A preventive maintenance method for road diseases

Abstract

The application relates to the technical field of highway maintenance, in particular to a preventive maintenance method for highway diseases, which comprises the following steps: step S2, model prediction; step S4: when the asphalt pavement temperature after a preset time is above a preset temperature, a method for adjusting the traffic marking of the asphalt road is selected to guide the traffic flow to roll the flow rut; when the asphalt pavement temperature after the preset time is less than the preset temperature, other preventive maintenance methods are selected; step S5, measure implementation: after the preset time, the development of the flow rut of the corresponding asphalt road is checked on site, and the preventive maintenance measures are implemented. Based on the flowability of the asphalt mixture in a high-temperature environment, the flow rut is rolled by adjusting the traffic marking to guide the traffic flow, so that the road condition is improved, the existing traffic is not blocked in the traditional scheme, and the interference on the operation of the urban road and the construction cost are greatly reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of highway maintenance, in particular to a preventive maintenance method for highway diseases. BACKGROUND

[0002] In the field of highway operation and maintenance, rutting is a common highway pavement disease of asphalt pavement, especially at intersections with traffic lights. In China, the most common type of rutting is flow rutting. Flow rutting is a deformation caused by the repeated action of wheel load on the asphalt pavement under high temperature conditions. The shear stress formed by the load exceeds the shear strength of the asphalt mixture, and the mixture flows laterally and accumulates. The main performance is that the wheel part is concave, the sides of the wheel with less wheel action are raised upward, and there is obvious outward pushing at the bend. This problem not only affects the comfort of drivers and passengers, but also can damage the vehicle chassis, hub, and even cause severe bumps and traffic accidents.

[0003] In highway construction, the traditional technology often uses the method of adding anti-rutting chemical additives to improve the problem of flow rutting. However, in actual application, it cannot effectively improve the problem. Especially in northern areas, due to the large temperature difference throughout the year, the anti-rutting chemical additive can only limit the amount of use because it can also reduce the quality of asphalt mixture at low temperature. Therefore, the anti-rutting ability of asphalt pavement is also affected during high temperature periods. When the preventive measures are insufficient, artificial road closure, pavement milling, and re-construction of asphalt concrete surface layer are the only options. This not only affects traffic, but also has a high cost.

[0004] Therefore, it is necessary to provide an improved technical solution to address the above-mentioned deficiencies in the prior art. SUMMARY

[0005] The purpose of the present application is to provide a preventive maintenance method for highway diseases to solve or alleviate the problems existing in the prior art.

[0006] In order to achieve the above-mentioned purpose, the present application provides the following technical solution:

[0007] A preventive maintenance method for highway diseases, comprising:

[0008] Step S2, model prediction: using a flow rutting prediction model to predict the flow rutting depth of each asphalt road in the region within a predetermined time;

[0009] Step S4: when the asphalt pavement temperature after the predetermined time is above the predetermined temperature, selecting a method of adjusting the traffic marking of the asphalt road to guide the traffic to roll on the flow rut; when the asphalt pavement temperature after the predetermined time is less than the predetermined temperature, selecting other preventive maintenance methods;

[0010] Step S5, measure implementation: after the preset time, the development of the flow rut of the corresponding asphalt road is checked on site, and the preventive maintenance measure is implemented.

[0011] The preventive maintenance method for highway diseases as described above, preferably, the preventive maintenance method further comprises:

[0012] Step S3: when the predicted flow rut depth is above the first preset depth, the preventive maintenance method is selected in advance based on the asphalt pavement temperature after the preset time and the preparation measure is prepared.

[0013] The preventive maintenance method for highway diseases as described above, preferably, the step S3 comprises:

[0014] Step S31: when the predicted flow rut depth is above the second preset depth, the preset time is reduced until the predicted flow rut depth is greater than or equal to the first preset depth and less than the second preset depth; when the predicted flow rut depth is less than the first preset depth, the preset time is increased until the predicted flow rut depth is greater than or equal to the first preset depth and less than the second preset depth.

[0015] Step S32: when the predicted flow rut depth is greater than or equal to the first preset depth and less than the second preset depth, the preventive maintenance method is selected in advance based on the asphalt pavement temperature after the corresponding preset time and the preparation measure is prepared.

[0016] The preventive maintenance method for highway diseases as described above, preferably, the preventive maintenance method further comprises:

[0017] Step S1, data collection: collecting design parameters of each asphalt road in the region; collecting air temperature change data of the asphalt road within a preset time, and obtaining pavement temperature change data within the preset time based on a temperature conversion model; collecting and predicting local traffic volume data within the preset time.

[0018] The preventive maintenance method for highway diseases as described above, preferably, according to the pavement temperature change data, the pavement temperature is divided into zones according to a fixed temperature interval.

[0019] The preventive maintenance method for highway diseases as described above, preferably, the lowest temperature of the pavement temperature division is determined according to the lowest temperature at which the flow rut is generated.

[0020] The preventive maintenance method for highway diseases as described above, preferably, the flow rut prediction model is:

[0021]

[0022] In the formula, RD tis the rut depth of the asphalt pavement after t years; t is the flow rut prediction time; i is the flow rut unit prediction time; j is the pavement temperature partition number; m is the number of asphalt pavement temperature partitions; T ij is the number of hours in the jth temperature zone in the ith year; N is the equivalent hour standard axle load axle times in the jth temperature zone in the ith year; ij is the asphalt pavement dynamic stability in the jth temperature zone in the ith year; C1, C2, and C3 are respectively the base type coefficient, the lane distribution coefficient, and the influence coefficient of traffic conditions, which need to be determined according to the specific situation of the asphalt pavement to be predicted.

[0023] The preventive maintenance method for highway diseases as described above, preferably, comprises:

[0024] Step S6: When the flow rut is eliminated, repeat the contents of steps S1 to S5;

[0025] The flow rut prediction model is:

[0026]

[0027] In the formula, is the rut depth of the asphalt pavement after t years; n0 is the initial road age of the asphalt pavement; t is the flow rut prediction time; i is the flow rut unit prediction time; j is the pavement temperature partition number; m is the number of asphalt pavement temperature partitions; T ij is the number of hours in the jth temperature zone in the ith year; N is the equivalent hour standard axle load axle times in the jth temperature zone in the ith year; is the dynamic stability of the jth temperature zone of the asphalt road with a road age of n0+i years; C1, C2, and C3 are respectively the base type coefficient, the lane distribution coefficient, and the influence coefficient of traffic conditions, which need to be determined according to the specific situation of the asphalt pavement to be predicted.

[0028] The preventive maintenance method for highway diseases as described above, preferably, the preset temperature is the softening point temperature of the corresponding asphalt road.

[0029] The preventive maintenance method for highway diseases as described above, preferably, the other preventive maintenance methods are regenerative seal, thin layer overlay, and micro-surfacing.

[0030] Compared with the closest prior art, the technical scheme of the embodiment of the present application has the following beneficial effects:

[0031] On the one hand, the flowability of asphalt mixture in high temperature environment is utilized to create a way of adjusting traffic marking to guide traffic flow, and the flowability rut is rolled by heavy load to improve road conditions, which does not block the existing traffic in the traditional scheme, greatly reduces the interference to the urban road operation and the construction cost; on the other hand, the flowability rut prediction model is used to facilitate the early screening of the target road, realize the selection of preventive maintenance method and the preparation of measures in advance, and further improve the implementation speed of preventive maintenance method. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which form a part of the present description, are included to provide a further understanding of the application and are incorporated in and constitute a part of this application. It will be appreciated that the drawings are given for purposes of illustration only and that they are not intended to limit the application. In the drawings:

[0033] Figure 1 The preventive maintenance method implementation flowchart provided according to some embodiments of the present application. DETAILED DESCRIPTION

[0034] The present application will be described in detail below with reference to the accompanying drawings and embodiments. Each example is provided by way of explanation of the present application, rather than limiting the present application. In fact, those skilled in the art will appreciate that modifications and variations to the present application can be made without departing from the scope or spirit of the present application. For example, features shown or described as one embodiment can be used in another embodiment to produce yet another embodiment. It is, therefore, desired that the present application contain all such modifications and variations as fall within the scope of the appended claims and their equivalents.

[0035] In the following description, the terms "first / second / third" are only to distinguish similar objects, and do not represent a specific order of the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence as allowed, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description herein is for describing the embodiments of the present application only and is not intended to limit the present application.

[0037] In the description of the present application, the terms "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and do not require the present application to be constructed and operated in a particular orientation, therefore cannot be understood as a limitation on the present application. The terms "connected", "connected", "provided" used in the present application should be understood broadly, for example, can be fixedly connected, can also be detachably connected; can be directly connected, can also be indirectly connected through intermediate components; can be wired electrical connection, wireless electrical connection, or wireless communication signal connection, and the specific meaning of the above terms can be understood by those skilled in the art according to the specific circumstances.

[0038] The application will be described below in conjunction with the accompanying drawings Figure 1 A preventive maintenance method for highway diseases will be further described in detail.

[0039] A preventive maintenance method for highway diseases, comprising:

[0040] Step S2, model prediction: using a flowability rut prediction model, the flowability rut depth of each asphalt road in the region within a predetermined time is predicted;

[0041] Step S4: when the asphalt pavement temperature after the predetermined time is above the predetermined temperature, the method of adjusting the traffic marking of the asphalt road is selected to guide the traffic to roll the flowability rut; when the asphalt pavement temperature after the predetermined time is less than the predetermined temperature, other preventive maintenance methods are selected;

[0042] Step S5, measure implementation: after the predetermined time, the flowability rut development of the corresponding asphalt road is checked on site, and the preventive maintenance measures are implemented.

[0043] During the use of asphalt pavement, it is subjected to different temperature and humidity environments, and asphalt mixture is a viscoelastic material, its physical and mechanical properties are closely related to temperature, and also related to load and its action time, which is specifically manifested as when the temperature rises, the viscosity of asphalt material becomes smaller, its ability to resist creep decreases, and when subjected to external force, it is easy to produce permanent shear deformation to cause asphalt material to flow laterally and deform to form rut, in general, the higher the temperature, the greater the load, and the longer the action time, the faster the deformation rate of asphalt mixture, and the faster the development speed of corresponding flowability rut. Data shows that the rut at the intersection stop point is usually 2-5 times that of the normal driving section.

[0044] By adopting the flowability rut prediction model, the flowability rut depth of each asphalt road in the region within a preset time is predicted, the screening and investigation time of the diseases of each asphalt road in the region is saved, a large amount of manpower, material resources and time are saved, and the asphalt pavement temperature after the preset time is predicted in advance by combining the existing weather forecasting technology, the selection of the preventive maintenance method and the corresponding preparation measures are advanced, and the treatment time is further saved. Specifically, when the asphalt pavement temperature after the preset time is above the preset temperature, the flowability of the asphalt mixture in the high-temperature environment is used, the traffic marking is adjusted, the traffic flow is guided to continuously roll the flowability rut, and the road condition is improved. There is no blockage of the existing traffic in the traditional scheme, the interference to the urban road operation and the construction cost are greatly reduced; when the asphalt pavement temperature after the preset time is less than the preset temperature, the construction materials and personnel can be prepared in advance, and the treatment scheme is formulated.

[0045] In specific embodiments of the present application, according to the wheel spacing of the heavy vehicle commonly passing the corresponding asphalt road, the horizontal position and width of the flow guide line sign are adjusted according to the actual flowability rut development to guide the heavy vehicle wheels to wait or pass through the corresponding intersection and roll on the corresponding flowability rut.

[0046] The preventive maintenance method further comprises:

[0047] Step S3: When the predicted flowability rut depth is above the first preset depth, the preventive maintenance method is selected in advance based on the asphalt pavement temperature after the preset time and the preparation measures are taken.

[0048] The development of the flowability rut is the result of the continuous accumulation of the lateral deformation of the asphalt mixture. In order to further rationalize the preventive maintenance method and avoid frequent adjustment of the traffic marking line of the asphalt pavement, the first preset depth is set. When the predicted flowability rut depth is less than the first preset depth, it does not affect the normal driving of the vehicle. With the increase of the preset time, when the flowability rut depth accumulates to a certain value, i.e. reaches the first preset depth, it begins to affect the normal driving of the vehicle. The preventive maintenance method is selected in advance based on the asphalt pavement temperature after the preset time, and the preparation measures are taken to prevent the corresponding road from being treated after the preset time, so as to avoid the further development of the flowability rut.

[0049] In specific embodiments of the present application, the first preset depth is 30 mm.

[0050] Step S3 comprises:

[0051] Step S31: when the predicted flowability rut depth is above the second preset depth, reducing the preset time until the predicted flowability rut depth is greater than or equal to the first preset depth and less than the second preset depth; when the predicted flowability rut depth is less than the first preset depth, increasing the preset time until the predicted flowability rut depth is greater than or equal to the first preset depth and less than the second preset depth;

[0052] Step S32: when the predicted flowability rut depth is greater than or equal to the first preset depth and less than the second preset depth, selecting the preventive maintenance method in advance based on the asphalt pavement temperature after the corresponding preset time and taking the preparation measures.

[0053] In order to avoid that the preset time is too large, the flowability rut depth after the preset time is far more than the first preset depth, and the best opportunity for implementing the preventive maintenance method is missed, the second preset depth is set, the second preset depth is greater than the first preset depth, so that only when the predicted flowability rut depth is greater than or equal to the first preset depth and less than the second preset depth, the corresponding preset time can be used as the basis for determining the implementation time of the preventive maintenance method.

[0054] In the specific embodiments of the present application, the second preset depth is 50 mm.

[0055] The preventive maintenance method further comprises:

[0056] Step S1, data collection: collecting the design parameters of each asphalt road in the region; collecting the air temperature change data of the asphalt road within the preset time, and obtaining the pavement temperature change data within the preset time based on the temperature conversion model; collecting and predicting the local traffic volume data within the preset time.

[0057] The internal cause of the rut of the asphalt pavement mainly comes from the strength of the asphalt mixture, and the strength of the asphalt mixture mainly depends on the cohesion and internal friction angle of the asphalt mixture, wherein the cohesion of the asphalt mixture depends on the properties and consistency of the used asphalt, the asphalt mineral powder ratio and the properties of the interaction of asphalt and mineral powder. The greater the consistency of the asphalt, the stronger the cohesion, and the higher the strength of the asphalt mixture. In addition, the gradation composition of the mineral aggregate, the strength of the mineral aggregate, the shape and surface properties of the particles all affect the internal friction angle of the asphalt concrete. The increase of the particle size increases the internal friction angle; the increase of the needle-like particles reduces the internal friction angle. Therefore, when the flowability rut prediction model is used for prediction, different parameter design asphalt roads need to be carried out separately, and the external cause of the rut of the asphalt pavement, i.e. the asphalt pavement temperature and traffic volume, also needs to be fully considered.

[0058] For a specific asphalt pavement, it is generally difficult to obtain comprehensive pavement temperature distribution data, and the pavement temperature distribution in a preset time can be predicted by means of air temperature prediction technology combined with a temperature conversion model. Meanwhile, the pavement temperature distribution after the preset time can also be predicted according to the temperature conversion model combined with the air temperature prediction technology, so as to guide the selection of preventive maintenance methods. The temperature conversion model belongs to the prior art, and many relatively perfect model formulas have been obtained by domestic and foreign scholars, and thus will not be described here.

[0059] According to the traffic volume of the corresponding road obtained according to the design parameters of each asphalt road combined with relevant specifications, the design traffic volume of the road can be specifically used as the initial traffic volume, and a set traffic volume growth rate is combined to realize the prediction of the traffic volume in a preset time.

[0060] In the specific embodiments of the present application, the conversion model of the road surface temperature and the air temperature proposed by the United States SHRP is used, and specifically is as follows:

[0061] T surf = T air - 0.00618Lat 2 + 0.2289Lat + 24.4

[0062] In the formula, T surf is the asphalt pavement temperature; T air is the air temperature at the location of the asphalt road; and Lat is the latitude of the location of the asphalt road.

[0063] In other embodiments of the present application, the air temperature and the pavement temperature at the location of each asphalt road in the region can also be collected and fitted in the field to establish a corresponding temperature conversion model.

[0064] According to the pavement temperature change data, the pavement temperature is divided into zones according to a fixed temperature interval, so as to reduce the workload of model prediction and save the prediction time, and the temperature interval is reasonably divided in combination with the maximum value and the minimum value of the pavement temperature in a predicted preset time.

[0065] The minimum temperature of the pavement temperature zoning is determined according to the minimum temperature at which the flow rut occurs.

[0066] Generally, when the pavement temperature is lower than 30 DEG C, the asphalt pavement will not produce flow rut, and in order to reduce the invalid calculation work, the minimum temperature at which the flow rut occurs is set as the minimum value of the pavement temperature zoning, and the maximum value of the pavement temperature in a predicted preset time is set as the maximum value of the pavement temperature zoning.

[0067] In the specific embodiments of the present application, the pavement temperature zoning is 30-40 DEG C, 40-50 DEG C, 50-60 DEG C and 60-70 DEG C.

[0068] The flowability rutting prediction model is:

[0069]

[0070] In the formula, RD t is the rutting depth of the asphalt pavement after t years; t is the flowability rutting prediction time; i is the flowability rutting unit prediction time; j is the pavement temperature partition number; m is the number of asphalt pavement temperature partitions; T ij is the number of hours in the jth temperature zone in the ith year; N is the equivalent hour standard axle load axle times in the jth temperature zone in the ith year; DS ij is the dynamic stability of the asphalt pavement in the jth temperature zone in the ith year; C1, C2, and C3 are respectively the base type coefficient, the lane distribution coefficient, and the influence coefficient of traffic conditions, which need to be determined according to the specific situation of the asphalt pavement to be predicted.

[0071] Up to now, scholars at home and abroad have carried out a large number of researches on the asphalt pavement rutting prediction method, and have proposed different prediction models such as the empirical method, the mechanical method, and the empirical-mechanical method. The present flowability rutting prediction model belongs to the prior art, which comprehensively considers the influence of various factors such as temperature, traffic condition, asphalt mixture material mix proportion, and material aging, and has high accuracy. Therefore, no more redundant description is given herein.

[0072] In practical applications, according to the method required in the highway asphalt pavement design specifications for converting different axle loads of various vehicle types into equivalent axle loads of the BZZ-100 standard axle load, it is necessary to collect local traffic volume data by vehicle type so that the axle loads of each level can be converted into equivalent hourly axle loads of the standard axle load according to the conversion formula in the specifications, which uses the design deflection value and the tensile stress at the bottom of the asphalt layer or the tensile stress of the semi-rigid material layer as design indicators. Then, based on data such as the design life of asphalt pavement and the average annual growth rate, the design hourly traffic volume for future years is predicted, which is then used to calculate the cumulative equivalent hourly axle traffic from the completion and opening of the asphalt pavement to the predicted year. For the asphalt mixture used in specific asphalt pavements, indoor rutting tests are conducted at different temperatures to test the dynamic stability of the asphalt mixture at different temperatures, thereby establishing a model of the relationship between the dynamic stability of the asphalt mixture and temperature. The indoor rutting test temperature should correspond to the pavement temperature zone. For the calculation of the dynamic stability of asphalt mixtures with different aging degrees, the results of existing data can be combined to convert asphalt mixtures with different aging degrees into asphalt mixtures with different service lives, and the relationship between the service life of the asphalt pavement and the dynamic stability of the mixture can be fitted. For base course type C1, semi-rigid and rigid base courses are taken as 1, and flexible base courses are taken as 1.5. The lane distribution coefficient C2 can be taken according to the asphalt pavement design specifications, such as 0.7 for common two-way four-lane highways. The traffic condition influence coefficient C3 can be taken as 0.8 to 1.2 depending on whether there are long-term special traffic control measures in the local area, and is generally taken as 1.0. Due to special long-term traffic management measures, a lower value is used when the traffic volume is less than the expected traffic volume, and a higher value is used when the traffic volume is higher than the expected traffic volume.

[0073] Preventative maintenance methods include:

[0074] Step S6: After the fluid ruts are eliminated, repeat steps S1 to S5.

[0075] The liquidity rut prediction model is as follows:

[0076]

[0077] In the formula, The rutting depth of an asphalt pavement with an initial age of n0 years is given after t years; n0 is the initial age of the asphalt pavement; t is the prediction time for fluid rutting; i is the unit prediction time for fluid rutting; j is the pavement temperature zone number; m is the number of asphalt pavement temperature zones; T ij N represents the number of hours in the j-th temperature zone of the i-th year; N represents the equivalent hourly standard axle load axle number in the j-th temperature zone of the i-th year. C1 represents the dynamic stability of the j-th temperature zone of an asphalt road with an age of n0+i years; C1, C2, and C3 are the base course type coefficient, lane distribution coefficient, and traffic condition influence coefficient, respectively, which need to be determined based on the specific conditions of the asphalt pavement being predicted.

[0078] Since the treatment of flow rut is not a one-time job, after the removal of flow rut by preventive maintenance method, it will appear again after a certain period of operation. The existing prediction model (1) only considers the influence of asphalt aging on the dynamic stability of asphalt mixture within the preset time, and is suitable for the prediction of flow rut of newly built asphalt road. However, for the old asphalt road which has completed multiple road reconstruction or preventive maintenance measures, the use of prediction model (1) will ignore the influence of asphalt aging before prediction on the dynamic stability of asphalt mixture. Generally, the early asphalt pavement has small dynamic stability, and the rut develops fast; with the increase of service time, the asphalt mixture ages, the dynamic stability increases, and the rut development slows down.

[0079] In order to further improve the prediction accuracy of the model and fully consider the influence of asphalt pavement aging on the dynamic stability of asphalt mixture, the initial pavement age parameter of asphalt pavement is introduced, the existing flow rut prediction model (1) is further improved, and prediction model (2) is obtained.

[0080] The preset temperature is the softening point temperature of the corresponding asphalt road.

[0081] The high temperature stability of asphalt material is represented by softening point. For road asphalt, the softening point is generally 40-70℃. The existing data shows that there is a good correlation between the softening point of asphalt and the dynamic stability of indoor rut test. When the pavement temperature is higher than the softening point of asphalt mixture, the cohesive force of asphalt will decrease significantly, and the dynamic stability will decrease. Specifically, when the pavement temperature is near the softening point of asphalt, the dynamic stability of asphalt mixture will change suddenly, that is, the stability will suddenly decrease and collapse. The pavement temperature is the main factor affecting the high temperature stability of asphalt mixture, and the softening point plays a decisive role. With the increase of pavement temperature, the high temperature stability decreases obviously. The softening point temperature of the corresponding asphalt road is taken as the preset temperature. When the asphalt pavement temperature after the preset time is above the softening point temperature, the method of adjusting the traffic marking of asphalt road is selected to improve the treatment effect and treatment speed.

[0082] Other preventive maintenance methods are regenerative seal, thin layer overlay and micro-surfacing, which are prior art and will not be described in detail here.

[0083] The above only describes the preferred embodiments of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A preventive maintenance method for highway defects, characterized in that, include: Step S1, Data Collection: Collect design parameters for each asphalt road within the area; Collect temperature change data for the location of the asphalt road within a preset time period, and obtain road surface temperature change data within the preset time period based on a temperature conversion model; collect and predict local traffic volume data within the preset time period. Step S2, Model Prediction: The fluid rutting prediction model is used to predict the fluid rutting depth of each asphalt road in the area within a preset time. Step S3: When the predicted rutting depth is above the first preset depth, select preventive maintenance methods and prepare measures in advance based on the asphalt pavement temperature after a preset time. Step S4: When the asphalt pavement temperature is above the preset temperature after a preset time, select a method to adjust the traffic markings on the asphalt road to guide the traffic flow to compact the fluid ruts; when the asphalt pavement temperature is below the preset temperature after a preset time, select other preventive maintenance methods. Step S5, Implementation of Measures: After the preset time has elapsed, the on-site inspection of the fluidity and rutting development of the corresponding asphalt road is carried out, and preventive maintenance measures are implemented. Other preventative maintenance methods include regenerant sealing, thin-layer coating, and micro-surfacing.

2. The preventive maintenance method for highway defects as described in claim 1, characterized in that, Step S3 includes: Step S31: When the predicted fluid rut depth is above the second preset depth, reduce the preset time until the predicted fluid rut depth is greater than or equal to the first preset depth and less than the second preset depth; when the predicted fluid rut depth is less than the first preset depth, increase the preset time until the predicted fluid rut depth is greater than or equal to the first preset depth and less than the second preset depth. Step S32: When the predicted rut depth is greater than or equal to the first preset depth and less than the second preset depth, select a preventive maintenance method and prepare accordingly based on the asphalt pavement temperature after the corresponding preset time.

3. The preventive maintenance method for highway defects as described in claim 1, characterized in that, Based on the road surface temperature change data, the road surface temperature is divided into zones according to fixed temperature intervals.

4. The preventive maintenance method for highway defects as described in claim 3, characterized in that, The minimum temperature of the road surface temperature zone is determined based on the minimum temperature generated by fluid ruts.

5. A preventive maintenance method for highway defects as described in claim 3, characterized in that, The fluid rut prediction model is as follows: ， In the formula, asphalt pavement The depth of ruts after the new year; Predicting the time for liquidity ruts; For the time frame of the fluid rut unit; Number the road surface temperature zones; The number of temperature zones for asphalt pavement; For the first Year Hours in the temperature zone; For the first Year Equivalent hourly standard axle load axle load in the temperature range; For the first Year Dynamic stability of asphalt pavement in the temperature range; , , These are the base course type coefficient, lane distribution coefficient, and traffic condition influence coefficient, which need to be determined based on the specific conditions of the asphalt pavement being predicted.

6. The preventive maintenance method for highway defects as described in claim 4, characterized in that, The preventative maintenance methods include: Step S6: After the fluid ruts are eliminated, repeat steps S1 to S5. The fluid rut prediction model is as follows: ， In the formula, The initial road age is Asphalt pavement of 2000 years The depth of ruts after the new year; The initial age of the asphalt pavement; Predicting the time for liquidity ruts; For the time frame of the fluid rut unit; Number the road surface temperature zones; The number of temperature zones for asphalt pavement; For the first Year Hours in the temperature zone; For the first Year Equivalent hourly standard axle load axle load in the temperature range; For road age The asphalt road of the year Dynamic stability in the temperature range; , , These are the base course type coefficient, lane distribution coefficient, and traffic condition influence coefficient, which need to be determined based on the specific conditions of the asphalt pavement being predicted.

7. A preventive maintenance method for highway defects as described in claim 1, characterized in that, The preset temperature is the softening point temperature of the corresponding asphalt road.

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