A roadway surface displacement monitoring system

Abstract

The utility model provides a kind of roadway surface displacement monitoring system, the roadway surface displacement monitoring system includes installation base and monitoring component, installation base is used to place on the ground of roadway, monitoring component includes moving seat, first detection piece and second detection piece, moving seat is connected with installation base and can be moved along the height direction of roadway, first detection piece is connected with moving seat and is located in the end of moving seat away from installation base, first detection piece includes first detection unit and multiple support unit, the first end of support unit is connected with first detection unit, the second end of support unit is in abutment with the roof of roadway, first detection unit is used to monitor the stress degree of support unit, second detection piece includes second detection unit and stretching unit, the first section of stretching unit is connected with second detection unit, the second end of stretching unit is fixed in the side of roadway.The roadway surface displacement monitoring system of the utility model has the advantages of simple structure, convenient disassembly, high monitoring precision.

Description

Technical Field

[0001] This utility model relates to the field of tunnel displacement monitoring technology, specifically to a tunnel surface displacement monitoring system. Background Technology

[0002] Tunnel convergence deformation is a common problem in underground engineering projects such as coal mines and tunnels, and it has a significant impact on the stability and safety of tunnels. The traditional cross-point method is a commonly used means of monitoring tunnel convergence deformation. It forms a "cross-shaped" monitoring network by arranging measuring points on the roof, floor, and center of both sides of the tunnel to measure the horizontal and vertical displacement of the tunnel.

[0003] In related technologies, the cross-point method has a limited number of measuring points on the roadway surface, making it difficult to achieve high-density monitoring. This results in low spatial resolution of the monitoring results, making it impossible to accurately capture detailed deformation of the roadway surface. This method can only measure horizontal and vertical displacement of the roadway, ignoring complex deformation modes that may occur during roadway convergence deformation, such as asymmetric bulging and roof delamination. These complex deformation modes often involve significant safety risks and cannot be effectively monitored using traditional methods. Utility Model Content

[0004] This utility model aims to at least partially solve one of the technical problems in the related art.

[0005] Therefore, embodiments of this utility model propose a roadway surface displacement monitoring system, which has the advantages of simple structure, convenient assembly and disassembly, and high monitoring accuracy.

[0006] The roadway surface displacement monitoring system according to an embodiment of the present invention includes:

[0007] Mounting base, the mounting base being placed on the ground of the tunnel;

[0008] The monitoring component includes a movable base, a first detection element, and a second detection element. The movable base is connected to the mounting base and is movable relative to the mounting base along the height direction of the tunnel. The first detection element is connected to the movable base and located at the end of the movable base away from the mounting base. The first detection element includes a first detection unit and multiple support units. A first end of each support unit is connected to the first detection unit, and a second end of each support unit abuts against the roof of the tunnel. The first detection unit is used to monitor the stress level of the support unit.

[0009] The second detection element includes a second detection unit and a tensioning unit. The first segment of the tensioning unit is connected to the second detection unit, and the second end of the tensioning unit is fixed to the side of the roadway. There are multiple second detection elements, which are symmetrically arranged on both sides of the movable seat along the width direction of the roadway.

[0010] The roadway surface displacement monitoring system of this utility model monitors the force of the support unit and tension unit, enabling the system to accurately measure the displacement of the roadway roof and sides, providing high-precision monitoring data. The design of the monitoring components allows the system to monitor deformation over a wider range of roadways. Combined with data analysis technology, the system can analyze the monitoring data, predict potential deformation trends, and issue timely early warning signals, thereby improving the level of roadway safety management.

[0011] In some embodiments, the first detection unit includes a first detection body, a detection base, and a detection top surface. The first detection body is electrically connected to the detection top surface. A buffer gap is defined between the detection top surface and the detection base. The buffer gap is filled with a buffer medium. The first end of the support unit is connected to the detection top surface. When the roof of the tunnel deforms, the first detection body is used to draw a roof strain distribution map of the tunnel based on the deformation of the detection top surface.

[0012] In some embodiments, the first detection element further includes an adjustment base, the top end of the movable base is provided with a first mounting groove, the lower end of the adjustment base is fitted into the first mounting groove, the upper end of the adjustment base is provided with a second mounting groove, and the first detection unit is placed in the second mounting groove.

[0013] In some embodiments, the monitoring component further includes an adjustment member, one end of which is used to penetrate the sidewall of the first mounting groove and abut against the sidewall of the adjustment base. There are multiple adjustment members, which are arranged at circumferential intervals along the first mounting groove.

[0014] In some embodiments, the plurality of support units are divided into a first support unit and a plurality of second support units. The extension direction of the first support unit is consistent with the extension direction of the movable seat, and the upper end of the first support unit is used to abut against the center of the roof of the tunnel. The plurality of second support units are arranged at circumferential intervals along the first support unit, and there is an angle between the extension direction of the second support unit and the extension direction of the first support unit.

[0015] In some embodiments, the second detection unit includes a second detection body, the tensioning unit includes a tensioning part, a tensioning rope and a fixing part, a first end of the tensioning rope is connected to the tensioning part, a second section of the tensioning rope is connected to the fixing part, the fixing part is used to fix the side of the roadway, and the second detection body is connected to the tensioning part to detect the magnitude of the tension on the tensioning rope.

[0016] In some embodiments, a second detection element includes a plurality of said tension units, each tension unit further including a sleeve portion through which a plurality of said tension ropes are arranged.

[0017] In some embodiments, in a second detection element, the plurality of tension ropes are divided into a first tension rope and a plurality of second tension ropes, the extension direction of the first tension rope is orthogonal to the extension direction of the movable seat, the plurality of second tension ropes are arranged circumferentially spaced along the first tension rope, and the extension directions of the second tension ropes adjacent to one end of the fixing part have an included angle.

[0018] In some embodiments, the roadway surface displacement monitoring system of this utility model further includes an alarm component, which is electrically connected to both the first detection body and the second detection body. The alarm component is used to receive stress change values ​​monitored by the first detection body and the second detection body. If the monitored stress change value exceeds a preset stress value, the alarm component issues an alarm signal.

[0019] In some embodiments, the roadway surface displacement monitoring system of this utility model further includes a reinforcement support component, which is used to reinforce the surface of the roadway according to the monitored stress change value. Attached Figure Description

[0020] Figure 1 This is an installation diagram of the roadway surface displacement monitoring system according to an embodiment of the present invention.

[0021] Figure 2 This is a three-dimensional structural diagram of the monitoring component of the roadway surface displacement monitoring system according to an embodiment of the present invention.

[0022] Figure 3 This is a cross-sectional schematic diagram of the monitoring components of the roadway surface displacement monitoring system according to an embodiment of the present invention.

[0023] Figure 4 yes Figure 3 An enlarged view of point A shown in the diagram.

[0024] Figure 5 This is a partial structural schematic diagram of the tension unit of a roadway surface displacement monitoring system according to another embodiment of the present invention.

[0025] Figure label:

[0026] 100. Alleyway

[0027] 1. Install the base.

[0028] 2. Monitoring components, 21. Movable base, 211. First mounting slot.

[0029] 3. First detection component; 31. First detection unit; 311. First detection body; 312. Detection base; 313. Detection top surface; 314. Adjustment base; 3141. Second mounting slot; 315. Adjustment component; 32. Support unit; 321. First support unit; 322. Second support unit.

[0030] 4. Second testing component; 41. Second testing unit; 411. Tensioning unit; 4111. Tensioning rope; 4111a. First tensioning rope; 4111b. Second tensioning rope; 412. Fixing part; 413. Sleeve part. Detailed Implementation

[0031] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0032] like Figures 1-5 As shown, the roadway surface displacement monitoring system of this utility model embodiment includes a mounting base 1 and a monitoring component 2.

[0033] The mounting base 1 is placed on the ground of the tunnel 100. The monitoring component 2 includes a movable base 21, a first detection element 3, and a second detection element 4. The movable base 21 is connected to the mounting base 1 and is movable relative to the mounting base 1 along the height direction of the tunnel 100. The first detection element 3 is connected to the movable base 21 and is located at the end of the movable base 21 away from the mounting base 1. The first detection element 3 includes a first detection unit 31 and multiple support units 32. The first end of the support unit 32 is connected to the first detection unit 31, and the second end of the support unit 32 abuts against the top plate of the tunnel 100. The first detection unit 31 is used to monitor the stress on the support unit 32. The second detection element 4 includes a second detection unit 41 and a tension unit 411. The first section of the tension unit 411 is connected to the second detection unit 41, and the second end of the tension unit 411 is fixed to the side of the tunnel 100. There are multiple second detection elements 4, which are symmetrically arranged on both sides of the movable base 21 along the width direction of the tunnel 100.

[0034] Specifically, such as Figures 1-5As shown, the mounting base 1 is placed on the ground of the tunnel 100. It can be fixed to the ground using bolts or similar means to improve its stability and ensure it can withstand ground pressure and potential impacts. The movable base 21 is connected to the mounting base 1 and can move vertically. This allows the monitoring component 2 to perform measurements at different heights, facilitating assembly and disassembly and adapting to monitoring needs at different locations within the tunnel 100.

[0035] The lower end of the support unit 32 is connected to the first detection unit 31, and the upper end of the support unit 32 abuts against the roof of the roadway 100. The support unit 32 can transmit the corresponding stress changes to the first detection unit 31 according to the changes in the roof of the roadway 100 (such as deformation), thereby realizing stress monitoring on the roof of the roadway 100. Similarly, the tension unit 411 can be connected between the side of the roadway 100 and the second detection unit 41. When the side of the roadway 100 changes, the second detection unit 41 can detect the force change on the tension unit 411, thereby realizing the monitoring of the changes in the side of the roadway 100.

[0036] Understandably, the mounting base 1 and the movable seat 21 can be driven by linear modules, cylinders, hydraulic cylinders, etc., which not only enables the movable seat 21 to move but also provides higher support strength for the whole structure. The monitoring component 2 can collect data in real time and quickly transmit it to the data processing center, providing support for real-time early warning and control of the convergence deformation of the tunnel 100.

[0037] Therefore, the roadway surface displacement monitoring system of this embodiment, through the force monitoring of the support unit 32 and the tension unit 411, can accurately measure the displacement of the roof and sides of the roadway 100, providing high-precision monitoring data. The design of the monitoring component 2 enables the system to monitor a wider range of deformation in the roadway 100. Combined with data analysis technology, the system can analyze the monitoring data, predict potential deformation trends, and issue timely warning signals, thereby improving the safety management level of the roadway 100.

[0038] In some embodiments, the first detection unit 31 includes a first detection body 311, a detection base 312, and a detection top surface 313. The first detection body 311 is electrically connected to the detection top surface 313. A buffer gap is defined between the detection top surface 313 and the detection base 312. The buffer gap is filled with a buffer medium. The first end of the support unit 32 is connected to the detection top surface 313. When the roof of the tunnel 100 deforms, the first detection body 311 is used to draw a strain distribution map of the roof of the tunnel 100 based on the deformation of the detection top surface 313.

[0039] It is understandable that, such as Figures 1-5As shown, the first detection body 311 can be a stress monitoring device to convert the physical deformation of the top surface 313 into an electrical signal, and to analyze and process the collected electrical signal. The detection base 312 provides a stable support plane for the first detection unit 31. The detection base 312 is fixed on the movable seat 21 and connected to the first detection body 311. The material of the detection base 312 can be high-strength stainless steel to have sufficient strength and stability to withstand the pressure and possible impact of the top plate.

[0040] The buffer medium filling the space between the top plate and the base 312 can be a high-pressure liquid, a high-pressure gas, or fine sand. The function of the buffer medium is to reduce the direct impact on the detection unit caused by the deformation of the top plate, protect the sensitive element from damage, and allow the top surface 313 to have a certain amount of movement space when subjected to pressure.

[0041] Optionally, such as Figures 1-5 As shown, the support unit 32 includes a support rod and a support plate. The top end of the support rod is connected to the support plate by a hinge to facilitate adaptation to the surface of the roof of the roadway 100.

[0042] In other words, when the roof of the tunnel 100 deforms, the support unit 32 is displaced by the force, causing the detection surface 313 to displace accordingly. Since the detection surface 313 is electrically connected to the first detection body 311, this displacement changes the electrical signal between the detection surface 313 and the first detection body 311. By measuring and analyzing these signal changes, the first detection body 311 can plot the strain distribution of the tunnel 100 roof.

[0043] Therefore, the design of the detection surface 313 enables the system to detect minute roof deformations, providing highly sensitive monitoring. The design of the buffer gap and buffer medium effectively protects the sensitive elements in the detection unit, avoiding damage caused by sudden roof deformation or impact. The system can monitor and generate a strain distribution map of the roof in real time, helping engineers to more accurately assess the deformation of the roof of roadway 100 and make corresponding safety decisions.

[0044] In some embodiments, the first detection element 3 further includes an adjustment base 314, the top end of the movable base 21 is provided with a first mounting groove 211, the lower end of the adjustment base 314 is fitted into the first mounting groove 211, the upper end of the adjustment base 314 is provided with a second mounting groove 3141, and the first detection unit 31 is placed in the second mounting groove 3141.

[0045] Specifically, such as Figures 1-5As shown, the adjusting base 314 and the movable base 21 can be connected by detachable connection methods such as snap-fit ​​or plug-in. The adjusting base 314 can provide a certain correction space for the first detection component 3. That is, after the movable base 21 is moved to the preset installation position, there is still a small gap between the support unit 32 and the top plate of the tunnel 100. The gap between the support unit 32 and the top plate of the tunnel 100 can be changed by adjusting the distance between the adjusting base 314 and the movable base 21, thereby ensuring that the support unit 32 abuts against the top plate of the tunnel 100.

[0046] The outline of the first mounting groove 211 generally matches the outline of the adjusting base 314 to ensure that the adjusting base 314 can be stably fitted therein. A second mounting groove 3141 is provided at the upper end of the adjusting base 314 to accommodate the first detection unit 31. The design of the second mounting groove 3141 allows the first detection unit 31 a certain amount of horizontal movement space for precise adjustment. Furthermore, the sidewalls of the second mounting groove 3141 provide effective protection for the first detection unit 31.

[0047] Thus, the operator can easily adjust the position of the first detection unit 31 by adjusting the base 314 to adapt to different monitoring conditions and requirements. The connection between the movable seat 21 and the adjusting base 314 allows for multi-position monitoring within the roadway 100, while the connection between the adjusting base 314 and the first detection unit 31 provides additional flexibility during the monitoring process.

[0048] Optionally, the monitoring component 2 further includes an adjustment member 315, one end of which is used to penetrate the side wall of the first mounting groove 211 and abut against the side wall of the adjustment base 314. There are multiple adjustment members 315, and the multiple adjustment members 315 are arranged at intervals along the circumference of the first mounting groove 211.

[0049] It is understandable that, such as Figures 1-5 As shown, the adjusting base 314 fits into the first mounting groove 211, and there is a gap between the outer peripheral wall of the adjusting base 314 and the inner peripheral wall of the first mounting groove 211. The adjusting member 315 can be a bolt, and the side wall of the first mounting groove 211 has a threaded hole that matches the adjusting member 315, so that the adjusting member 315 can fit into the threaded hole and abut against the side wall of the adjusting base 314.

[0050] In other words, the adjusting member 315 passes through the side wall of the first mounting groove 211 and abuts against the side wall of the adjusting base 314. The operator can fine-tune the position of the first detection unit 31 by rotating or moving the adjusting member 315, thereby improving the monitoring accuracy. Multiple adjusting members 315 are arranged at intervals along the circumference of the first mounting groove 211, forming a uniform support structure, which enhances the connection stability between the adjusting base 314 and the moving base 21, and also helps to distribute the force and reduce the pressure concentration caused by single-point support.

[0051] In some embodiments, the plurality of support units 32 are divided into a first support unit 321 and a plurality of second support units 322. The extension direction of the first support unit 321 is consistent with the extension direction of the movable seat 21, and the upper end of the first support unit 321 is used to abut against the center of the roof of the tunnel 100. The plurality of second support units 322 are arranged circumferentially around the first support unit 321, and there is an angle between the extension direction of the second support unit 322 and the extension direction of the first support unit 321.

[0052] Specifically, such as Figures 1-5 As shown, the extension direction of the first support unit 321 is consistent with the vertical direction, and multiple second support units 322 are arranged at an angle relative to the first support unit 321, which increases the contact area between the support unit 32 and the roof of the roadway 100 and improves the monitoring range.

[0053] Understandably, the design of the first support unit 321 ensures that the monitoring unit is aligned with the centerline of the roadway 100, which is crucial for accurately measuring the central deformation of the roadway 100 roof. Multiple second support units 322 are arranged circumferentially along the first support unit 321, allowing the monitoring unit to monitor the deformation of the roadway 100 roof from multiple angles, providing more comprehensive data. Furthermore, the angle formed between the second support units 322 and the first support unit 321 helps to distribute the pressure on the roof, reducing localized stress concentration caused by a single support, while also capturing deformation in different directions.

[0054] Therefore, by using multiple support units 32 in different arrangements and orientations, the system can more comprehensively capture the deformation of the roof of roadway 100, including deformation in different directions, thereby improving the comprehensiveness of monitoring. Furthermore, through the support units 32 in different orientations, the system can provide more reliable and consistent monitoring data, which helps to more accurately assess the stability of the roof of roadway 100.

[0055] Optionally, the detection base 312 is hemispherical, and the detection top surface 313 is made of rubber material, so that multiple support units 32 can abut against the detection top surface 313 from different angles.

[0056] In some embodiments, the second detection unit 41 includes a second detection body, and the tensioning unit 411 includes a tensioning part, a tensioning rope 4111 and a fixing part 412. The first end of the tensioning rope 4111 is connected to the tensioning part, and the second section of the tensioning rope 4111 is connected to the fixing part 412. The fixing part 412 is used to fix it to the side of the roadway 100. The second detection body is connected to the tensioning part to detect the magnitude of the tension on the tensioning rope 4111.

[0057] Specifically, such as Figures 1-5 As shown, the second detection body is used to measure the tension on the tension rope 4111 and is responsible for converting the tension on the tension rope 4111 into an electrical signal. The tension unit 411 is used to apply tension between the sides of the tunnel 100 and transmit the displacement information of the sides. The tensioning part is connected to the first end of the tension rope 4111 and is responsible for fixing and guiding the tension rope 4111. The tension rope 4111 is the flexible part of the tension unit 411; its first end is connected to the tensioning part, and its second end is connected to the fixing part 412. The tension rope 4111 is taut between the sides of the tunnel 100 to transmit the displacement information of the sides. The fixing part 412 is located at the second end of the tension rope 4111 and is used to fix the tension rope 4111 to the side of the tunnel 100. The fixing part 412 can be a screw, clamp, or other fixing device to ensure that the tension rope 4111 maintains appropriate tension between the sides.

[0058] Understandably, when the sidewall of tunnel 100 shifts, the tension of the tension rope 4111 changes. This tension change is captured by the sensor in the tension section and transmitted to the second detection body via the tension rope 4111. The second detection body converts this force signal into an electrical signal and then transmits it to the data processing center for analysis.

[0059] In other words, the design of the tension unit 411 enables the system to monitor the displacement of the sidewalls of the roadway 100. By detecting the tension on the tension rope 4111, the system can monitor the changes in force on the sidewalls in real time, providing an immediate safety assessment. The combined design of the tension rope 4111 and the tension unit allows the system to capture minute sidewall displacements, providing highly sensitive monitoring. Furthermore, the design of the tension unit 411 can be adjusted according to the specific dimensions and shape of the roadway 100, adapting to different types of roadways 100.

[0060] In some embodiments, a second detection element 4 includes a plurality of tension units 411, and the tension unit 411 further includes a sleeve portion 413, through which a plurality of tension ropes 4111 are arranged.

[0061] Understandably, the sleeve portion 413 is a part of the tension unit 411, and the sleeve portion 413 can be made of a robust material (such as plastic) to accommodate and protect the tension rope 4111. The presence of multiple tension ropes 4111 provides a data redundancy mechanism. If one tension rope 4111 fails due to damage or other reasons, the system can still continue monitoring through other tension ropes 4111, ensuring data continuity and reliability.

[0062] Optionally, the sleeve portion 413 has multiple holes so that multiple tension ropes 4111 can pass through a corresponding hole respectively.

[0063] In other embodiments, such as Figure 5 As shown, in a second detection element 4, a plurality of tension ropes 4111 are divided into a first tension rope 4111a and a plurality of second tension ropes 4111b. The extension direction of the first tension rope 4111a is orthogonal to the extension direction of the moving seat 21. The plurality of second tension ropes 4111b are arranged circumferentially at intervals along the first tension rope 4111a. The extension directions of the second tension ropes 4111b adjacent to one end of the fixing part 412 have an included angle.

[0064] Understandably, the first tension rope 4111a extends in the same direction as the left and right, and multiple second tension ropes 4111b are arranged circumferentially adjacent to the first tension rope 4111a, thereby enabling monitoring of the displacement of the roadway 100 sidewall from multiple directions and providing more comprehensive data. The design of the first tension rope 4111a and the second tension rope 4111b provides more monitoring points, thereby improving the accuracy of monitoring and the reliability of the data.

[0065] In some embodiments, the roadway surface displacement monitoring system of this utility model further includes an alarm component (not shown in the figure). The alarm component is electrically connected to both the first detection body 311 and the second detection body. The alarm component is used to receive the stress change value monitored by the first detection body 311 and the second detection body. If the monitored stress change value exceeds the preset stress value, the alarm component issues an alarm signal.

[0066] Understandably, the warning component is responsible for receiving and processing the monitored stress change data. The warning component may include a signal receiver, a data processing unit, a warning signal generator, and a power supply. The first detection body 311 and the second detection body are responsible for converting the detected physical quantities (such as the tension of the tension rope 4111 or the strain of the top plate) into electrical signals. They are electrically connected to the warning component to transmit the monitored data. A signal transmission line is used to transmit the electrical signals monitored by the first detection body 311 and the second detection body to the warning component.

[0067] In other words, when the roof or sidewalls of tunnel 100 shift, the first detection body 311 and the second detection body convert the detected stress change into an electrical signal and transmit it to the warning component via a signal transmission line. Upon receiving the electrical signal, the warning component analyzes it through a data processing unit to determine whether the stress change exceeds a preset threshold. If the detected stress change exceeds the preset stress value, the warning component will immediately issue a warning signal. The warning signal can be a visual signal (such as flashing lights), an audible signal (such as a buzzer), or an electronic signal (such as a warning message sent via a wireless network).

[0068] In some embodiments, the roadway surface displacement monitoring system of this utility model further includes a reinforcement support component, which is used to reinforce the surface of the roadway 100 according to the monitored stress change value.

[0069] Understandably, the main function of the reinforcement support component is to automatically adjust or activate the support structure based on the monitored stress changes to enhance the stability of roadway 100. According to the instructions from the signal processing unit, it can prompt operators to take proactive support actions; that is, based on the analysis of monitoring data, the reinforcement support component can convey corresponding instructions to the operators, enabling them to perform support operations accordingly.

[0070] It should be noted that the reinforcement support components include anchor bolts, steel strips, and mesh, which enable operators to enhance the support capacity of roadway 100 by using the reinforcement support components.

[0071] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0072] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0073] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0074] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0075] In this utility model, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this utility model. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0076] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A roadway surface displacement monitoring system, characterized in that, include: Mounting base, the mounting base being placed on the ground of the tunnel; The monitoring component includes a movable base, a first detection element, and a second detection element. The movable base is connected to the mounting base and is movable relative to the mounting base along the height direction of the tunnel. The first detection element is connected to the movable base and located at the end of the movable base away from the mounting base. The first detection element includes a first detection unit and multiple support units. A first end of each support unit is connected to the first detection unit, and a second end of each support unit abuts against the roof of the tunnel. The first detection unit is used to monitor the stress level of the support unit. The second detection element includes a second detection unit and a tensioning unit. The first segment of the tensioning unit is connected to the second detection unit, and the second end of the tensioning unit is fixed to the side of the roadway. There are multiple second detection elements, which are symmetrically arranged on both sides of the movable seat along the width direction of the roadway.

2. The roadway surface displacement monitoring system according to claim 1, characterized in that, The first detection unit includes a first detection body, a detection base, and a detection top surface. The first detection body is electrically connected to the detection top surface. A buffer gap is defined between the detection top surface and the detection base. The buffer gap is filled with a buffer medium. The first end of the support unit is connected to the detection top surface. When the roof of the tunnel deforms, the first detection body is used to draw a roof strain distribution map of the tunnel based on the deformation of the detection top surface.

3. The roadway surface displacement monitoring system according to claim 2, characterized in that, The first detection component also includes an adjustment base. The top of the movable base is provided with a first mounting groove, the lower end of the adjustment base is fitted into the first mounting groove, and the upper end of the adjustment base is provided with a second mounting groove. The first detection unit is placed in the second mounting groove.

4. The roadway surface displacement monitoring system according to claim 3, characterized in that, The monitoring component also includes an adjustment element, one end of which is used to penetrate the side wall of the first mounting groove and abut against the side wall of the adjustment base. There are multiple adjustment elements, which are arranged at intervals along the circumference of the first mounting groove.

5. The roadway surface displacement monitoring system according to claim 4, characterized in that, The plurality of support units are divided into a first support unit and a plurality of second support units. The extension direction of the first support unit is consistent with the extension direction of the movable seat, and the upper end of the first support unit is used to abut against the center of the roof of the tunnel. The plurality of second support units are arranged at intervals along the circumference of the first support unit, and there is an angle between the extension direction of the second support unit and the extension direction of the first support unit.

6. The roadway surface displacement monitoring system according to any one of claims 2-5, characterized in that, The second detection unit includes a second detection body. The tensioning unit includes a tensioning part, a tensioning rope, and a fixing part. The first end of the tensioning rope is connected to the tensioning part, and the second section of the tensioning rope is connected to the fixing part. The fixing part is used to fix the side of the roadway. The second detection body is connected to the tensioning part to detect the magnitude of the tension on the tensioning rope.

7. The roadway surface displacement monitoring system according to claim 6, characterized in that, One of the second detection elements includes a plurality of said tension units, each tension unit further including a sleeve portion through which a plurality of said tension ropes are arranged.

8. The roadway surface displacement monitoring system according to claim 7, characterized in that, In one of the second detection components, the plurality of tension ropes are divided into a first tension rope and a plurality of second tension ropes. The extension direction of the first tension rope is orthogonal to the extension direction of the movable seat. The plurality of second tension ropes are arranged circumferentially spaced along the first tension rope. The extension directions of the second tension ropes adjacent to one end of the fixed part have an included angle.

9. The roadway surface displacement monitoring system according to claim 8, characterized in that, It also includes a warning component, which is electrically connected to both the first detection body and the second detection body. The warning component is used to receive stress change values ​​monitored by the first detection body and the second detection body. If the monitored stress change value exceeds a preset stress value, the warning component issues a warning signal.

10. The roadway surface displacement monitoring system according to claim 9, characterized in that, It also includes a reinforcement support component, which is used to reinforce the surface of the roadway based on the monitored stress change value.

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