In-service highway pavement multi-precision digital characterization and restoration method

Abstract

This invention discloses a method for multi-precision digital representation and reconstruction of in-service highway pavement, comprising: S1, planar morphology representation: establishing the planar alignment of the in-service highway pavement and obtaining its planar position; S2, pavement surface morphology representation: determining the pavement slab type, pavement cross-section line, and surface defect information data; S3, pavement structure representation: after determining the core sampling positions along the entire route on the plane provided in step S1, core sampling is performed on the pavement slab type determined in step S2 to determine the pavement structure; S4, pavement digital reconstruction: establishing a digital model of the in-service highway by laying out along the planar morphology skeleton in step S1 using the transverse pavement slab width, cross slope, and longitudinal elevation from step S2, and the longitudinal pavement structure data from step S3. This invention associates pavement structure combinations with standard pavement widths, facilitating flexible pavement configuration of in-service highways, improving pavement width configuration efficiency, and realizing the digitization of in-service highway pavement assets.

Description

Technical Field

[0001] This invention relates to the field of highway reconstruction and expansion, and in particular to a method for multi-precision digital characterization and restoration of in-service highway pavement. Background Technology

[0002] The Ministry of Transport's "Opinions on Promoting the Digital Transformation of Highways and Accelerating the Construction and Development of Smart Highways" points out the need to gradually realize the digitization of in-service highways. Due to the age of existing highways, data loss, incomplete maintenance records, and complex maintenance processes, obtaining usable digital assets is an unavoidable issue. Only by digitally restoring in-service highways can the subsequent realization of concepts such as intelligence, green and low-carbon development be based. Furthermore, in recent years, the insufficient service capacity of highways in rapidly growing economic regions has become increasingly serious. Some highways built in earlier periods can no longer adequately meet the needs of economic and social development and urban and rural construction. Therefore, expanding and upgrading existing highways and optimizing the traffic capacity of road sections and networks is one of the important methods to solve problems such as traffic congestion, traffic safety, and environmental pollution caused by the continuous increase in traffic volume, and to achieve the sustainable development of highways that are "safe, fast, efficient, comfortable, and convenient." Many highways have undergone multiple minor repairs, patching, and resurfacing, resulting in complex and varied pavement structures. Currently, there is a lack of effective methods for digitally representing old road surfaces, enabling the digitization of in-service highway pavements to serve the design of highway pavement reconstruction and expansion. Summary of the Invention

[0003] The purpose of this invention is to provide a method for multi-precision digital characterization and reconstruction of in-service highway pavement, which solves the problems of numerous pavement structures, diverse materials, and low degree of digitization in in-service highways, thereby improving the problems existing in the process of digitizing highway assets.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a method for multi-precision digital characterization and reconstruction of in-service highway pavement, comprising the following steps:

[0005] S1. Planar morphology representation: Establish the planar alignment of the in-service highway pavement to obtain the planar position, and use this as the "skeleton" as the basis for subsequent representations in different dimensions;

[0006] S2. Road surface morphology characterization: Determine the road width segment type, road surface cross-section line, and surface defect information data;

[0007] S3. Road surface structure characterization: After determining the core sampling locations along the entire route on the plane provided in step S1, core sampling is performed on the road slab type determined in step S2 to determine the road surface structure.

[0008] S4. Digital reconstruction of road surface: By using the width of the transverse road section, cross slope, and longitudinal elevation in step S2 and the longitudinal road surface structure data in step S3, a digital model of the in-service highway is established along the planar morphology skeleton in step S1.

[0009] Optionally, step S1 specifically includes:

[0010] S1.1. Based on the required accuracy of the representation, different data acquisition methods are selected to extract the feature point data of the planar alignment along the centerline of the in-service highway.

[0011] S1.2 Establish a digital coordinate restoration system, store the collected data in the form of (x, y) plane coordinates, and form a set of points that can express the coordinates of the road centerline;

[0012] S1.3. Based on the centerline coordinate point set, the point set is densified by manual supplementation or data interpolation to form a multi-segment road centerline, or the feature points are fitted with planar line elements using route design software.

[0013] S1.4. Specify the starting station number for the multi-segment line or fitted plane line element of the road centerline, calculate the station number information of each position according to the plane length, and finally obtain the plane shape characterization result of the in-service highway pavement.

[0014] Furthermore, the data acquisition methods include lidar scanning, UAV oblique photogrammetry, or downloading public map resources.

[0015] Furthermore, the route design software includes systems such as JSL (Route Expert System).

[0016] Optionally, step S2 specifically includes:

[0017] S2.1. Collect cross-sectional measurement point data, including using lidar scanning to obtain surface data of in-service highways;

[0018] S2.2. Based on the surface data of the in-service highway and the design data, clarify the cross-sectional composition and determine the type of road width slabs;

[0019] S2.3. Based on the obtained surface data of the in-service highway, according to the road centerline obtained in step S1, and according to the accuracy requirements, the cross-sectional data of the old road is sampled along the vertical direction of the station number at a certain station interval to obtain an irregular curve composed of multiple discrete points.

[0020] S2.4. Based on the design cross slope in the design data of the highway in service, calculate the theoretical cross section line along the sampling station number and characterize it using the absolute horizontal distance and absolute elevation method. Determine the number of key points according to the accuracy requirements. The key points include the edge of the central median, the edge of the driving lane, the edge of the hard shoulder, and the edge of the earth shoulder.

[0021] S2.5. Based on the calculation of the theoretical cross section and discrete points, compare them with the road surface index rating standards to determine whether there is road surface damage, rutting, or other defects. Clarify the type of defects and their distribution range and sections. For example, the manifestation of road rutting defects is (starting point chainage, length, rutting depth at measuring point 1, rutting depth at measuring point 2, ..., rutting depth at measuring point n, maximum rutting depth, road rutting depth index RDI). Determine the number of measuring points according to the accuracy requirements, and finally obtain the road surface morphology characterization results of the in-service highway.

[0022] Furthermore, the evaluation criteria include the Pavement Condition Index (PCI), the Rutting Depth Index (RDI), the Pavement Distress Ratio (DR), and the Rutting Depth (RD).

[0023] Optionally, step S3 specifically includes:

[0024] S3.1 Collection of original design, construction and maintenance data, including original pavement design data, construction data, completion data, survey and testing data over the years, major, medium and minor repair data over the years, and daily maintenance and inspection data;

[0025] S3.2 Based on the collected original design, construction and maintenance data of the road surface and the surface disease information in step S2.4, analyze and determine the locations where core sampling is required, so as to carry out targeted core sampling surveys of different old road surface structures.

[0026] S3.3 Analyze the basic data and core sampling data to obtain the design pavement structure form, the current pavement structure form, the type of pavement material for each layer, the thickness of each pavement structure, and the information on defects in each layer;

[0027] S3.4. Combining the road width segment types in step S2, and based on the accuracy requirements, certain consecutive chainage segments of the same road width segment constitute the same type of road width composition. Determine the starting and ending chainage positions of the roadbed, bridge, and tunnel components to obtain different pavement structure compositions for different road sections, and finally obtain the pavement structure characterization of in-service highways under different accuracy requirements.

[0028] Optionally, step S4 specifically includes:

[0029] S4.1 Define road width segments, such as defining the road width segments for the driving lane, hard shoulder, earth shoulder, and median strip. Considering the characteristic of highway reconstruction and expansion with the road surface designed separately for the left and right sides, for integral roadbeds, the road width segments of the driving lane, hard shoulder, earth shoulder, and median strip are combined according to the cross-section of one half of the roadbed to form half of the integral roadbed, and the other half is symmetrical to it in a mirror manner. For separated roadbeds, the road width segments of the earth shoulder, driving lane, and hard shoulder are combined according to the cross-section of the separated roadbed to form separated roadbeds.

[0030] S4.2 Construct a pavement structure library, define pavement material types, set pavement structure codes, and set pavement structure thicknesses to form the pavement structure library;

[0031] S4.3 Forming pavement structure and road width combination schemes: Selecting pavement structures from the pavement structure library and assigning them to each road width segment to form multiple pavement structure and road width combination schemes. When each road width segment uses the same pavement structure, it constitutes a single combination scheme. When different pavement structures are used, it constitutes a multiple combination scheme, realizing multi-precision representation of single combination and multiple combination schemes.

[0032] S4.4 Match the pavement structure and road width combination scheme in step S4.3 with the corresponding segments of the roadbed, bridge, and tunnel components obtained in step S3.4 to achieve the road width combination configuration;

[0033] S4.5. Based on the different road surface structures and the width of road sections, cross slope, and longitudinal high-rise plane morphology, a multi-layered digital pavement structure model is constructed by laying out the data. The road surface data obtained in S2.1 is converted into scattered points, which are then used to construct a surface. This surface is then replaced with the uppermost surface of the multi-layered digital pavement structure model in S4.4 to obtain the digital results of the in-service highway. This result is used to output a pavement distress map, providing technical support for the digitization of in-service highway pavement assets and subsequent highway pavement reconstruction and distress treatment.

[0034] Compared with existing technologies, this invention has the following beneficial effects: Addressing the problems of diverse pavement structures and low digitization levels in existing highways, traditional designs often separate standard road width from pavement structure, resulting in poor applicability and insufficient flexibility. This invention, combined with the requirement for separate left and right lane designs in highway reconstruction and expansion, links pavement structure combinations with standard road widths. This facilitates flexible pavement configuration in existing highways, improves road width allocation efficiency, and digitizes existing highway pavement assets, providing convenience for subsequent highway reconstruction and expansion pavement design. This invention utilizes multi-precision digital representation and reconstruction methods to generate a real-world spatial model of the pavement structure, providing a more intuitive three-dimensional representation of existing highways. It digitally and three-dimensionally displays the pavement structure and defects of existing highways, providing precise and intuitive technical support for subsequent highway reconstruction, expansion, and defect management. Attached Figure Description

[0035] The accompanying drawings, which are provided to further understand this application and constitute a part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application.

[0036] Figure 1 A flowchart of the method for digital characterization and restoration of in-service highway pavement provided by the present invention;

[0037] Figure 2 This is a plan view representation of the pavement morphology of an in-service highway.

[0038] Figure 3 Table of road rutting defects;

[0039] Figure 4 For road structure library;

[0040] Figure 5 The road surface structure and road width are combined into a single scheme;

[0041] Figure 6 Multiple combinations of road surface structure and road width options;

[0042] Figure 7 This is a diagram showing the road width configuration.

[0043] Figure 8 A digital model of the road surface structure. Detailed Implementation

[0044] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, it should be understood that after reading the teachings of this invention, those skilled in the art can make various alterations or modifications to the invention, and these equivalent forms also fall within the scope defined in this application.

[0045] This invention provides a method for multi-precision digital characterization and reconstruction of in-service highway pavement, such as... Figure 1 As shown, it includes the following steps:

[0046] Step 1, Planar Morphology Representation: Establish the planar alignment of the in-service highway pavement to obtain its planar position, and use this as the "skeleton" as the basis for subsequent representations in different dimensions. The specific method is as follows:

[0047] 1.1. Based on the required accuracy of the representation, different data acquisition methods are selected, such as lidar scanning, UAV oblique photogrammetry, or downloading public map resources, to extract feature point data of the planar alignment along the centerline of the in-service highway.

[0048] 1.2 Establish a digital coordinate restoration system, store the collected data in the form of (x, y) plane coordinates, and form a set of points that can represent the coordinates of the road centerline;

[0049] 1.3. Based on the centerline coordinate point set, the point set is densified by manual supplementation or data interpolation to form a multi-segment road centerline. Alternatively, mature route design software (such as JSL-Route Expert System) can be used to fit the feature points to planar line elements.

[0050] 1.4. Assign starting station numbers to the polyline or fitted plane line elements of the road centerline, calculate the station number information at each location based on the plane length, and finally obtain the planar morphology representation result of the in-service highway pavement, such as... Figure 2 As shown.

[0051] Step 2, Road Surface Morphology Characterization: Determine data such as road width slab type, road surface cross-section lines, and surface defects. The specific methods are as follows:

[0052] 2.1. Collect cross-sectional measurement point data, such as using lidar scanning to obtain surface data of in-service highways;

[0053] 2.2. Based on the surface data of the in-service highway and the design data, clarify the cross-sectional composition and determine the type of road slabs;

[0054] 2.3. Based on the obtained surface data of the in-service highway, according to the road centerline obtained in step 1, and according to the accuracy requirements, the cross-sectional data of the old road is sampled along the vertical direction of the station at a certain station interval to obtain an irregular curve composed of multiple discrete points.

[0055] 2.4. Based on the design cross slope in the design data of the highway in service, calculate the theoretical cross section line along the sampling station number and represent it using the absolute horizontal distance and absolute elevation method. The form is (station number, offset of key point 1, elevation of key point 1, offset of key point 2, elevation of key point 2, offset of key point 3, elevation of key point 3, ... offset of key point n, elevation of key point n). The number of key points can be determined according to the accuracy requirements. Usually, the key points are the edge of the central median, the edge of the driving lane, the edge of the hard shoulder, and the edge of the earth shoulder.

[0056] 2.5. Compare the calculated theoretical cross-section with discrete points, and combine this with pavement index grading standards such as Pavement Condition Index (PCI), Rutting Depth Index (RDI), Pavement Distress Ratio (DR), and Rutting Depth (RD) to determine the presence of pavement damage, rutting, and other defects. Identify the type of defect, its distribution range, and specific sections. For example, if the rutting defect manifests as (starting point chainage, length, rutting depth at measuring point 1, rutting depth at measuring point 2, ..., rutting depth at measuring point n, maximum rutting depth, and rutting depth index RDI), the number of measuring points can be determined based on accuracy requirements. Finally, the pavement surface morphology characterization results for the in-service highway are obtained. Figure 3 As shown.

[0057] Step 3, Road Surface Structure Characterization: After determining the core sampling locations along the entire route on the plane provided in Step 1, core sampling is carried out purposefully on the road slab types determined in Step 2 to determine the road surface structure. The specific method is as follows:

[0058] 3.1 Data collection, including original road design data, construction data, as-built data, survey and testing data from previous years, major, medium and minor repair data from previous years, and daily maintenance and inspection data, etc.

[0059] 3.2 Based on the collected original design, construction and maintenance data of the road surface and the surface distress information in step 2.4, analyze and determine the locations where core sampling is required. For example, determine that the sampling frequency is at least 1 sample / km, select areas with severe road damage and poor smoothness, cover the driving lane and hard shoulder, avoid joints and edges, etc., to ensure the representativeness and effectiveness of the sampling, and realize the road surface core sampling survey for different old road surface structures.

[0060] 3.3 Analyze the basic data and core sampling data to obtain the design pavement structure form, the existing pavement structure form, the type of pavement material for each layer, the thickness of each pavement structure, and the information on defects in each layer;

[0061] 3.4. Combining the road width segment types in step 2, and based on the accuracy requirements, certain consecutive chainage segments of the same road width segment constitute the same type of road width composition. Determine the starting and ending chainage positions of components such as roadbed, bridges, and tunnels to obtain different pavement structure compositions for different road sections, and finally obtain the pavement structure characterization of in-service highways under different accuracy requirements.

[0062] Step 4, Digital Reconstruction of Road Surface: By using the lateral road width, cross slope, and longitudinal elevation data from Step 2, and the longitudinal road surface structure data from Step 3, and laying out along the planar morphology framework from Step 1, a digital model of the in-service highway is established. The specific method is as follows:

[0063] 4.1 Define road width segments, such as the driving lane, hard shoulder, unpaved shoulder, and median strip. Considering the characteristic of highway reconstruction and expansion projects where the road surface is designed separately for left and right lanes, for integral roadbeds, the driving lane, hard shoulder, unpaved shoulder, and median strip are combined based on the cross-section of one half of the roadbed to form one half of the integral roadbed width. The other half is mirrored and symmetrical. For separated roadbeds, the unpaved shoulder, driving lane, and hard shoulder are combined based on the cross-section of the separated roadbed to form the separated roadbed width.

[0064] 4.2 Construct a pavement structure library, define pavement material types, set pavement structure codes, and set pavement structure thicknesses to form the pavement structure library, such as... Figure 4 As shown.

[0065] 4.3. Develop pavement structure and road width combination schemes. Select pavement structures from the pavement structure library and assign them to each road width segment to create multiple pavement structure and road width combination schemes. When each road width segment uses the same pavement structure, a single combination scheme is formed, such as... Figure 5 The diagram shows a single combination scheme; when different pavement structures are used, multiple combination schemes are formed, such as... Figure 6 The diagram shows multiple combination schemes; it realizes multi-precision representation of single and multiple combination schemes;

[0066] 4.4 Match the pavement structure and road width combination scheme from step 4.3 with the corresponding segments of the roadbed, bridges, tunnels, and other components obtained in step 3.4 to achieve the road width combination configuration, such as... Figure 7 As shown.

[0067] 4.5. Based on the different pavement structures of different road sections, a multi-layered digital pavement structure model is constructed by laying out the pavement along the planar morphology representation. The highway surface data obtained in step 2.1 is converted into scattered points, and these scattered points are used to construct a surface. This surface is then replaced with the uppermost surface of the multi-layered digital pavement structure model from step 4.4 to obtain the digital results of the in-service highway. This results support the output of pavement distress maps, providing technical support for the digitization of in-service highway pavement assets and subsequent highway pavement reconstruction and distress treatment. Figure 8 As shown.

[0068] In step 4, the material codes are fully considered to be associated with or extended according to the classification codes in the "Unified Standard for Application of Highway Engineering Information Modeling" (JTGT2420-2021), laying the foundation for creating a digital model of in-service highways. Considering the different road width sections in various segments of in-service highway subgrades, bridges, and tunnels, and the separate left and right lane designs for highway reconstruction and expansion, for integral subgrades, a method is proposed to use the same road width sections and pavement structure settings for both left and right lanes. This avoids the need to consider the different requirements of the left and right lanes when there are asymmetrical standard road widths, requiring the setting of multiple standard road widths. The pavement structure is set for each road width section, resulting in a pavement structure combination associated with the road width. By flexibly selecting pavement structure combinations, the pavement structure representation of in-service highways can be achieved.

[0069] The embodiments described above are merely illustrative of implementation methods of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A method for multi-precision digital characterization and reconstruction of in-service highway pavement, characterized in that, Includes the following steps: S1. Planar Morphology Representation: Establishing the planar alignment of the in-service highway pavement to obtain its planar position, and using this as a "skeleton" as the basis for subsequent representations in different dimensions; Step S1 specifically includes: S1.

1. Based on the required accuracy of the representation, different data acquisition methods are selected to extract the feature point data of the planar alignment along the centerline of the in-service highway. S1.2 Establish a digital coordinate restoration system, store the collected data in the form of (x, y) plane coordinates, and form a set of points that can express the coordinates of the road centerline; S1.

3. Based on the centerline coordinate point set, the point set is densified by manual supplementation or data interpolation to form a multi-segment road centerline, or the feature points are fitted with planar line elements using route design software. S1.

4. Specify the starting station number for the multi-segment line or fitted plane line element of the road centerline, calculate the station number information at each position based on the plane length, and finally obtain the plane shape characterization result of the in-service highway pavement. S2, Road Surface Morphology Characterization: Determining the road width segment type, road surface cross-section line, and surface defect information data; Step S2 specifically includes: S2.

1. Collect cross-sectional measurement point data, including using lidar scanning to obtain surface data of in-service highways; S2.

2. Based on the surface data of the in-service highway and the design data, clarify the cross-sectional composition and determine the type of road width slabs; S2.

3. Based on the obtained surface data of the in-service highway, according to the road centerline obtained in step S1, and according to the accuracy requirements, the cross-sectional data of the old road is sampled along the vertical direction of the station number at a certain station interval to obtain an irregular curve composed of multiple discrete points. S2.

4. Based on the design cross slope in the design data of the highway in service, calculate the theoretical cross section line along the sampling station number and characterize it using the absolute horizontal distance and absolute elevation method. Determine the number of key points according to the accuracy requirements. The key points include the edge of the central median, the edge of the driving lane, the edge of the hard shoulder, and the edge of the earth shoulder. S2.

5. Based on the comparison between the calculated theoretical cross section and discrete points, and in conjunction with the road surface index rating standards, determine whether there is road surface damage or rutting information, clarify the type of damage and its distribution range and section, determine the number of measuring points according to the accuracy requirements, and finally obtain the road surface morphology characterization results of the in-service highway. S3. Road surface structure characterization: After determining the core sampling locations along the entire route on the plane provided in step S1, core sampling is performed on the road slab types determined in step S2 to determine the road surface structure; step S3 specifically includes: S3.1 Collect original design, construction and maintenance data, including original pavement design data, construction data, completion data, survey and testing data over the years, major, medium and minor repair data over the years, and daily maintenance and inspection data; S3.2 Based on the collected original design, construction and maintenance data of the road surface and the surface disease information in step S2.5, analyze and determine the locations where core sampling is required, so as to carry out targeted core sampling surveys of different old road surface structures. S3.3 Analyze the basic data and core sampling data to obtain the design pavement structure form, the current pavement structure form, the type of pavement material for each layer, the thickness of each pavement structure, and the information on defects in each layer; S3.

4. Combining the road width segment types in step S2, and according to the accuracy requirements, certain consecutive chainage segments of the same road width segment constitute the same type of road width composition. Determine the starting and ending chainage positions of the roadbed, bridge, and tunnel components to obtain different pavement structure compositions for different road sections, and finally obtain the pavement structure characterization of in-service highways under different accuracy requirements. S4. Digital Reconstruction of Road Surface: By using the lateral road segment width, cross slope, and longitudinal elevation data from step S2, and the longitudinal road surface structure data from step S3, a digital model of the in-service highway is established along the planar morphology framework from step S1. Step S4 specifically includes: S4.1 Define the road width segments, including defining the road width segments for the driving lane, hard shoulder, earth shoulder, and median strip. Considering the characteristic of highway reconstruction and expansion with the road surface designed separately for the left and right lanes, for integral roadbeds, the driving lane, hard shoulder, earth shoulder, and median strip segments are combined according to the cross-section of one half of the roadbed to form one half of the integral roadbed width, and the other half is symmetrical to it in a mirror manner. For separated roadbeds, the earth shoulder, driving lane, and hard shoulder segments are combined according to the cross-section of the separated roadbed to form the separated roadbed width. S4.2 Construct a pavement structure library, define pavement material types, set pavement structure codes, and set pavement structure thicknesses to form the pavement structure library; S4.3 Forming pavement structure and road width combination schemes: Selecting pavement structures from the pavement structure library and assigning them to each road width segment to form multiple pavement structure and road width combination schemes. When each road width segment uses the same pavement structure, it constitutes a single combination scheme. When different pavement structures are used, it constitutes a multiple combination scheme, realizing multi-precision representation of single combination and multiple combination schemes. S4.4 Match the pavement structure and road width combination scheme in step S4.3 with the corresponding segments of the roadbed, bridge, and tunnel components obtained in step S3.4 to achieve the road width combination configuration; S4.

5. Based on the different road surface structures of different road sections, the layout is carried out along the plane morphology representation to construct a multi-layer road surface digital model. The road surface data obtained in step S2.1 is converted into scattered points, the scattered points are constructed into a surface, and it is replaced with the upper surface of the top layer structure of the multi-layer road surface digital model to obtain the digital results of the in-service highway.

2. The method for multi-precision digital characterization and reconstruction of in-service highway pavement according to claim 1, characterized in that, In step S1.1, the data acquisition method includes lidar scanning, UAV oblique photogrammetry, or downloading public map resources.

3. The method for multi-precision digital characterization and reconstruction of in-service highway pavement according to claim 1, characterized in that, The route design software includes JSL - Route Expert System.

4. The method for multi-precision digital characterization and reconstruction of in-service highway pavement according to claim 1, characterized in that, In step S2.5, the evaluation criteria include the Pavement Damage Index (PCI), the Road Rutting Depth Index (RDI), the Pavement Damage Rate (DR), and the Rutting Depth (RD).

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