A pavement asset management method based on multi-dimensional dynamic modularization

Abstract

The present invention discloses a pavement asset management method based on multi-dimensional dynamic modularization, which specifically includes the following steps: Step S1: Constructing a pavement coordinate system; Step S2: Multi-dimensionally dividing the pavement asset modules; Step S3: Dynamically adjusting the pavement asset modules based on detection and evaluation data; Step S4: Determining a maintenance strategy based on the adjusted pavement asset modules; Step S5: Dynamically adjusting the pavement asset modules based on maintenance and repair conditions; Step S6: Repeating Steps S3-S5. Using the above-mentioned multi-dimensional dynamic modularization-based pavement asset management method, the pavement asset modules are divided into modules with multiple dimensions and can be dynamically adjusted. This implements a time-space-based index search mode at the data level, thereby achieving convenient and efficient pavement asset management.

Description

Technical Field

[0001] The present invention relates to the technical field of road engineering management, and in particular to a pavement asset management method based on multi-dimensional dynamic modularization. Background Art

[0002] In recent years, my country's highway industry has experienced rapid growth. By the end of 2020, my country's total highway mileage reached 5.1981 million kilometers, of which 161,000 kilometers were expressways, firmly ranking first in the world. Road surfaces are a crucial component of highways and are primarily classified into two categories: asphalt and cement concrete. Pavements are layered structures directly exposed to vehicle traffic. Because they are directly exposed to vehicle traffic, they are the most susceptible to damage and, therefore, are a key component of highway operations and maintenance.

[0003] Current pavement management systems mostly establish pavement asset libraries based on an equidistant, segmented minimum data element model. This model divides the pavement into asset units at regular intervals, and uses these asset units as the fundamental modules for constructing the entire pavement management system. While this model works well for managing individual structural components, it has encountered numerous challenges in pavement system management, such as inaccurate defect information recording, a single asset unit corresponding to two or more asset information types, and asset divisions that fail to meet practical requirements. These issues have led to chaotic asset information management. Changes in pavement asset information often occur after defects occur or after maintenance and repairs are performed, placing new demands on pavement management systems built around asset units. Existing pavement asset management methods cannot meet the demands of dynamic management. Summary of the Invention

[0004] The purpose of the present invention is to provide a pavement asset management method based on multi-dimensional dynamic modularization, which divides the managed pavement into multiple dimensional modules and can realize dynamic adjustment of the pavement asset modules. From the data level, it realizes an index search mode based on time and space, thereby achieving the effect of convenient and fast management of pavement assets.

[0005] To achieve the above objectives, the present invention provides a pavement asset management method based on multi-dimensional dynamic modularization, the specific steps of which are as follows:

[0006] Step S1: constructing a road surface coordinate system;

[0007] Step S2: Divide the pavement asset module into multiple dimensions;

[0008] Step S3: Dynamically adjust the pavement asset module based on the detection and evaluation data;

[0009] Step S4: determining a maintenance strategy based on the adjusted pavement asset module;

[0010] Step S5: Dynamically adjust the pavement asset module based on maintenance and repair conditions;

[0011] Step S6: Repeat steps S3-S5.

[0012] Preferably, step S1 is specifically as follows:

[0013] Step S11: several positioning and targeting devices for constructing a road surface coordinate system are provided along the direction of travel of the route;

[0014] Step S12: Based on the highway completion drawings, the road surface plane position information of each lane and the road surface plane information in the positioning and targeting device are reconstructed into a road surface coordinate system.

[0015] Preferably, step S2 is specifically as follows:

[0016] Step S21: Divide the managed road section into several different first-level modules according to the bearing structure of the road surface bottom layer. The first-level modules use strongly structured data storage, which is controlled by the highest management authority and cannot be changed.

[0017] Step S22: Divide the primary module into secondary modules based on the road lane dimension. The secondary modules use structured data storage, and some data in the structured data storage cannot be changed.

[0018] Step S23: Divide the secondary module into a third-level module based on the type of pavement layer. The third-level module uses unstructured data storage, and the unstructured data storage data can be changed as needed.

[0019] Step S24: Set up the four-level modules and input the basic module information into the corresponding four-level modules. The four-level modules use unstructured data storage and the data is updated on demand.

[0020] Step S25: Arrange the pavement asset modules, and construct a multi-dimensional pavement asset module for the management section through the data of the first-level module, the second-level module, the third-level module, and the fourth-level module, so as to realize the screening and classification functions of the pavement asset module.

[0021] Preferably, the bearing structure of the road surface bottom layer includes fill roadbed, excavation roadbed, concrete bridge, steel bridge deck and tunnel;

[0022] The second-level modules are the first lane, the second lane, and the Nth lane, where N is the number of lanes in the managed road section.

[0023] Types of pavement layers include AC-25, AC-20, SMA-13, cement concrete pavement, and drainage wear;

[0024] The basic information of the module includes construction information and material information. The construction information includes construction time and construction unit, and the material information includes material name, key indicators of the material and material manufacturer.

[0025] Preferably, the detection and evaluation data includes patrol inspection disease data and scheduled inspection data, and step S3 is specifically as follows:

[0026] S31, dynamically adjust the pavement asset module based on inspection and disease data;

[0027] The specific steps are:

[0028] S311. Determine the location of the damaged road section;

[0029] Using the road coordinate system established in step S1, the inspection personnel use a mobile positioning transmitter at the starting point and end point of the defective road section to transmit signals to the positioning and targeting devices at adjacent locations on both sides to determine the starting and ending coordinates of the defective road section;

[0030] S312, adjust the pavement asset module;

[0031] According to the start and end coordinates of the damaged road section determined in S311, a new multi-dimensional pavement asset module is established in the road surface disease section;

[0032] S313, new multi-dimensional pavement asset module informatization;

[0033] Input the damage information into the new multi-dimensional pavement asset module. The damage information includes damage type information and damage characteristic information. The damage type information includes cracks, potholes, displacement, and rutting. The damage characteristic information includes the location area within the module, the time of discovery, and the degree of impact of the damage.

[0034] S32. Dynamically adjust the pavement asset module based on the scheduled inspection data;

[0035] S321, determining the abnormal position of the scheduled inspection, and determining the start and end position coordinates of the abnormality based on the scheduled inspection data and the set threshold;

[0036] S322, pavement asset module adjustment;

[0037] According to the start and end position coordinates of the abnormality determined in S321, a new multi-dimensional road surface asset module is established in the abnormal road section;

[0038] S323. A new multi-dimensional pavement asset module is informatized, and the scheduled inspection data is input into the new multi-dimensional pavement asset module.

[0039] Preferably, in step S4, the modules with unqualified detection and evaluation data in the pavement asset modules are screened, a maintenance and repair plan is determined, and the maintenance and repair of the pavement is implemented.

[0040] Preferably, step S5 is specifically as follows:

[0041] Step S51: determining the road maintenance location;

[0042] During maintenance, maintenance workers use mobile positioning transmitters to transmit signals to positioning targeting devices at adjacent locations on both sides at the starting and ending points of road maintenance to determine the starting and ending coordinates of maintenance.

[0043] Step S52: pavement asset module adjustment;

[0044] According to the maintenance start and end coordinates determined in S51, a new multi-dimensional pavement asset module is established in the maintenance section;

[0045] S53. The new multi-dimensional pavement asset module is informatized, and the new basic information is input into the corresponding four-level module.

[0046] Preferably, a large-capacity cloud storage space is provided, and all updated information of the pavement asset module is stored and archived in the cloud storage space.

[0047] Therefore, the present invention adopts the above-mentioned pavement asset management method based on multi-dimensional dynamic modularization, which has the following beneficial effects:

[0048] (1) A road surface coordinate system is constructed based on the highway completion drawings and positioning targeting devices to manage road surface assets. The constructed road surface coordinate system provides multiple coordinate systems that can be verified with each other, and has the advantages of low cost, high positioning accuracy and easy implementation.

[0049] (2) The pavement asset modules are divided from multiple dimensions, and the pavement asset modules can be dynamically adjusted. From the data level, a time-space-based index search mode is realized, thereby achieving the effect of convenient and fast management of pavement assets, and timely dynamic adjustment can achieve effective management of pavement assets, which is easy to promote and apply.

[0050] (3) The multi-dimensional pavement asset module is informatized and dynamically adjusted according to the inspection and maintenance status, which provides strong support for the scientific evaluation of pavement construction quality and the advantages of pavement solutions and facilitates project traceability.

[0051] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 This is a flow chart of a pavement asset management method based on multi-dimensional dynamic modularization according to the present invention;

[0053] Figure 2This is a schematic diagram of the structure of the pavement asset module divided into multiple dimensions at the initial stage of the present invention;

[0054] Figure 3 This is a schematic diagram of the structure of the multi-dimensional road asset division module after adjustment in Example 1 of the present invention;

[0055] Figure 4 Schematic diagram of the structure of the multi-dimensional road asset division module after maintenance in embodiment 1 of the present invention

[0056] Figure 5 This is a schematic diagram of the structure of the multi-dimensional road asset division module after adjustment in Example 2 of the present invention;

[0057] Figure 6 This is a schematic diagram of the module structure for multi-dimensionally dividing pavement assets after maintenance in Example 2 of the present invention.

[0058] Reference numerals

[0059] 1. Tunnel concrete slab; 2. Steel bridge deck; 3. Concrete bridge deck; 4. Cement-stabilized gravel; A. First lane; B. Second lane.

[0060] in:

[0061] 1-A-1-0: First lane top layer of AC-16 asphalt concrete on tunnel concrete slab;

[0062] 1-A-2-0: AC-20 asphalt concrete in the middle layer of the first lane on the tunnel concrete slab;

[0063] 1-B-1-0: Second lane upper layer AC-16 asphalt concrete on tunnel concrete slab;

[0064] 1-B-2-0: Second lane middle surface layer AC-20 asphalt concrete on tunnel concrete slab;

[0065] 2-A-1-0: EA-10 epoxy asphalt concrete for the first lane on the steel bridge deck;

[0066] 2-A-2-0: EA-10 epoxy asphalt concrete for the first lane mid-surface on the steel bridge deck;

[0067] 2-B-1-0: EA-10 epoxy asphalt concrete upper layer for the second lane on the steel bridge deck;

[0068] 2-B-2-0: EA-10 epoxy asphalt concrete for the second lane mid-surface on the steel bridge deck;

[0069] 3-A-1-0: SMA-13 asphalt concrete over the first lane on the concrete bridge deck;

[0070] 3-A-2-0: AC-20 asphalt concrete in the first lane of the concrete bridge deck;

[0071] 3-B-1-0: Second lane upper course SMA-13 asphalt concrete on concrete bridge deck;

[0072] 3-B-2-0: Second lane middle surface layer AC-20 asphalt concrete on concrete bridge deck;

[0073] 4-A-1-0: First lane top course of SMA-13 asphalt concrete over cement-stabilized macadam;

[0074] 4-A-2-0: First lane mid-surface AC-20 asphalt concrete over cement-stabilized crushed stone;

[0075] 4-A-3-0: First lane subgrade AC-25 asphalt concrete over cement-stabilized macadam;

[0076] 4-B-1-0: Second lane top course SMA-13 asphalt concrete over cement-stabilized macadam;

[0077] 4-B-2-0: Second lane middle surface layer of AC-20 asphalt concrete on cement-stabilized macadam;

[0078] 4-B-3-0: Second lane subgrade AC-25 asphalt concrete over cement-stabilized macadam;

[0079] 2-B-1-1: EA-10 epoxy asphalt concrete for the first section of the second lane upper surface on the steel bridge deck;

[0080] 2-B-2-1: EA-10 epoxy asphalt concrete in the first section of the second lane mid-surface on the steel bridge deck;

[0081] 2-B-1-2: EA-10 epoxy asphalt concrete for the second lane upper surface, Section 2, on the steel bridge deck;

[0082] 2-B-2-2: EA-10 epoxy asphalt concrete in the second lane middle surface layer, section 2, on the steel bridge deck.

[0083] 4-B-1-1: Second lane upper course, Section 1, SMA-13 asphalt concrete on cement-stabilized macadam;

[0084] 4-B-1-2: Second lane upper course, Section 2, SMA-13 asphalt concrete on cement-stabilized macadam.

[0085] 2-B-1-2': SMA-13 asphalt concrete, second section, upper surface of the second lane on the steel bridge deck;

[0086] 2-B-2-2': Second lane middle surface layer, second section of activated epoxy crushed stone on steel bridge deck.

[0087] 4-B-1-2': Second lane upper course, Section 2, SMA-13 asphalt concrete on cement-stabilized macadam. DETAILED DESCRIPTION

[0088] Example 1

[0089] Figure 1 The flowchart of the pavement asset management method based on multi-dimensional dynamic modularization of the present invention is as shown in the figure. The specific steps of the pavement asset management method based on multi-dimensional dynamic modularization are as follows:

[0090] Step S1: Constructing a road surface coordinate system.

[0091] Step S1 is specifically as follows:

[0092] Step S11: Several positioning and targeting devices are set up along the direction of travel of the route for constructing a road surface coordinate system.

[0093] Step S12: Based on the highway completion drawings, the road surface plane position information of each lane and the road surface plane information in the positioning and targeting device are reconstructed into a road surface coordinate system.

[0094] A conversion system mapping model between coordinate systems can be formed, and multiple coordinate systems can be verified against each other, which has the advantages of low cost, high positioning accuracy and easy implementation.

[0095] Based on data attribute classification, data can be divided into two types: the first type is structured data. This type of data uses highly customizable data types, such as construction methods, damage types, and treatment methods. These attributes should be expanded according to actual user needs, highly reused, and indexed within the system. The second type is informational data, which is typically highly free-form archival data. The unique nature of each individual road surface event must be considered, providing sufficient discrete data storage capacity. This includes non-relational data such as text, images, audio, and video. This data only needs to be associated with the event itself, and only considers data access efficiency and availability.

[0096] Step S2: Divide the pavement asset module into multiple dimensions.

[0097] Step S21: Divide the managed road section into several different first-level modules based on the underlying bearing structure of the pavement. These modules utilize strongly structured data storage, which is controlled by the highest administrative authority and cannot be modified. This data rarely requires changes, but changes to this data require the highest administrative authority. However, this allows for the convenient addition and definition of new class instances. The underlying bearing structure of the pavement includes fill and cut roadbeds, concrete bridges, steel bridge decks, and tunnels.

[0098] Step S22: Divide the first-level module into second-level modules according to the road lane dimension. The second-level module uses structured data storage, and some data in the structured data cannot be changed. Under the premise of ensuring accuracy and high reusability, some data can be changed, but the uniformity and relevance of the data format need to be considered. The design uses an integer sequence form, emphasizes the definition of the lane sorting method, and reflects the lane orientation and other information from the perspective of the data model. That is, as long as the data is entered into the system, the location and direction of the lane can be clearly described without the need for other information to assist in judgment. The second-level modules are the first lane, the second lane...the Nth lane, where N is the number of lanes in the managed section. In this embodiment, two lanes are set, namely the first lane and the second lane.

[0099] Step S23: Divide the three-level modules based on the two-level modules according to the types of pavement layers. The types of pavement layers include AC-25, AC-20, SMA-13, cement concrete pavement, drainage wear and other related types. The three-level module uses unstructured data storage. The unstructured data storage data is changed as needed. It is necessary to maintain a certain degree of reusability in the storage structure to ensure the rationality of data classification. A flat storage format is used to enrich the storage types as much as possible. At some commonly used levels, as many classification attribute information items and common classifications as possible are prefabricated. Free and open classification standards are designed, but redundancy of the same data classification is minimized as much as possible. The established classification form is presented to the user in the most intuitive way for selection. The function of integrating, adjusting and managing redundant or under-classified data is provided to enable the low-level tree storage structure to have branch adjustable capabilities.

[0100] Step S24: Set up a four-level module and input the basic module information into the corresponding four-level module. The basic module information includes relevant information such as construction information and material information. The construction information includes relevant information such as construction time and construction unit. The material information includes relevant information such as material name, key indicators of materials and material manufacturers. The four-level module uses unstructured data storage, and data is updated on demand. Unstructured data storage emphasizes read and write efficiency, freedom, convenience, and richness of forms, and only manages time and event classification at the management level. Data storage emphasizes the correlation based on the road coordinate system and the sequence of time nodes. It is necessary to strengthen the establishment of relational models and indexing methods with time, space, and event type as dimensions, so that users can quickly track and process events from these dimensions.

[0101] Step S25: Arrange the pavement asset modules, and construct a multi-dimensional pavement asset module for the management section through the data of the first-level module, the second-level module, the third-level module, and the fourth-level module, so as to realize the screening and classification functions of the pavement asset module.

[0102] Step S3: Dynamically adjust the pavement asset module based on the inspection and evaluation data. The inspection and evaluation data includes patrol inspection and disease data and scheduled inspection data.

[0103] Step S3 is specifically as follows:

[0104] S31, dynamic adjustment of the pavement asset module based on inspection and disease data;

[0105] The specific steps are:

[0106] S311. Determine the location of the damaged road section;

[0107] Using the road coordinate system established in step S1, the inspection personnel use a mobile positioning transmitter at the starting point and end point of the defective road section to transmit signals to the positioning and targeting devices at adjacent locations on both sides to determine the starting and ending coordinates of the defective road section;

[0108] S312, adjust the pavement asset module;

[0109] According to the start and end coordinates of the damaged road section determined in S311, a new multi-dimensional pavement asset module is established in the road surface disease section;

[0110] S313, new multi-dimensional pavement asset module informatization;

[0111] The damage information is input into the new multi-dimensional pavement asset module. The damage information includes damage type information and damage characteristic information. The damage type information includes cracks, potholes, displacement and rutting. The damage characteristic information includes the location area within the module, the time of discovery and the degree of damage impact.

[0112] S32. Dynamically adjust the pavement asset module based on the scheduled inspection data;

[0113] S321, determining the abnormal position of the scheduled inspection, and determining the start and end position coordinates of the abnormality based on the scheduled inspection data and the set threshold;

[0114] S322, pavement asset module adjustment;

[0115] According to the start and end position coordinates of the abnormality determined in S321, a new multi-dimensional road surface asset module is established in the abnormal road section;

[0116] S323. A new multi-dimensional pavement asset module is informatized, and the scheduled inspection data is input into the new multi-dimensional pavement asset module.

[0117] Step S4: Determine the maintenance strategy based on the adjusted pavement asset module, screen out the modules with unqualified detection and evaluation data in the pavement asset module, determine the maintenance and repair plan, and implement the maintenance and repair of the pavement.

[0118] Step S5: Dynamically adjust the pavement asset module based on maintenance and repair.

[0119] Step S5 is specifically as follows:

[0120] Step S51: determining the road maintenance location;

[0121] During maintenance, maintenance workers use mobile positioning transmitters to transmit signals to positioning targeting devices at adjacent locations on both sides at the starting and ending points of road maintenance to determine the starting and ending coordinates of maintenance.

[0122] Step S52: pavement asset module adjustment;

[0123] According to the maintenance start and end coordinates determined in S51, a new multi-dimensional pavement asset module is established in the maintenance section;

[0124] S53. The new multi-dimensional pavement asset module is informatized, and the new basic information is input into the corresponding four-level module.

[0125] Step S6: Repeat steps S3-S5.

[0126] Figure 2 This is a schematic diagram of the structure of the road asset module divided into multiple dimensions at the beginning of the present invention, as shown in Figure 2 As shown, the management section is divided into modules from four dimensions:

[0127] From the perspective of dimension 1: pavement bearing structure, it can be divided into tunnel concrete slab 1, steel bridge deck 2, concrete bridge deck 3 and cement stabilized gravel 4.

[0128] From dimension 2: lane information, it can be divided into the first lane A and the second lane B.

[0129] From dimension 3: According to the type of pavement layer, it is divided into AC-25, AC-20, SMA-13 and cement concrete pavement.

[0130] From dimension 4: division based on basic module information.

[0131] The initial modules of this highway pavement section are divided into: 1-A-1-0, the upper layer of AC-16 asphalt concrete (4 cm thick) of the first lane A on the tunnel concrete slab; 1-A-2-0, the middle layer of AC-20 asphalt concrete (6 cm thick) of the first lane A on the tunnel concrete slab; 1-B-1-0, the upper layer of AC-16 asphalt concrete (4 cm thick) of the second lane B on the tunnel concrete slab; 1-B-2-0, the middle layer of AC-20 asphalt concrete (6 cm thick) of the second lane B on the tunnel concrete slab.

[0132] 2-A-1-0, the upper layer of the first lane A on the steel bridge deck is EA-10 epoxy asphalt concrete (3cm thick); 2-A-2-0, the middle layer of the first lane A on the steel bridge deck is EA-10 epoxy asphalt concrete (3cm thick); 2-B-1-0, the upper layer of the second lane B on the steel bridge deck is EA-10 epoxy asphalt concrete (3cm thick); 2-B-2-0, the middle layer of the second lane B on the steel bridge deck is EA-10 epoxy asphalt concrete (3cm thick).

[0133] 3-A-1-0, the upper layer of the first lane A on the concrete bridge deck is SMA-13 asphalt concrete (4cm thick); 3-A-2-0, the middle layer of the first lane A on the concrete bridge deck is AC-20 asphalt concrete (6cm thick); 3-B-1-0, the upper layer of the second lane B on the concrete bridge deck is SMA-13 asphalt concrete (4cm thick); 3-B-2-0, the middle layer of the second lane B on the concrete bridge deck is AC-20 asphalt concrete (6cm thick).

[0134] 4-A-1-0, the upper layer of the first lane A on cement-stabilized gravel is SMA-13 asphalt concrete (4cm thick); 4-A-2-0, the middle layer of the first lane A on cement-stabilized gravel is AC-20 asphalt concrete (6cm thick); 4-A-3-0, the lower layer of the first lane A on cement-stabilized gravel is AC-25 asphalt concrete (8cm thick); 4-B-1-0, the upper layer of the second lane B on cement-stabilized gravel is SMA-13 asphalt concrete (4cm thick); 4-B-2-0, the middle layer of the second lane B on cement-stabilized gravel is AC-20 asphalt concrete (6cm thick); 4-B-3-0, the lower layer of the second lane B on cement-stabilized gravel is AC-25 asphalt concrete (8cm thick).

[0135] In the second year, during the inspection of the road surface by maintenance personnel, it was found that there were congested sections on the steel bridge deck. The pavement asset module was dynamically adjusted based on the inspection and detection of defects. By using a mobile positioning transmitter to transmit signals to the positioning and targeting devices at adjacent positions on both sides, the defect module was determined to be 2-B-1-2, and because the surface pavement of the steel bridge deck at the congestion position was also damaged, 2-B-2-2 was also a defect module, and the modules without defects on the steel bridge deck were divided into 2-B-1-1 and 2-B-2-1; there was a large area of loose detachment defect on the road surface of cement-stabilized gravel, and by using a mobile positioning transmitter to transmit signals to the positioning and targeting devices at adjacent positions on both sides, the defect module was determined to be 4-B-1-2, and the module without defects on the upper layer of cement-stabilized gravel was adjusted to 4-B-1-1, and the remaining modules were not adjusted, such as Figure 3 shown.

[0136] Maintenance strategies were determined based on the pavement asset module information. In modules 2-B-1-2 and 2-B-2-2, milling was performed followed by resurfacing with a 1cm thick layer of activated epoxy crushed stone and a 5cm thick layer of SMA-13 asphalt concrete. In module 4-B-1-2, milling was performed followed by resurfacing with a 4cm thick layer of SMA-13 asphalt concrete.

[0137] The pavement asset module is dynamically adjusted based on maintenance and repair information. Modules 2-B-1-2, 2-B-2-2, and 4-B-1-2 are adjusted to 2-B-1-2', 2-B-2-2', and 4-B-1-2'. The adjusted modules are: 2-B-1-2' is the second section of the upper surface layer of lane B on the steel bridge deck, SMA-13 asphalt concrete (5 cm thick); 2-B-2-2' is the second section of the middle surface layer of lane B on the steel bridge deck, activated epoxy crushed stone (1 cm thick); 4-B-1-2' is the second section of the upper surface layer of lane B on cement-stabilized crushed stone (4 cm thick). Figure 4 shown.

[0138] Example 2

[0139] Based on Example 1, several years later, a regular inspection found that part of the road section on the second lane B had a defect of insufficient pavement lateral force coefficient. The pavement asset module was dynamically adjusted based on the regular inspection data. By using a mobile positioning transmitter to transmit signals to the positioning targeting devices at adjacent positions on both sides, the disease modules were determined to be 2-B-1-1 and 1-B-1. At the same time, the disease-free section on the steel bridge deck was divided into 2-B-1-3, and the other modules were not adjusted, such as Figure 5 shown.

[0140] Determine maintenance strategies based on the pavement asset module information. Apply a 0.5cm thick layer of fine anti-skid gravel seal on modules 2-B-1-1 and 1-B-1 to improve the pavement's anti-skid performance.

[0141] The pavement asset module is dynamically adjusted based on maintenance and repair information. Modules 2-B-1-2, 2-B-2-2, and 4-B-1-2 are adjusted to 2-B-1-2', 2-B-2-2', and 4-B-1-2'. The adjusted modules are: 2-B-1-2' is the second section of the upper surface layer of lane B on the steel bridge deck, SMA-13 asphalt concrete (5 cm thick); 2-B-2-2' is the second section of the middle surface layer of lane B on the steel bridge deck, activated epoxy crushed stone (1 cm thick); 4-B-1-2' is the second section of the upper surface layer of lane B on cement-stabilized crushed stone (4 cm thick). Figure 6 shown.

[0142] Therefore, the present invention adopts the above-mentioned pavement asset management method based on multi-dimensional dynamic modularization, divides the managed pavement into multiple dimensional modules, and can realize dynamic adjustment of the pavement asset modules, thereby realizing a time-space-based index search mode from the data level, thereby achieving the effect of convenient and fast management of pavement assets.

[0143] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit the same. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solutions of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. A pavement asset management method based on multi-dimensional dynamic modularization, characterized in that: The specific steps are: Step S1: constructing a road surface coordinate system; Step S2: Divide the road asset module into multiple dimensions; Step S2 is specifically as follows: Step S21: Divide the managed road section into several different first-level modules according to the bearing structure of the road surface bottom layer. The first-level modules use strongly structured data storage, which is controlled by the highest management authority and cannot be changed. Step S22: Divide the primary module into secondary modules based on the road lane dimension. The secondary modules use structured data storage, and some data in the structured data storage cannot be changed. Step S23: Divide the secondary module into a third-level module based on the type of pavement layer. The third-level module uses unstructured data storage, and the unstructured data storage data can be changed as needed. Step S24: Set up the four-level modules and input the basic module information into the corresponding four-level modules. The four-level modules use unstructured data storage and the data is updated on demand. Step S25: Arrange and organize the pavement asset modules, construct a multi-dimensional pavement asset module for the management section through the data of the first-level module, the second-level module, the third-level module, and the fourth-level module, and realize the screening and classification functions of the pavement asset modules; Step S3: Dynamically adjust the pavement asset module based on the detection and evaluation data; Step S3 specifically includes: S31, dynamically adjust the pavement asset module based on inspection and disease data; The specific steps are: S311. Determine the location of the damaged road section; Using the road coordinate system established in step S1, the inspection personnel use a mobile positioning transmitter at the starting point and end point of the defective road section to transmit signals to the positioning and targeting devices at adjacent locations on both sides to determine the starting and ending coordinates of the defective road section; S312, adjust the pavement asset module; According to the start and end coordinates of the damaged road section determined in S311, a new multi-dimensional pavement asset module is established in the road surface disease section; S313, new multi-dimensional pavement asset module informatization; Input the damage information into the new multi-dimensional pavement asset module. The damage information includes damage type information and damage characteristic information. The damage type information includes cracks, potholes, displacement, and rutting. The damage characteristic information includes the location area within the module, the time of discovery, and the degree of impact of the damage. S32. Dynamically adjust the pavement asset module based on the scheduled inspection data; S321, determining the abnormal position of the scheduled inspection, and determining the start and end position coordinates of the abnormality based on the scheduled inspection data and the set threshold; S322, pavement asset module adjustment; According to the start and end position coordinates of the abnormality determined in S321, a new multi-dimensional road surface asset module is established in the abnormal road section; S323: Informatize a new multi-dimensional pavement asset module and input the scheduled inspection data into the new multi-dimensional pavement asset module; Step S4: determining a maintenance strategy based on the adjusted pavement asset module; Step S5: Dynamically adjust the pavement asset module based on maintenance and repair conditions; Step S6: Repeat steps S3-S5.

2. A pavement asset management method based on multi-dimensional dynamic modularization according to claim 1, characterized in that: Step S1 is specifically as follows: Step S11: several positioning and targeting devices for constructing a road surface coordinate system are provided along the direction of travel of the route; Step S12: Based on the highway completion drawings, the road surface plane position information of each lane and the road surface plane information in the positioning and targeting device are reconstructed into a road surface coordinate system.

3. The multi-dimensional dynamic modularized pavement asset management method according to claim 2, characterized in that: The bearing structures of the road surface subgrade include fill roadbed, cut roadbed, concrete bridge, steel bridge deck and tunnel; The second-level modules are the first lane, the second lane, and the Nth lane, where N is the number of lanes in the managed road section. Types of pavement layers include AC-25, AC-20, SMA-13, cement concrete pavement, and drainage wear; The basic information of the module includes construction information and material information. The construction information includes construction time and construction unit, and the material information includes material name, key indicators of the material and material manufacturer.

4. The multi-dimensional dynamic modularized pavement asset management method according to claim 3, characterized in that: In step S4, the modules with unqualified detection and evaluation data in the pavement asset modules are screened, a maintenance and repair plan is determined, and the maintenance and repair of the pavement is implemented.

5. The pavement asset management method based on multi-dimensional dynamic modularization according to claim 4 is characterized in that: Step S5 is specifically as follows: Step S51: determining the road maintenance location; During maintenance, maintenance workers use mobile positioning transmitters to transmit signals to positioning targeting devices at adjacent locations on both sides at the starting and ending points of road maintenance to determine the starting and ending coordinates of maintenance. Step S52: pavement asset module adjustment; According to the maintenance start and end coordinates determined in S51, a new multi-dimensional pavement asset module is established in the maintenance section; S53. The new multi-dimensional pavement asset module is informatized, and the new basic information is input into the corresponding four-level module.

Images