Road surface detection data processing method

Abstract

The present application relates to a method for processing road surface detection data. The method comprises: performing a broken chain correction process on the pile number table of the test section to obtain a corrected pile number table; performing a temperature correction process and a speed correction process on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient; obtaining a representative value of the lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient; obtaining a lateral force coefficient detection result of the test section according to a single value, a representative value and a design value of the lateral force coefficient; performing a temperature correction process on the measured deflection value of the test section to obtain a target deflection value; obtaining a representative deflection value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value; obtaining a deflection value detection result of the test section according to the representative deflection value and the design deflection value. The adoption of this method can improve the accuracy of the road surface detection result of the test section.

Description

Technical Field

[0001] The present application relates to the technical field of road detection, and in particular to a road surface detection data processing method, device, computer equipment, storage medium and computer program product. Background Art

[0002] Road surface inspection is a very important part of highway engineering. Through road surface inspection, we can understand the bearing capacity, strength and service life of the road surface, which is of great significance to the driving safety of vehicles.

[0003] At present, the road inspection data is mainly evaluated by manual calculation and analysis. However, this traditional manual processing of road inspection data is time-consuming, labor-intensive, and prone to errors. Therefore, a more efficient and accurate road inspection data processing method is urgently needed to achieve efficient and digital road inspection. Summary of the invention

[0004] Based on this, it is necessary to provide a comprehensive solution including a road surface detection data processing method, a corresponding device, a computer device, a computer readable storage medium and a computer program product for the above technical problems. This solution aims to improve the accuracy of data processing and ensure the reliability and efficiency of road surface detection.

[0005] In a first aspect, the present application provides a method for processing road surface detection data. The method comprises:

[0006] Performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table;

[0007] Performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient;

[0008] According to the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained;

[0009] Obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, representative value and lateral force coefficient design value;

[0010] Performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value;

[0011] According to the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained;

[0012] Obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value;

[0013] The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0014] In one embodiment, the pile number table of the test section is subjected to a broken link correction process to obtain a corrected pile number table, including:

[0015] Performing a broken link identification on the stake number table of the test section to obtain broken link information of the stake number table;

[0016] According to the broken link information, the pile numbers in the pile number table are broken link converted to obtain the corrected pile number table.

[0017] In one embodiment, the measured lateral force coefficient of the test section is subjected to temperature correction and speed correction to obtain a target lateral force coefficient, including:

[0018] According to the correspondence between the measured temperature and the temperature correction value, the measured lateral force coefficient is corrected to obtain the temperature-corrected lateral force coefficient;

[0019] Obtaining a standard test speed and an actual test speed of a test vehicle; the test vehicle is used to detect the measured lateral force coefficient on the test section;

[0020] According to the speed difference between the standard test speed and the actual test speed, speed correction processing is performed on the temperature-corrected lateral force coefficient to obtain a temperature- and speed-corrected target lateral force coefficient.

[0021] In one embodiment, obtaining a representative value of the lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient includes:

[0022] Performing pile number recognition on the corrected pile number table to obtain a road, bridge and tunnel assessment unit of the test section;

[0023] According to the target lateral force coefficient corresponding to the road, bridge and tunnel assessment unit, a representative value of the lateral force coefficient of the road, bridge and tunnel assessment unit is obtained.

[0024] In one embodiment, obtaining the lateral force coefficient detection result of the test section according to the single value, representative value and design value of the lateral force coefficient includes:

[0025] Comparing the single value of the lateral force coefficient in the evaluation unit with the design value of the lateral force coefficient to obtain the qualified rate of the lateral force coefficient of the test section;

[0026] According to the lateral force coefficient pass rate, a lateral force coefficient test result of the test section is obtained.

[0027] In one embodiment, the temperature correction process is performed on the measured deflection value of the test section to obtain the target deflection value, including:

[0028] Obtaining the measured deflection value of the test section by Beckman beam testing;

[0029] The measured deflection value is subjected to temperature correction processing according to the temperature correction coefficient corresponding to the road base type and road thickness of the test section and the measured temperature of the test section to obtain the target deflection value.

[0030] In one embodiment, the temperature correction process is performed on the measured deflection value of the test section to obtain the target deflection value, including:

[0031] Obtaining the measured deflection value of the test section by an automatic deflection meter test method;

[0032] Performing cross-slope correction processing on the measured deflection value to obtain a cross-slope corrected deflection value;

[0033] The deflection value after the cross slope correction is subjected to temperature correction processing according to the temperature correction coefficient corresponding to the road base type and road thickness of the test section and the measured temperature to obtain the target deflection value.

[0034] In one embodiment, the temperature correction process is performed on the measured deflection value of the test section to obtain the target deflection value, including:

[0035] Obtaining the measured deflection value of the test section by using a drop weight deflectometer test method;

[0036] Determine the temperature influence coefficient and humidity influence coefficient of road surface deflection corresponding to the drop weight deflectometer test method;

[0037] The measured deflection value is subjected to temperature correction processing according to the temperature influence coefficient and humidity influence coefficient of the road surface deflection to obtain the target deflection value.

[0038] In a second aspect, the present application also provides a road surface detection data processing device. The device comprises:

[0039] A chain break correction module is used to perform chain break correction processing on the pile number table of the test section to obtain a corrected pile number table;

[0040] A first correction module is used to perform temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient;

[0041] A first evaluation module, used for obtaining a representative value of a lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient;

[0042] A first detection module, used for obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, the representative value and the lateral force coefficient design value;

[0043] A second correction module is used to perform temperature correction processing on the measured deflection value of the test section to obtain a target deflection value;

[0044] A second evaluation module, for obtaining a representative deflection value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value;

[0045] The second detection module is used to obtain the deflection value detection result of the test section according to the deflection representative value and the deflection design value; wherein the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0046] In a third aspect, the present application further provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and the processor implements the following steps when executing the computer program:

[0047] Performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table;

[0048] Performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient;

[0049] According to the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained;

[0050] Obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, representative value and lateral force coefficient design value;

[0051] Performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value;

[0052] According to the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained;

[0053] Obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value;

[0054] The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0055] In a fourth aspect, the present application further provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the following steps are implemented:

[0056] Performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table;

[0057] Performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient;

[0058] According to the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained;

[0059] Obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, representative value and lateral force coefficient design value;

[0060] Performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value;

[0061] According to the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained;

[0062] Obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value;

[0063] The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0064] In a fifth aspect, the present application further provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the following steps are implemented:

[0065] root

[0066] Performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table;

[0067] Performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient;

[0068] According to the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained;

[0069] Obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, representative value and lateral force coefficient design value;

[0070] Performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value;

[0071] According to the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained;

[0072] Obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value;

[0073] The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0074] The above-mentioned road surface detection data processing method, device, computer equipment, storage medium and computer program product perform broken chain correction processing on the pile number table of the test section to obtain a corrected pile number table; perform temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient; obtain the representative value of the lateral force coefficient of each evaluation unit in the test section based on the corrected pile number table and the target lateral force coefficient; obtain the lateral force coefficient detection result of the test section based on the single value, representative value and design value of the lateral force coefficient; perform temperature correction processing on the measured deflection value of the test section to obtain a target deflection value; obtain the representative deflection value of each evaluation unit in the test section based on the corrected pile number table and the target deflection value; obtain the deflection value detection result of the test section based on the representative deflection value and the design deflection value; wherein the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section. By adopting the method, the broken link problem in the pile number table is first solved, so that the corrected pile number table can completely match the actual section of the test section, and then by performing temperature correction and speed correction on the measured lateral force coefficient, and by performing temperature correction on the measured deflection value, the corrected target lateral force coefficient can be used to calculate the lateral force coefficient standard value, and the corrected target deflection value can be used to calculate the deflection representative value, so that the lateral force coefficient representative value and the deflection representative value obtained by final processing are more accurate and reliable, thereby improving the accuracy of the road surface detection result of the test section. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] Figure 1 A diagram showing an application environment of a road surface detection data processing method in an embodiment;

[0076] Figure 2 A schematic diagram of a process flow of a road surface detection data processing method in one embodiment;

[0077] Figure 3 It is a flowchart of the steps of performing temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section in one embodiment;

[0078] Figure 4 A schematic flow chart of a road surface detection data processing method in another embodiment;

[0079] Figure 5 is a structural block diagram of a road surface detection data processing device in an embodiment;

[0080] Figure 6 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0081] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0082] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0083] The road surface detection data processing method provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown. Among them, the terminal 101 communicates with the data acquisition device 102 and the test vehicle 103 through the network. The data storage system can store the data that the terminal 101 needs to process. The data storage system can be integrated on the terminal 101, or it can be placed on the cloud or other network servers. Among them, the terminal 101 can be but is not limited to various personal computers, laptops, smart phones, tablet computers, etc. The data acquisition device 102 is equipped with high-precision positioning technology (such as GPS), and it has multi-directional cameras on the rear and top. The test vehicle 103 refers to a vehicle used for road surface detection. It should be noted that the test vehicles 103 used to collect the measured lateral force coefficient and the test vehicles 103 used to collect the measured deflection values ​​are different types of test vehicles.

[0084] In one embodiment, Figure 2 As shown, a road surface detection data processing method is provided, and the method is applied to Figure 1 The terminal in is used as an example to illustrate, including the following steps:

[0085] Step S201, performing a broken link correction process on the stake number table of the test section to obtain a corrected stake number table.

[0086] Among them, the test sections include the pavement of bridges and tunnels.

[0087] Specifically, the terminal can first determine the broken chain pile number in the pile number table of the test section, and perform pile number correction on the pile number table according to the broken chain type of the broken chain pile number to obtain a corrected pile number table. The broken chain pile number refers to the pile number whose measured pile number is discontinuous with the original pile number.

[0088] Step S202 , performing temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient.

[0089] The measured lateral force coefficient refers to the lateral force coefficient detected on site at the test section. The target lateral force coefficient refers to the lateral force coefficient obtained after temperature and speed correction. The lateral force coefficient (SFC) refers to the ratio of the lateral friction force on the test vehicle to the vertical load on the test wheel; the lateral force coefficient characterizes the anti-skid performance of the microstructure of the road surface under the most unfavorable state of friction between the tire and the road surface during high-speed driving.

[0090] Specifically, a test vehicle for collecting lateral force coefficient is used to detect the lateral force coefficient of the test section to obtain the measured lateral force coefficient of the test section; the driving speed of the test vehicle during the lateral force coefficient detection process is used as the actual test speed of the test vehicle. The data acquisition device sends the collected measured lateral force coefficient to the terminal, and the test vehicle also sends its actual test speed to the terminal; the terminal performs speed correction on the measured lateral force coefficient of the test section based on the received actual test speed, and can convert the measured lateral force coefficient into the lateral force coefficient at the standard speed, and finally obtains the speed-corrected lateral force coefficient.

[0091] Furthermore, the standard field test ground temperature range of the test section is (20±5)℃, and the lateral force coefficient obtained under other ground temperature conditions needs to be corrected. The data acquisition device sends the measured temperature of the test section to the terminal; the terminal performs temperature correction on the speed-corrected lateral force coefficient based on the received measured temperature of the test section to convert the corrected lateral force coefficient into the lateral force coefficient under the standard temperature, and the terminal processes and obtains the target lateral force coefficient.

[0092] Step S203, obtaining a representative value of the lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient.

[0093] The representative value of the lateral force coefficient refers to a characteristic value of the lateral force coefficient of the entire test section obtained after statistical analysis of a certain number of temperature-corrected lateral force coefficients.

[0094] Specifically, according to the revised pile number table, the test section is divided into assessment units to obtain the average value and standard deviation of the target lateral force coefficient of the assessment unit. For example, each bridge or tunnel can be regarded as an assessment unit, and all roadbed sections and pavements can be regarded as an assessment unit. Then, the average value and standard deviation of the target lateral force coefficient of each bridge or tunnel can be calculated, and the average value and standard deviation of the target lateral force coefficient of all roadbed sections and pavements can be calculated; according to the average value and standard deviation of the target lateral force coefficient and the t distribution coefficient, the representative value of the lateral force coefficient of the assessment unit is obtained; wherein, the t distribution coefficient is obtained according to the confidence level of the assessment unit.

[0095] Step S204, obtaining a lateral force coefficient detection result of the test section according to the single value of the lateral force coefficient, the representative value and the design value of the lateral force coefficient.

[0096] Among them, the design value of the lateral force coefficient refers to the lateral force coefficient calculated and determined according to the relevant specifications, standards and design basis during the pavement design stage of the test section.

[0097] Specifically, the terminal determines whether the representative value of the lateral force coefficient of the test section reaches the lateral force design value, so as to determine whether the test section meets the design requirements of the lateral force coefficient, thereby ensuring the safety and road quality of the test section, and finally generating the lateral force coefficient detection result of the test section.

[0098] Step S205, performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value.

[0099] The measured deflection value refers to the deflection value detected on the test section; the deflection value is a key indicator for evaluating the performance of pavement structure. The target deflection value refers to the deflection value obtained after temperature correction.

[0100] Specifically, a variety of detection methods can be used to measure the measured deflection value of the test section. It should be noted that the measured deflection value detected is also associated with the pile number, and the measured lateral force coefficient is also associated with the pile number, so as to determine the specific road surface type of the section corresponding to each measured data based on the pile number. Then the terminal can identify the pile number corresponding to the test section of the bridge and tunnel type according to the corrected pile number table, and delete the measured deflection value corresponding to the bridge and tunnel based on the pile number, that is, all the measured deflection values ​​of the bridge and tunnel do not need to be processed as representative values ​​of deflection. Then, for different detection methods, the terminal can adopt different methods to perform temperature correction on the measured deflection value of the test section based on the measured temperature of the received test section, so as to convert the measured deflection value into the deflection value at the standard temperature, and finally the terminal obtains the target deflection value after temperature correction.

[0101] In practical applications, for example, the rebound deflection value of the test section can be detected by the Beckman beam test method and used as the measured deflection value of the test section. For another example, the rebound deflection value of the test section can be detected by the automatic deflection meter test method and used as the measured deflection value of the test section. For another example, the dynamic deflection of the test section can be detected by the drop-weight deflection meter test method and used as the measured deflection value of the test section. Different temperature correction methods can be used to perform temperature correction processing on the measured deflection values ​​detected by the Beckman beam test method, the automatic deflection meter test method, and the drop-weight deflection meter test method, so as to obtain the corresponding target deflection values.

[0102] Step S206, obtaining the representative deflection value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value.

[0103] The representative deflection value refers to the characteristic value that can reflect the deflection value of each evaluation unit (or the entire test section) obtained after statistical analysis of a certain number of measured deflection values ​​after temperature correction.

[0104] Specifically, the terminal divides the test section into assessment units for the deflection value according to the revised pile number table. For example, the assessment units for the deflection value may be divided according to the number of the revised pile number table, or according to relevant specification requirement documents of the highway engineering quality inspection and assessment standards, and the representative deflection value of each assessment unit is calculated.

[0105] Step S207, obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value; wherein the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report of the test section.

[0106] Among them, the deflection design value refers to the deflection value calculated and determined according to the relevant specifications, standards and design basis during the pavement design stage of the test section.

[0107] Specifically, the terminal can compare the representative value of the deflection of each assessment unit with the design value of the deflection. If the representative value of the deflection meets the design value of the deflection, the road section corresponding to the assessment unit is confirmed to be qualified; otherwise, the road section corresponding to the assessment unit is confirmed to be unqualified; then the terminal comprehensively tests the overall qualification of the test section, for example, calculates the deflection qualification rate of the test section based on the total number of assessment units and the qualified number; the terminal can assess the test section according to the deflection qualification rate, thereby obtaining the deflection value detection result of the test section.

[0108] Further, the terminal can generate a pavement detection result in the form of a pavement detection report based on the lateral force coefficient detection result and / or the deflection value detection result. The pavement detection report can describe the measured value of the lateral force coefficient, the design value of the lateral force coefficient, the representative value of the lateral force coefficient, the measured value of the deflection value, the design value of the deflection value, the representative value of the deflection value, the analysis results, charts, etc. of the test section. When generating a pavement detection report, it is necessary to consider factors such as the format, layout, and content of the pavement detection report to ensure the accuracy and aesthetics of the pavement detection report. At the same time, it is also necessary to verify and proofread the generated pavement detection report to ensure the quality and accuracy of the pavement detection report. In addition, the pavement detection report can also be output in Word or PDF format for user viewing and saving. When outputting the pavement detection report, it is necessary to consider factors such as the output format and file size of the pavement detection report to ensure the readability and easy preservation of the pavement detection report. At the same time, it is also necessary to back up and archive the output pavement detection report to ensure the security and traceability of the pavement detection report.

[0109] In the above-mentioned road surface detection data processing method, the pile number table of the test section is subjected to a broken chain correction process to obtain a corrected pile number table; the measured lateral force coefficient of the test section is subjected to a temperature correction process and a speed correction process to obtain a target lateral force coefficient; based on the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained; based on the single value, representative value and design value of the lateral force coefficient, a lateral force coefficient detection result of the test section is obtained; the measured deflection value of the test section is subjected to a temperature correction process to obtain a target deflection value; based on the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained; based on the representative deflection value and the design deflection value, a deflection value detection result of the test section is obtained; wherein, the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section. By adopting the method, the broken link problem in the pile number table is first solved, so that the corrected pile number table can completely match the actual section of the test section, and then by performing temperature correction and speed correction on the measured lateral force coefficient, and by performing temperature correction on the measured deflection value, the corrected target lateral force coefficient can be used to calculate the standard value of the lateral force coefficient, and the corrected target deflection value can be used to calculate the representative deflection value, so that the finally processed representative value of the lateral force coefficient and the representative value of the deflection are more accurate and reliable.

[0110] In one embodiment, the above step S201 performs a broken chain correction process on the pile number table of the test section to obtain a corrected pile number table, which specifically includes the following contents: performing a broken chain identification on the pile number table of the test section to obtain broken chain information of the pile number table; performing a broken chain conversion on the pile numbers in the pile number table according to the broken chain information to obtain a corrected pile number table.

[0111] In actual highway construction, pile chain breaks often occur, and chain breaks are divided into two types: long chain and short chain.

[0112] When the actual length of the route exceeds the original design mileage due to local rerouting or other reasons, a long chain situation will be formed. In short, the actual route has an extra section. This situation is usually marked on the mileage pile number, for example, "K5 +300 = K5 + 200 (long chain 100 meters)", which means that when the actual route reaches K5 + 300, according to the original design mileage, this point should be K5 + 200, and there is a 100-meter long chain difference between the two.

[0113] On the contrary, when the actual route length is shorter than the original design mileage, a short chain will be formed. This means that part of the actual route is "missing", resulting in discontinuous mileage. On the mileage pile number, the short chain will also be clearly marked, such as "K8 + 100 = K8 +200 (short chain 100 meters)", indicating that when the actual route reaches the K8 + 100 position, according to the original design mileage, this point should be K8 +200, and there is a 100-meter short chain difference in the middle.

[0114] Specifically, 1) confirm the location and type of broken chain (long chain or short chain): the terminal can determine the specific pile number of the broken chain and whether the broken chain pile number is a long chain or a short chain by checking the broken chain marks in the plan view, longitudinal section view and other related charts. 2) Record broken chain information: the terminal clearly knows the pile numbers before and after the broken chain pile number and the length of the long chain or short chain. 3) Pile number correction: according to the broken chain type and the length of the broken chain of the broken chain pile number, correct the relevant pile number. For a long chain, it is necessary to add the length of the long chain to the pile number after the broken chain pile number to obtain a continuous actual pile number; for a short chain, it is necessary to subtract the length of the short chain from the pile number after the broken chain pile number.

[0115] In this embodiment, the broken chain in the pile number table of the test section is corrected so that the subsequent steps can use the corrected pile number table to calculate the representative value of the lateral force coefficient and the representative value of the deflection of the test section, thereby avoiding the influence of the broken chain on the representative value and effectively improving the accuracy of the representative value of the lateral force coefficient and the representative value of the deflection.

[0116] In one embodiment, Figure 3 As shown, the above step S202, performing temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain the target lateral force coefficient, includes the following contents:

[0117] Step S301, correcting the measured lateral force coefficient according to the corresponding relationship between the measured temperature and the temperature correction value to obtain the temperature-corrected lateral force coefficient.

[0118] Specifically, the correspondence between the measured temperature and the temperature correction value is shown in Table 1. The terminal can query the temperature correction value corresponding to the measured temperature according to Table 1, and then correct the measured lateral force coefficient based on the temperature correction value to obtain the temperature-corrected lateral force coefficient; wherein Table 1 can be based on experimental measurements, or it can be data cited from relevant specification documents for field tests of highway subgrade and pavement.

[0119] Table 1

[0120]

[0121] It should be noted that the standard field test ground temperature range is (20±5)℃, and the measured lateral force coefficient under other ground temperature conditions must be converted to the equivalent measured lateral force coefficient under standard temperature through Table 1. The test section is required to be controlled within the ground temperature range of (8~60)℃.

[0122] Step S302, obtaining a standard test speed and an actual test speed of the test vehicle; the test vehicle is used to perform an actual lateral force coefficient test on a test section.

[0123] Step S303 , performing speed correction processing on the temperature-corrected lateral force coefficient according to the speed difference between the standard test speed and the actual test speed, to obtain a temperature- and speed-corrected target lateral force coefficient.

[0124] Specifically, the terminal can determine the standard test speed of the test section according to the specification document of the test section. The terminal can select candidate test speeds that are lower than a preset speed threshold (such as 30 km / h, and the preset speed threshold can also be set according to the vehicle speed range required in the specification document) from the actual test speeds, delete the temperature-corrected lateral force coefficient corresponding to the candidate test speed, and obtain the pre-processed lateral force coefficient; then the pre-processed lateral force coefficient is input into the formula (1) shown below to calculate the target lateral force coefficient after temperature and speed correction.

[0125] (1)

[0126] In the formula, SFC 标 represents the target lateral force coefficient after temperature and speed correction; SFC 测 represents the lateral force coefficient after preprocessing; V 测 Indicates the actual test speed; V 标 Indicates standard test speed.

[0127] In this embodiment, the temperature correction of the speed-corrected lateral force coefficient is achieved by utilizing the correspondence between the measured temperature and the temperature correction value; the lateral force coefficient measured at the actual test speed is converted into the speed-corrected lateral force coefficient at the standard test speed so as to more accurately assess the lateral force coefficient of the test section, thereby improving the accuracy of assessing the anti-skid ability of the test section.

[0128] In one embodiment, the above-mentioned step S203 obtains the representative value of the lateral force coefficient of each evaluation unit in the test section according to the revised pile number table and the target lateral force coefficient, and specifically includes the following contents: performing pile number identification on the revised pile number table to obtain the road, bridge and tunnel evaluation unit of the test section; obtaining the representative value of the lateral force coefficient of the road, bridge and tunnel evaluation unit according to the target lateral force coefficient corresponding to the road, bridge and tunnel evaluation unit.

[0129] Due to the revision of the pile number table, the number of pile numbers in the revised pile number table has changed. The terminal can count the number of pile numbers in the revised pile number table and use the number of pile numbers in the revised pile number table to divide the evaluation unit. Specifically, the terminal can identify the name of the road, bridge and tunnel corresponding to each pile number in the revised pile number table, that is, identify whether the test section corresponding to each pile number belongs to the roadbed section pavement, or the bridge pavement, or the tunnel pavement. For the roadbed section pavement, bridge pavement, and tunnel pavement, a preset number of pile numbers can be selected as an evaluation unit respectively, and the terminal obtains multiple road, bridge and tunnel evaluation units of the test section. Then, the terminal calculates the average value and standard deviation of the target lateral force coefficient corresponding to each road, bridge and tunnel evaluation unit according to the target lateral force coefficient corresponding to each road, bridge and tunnel evaluation unit, and then uses the average value and standard deviation to calculate the representative value of the lateral force coefficient corresponding to each road, bridge and tunnel evaluation unit.

[0130] In practical applications, the average value of the target lateral force coefficient is It can be calculated by the following formula (2):

[0131] (2)

[0132] Where, X i represents the i-th target lateral force coefficient of the road, bridge and tunnel assessment unit; N represents the number of detection points contained in the road, bridge and tunnel assessment unit (the number of detection points can be referred to as the number of measurements).

[0133] The terminal can use the measured number, target lateral force coefficient and average value to calculate the standard deviation of the lateral force coefficient. SFC It can be calculated by the following formula (3):

[0134] (3)

[0135] The representative value of the lateral force coefficient X' can be calculated using the following formula (4):

[0136] (4)

[0137] In the formula, represents the distribution coefficient; Indicates the confidence level. The distribution tables are shown in Table 2-1 and Table 2-2.

[0138] Table 2-1

[0139]

[0140] Table 2-2

[0141]

[0142] In this embodiment, the corrected pile number table is used to identify whether the test section corresponding to each pile number belongs to the roadbed section pavement, the bridge pavement, or the tunnel pavement, so that the assessment units can be divided according to different types of test sections in the future, and then the mean value, standard deviation and distribution coefficient of the target lateral force coefficient corresponding to each road, bridge and tunnel assessment unit are used to reasonably obtain the representative value of the lateral force coefficient corresponding to each road, bridge and tunnel assessment unit.

[0143] In one embodiment, the above-mentioned step S204 obtains the lateral force coefficient detection result of the test section according to the single value, representative value and design value of the lateral force coefficient, and specifically includes the following contents: comparing the single value of the lateral force coefficient of the evaluation unit with the design value of the lateral force coefficient to obtain the lateral force coefficient pass rate of the test section; according to the lateral force coefficient pass rate, obtaining the lateral force coefficient detection result of the test section.

[0144] Specifically, the terminal can compare the representative value of the lateral force coefficient of each assessment unit with the design value of the lateral force coefficient. If the representative value of the lateral force coefficient meets the design value of the lateral force coefficient, the road section corresponding to the assessment unit is confirmed to be qualified; otherwise, the road section corresponding to the assessment unit is confirmed to be unqualified; then the terminal comprehensively tests the overall qualification of the test section, for example, calculates the lateral force coefficient qualification rate of the test section based on the qualified number and the total number of tests; the terminal can evaluate the test section according to the lateral force coefficient qualification rate, thereby obtaining the lateral force coefficient test result of the test section.

[0145] In this embodiment, by comparing the representative value of the lateral force coefficient and the design value of the lateral force coefficient, it is possible to assess whether the lateral force coefficient of the test section is qualified, and then output the lateral force coefficient detection result of the test section, thereby improving the accuracy of the lateral force coefficient detection result of the test section.

[0146] In one embodiment, the above step S205 performs temperature correction processing on the measured deflection value of the test section to obtain a target deflection value, which specifically includes the following contents: obtaining the measured deflection value of the test section through a Beckman beam test method; performing temperature correction processing on the measured deflection value according to the temperature correction coefficient corresponding to the pavement base type and pavement thickness of the test section, and the measured temperature of the test section to obtain the target deflection value.

[0147] Specifically, the Beckman beam test method mainly uses the lever principle to detect the measured deflection value of the road surface under the action of the standard axle load. The test process of the Beckman beam test method is illustrated as follows: arrange measuring points on the test section, and the distance between them depends on the test needs; place the Beckman beam probe on the measuring point, and the rear wheels of the test vehicle are located between the rear axles of the Beckman beam; the test vehicle moves forward slowly, and the dial indicator continues to rotate as the road deformation increases, and the maximum reading of the dial indicator when the center of the test vehicle's wheel approaches the Beckman beam probe is read, L1. When the test vehicle drives out of the deflection influence radius (about 3m or more), the dial indicator pointer rotates stably, and the final reading L2 is read; the forward speed of the test vehicle should be about 5km / h; after the measurement is completed, the test vehicle drives away from the measuring point, and then the next measuring point is tested. The terminal calculates the measured deflection value L of the test section at the average temperature t based on L1 and L2. t Among them, the measured deflection value obtained by the Beckman beam test method is the rebound deflection.

[0148] Furthermore, the terminal divides the evaluation unit according to the corrected pile number table of the test section. Among them, the number of measurements corresponding to the evaluation unit of different detection methods may be different. For example, the Beckman beam and automatic deflectometer test method use 80 detection points as an evaluation unit, and the drop weight deflectometer test method uses 40 detection points as an evaluation unit. Of course, the number of measurements of each evaluation unit can also be increased or decreased according to actual conditions.

[0149] It should be noted that the temperature correction process of the automatic deflection meter test method and the Beckmann beam test method is the same. In practical applications, the temperature correction process can also be performed according to the relevant specification documents for on-site testing of highway subgrade and pavement. Specifically, the terminal obtains the temperature (°C) of the shallow depth of the surface layer of the test section (for example, 25mm below the road surface), the temperature of the middle depth of the surface layer of the test section, and the temperature of the bottom depth of the surface layer of the test section, and calculates the measured temperature of the test section based on these temperatures. Taking asphalt pavement as an example, the temperature correction process of the automatic deflection meter test method and the Beckmann beam test method includes: the deflection detection of the asphalt pavement is based on the standard temperature of 20℃. When the thickness of the asphalt pavement is greater than 50mm and the pavement temperature exceeds the range of (20±2)℃, temperature correction is required. When the thickness of the asphalt surface layer is greater than 50mm, the measured deflection value should be temperature-corrected according to the average temperature of the asphalt surface layer. The terminal sets the sum of the road surface temperature of the test section and the average of the average temperature of the 5 days before the measurement (°C) as temperature t0. For different layer depths of the test section, there are mapping relationships between temperature t0 and layer temperature. Based on the mapping relationship, the terminal determines the first temperature corresponding to the temperature t0 at the shallow depth of the surface layer of the test section; based on the mapping relationship, the terminal determines the second temperature corresponding to the temperature t0 at the middle depth of the asphalt surface layer; based on the mapping relationship, the terminal determines the third temperature corresponding to the temperature t0 at the bottom depth of the asphalt surface layer. The terminal averages the first temperature, the second temperature, and the third temperature to obtain the average temperature of the asphalt surface layer of the test section, that is, the average temperature of the asphalt surface layer = (first temperature + second temperature + third temperature) / 3; the terminal uses the average temperature as the measured temperature of the test section. The terminal obtains the rebound deflection value after temperature correction based on the product of the measured deflection value and the temperature correction coefficient, that is, l 20 =l t ×K, where l 20 represents the target deflection value after temperature correction, l t represents the measured deflection value obtained under the actual temperature, and K represents the temperature correction coefficient, which is determined according to the average temperature, the pavement material and the surface thickness of the test section.

[0150] In addition, the terminal can also calculate the average value and standard deviation of the target deflection value of the assessment unit according to the number of measurements of the assessment unit. If the measured deflection value represents the value obtained by detecting the test section through the automatic deflection meter test method or the Beckman beam test method, the terminal can calculate the representative deflection value of the assessment unit according to the average value, standard deviation of the target deflection value and the coefficient related to the guarantee rate of the test section. Among them, the representative deflection value can also represent the upper fluctuation limit of the detected deflection value. Representative deflection value of the assessment unit under the automatic deflection meter test method or the Beckman beam test method r1 It can be calculated by the following formula (6):

[0151] (6)

[0152] In the formula, represents the average value of the target deflection value; Z represents the coefficient related to the guarantee rate of the test section; S 弯沉 Represents the standard deviation of the target deflection value. a The value of Z depends on the type and layer of the test section. a The values ​​of are shown in Table 3.

[0153] Table 3

[0154]

[0155] In this embodiment, the temperature correction of the measured deflection value is achieved by utilizing the temperature correction coefficient corresponding to the road surface type and road surface thickness of the test section and the measured temperature, thereby improving the accuracy of the target deflection value obtained after temperature correction under the Beckman beam test method.

[0156] In one embodiment, the above step S205, performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value, specifically includes the following contents: obtaining the measured deflection value of the test section through an automatic deflection meter test method; performing cross slope correction processing on the measured deflection value to obtain a deflection value after cross slope correction; performing temperature correction processing on the deflection value after cross slope correction according to a temperature correction coefficient corresponding to the pavement base type and pavement thickness of the test section and the measured temperature to obtain a target deflection value.

[0157] Specifically, the automatic deflection meter test method mainly imitates the working principle of the Beckman beam and automatically collects data through the displacement sensor. The test process of the automatic deflection meter method is illustrated as follows: the automatic deflection meter test vehicle is driven to the starting point of the test section and the detection system is started; the test vehicle drives at a certain speed, and the detection system continuously records the displacement data; after reaching the end of the test section, data collection is stopped, and the terminal obtains the collected measured deflection value. Among them, the measured deflection value obtained by the automatic deflection meter test method is dynamic rebound deflection.

[0158] Furthermore, the terminal determines whether the cross slope of the test section exceeds a preset cross slope threshold (for example, 4%, and the preset cross slope threshold can also be set with reference to the requirements in the relevant specification documents); if the cross slope of the test section does not exceed the preset cross slope threshold, there is no need to perform cross slope correction on the measured deflection value; if the cross slope of the test section exceeds the preset cross slope threshold, the measured deflection value is corrected according to the cross slope correction coefficient to obtain the deflection value after cross slope correction. Among them, the cross slope correction coefficient includes a high-order correction coefficient and a low-order correction coefficient; for a test section with a larger cross slope, a high-order correction coefficient can be selected to perform cross slope correction on the dynamic rebound deflection value, and for a test section with a smaller cross slope, a low-order correction coefficient can be selected to perform cross slope correction on the dynamic rebound deflection value. In practical applications, the high-order correction coefficient can be expressed as (1 / 1-i); and the low-order correction coefficient can be expressed as (1 / 1+i); wherein i represents the cross slope of the test section (%). The terminal performs temperature correction on the deflection value after the cross slope correction. It should be noted that the process of temperature correction in the automatic deflection meter test method and the Beckman beam test method is the same. Please refer to the above embodiment for details, which will not be repeated here. Then the terminal obtains the target deflection value.

[0159] In addition, the process of calculating the representative deflection value by the automatic deflection meter test method and the Beckman beam test method is the same, as detailed in the above embodiment, which will not be repeated here, and then the terminal obtains the representative deflection value of the evaluation unit.

[0160] In this embodiment, the measured deflection value is corrected based on the cross slope of the test section. The temperature correction coefficient corresponding to the road surface type and road surface thickness of the test section and the measured temperature are used to implement temperature correction processing of the deflection value after cross slope correction, thereby improving the accuracy of the target deflection value obtained under the automatic deflection meter test mode.

[0161] In one embodiment, the above step S205, performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value, specifically includes the following contents: obtaining the measured deflection value of the test section through a drop weight deflectometer test method; determining the road surface deflection temperature influence coefficient corresponding to the drop weight deflectometer test method; performing temperature correction processing on the measured deflection value according to the road surface deflection temperature influence coefficient to obtain the target deflection value.

[0162] Specifically, the drop-hammer deflectometer test method mainly uses a hydraulic system to lift and release a heavy hammer, which falls freely to generate an impact load on the road surface of the test section, and the deformation of the road surface under the load is collected by a displacement sensor. The test process of the drop-hammer deflectometer test method is illustrated as follows: the load-bearing plate of the drop-hammer deflectometer is placed on the test point; the heavy hammer is lifted to a set height and then released, and the heavy hammer impacts the load-bearing plate, generating an impact force on the road surface; the displacement sensor records the deformation data of the road surface, and then the terminal obtains the measured deflection value of the test section based on the deformation data. Among them, the measured deflection value obtained by the drop-hammer deflectometer test method is dynamic deflection.

[0163] Furthermore, if the measured deflection value is obtained by detecting the test section through the drop-weight deflectometer test method, the terminal can first perform temperature correction processing on the measured deflection value according to the road surface deflection temperature influence coefficient to obtain the target deflection value, and then use the target deflection value to calculate the deflection representative value of the evaluation unit. The terminal can also directly calculate the deflection representative value of the evaluation unit according to the average value, standard deviation, road surface deflection humidity influence coefficient and road surface deflection temperature influence coefficient of the measured deflection value. In practical applications, the deflection representative value under the drop-weight deflectometer test method is l r2 It can be calculated by the following formula (7):

[0164] (7)

[0165] In the formula, represents the average value of the measured deflection value; β represents the target reliability index of the test section, and β is determined according to the highway grade of the test section. K1 represents the influence coefficient of road surface deflection humidity, which can also be determined based on experience. K3 represents the influence coefficient of road surface deflection temperature. K3 is calculated by the following formula (8):

[0166] (8)

[0167] Where, T represents the measured or estimated temperature at the midpoint of the asphalt binder material layer during deflection measurement; h a It indicates the thickness of asphalt binder material layer; E0 indicates the rebound modulus of the top surface of the roadbed under equilibrium humidity state (MPa).

[0168] In this embodiment, effective calculation of the representative value of deflection of the assessment unit under the drop weight deflectometer test mode is achieved, providing a reliable processing basis for determining the deflection value detection result of the test section in the subsequent steps.

[0169] In one embodiment, if Figure 4 As shown, another road surface detection data processing method is provided, which is applied to Figure 1The terminal in is used as an example to illustrate, including the following steps:

[0170] Step S401, performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table.

[0171] Step S402 , performing temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient.

[0172] Step S403, obtaining a representative value of the lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient.

[0173] Step S404, comparing the single value of the lateral force coefficient of the evaluation unit with the design value of the lateral force coefficient to obtain the lateral force coefficient pass rate of the test section; according to the lateral force coefficient pass rate, obtaining the lateral force coefficient detection result of the test section.

[0174] Step S405, performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value.

[0175] Step S406, obtaining the representative deflection value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value.

[0176] Step S407, obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value.

[0177] Step S408: The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

[0178] The above-mentioned road surface detection data processing method can achieve the following beneficial effects: first solve the broken link problem in the pile number table so that the corrected pile number table is more matched with the actual section of the test section, and then perform temperature correction and speed correction on the measured lateral force coefficient, and perform temperature correction on the measured deflection value, and then use the corrected target lateral force coefficient to calculate the lateral force coefficient standard value, and use the corrected target deflection value to calculate the deflection representative value, so that the final processed lateral force coefficient representative value and deflection representative value are more accurate and reliable, thereby improving the accuracy of the road surface detection results of the test section.

[0179] In order to more clearly illustrate the road surface detection data processing method provided by the embodiment of the present disclosure, the road surface detection data processing method is specifically described below with a specific embodiment. A road surface detection data processing method is provided, which can be applied to Figure 1 The terminal in the package includes the following contents:

[0180] 1) Data collection: Collect the original data required for the road lateral force coefficient and road deflection detection, such as the original data may include pile number, speed, temperature, distance, base type, asphalt layer thickness and other data. Use existing instruments and equipment to collect data in real time, and save the collected data in Excel format. Among them, some of the collected data of the lateral force coefficient are shown in Table 4, and some of the collected data of the deflection value are shown in Table 5.

[0181] Table 4 Lateral force coefficient

[0182]

[0183] Table 5 Deflection value

[0184]

[0185] 2) Chain break correction: Determine the location and type of the chain break (such as long chain or short chain), and correct the relevant pile numbers according to the type and length of the chain break. For long chains, add the length of the long chain to the pile number after the chain break point to get the actual continuous pile number; for short chains, subtract the length of the short chain from the pile number after the chain break point.

[0186] 3) Automatic identification of structures: Based on the known pile number information table and combined with the broken chain information, the pile numbers in the collected data are broken chain converted and identified, and the road, bridge and tunnel names are generated on the side of the pile number column of the collected data.

[0187] 4) Data analysis: First, make speed and temperature corrections, then divide the assessment units according to the names of roads, bridges and tunnels, and automatically calculate the number of test points, qualified points, average values, representative values, etc. in each assessment unit. Delete the deflection test data of bridge and tunnel pavement, and then calculate the qualified points, average values, and representative values.

[0188] 5) Report generation: Based on the processed data, the pavement lateral force coefficient report and pavement deflection report are automatically generated.

[0189] In this embodiment, by performing speed correction and temperature correction on the lateral force coefficient and temperature correction on the deflection value, the final processed representative value of the lateral force coefficient and the representative value of the deflection are made more accurate and reliable, thereby improving the accuracy of the road surface detection results of the test section.

[0190] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0191] Based on the same inventive concept, the embodiment of the present application also provides a road surface detection data processing device for implementing the road surface detection data processing method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more road surface detection data processing device embodiments provided below can refer to the limitations of the road surface detection data processing method above, and will not be repeated here.

[0192] In one embodiment, Figure 5 As shown, a road surface detection data processing device 500 is provided, comprising:

[0193] The broken chain correction module 501 is used to perform broken chain correction processing on the pile number table of the test section to obtain a corrected pile number table.

[0194] The first correction module 502 is used to perform temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient.

[0195] The first evaluation module 503 is used to obtain the representative value of the lateral force coefficient of each evaluation unit in the test section according to the revised pile number table and the target lateral force coefficient.

[0196] The first detection module 504 is used to obtain a lateral force coefficient detection result of the test section according to the single value, representative value and design value of the lateral force coefficient.

[0197] The second correction module 505 is used to perform temperature correction processing on the measured deflection value of the test section to obtain a target deflection value.

[0198] The second evaluation module 506 is used to obtain the deflection representative value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value.

[0199] The second detection module 507 is used to obtain the deflection value detection result of the test section according to the deflection representative value and the deflection design value; wherein the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report of the test section.

[0200] In one embodiment, the chain break correction module 501 is further used to identify chain breaks in the pile number table of the test section to obtain chain break information of the pile number table; and perform chain break conversion on the pile numbers in the pile number table according to the chain break information to obtain a corrected pile number table.

[0201] In one embodiment, the first correction module 502 is further used to correct the measured lateral force coefficient according to the correspondence between the measured temperature and the temperature correction value to obtain the temperature-corrected lateral force coefficient; obtain the standard test speed and the actual test speed of the test vehicle; the test vehicle is used to detect the measured lateral force coefficient on the test section; and perform speed correction processing on the temperature-corrected lateral force coefficient according to the speed difference between the standard test speed and the actual test speed to obtain the target lateral force coefficient after temperature and speed correction.

[0202] In one embodiment, the first assessment module 503 is also used to perform pile number recognition on the corrected pile number table to obtain the road, bridge and tunnel assessment unit of the test section; and obtain the representative value of the lateral force coefficient of the road, bridge and tunnel assessment unit according to the target lateral force coefficient corresponding to the road, bridge and tunnel assessment unit.

[0203] In one embodiment, the first detection module 504 is also used to compare the single value of the lateral force coefficient in the evaluation unit with the design value of the lateral force coefficient to obtain the lateral force coefficient pass rate of the test section; based on the lateral force coefficient pass rate, the lateral force coefficient detection result of the test section is obtained.

[0204] In one embodiment, the second correction module 505 is also used to obtain the measured deflection value of the test section through the Beckman beam test method; the measured deflection value is temperature corrected according to the temperature correction coefficient corresponding to the pavement base type and pavement thickness of the test section, and the measured temperature of the test section to obtain the target deflection value.

[0205] In one embodiment, the second correction module 505 is also used to obtain the measured deflection value of the test section through an automatic deflection meter test method; perform cross slope correction processing on the measured deflection value to obtain the deflection value after cross slope correction; perform temperature correction processing on the deflection value after cross slope correction according to the temperature correction coefficient corresponding to the pavement base type and pavement thickness of the test section and the measured temperature to obtain the target deflection value.

[0206] In one embodiment, the second correction module 505 is further used to obtain the measured deflection value of the test section through the drop weight deflectometer test method; determine the road surface deflection temperature influence coefficient corresponding to the drop weight deflectometer test method; perform temperature correction processing on the measured deflection value according to the road surface deflection temperature influence coefficient and the humidity influence coefficient to obtain the target deflection value

[0207] Each module in the above-mentioned road surface detection data processing device can be implemented in whole or in part by software, hardware or a combination thereof. Each of the above-mentioned modules can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0208] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 6 As shown. The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and the external device. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be realized through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. The computer program is executed by the processor to implement a road surface detection data processing method. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device shell, or an external keyboard, touchpad or mouse.

[0209] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0210] In one embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0211] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0212] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0213] Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0214] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0215] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A road surface detection data processing method, characterized in that: The method comprises: Performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table; Performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient; According to the corrected pile number table and the target lateral force coefficient, a representative value of the lateral force coefficient of each evaluation unit in the test section is obtained; Obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, representative value and lateral force coefficient design value; Performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value; According to the corrected pile number table and the target deflection value, a representative deflection value of each evaluation unit in the test section is obtained; Obtaining a deflection value detection result of the test section according to the deflection representative value and the deflection design value; The lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

2. The method according to claim 1, characterized in that The step of performing a broken link correction process on the pile number table of the test section to obtain a corrected pile number table includes: Performing a broken link identification on the stake number table of the test section to obtain broken link information of the stake number table; According to the broken link information, the pile numbers in the pile number table are broken link converted to obtain the corrected pile number table.

3. The method according to claim 1, characterized in that The step of performing temperature correction and speed correction on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient includes: According to the correspondence between the measured temperature and the temperature correction value, the measured lateral force coefficient is corrected to obtain the temperature-corrected lateral force coefficient; Obtaining a standard test speed and an actual test speed of a test vehicle; the test vehicle is used to detect the measured lateral force coefficient on the test section; According to the speed difference between the standard test speed and the actual test speed, speed correction processing is performed on the temperature-corrected lateral force coefficient to obtain a temperature- and speed-corrected target lateral force coefficient.

4. The method according to claim 1, characterized in that The step of obtaining a representative value of the lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient includes: Performing pile number recognition on the corrected pile number table to obtain a road, bridge and tunnel assessment unit of the test section; According to the target lateral force coefficient corresponding to the road, bridge and tunnel assessment unit, a representative value of the lateral force coefficient of the road, bridge and tunnel assessment unit is obtained.

5. The method according to claim 1, characterized in that The step of obtaining the lateral force coefficient detection result of the test section according to the single value, representative value and design value of the lateral force coefficient comprises: Comparing the single value of the lateral force coefficient in the evaluation unit with the design value of the lateral force coefficient to obtain the qualified rate of the lateral force coefficient of the test section; According to the lateral force coefficient pass rate, a lateral force coefficient test result of the test section is obtained.

6. The method according to claim 1, characterized in that The step of performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value includes: Obtaining the measured deflection value of the test section by Beckman beam testing; The measured deflection value is subjected to temperature correction processing according to the temperature correction coefficient corresponding to the road base type and road thickness of the test section and the measured temperature of the test section to obtain the target deflection value.

7. The method according to claim 1, characterized in that The step of performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value includes: Obtaining the measured deflection value of the test section by an automatic deflection meter test method; Performing cross-slope correction processing on the measured deflection value to obtain a cross-slope corrected deflection value; The deflection value after the cross slope correction is subjected to temperature correction processing according to the temperature correction coefficient corresponding to the road base type and road thickness of the test section and the measured temperature to obtain the target deflection value.

8. The method according to claim 1, characterized in that The step of performing temperature correction processing on the measured deflection value of the test section to obtain a target deflection value includes: Obtaining the measured deflection value of the test section by using a drop weight deflectometer test method; Determine the temperature influence coefficient and humidity influence coefficient of road surface deflection corresponding to the drop weight deflectometer test method; The measured deflection value is subjected to temperature correction processing according to the temperature influence coefficient and humidity influence coefficient of the road surface deflection to obtain the target deflection value.

9. A road surface detection data processing device, characterized in that: The device comprises: A chain break correction module is used to perform chain break correction processing on the pile number table of the test section to obtain a corrected pile number table; A first correction module is used to perform temperature correction processing and speed correction processing on the measured lateral force coefficient of the test section to obtain a target lateral force coefficient; A first evaluation module, used for obtaining a representative value of a lateral force coefficient of each evaluation unit in the test section according to the corrected pile number table and the target lateral force coefficient; A first detection module, used for obtaining a lateral force coefficient detection result of the test section according to the lateral force coefficient single value, the representative value and the lateral force coefficient design value; A second correction module is used to perform temperature correction processing on the measured deflection value of the test section to obtain a target deflection value; A second evaluation module, for obtaining a representative deflection value of each evaluation unit in the test section according to the corrected pile number table and the target deflection value; The second detection module is used to obtain the deflection value detection result of the test section according to the deflection representative value and the deflection design value; wherein the lateral force coefficient detection result and / or the deflection value detection result are used to generate a detection report for the test section.

10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

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