (600) includes a control integration module (610), which is electrically connected to the LIDAR scanner (310), the drive mechanism (500), the auxiliary sensor group (320), and the operation panel.