Road structure layer maintenance detection equipment and detection method

Abstract

Road structure layer maintenance detection equipment comprises an overground detection unit, an underground detection unit, a control system and a feeding bin, and the control system and the feeding bin are located on one side of a road; the overground detection unit comprises a camera, and the camera is connected with the control system and used for obtaining road surface image information; the underground detection unit comprises a pavement structure layer located on the upper layer, a pavement structure cushion layer located on the lower layer and a bionic pipeline located in the middle, the bionic pipeline is communicated with the feeding bin, and a photosensitive and oxygen sensing component electrically connected with the control system and a membrane potential control unit duct piece are arranged in the bionic pipeline. The invention also provides a corresponding detection method, the crack is effectively supervised through the camera before and after repair, the crack judgment accuracy is improved, effective processing can be ensured in the initial stage of crack occurrence, and the problem that the repair difficulty is increased due to the fact that the crack cannot be detected and is too long due to a single monitoring source is prevented.

Description

Technical Field

[0001] This invention relates to the field of road maintenance and testing technology, specifically to a road structural layer maintenance and testing equipment and method. Background Technology

[0002] After years of rapid development, my country's highway transportation network has continuously expanded in scale, optimized in road structure design, and improved in service level. Today, my country has built a vast and mature road network. Road maintenance pressure is increasing year by year. For the maintenance of road structural layers, efficient, accurate, and scientific maintenance management of road structural layers has become crucial for the long-term durability of road infrastructure. Road structural layer maintenance is crucial for ensuring the long-term durability of roads. Currently, large-area road structural layer maintenance is typically done manually. However, manual maintenance suffers from low efficiency, untimely and inadequate coverage. Intelligent maintenance management technology can effectively improve maintenance efficiency, overcome the limitations of the past experience-based maintenance model, and has broad development prospects. However, the overall level of intelligence in the current maintenance management technology system is still relatively low. There are still many empirical models in the key links of the maintenance management technology system. The insufficient analysis and application of data in maintenance management technology makes it impossible to reliably, accurately and efficiently guide maintenance construction. For example, patent number 202111213715.1, entitled "Bio-Road Self-Repair System and Repair Method Thereof," while innovatively introducing an intelligent repair system, relies excessively on signals from photosensitive and oxygen-sensing components. This reliance on a single monitoring source makes it highly susceptible to false alarms or missed alarms due to external or internal factors, ultimately preventing accurate judgment and affecting the operation of the self-repair system. For instance, damage to internal components, temporary water accumulation on the road, or temporary construction near the road can all affect the accuracy of the detection results.

[0003] Moreover, its method of frequent material release for repair is based on experience and cannot be effectively combined with the ground repair status.

[0004] In addition, given the long length of highways, comprehensive inspection would be too costly. This invention focuses more on the inspection of key sections of main roads, such as the entrances and exits of bridges or tunnels. Moreover, for these key sections, this invention emphasizes early prevention and repair. Once a crack is too long, it cannot repair itself and can only be repaired manually on-site, which affects traffic. Summary of the Invention

[0005] To address the technical problems existing in the background art, the present invention provides a road structure layer maintenance and testing equipment and method.

[0006] The technical solution of this invention is as follows: A road structural layer maintenance and testing device includes an above-ground testing unit, an underground testing unit, a control system, and a feeding hopper, with the control system and the feeding hopper located on one side of the road. The ground detection unit includes a camera, which is connected to the control system to acquire image information of the road surface; The underground detection unit includes an upper road structure layer, a lower road structure sub-layer, and a biomimetic pipe in the middle. The biomimetic pipe is connected to the feeding hopper and contains photosensitive and oxygen-sensing components that are electrically connected to the control system, as well as a membrane potential control unit strip.

[0007] A method for road structural layer maintenance and inspection, using the aforementioned maintenance and inspection equipment, includes the following specific steps: S1. Acquire the voltage signal generated by the light and oxygen concentrations fed back by the photosensitive and oxygen-sensing components; If the voltage signal fed back by the photosensitive element or oxygen-sensing element is greater than the opening threshold, the camera acquires the road surface image information at the corresponding location in high-frequency mode, and analyzes whether there are cracks in the current area through the image processing unit. If there are, S2 is executed; if not, an early warning is issued. If the voltage signal fed back by the photosensitive element or oxygen-sensing element is less than the activation threshold, the camera acquires the road surface image information at the corresponding location in low-frequency mode. The image processing unit analyzes whether there are cracks in the current area. If there are, an early warning is issued and the image information is sent to the terminal. The staff receives the image information through the terminal and performs manual inspection. If a crack is found, S2 is executed; if no crack is found, S2 is not executed and the early warning information is recorded. S2. Obtain the maximum width and maximum length of the crack; If the maximum width value is less than the width threshold and the maximum length value is less than the length threshold, the membrane potential control unit of the biomimetic pipe of the material filling system at the crack is activated to fill the material. If the maximum width value is greater than the width threshold, or the maximum length value is greater than the length threshold, an alert will be issued; S3. After the membrane potential control unit is started, the camera starts high-frequency mode to monitor the crack changes in real time. After the repair stop conditions are met, the membrane potential control unit stops filling the membrane potential control unit and the high-frequency mode of the camera is turned off.

[0008] This invention employs a dual detection method combining macroscopic and microscopic detection to prevent missed detections due to the failure of a single monitoring source. When photosensitive or oxygen-sensing components issue false alarms, high-frequency road image information acquired by a camera is used to comprehensively determine the true condition of the cracks. When photosensitive or oxygen-sensing components are damaged and fail to trigger an alarm, routine camera inspections provide early warnings, and the true condition of the cracks is subsequently determined through manual analysis. This significantly improves the accuracy of crack detection results.

[0009] Moreover, using cameras to capture changes in cracks at high frequency to obtain information on crack repair is more efficient and provides more accurate results compared to intermittent repairs, preventing uneven road surfaces caused by intermittent repairs.

[0010] In other words, the camera effectively monitors the cracks before and after the repair process, ensuring that the cracks can be effectively addressed in their early stages. This prevents cracks from going undetected due to a single monitoring source, allowing them to grow too long and increasing the difficulty of repair.

[0011] Specifically, in S1, the camera's low-frequency mode involves the camera taking one frame of road surface image every 5 minutes for daily road monitoring.

[0012] The cameras are arranged in pairs on both sides of the road, providing full coverage of multiple lanes at the entrances and exits of bridges or tunnels. To facilitate the cameras taking clear and complete photos, gantry frames can be installed at the entrances and exits of bridges or tunnels for easy camera placement.

[0013] The high-frequency mode of the camera in the S3 captures one frame of the crack area image every 0.1 seconds.

[0014] In high-frequency mode, the image processing unit calculates the crack area ratio St / So and the maximum crack width ratio Wt / Wo in real time. So is the initial area of ​​the crack, and St is the current area of ​​the crack; Wo is the initial maximum crack width, and Wt is the current width of the crack.

[0015] The repair stop condition in S3 is normal stop or timeout stop; The normal stop is defined as follows: when M consecutive frames of images satisfy the crack area ratio ≤ 10% (M ranges from 3 to 5) and the maximum crack width ratio ≤ 10%, the crack is determined to be closed, the control system closes the membrane potential control unit segment, and stops the filling operation. The timeout stop is defined as follows: if the release time exceeds the timeout threshold and the crack area ratio or maximum crack width ratio is greater than 50%, it is determined to be an unexpected situation, the segment is forcibly shut down, and an early warning is issued.

[0016] This invention aims to address the detection and repair of cracks in their early stages. Therefore, in step S2, the length threshold is ≤5cm and the width threshold is ≤0.5cm. Once the crack size exceeds these thresholds, manual intervention is required for repair.

[0017] Preferably, the width and length thresholds in step S2 are dynamically adjusted based on weather conditions and the proportion of heavy vehicle traffic. For example, if continuous rainy weather is detected, the infiltration of rainwater will accelerate the expansion of cracks, so the width threshold for rainy environments can be set to 0.3 mm; if the daily throughput of heavy vehicles at the entrances and exits of certain bridges or tunnels exceeds a certain amount, considering that the crushing of heavy vehicles will cause cracks to lengthen rapidly, the length threshold can be set to 3 cm.

[0018] The present invention may further include step S4: after the repair is completed for time T, the camera is activated to photograph the repaired area again to determine whether the crack location has cracked, and the result is fed back to the terminal. The value range of T is determined according to the curing characteristics of the filling material.

[0019] Through the above design, this invention employs a dual detection method of macroscopic and microscopic detection to prevent missed detections due to the failure of a single monitoring source. When photosensitive or oxygen-sensing components issue false alarms, road image information acquired at high frequency by a camera is used to comprehensively determine the true condition of the crack. When photosensitive or oxygen-sensing components are damaged and fail to trigger an alarm, routine camera inspections provide early warnings, and the true condition of the crack is subsequently determined through manual analysis. This significantly improves the accuracy of crack detection results.

[0020] Moreover, using cameras to capture changes in cracks at high frequency to obtain information on crack repair is more efficient and provides more accurate results compared to intermittent repairs, preventing uneven road surfaces caused by intermittent repairs.

[0021] In other words, the camera effectively monitors the cracks before and after the repair process, ensuring that the cracks can be effectively addressed in their early stages. This prevents cracks from going undetected due to a single monitoring source, allowing them to grow too long and increasing the difficulty of repair. Attached Figure Description

[0022] In the attached diagram: Figure 1 This is a schematic diagram of the road structure layer maintenance and testing equipment of the present invention; The components represented by the various reference numerals in the diagram are: 1. Ground detection unit; 2. Road structure layer; 3. Road structure subbase; 4. Bionic pipe; 5. Photosensitive and oxygen-sensing components; 6. Membrane potential control unit tube; 7. Filling material; 8. Control system; 9. Feeding bin. Detailed Implementation

[0023] Example 1 See Figure 1 This embodiment provides a road structure layer maintenance and testing device, including an above-ground testing unit 1, an underground testing unit, a control system 8, and a feeding bin 9. The control system 8 and the feeding bin 9 are located on one side of the road.

[0024] The ground detection unit 1 includes a camera, which is connected to the control system 8 to acquire road surface image information.

[0025] The primary application of this invention is the detection of critical sections of main roads, such as bridge or tunnel entrances and exits, aiming to prevent and repair road cracks at these key locations in the early stages. It eliminates the need for complete road coverage, thus reducing costs.

[0026] See Figure 1 As shown, the ground detection unit 1 in this embodiment also includes a gantry frame set at key entrance and exit locations, on which cameras are installed. The cameras are arranged in pairs on both sides of the road, and the shooting range can fully cover multiple lanes at the entrance and exit of the bridge or tunnel.

[0027] The underground detection unit includes an upper road structure layer 2, a lower road structure sub-layer 3, and a bionic pipe 4 in the middle. The bionic pipe 4 is connected to the feeding bin 9 and contains photosensitive and oxygen-sensing components 5 that are electrically connected to the control system 8, as well as a membrane potential control unit tube 6.

[0028] When a crack appears in the ground, light and oxygen will come into contact with the photosensitive and oxygen-sensing device 5 buried underground, generating a voltage signal, which is fed back to the control system 8 for comparison with the opening threshold. When the opening threshold is reached, the membrane potential control unit tube 6 opens to fill the material through the biomimetic pipe 4.

[0029] Example 2 This embodiment provides a method for road structural layer maintenance and inspection, using the maintenance and inspection equipment of Embodiment 1. The specific steps are as follows: S1. Acquire the voltage signal generated by the light and oxygen concentration fed back by the photosensitive and oxygen-sensing components 5; If the voltage signal fed back by the photosensitive element or oxygen-sensing element is greater than the opening threshold, the camera acquires the road surface image information at the corresponding location in high-frequency mode, and analyzes whether there are cracks in the current area through the image processing unit. If there are, S2 is executed; if not, an early warning is issued. The camera is a high-definition camera with a frame rate of ≥30fps and a resolution of ≥2K, and features night vision and anti-rain / fog capabilities.

[0030] Positioning chips are pre-embedded in the locations of photosensitive and oxygen-sensing components, which facilitates the control system to record the location of alarm components, allowing the camera to capture image information of the corresponding location, and then the edge computing unit to identify cracks in the image.

[0031] In the high-frequency mode of the camera, the camera takes one frame of the crack area image every 0.1 seconds. If the image processing unit analyzes three consecutive frames and finds that there is a crack, then the fact is established and the automatic repair step S2 is executed.

[0032] In this embodiment, the criteria for determining a crack are a length greater than 5 mm and a width greater than 0.2 mm.

[0033] The above-mentioned detection method mainly aims to provide dual verification for false alarms caused by changes in the on-site environment in photosensitive or oxygen-sensitive components. After an early warning signal is issued, staff can intervene to locate the problem.

[0034] For example, when the road surface is temporarily flooded due to heavy rain, the light passing through the road surface may cause photosensitive components to misinterpret the data.

[0035] If the voltage signal fed back by the photosensitive element or oxygen-sensing element is less than the activation threshold, the camera acquires the road surface image information at the corresponding location in low-frequency mode. The image processing unit analyzes whether there are cracks in the current area. If there are, an early warning is issued and the image information is sent to the terminal. The staff receives the image information through the terminal and performs manual inspection. If a crack is found, S2 is executed; if no crack is found, S2 is not executed and the early warning information is recorded. The low-frequency mode of the camera involves capturing one frame of the road surface image every 5 minutes for daily road monitoring.

[0036] The above detection method primarily prevents the buried photosensitive or oxygen-sensing components from malfunctioning and failing to provide timely feedback on road crack information, thus allowing the cracks to widen. To prevent similar false alarms from the camera, such as mistaking road oil stains or other obstructions for cracks (which would damage the underground detection unit if the road were intact), the crack image information from the camera in this step must be manually verified before proceeding to step S2.

[0037] S2. Obtain the maximum width and maximum length of the crack; If the maximum width value is less than the width threshold and the maximum length value is less than the length threshold, the membrane potential control unit of the bionic pipe 4 at the crack is activated to fill the filling material 7. If the maximum width value is greater than the width threshold, or the maximum length value is greater than the length threshold, an alert will be issued; This invention aims to address the detection and repair of cracks in their early stages. Therefore, in this embodiment, a length threshold of 5 cm and a width threshold of 0.5 cm are designed. Once the crack size exceeds these thresholds, it surpasses the automatic repair capability of this invention, requiring manual intervention.

[0038] Preferably, the width and length thresholds in step S2 are dynamically adjusted based on weather conditions and the proportion of heavy vehicle traffic. For example, if continuous rainy weather is detected, the infiltration of rainwater will accelerate the expansion of cracks, so the width threshold for rainy environments can be set to 0.3 mm; if the daily throughput of heavy vehicles at the entrances and exits of certain bridges or tunnels exceeds a certain amount, considering that the crushing of heavy vehicles will cause cracks to lengthen rapidly, the length threshold can be set to 3 cm.

[0039] S3. After the membrane potential control unit segment 6 is started, the camera starts high-frequency mode to monitor the crack changes in real time. After the repair stop conditions are met, the filling work of the membrane potential control unit segment 6 is stopped, the high-frequency mode of the camera is turned off, and the camera is switched to low-frequency mode.

[0040] In high-frequency mode, the image processing unit calculates the crack area ratio St / So and the maximum crack width ratio Wt / Wo in real time. So is the initial area of ​​the crack, and St is the current area of ​​the crack; Wo is the initial maximum crack width, and Wt is the current width of the crack.

[0041] The specific conditions for stopping the repair are normal stop or timeout stop; The normal stop is defined as follows: when three consecutive frames of images meet the condition that the crack area ratio is ≤10% and the maximum crack width ratio is ≤10%, the crack is determined to be closed, the control system 8 shuts down the membrane potential control unit tube 6, and the filling operation is stopped. The timeout stop is triggered when, if the release time exceeds the timeout threshold and the crack area ratio or maximum crack width ratio is greater than 50%, it is considered an unexpected situation, the segment is forcibly shut down, and an early warning is issued. At this point, manual inspection is required to check for unexpected situations such as blockage of the bionic pipe 4 or insufficient material in the feeding hopper 9.

[0042] The timeout threshold is set according to the specific road conditions. For example, for asphalt roads, the timeout threshold can be set to 10 minutes.

[0043] This invention employs a dual detection method combining macroscopic and microscopic detection to prevent missed detections due to the failure of a single monitoring source. When photosensitive or oxygen-sensing components issue false alarms, high-frequency road image information acquired by a camera is used to comprehensively determine the true condition of the cracks. When photosensitive or oxygen-sensing components are damaged and fail to trigger an alarm, routine camera inspections provide early warnings, and the true condition of the cracks is subsequently determined through manual analysis. This significantly improves the accuracy of crack detection results.

[0044] Moreover, using cameras to capture changes in cracks at high frequency to obtain information on crack repair is more efficient and provides more accurate results compared to intermittent repairs, preventing uneven road surfaces caused by intermittent repairs.

[0045] In other words, the camera effectively monitors the cracks before and after the repair process, ensuring that the cracks can be effectively addressed in their early stages. This prevents cracks from going undetected due to a single monitoring source, allowing them to grow too long and increasing the difficulty of repair.

[0046] Example 3 Based on Example 2, the present invention may further include step S4: after T minutes of repair completion, the camera is activated to photograph the repaired area again to determine whether the crack location has cracked, and the result is fed back to the terminal.

[0047] The value of T is determined based on the curing characteristics of the filler material. For example, for asphalt pavement, T can be set to 30 minutes.

[0048] Step S4 completes the repair loop, ensuring the repair effect.

Claims

1. A road structure layer maintenance and testing device, characterized in that, It includes an above-ground detection unit (1), an underground detection unit, a control system (8), and a feeding hopper (9), wherein the control system (8) and the feeding hopper (9) are located on one side of the road; The ground detection unit (1) includes a camera, which is connected to the control system (8) and is used to acquire road surface image information; The underground detection unit includes a road structure layer (2) on the upper layer, a road structure sub-layer (3) on the lower layer, and a bionic pipe (4) in the middle. The bionic pipe (4) is connected to the feeding bin (9) and is equipped with photosensitive and oxygen-sensing components (5) that are electrically connected to the control system (8), as well as a membrane potential control unit tube (6).

2. A method for maintenance and inspection of road structural layers, characterized in that, The specific steps of using the maintenance and testing equipment described in claim 1 are as follows: S1. Obtain the voltage signal generated by the light and oxygen concentration fed back by the photosensitive and oxygen-sensing components (5); If the voltage signal fed back by the photosensitive element or oxygen-sensing element is greater than the opening threshold, the camera acquires the road surface image information at the corresponding location in high-frequency mode, and analyzes whether there are cracks in the current area through the image processing unit. If there are, S2 is executed; if not, an early warning is issued. If the voltage signal fed back by the photosensitive element or oxygen-sensing element is less than the activation threshold, the camera acquires the road surface image information at the corresponding location in low-frequency mode. The image processing unit analyzes whether there are cracks in the current area. If there are, an early warning is issued and the image information is sent to the terminal. The staff receives the image information through the terminal and performs manual inspection. If a crack is found, S2 is executed; if no crack is found, S2 is not executed and the early warning information is recorded. S2. Obtain the maximum width and maximum length of the crack; If the maximum width value is less than the width threshold and the maximum length value is less than the length threshold, the membrane potential control unit segment (6) of the bionic pipe (4) of the material filling system at the crack is opened to fill the filling material (7). If the maximum width value is greater than the width threshold, or the maximum length value is greater than the length threshold, an alert will be issued; S3. After the membrane potential control unit tube (6) is started, the camera starts the high-frequency mode to monitor the crack changes in real time. After the repair stop condition is met, the filling work of the membrane potential control unit tube (6) is stopped and the high-frequency mode of the camera is turned off.

3. The method for road structural layer maintenance and testing according to claim 2, characterized in that, In S1, the camera's low-frequency mode involves the camera taking one frame of a road surface image every 5 minutes.

4. The method for road structural layer maintenance and testing according to claim 3, characterized in that, The cameras are arranged in pairs on both sides of the road.

5. The method for road structural layer maintenance and testing according to claim 2, characterized in that, The high-frequency mode of the camera in the S3 captures one frame of the crack area image every 0.1 seconds.

6. The method for road structural layer maintenance and testing according to claim 5, characterized in that, In high-frequency mode, the image processing unit calculates the crack area ratio St / So and the maximum crack width ratio Wt / Wo in real time. So is the initial area of ​​the crack, and St is the current area of ​​the crack; Wo is the initial maximum crack width, and Wt is the current width of the crack.

7. The method for maintenance and testing of road structural layers according to claim 6, characterized in that, The repair stop condition in S3 is normal stop or timeout stop; Among them, normal stopping is: when the crack area ratio is ≤10% and the maximum crack width ratio is ≤10% of the consecutive M frames of images, it is determined that the crack is closed, the control system (8) closes the membrane potential control unit tube (6) and stops the filling operation; The timeout stop is defined as follows: if the release time exceeds the timeout threshold and the crack area ratio or maximum crack width ratio is greater than 50%, it is determined to be an unexpected situation, the segment is forcibly shut down, and an early warning is issued.

8. The method for maintenance and testing of road structural layers according to claim 2, characterized in that, In step S2, the length threshold is ≤5cm and the width threshold is ≤0.5cm.

9. The method for maintenance and testing of road structural layers according to claim 8, characterized in that, The width and length thresholds in step S2 are dynamically adjusted based on weather conditions and the proportion of heavy vehicle traffic.

10. A method for maintenance and inspection of road structural layers according to claim 2, characterized in that, It also includes step S4, which involves activating the camera to photograph the repaired area again after time T is completed, determining whether the crack location has cracked, and sending the result back to the terminal.

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