Track prediction method fusing viscoelastic-plastic response and vehicle speed effect of asphalt mixture

Abstract

The invention relates to the technical field of road engineering, and provides an asphalt mixture viscoelastic-plastic response and vehicle speed effect fused track prediction method, which comprises the following steps: acquiring vehicle speed and pavement design parameters; inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; and calculating a vehicle speed correction factor according to the vehicle speed, and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth. The problem that existing rut prediction is poor in accuracy is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of road engineering, and particularly to a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixtures and vehicle speed effects. Background Art

[0002] With the increasing heavy-duty of highway traffic loads and the influence of complex climate conditions, rutting diseases of asphalt pavements have become a major challenge in the field of road engineering. Traditional rutting prediction models are mostly based on the elastic layered system theory (such as Burmister's multi-layer elastic theory), assuming that materials only undergo instantaneous elastic deformation under load and fully recover after unloading. However, as a typical viscoelastic-plastic material, the deformation characteristics of asphalt mixtures have significant time-temperature-stress dependence: under low-speed traffic (such as climbing slopes, starting and stopping at intersections) or high-temperature environments, the prolonged load application time will trigger irreversible plastic flow deformation, resulting in a serious deviation between the prediction results of traditional models and the actual situation.

[0003] In the existing rutting prediction methods of specifications, the number of axle load applications only participates in the calculation in the form of a linear or power function, without considering the direct influence of vehicle speed on the load application time. Some improved models (although introducing Prony series to describe the relaxation characteristics of asphalt still have some problems. The layered mechanical response is fragmented: the stress state differences of different asphalt layers (such as the surface layer, intermediate layer, and bottom layer) are not considered. For example, within a depth of 15 mm in the surface layer, it is mainly dominated by shear deformation, while in the deep layer, it is mainly compression plastic deformation. A single equation is difficult to cover the full-depth deformation mechanism. Therefore, a rutting prediction method that can integrate the viscoelastic-plastic response of asphalt mixtures and vehicle speed effects is needed. Summary of the Invention

[0004] The present invention provides a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixtures and vehicle speed effects to solve the problem of poor accuracy in existing rutting predictions.

[0005] The present invention provides a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixtures and vehicle speed effects, including: Obtain the vehicle speed and pavement design parameters; Input the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; Calculate a vehicle speed correction factor according to the vehicle speed, and correct the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0006] According to the rutting prediction method provided by the present invention that integrates the viscoelastic-plastic response of asphalt mixtures and vehicle speed effects, the pavement design parameters include: Pavement design parameters including the equivalent temperature of permanent deformation of the asphalt mixture layer, the cumulative number of applications of the design axle load, the thickness of each asphalt mixture layer, the vertical compressive stress at the top surface of the asphalt mixture layer, and the test reference deformation amount.

[0007] According to a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention, calculating the total permanent deformation amount of the asphalt mixture layer by inputting the pavement design parameters into a preset deformation amount calculation formula includes: Inputting the pavement design parameters into the calculation formula for the permanent deformation amount of a single layer, and generating the permanent deformation amount of each layer based on the number of layers of the asphalt mixture. Summing up the permanent deformation amounts of all layers through the calculation formula for the permanent deformation amount of the asphalt mixture layer to obtain the total permanent deformation amount of the asphalt mixture layer. Among them, the preset deformation amount calculation formula includes: the calculation formula for the permanent deformation amount of a single layer and the calculation formula for the permanent deformation amount of the asphalt mixture layer.

[0008] According to a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention, during the process of inputting the pavement design parameters into the preset deformation amount calculation formula to calculate the permanent deformation amount of each layer, the deformation correction effect at different layer depths is dynamically adjusted through a comprehensive correction parameter. Among them, the comprehensive correction parameter is calculated through the thickness of each asphalt mixture layer and the total thickness of the asphalt mixture, and the calculation formula is:

[0009] Among them, is the comprehensive correction parameter, is the thickness of each asphalt mixture layer, is the total thickness of the asphalt mixture.

[0010] According to a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention, calculating the vehicle speed correction factor according to the vehicle speed includes: Obtaining the road design speed; Calculating the ratio of the road design speed to the vehicle speed to obtain the vehicle speed correction factor.

[0011] According to a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention, correcting the total permanent deformation amount through the vehicle speed correction factor to obtain the rut depth includes: Determining the load time of the vehicle in the asphalt mixture layer based on the vehicle speed correction factor; Determining the creep deformation amount of the asphalt mixture layer according to the load time; The total permanent deformation is corrected according to the peristaltic deformation amount to obtain the rut depth.

[0012] The present invention also provides a rut prediction system that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect. The system includes: A data acquisition module for acquiring vehicle speed and pavement design parameters; A total permanent deformation calculation module for inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; A correction module for calculating a vehicle speed correction factor according to the vehicle speed, and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, it implements the rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect as described in any one of the above.

[0014] The present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect as described in any one of the above.

[0015] The present invention also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect as described in any one of the above.

[0016] A rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention quantifies the rheological response of asphalt mixture through pavement design parameters such as temperature, stress, and number of axle loads; reflects the stress differences of different layers by calculating and comprehensively correcting the total permanent deformation of the asphalt mixture layer in layers, improving the prediction accuracy; and makes the exponential function more conform to the actual working conditions by introducing a vehicle speed factor and performing non-linear vehicle speed correction, making up for the deficiencies of traditional elastic models. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0018] Figure 1It is one of the schematic flowcharts of the rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention.

[0019] Figure 2 It is the schematic diagram of module connection of the rutting prediction system that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention.

[0020] Figure 3 It is the schematic structural diagram of the electronic device provided by the present invention.

[0021] Reference numerals: 110: data acquisition module; 120: total permanent deformation calculation module; 130: correction module; 310: processor; 320: communication interface; 330: memory; 340: communication bus. Detailed implementation manners

[0022] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions in the present invention will be clearly and completely described below with reference to the accompanying drawings in the present invention. Apparently, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present invention without creative efforts shall fall within the protection scope of the present invention.

[0023] The following Figure 1 Describe a rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect of the present invention, including: Step 100, obtain vehicle speed and pavement design parameters.

[0024] In the present invention, the pavement design parameters include: equivalent temperature of permanent deformation of asphalt mixture layer, cumulative number of applications of design axle load, thickness of each asphalt mixture layer, vertical compressive stress on the top surface of asphalt mixture layer, and test reference deformation amount.

[0025] Obtaining multiple pavement design parameters helps to calculate the permanent deformation amount of asphalt mixture layers.

[0026] The calculation process of vehicle speed. In a specific embodiment, the running speed of a heavy vehicle at a traffic light is taken as a calculation case.

[0027] Design speed v design = 60 km / h = 16.67 m / s; acceleration a = 0.5 m / s 2 ; deceleration d = 1.2 m / s 2 ; signal cycle T cycle = 60 s (T green = 30 s, T red = 30 s); the road condition is a single-lane intersection without queuing delay.

[0028] During the acceleration phase, the theoretical acceleration time is: .

[0029] The actual acceleration time: The green light time is only 30 seconds. The heavy-duty vehicle cannot complete the acceleration to the designed speed within a single cycle, and the actual acceleration time is limited to the green light duration: .

[0030] The speed at the end of acceleration: .

[0031] The acceleration distance: .

[0032] During the constant-speed phase, the remaining green light time: Since the acceleration has occupied the entire green light time, the remaining constant-speed time is: .

[0033] The constant-speed distance: .

[0034] During the deceleration phase, the deceleration time (from the actual speed of 54 km / h to 0): .

[0035] The deceleration distance: .

[0036] During the waiting phase, the red light waiting time: .

[0037] The total driving distance and time, the total driving distance in a single cycle: .

[0038] The total time in a single cycle: .

[0039] The actual average speed: .

[0040] Since the vehicle cannot pass through the intersection within a single cycle (it needs to travel 318.75 m, but the typical intersection spacing is 200 - 500 m), the number of cycles needs to be increased. Assuming the intersection spacing is 500 m, it needs to pass through 2 cycles to complete (the total distance 318.75 × 2 = 637.5 m > 500 m), and the total time is: 72.5×2 = 145s.

[0041] The actual speed is: .

[0042] Then the calculated running speed of the heavy-duty vehicle at the red, yellow, and green lights is finally 12.4 Km / h.

[0043] Or consider the uphill situation of a heavy-duty vehicle on a secondary highway with a design speed of 60 km / h and a longitudinal slope of 6%. The running speed is calculated as follows: Initial speed ( ): 40 km / h, expected speed ( ): 70 km / h.

[0044] When the slope > 4%, the heavy-duty vehicle reduces its speed by 20 km / h per 1000 m, and the minimum running speed is 15 km / h.

[0045] The longitudinal slope length is 500 m, then the running speed is: .

[0046] It can be obtained that the running speed of the heavy-duty vehicle on a secondary highway with a design speed of 60 km / h and an uphill longitudinal slope of 6% is 30 km / h.

[0047] The vehicle running speed obtained based on different road conditions can accurately calculate the vehicle speed correction factor.

[0048] Calculating the vehicle speed correction factor according to the vehicle speed specifically includes: Obtaining the road design speed; Calculating the ratio of the road design speed to the vehicle speed to obtain the vehicle speed correction factor.

[0049] The calculation formula for the vehicle speed correction factor is:

[0050] Among them, : Design speed; : Vehicle speed.

[0051] The traditional rutting model does not consider the influence of vehicle speed on the load action time. Asphalt mixture has viscoelastic properties, and low-speed traffic (such as longitudinal slopes and traffic lights at intersections) will lead to an extended load action time, significantly increasing rutting deformation.

[0052] When the vehicle speed is lower than the design speed , k > 1, and the rut depth is amplified through an exponential function; conversely, if the vehicle speed is relatively high (k < 1), the corrected deformation amount decreases.

[0053] Step 200: Input the pavement design parameters into a preset permanent deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer. Specifically, Input the pavement design parameters into the single-layer permanent deformation calculation formula, and based on the number of layers of the asphalt mixture, generate the permanent deformation of each layer; Sum up the permanent deformations of all layers through the asphalt mixture layer permanent deformation calculation formula to obtain the total permanent deformation of the asphalt mixture layer; Among them, the preset permanent deformation calculation formula includes: the single-layer permanent deformation calculation formula and the asphalt mixture layer permanent deformation calculation formula.

[0054] In the present invention, the asphalt mixture layer permanent deformation calculation formula is:

[0055] Among them, is the single-layer permanent deformation.

[0056] The single-layer permanent deformation calculation formula is:

[0057] Among them, : Equivalent temperature of permanent deformation of the asphalt mixture layer (°C); : Cumulative number of equivalent design axle load applications on the design lane within the design service life or the period from opening to traffic to the first rut repair; : Thickness of the i-th layer (mm); : Thickness of the rut test specimen (mm); : Permanent deformation of the rut test (mm) of the i-th layer of asphalt mixture at a test temperature of 60 °C, a pressure of 0.7 MPa, and 2520 load applications; : Comprehensive correction coefficient; : Vertical compressive stress (Mpa) on the top surface of the i-th layer of the asphalt mixture layer. According to the elastic layered theory system, the calculation point is selected in accordance with the provisions of the Highway Asphalt Pavement Design Specification.

[0058] Specifically, temperature : The viscoelastic modulus of the asphalt mixture decreases at high temperatures, resulting in an increase in plastic deformation. The exponential relationship (to the power of 2.93) reflects the significant influence of temperature on the deformation rate; vertical compressive stress : Calculate the compressive stress at the top surface of the layer by the elastic layer theory to reflect the stress differences at different layers. The 1.80th power represents the non-linear relationship between stress and deformation; the number of axle loads : The 0.48th power indicates the weak correlation of cumulative damage (such as the stages of microcrack propagation); the layer thickness ratio : Correct the proportional effect of the test specimen thickness and the actual pavement thickness; the test deformation : The reference deformation based on the standard rutting test (60°C, 0.7 MPa, 2520 loadings).

[0059] Among them, : The comprehensive correction coefficient;

[0060] : The depth of the i-th layer of the asphalt mixture layer (mm). For the first layer, take 15 mm, and for other layers, it is the depth from the road surface to the midpoint of the layer; : The total thickness of the asphalt mixture layer (mm), When it is greater than 200 mm, take 200 mm; : The vertical compressive stress at the top surface of the i-th layer of the asphalt mixture layer (Mpa). According to the elastic layer theory system, select the calculation point according to the regulations of the Highway Asphalt Pavement Design Specification and calculate according to the following formula:

[0061] : The theoretical stress coefficient; : The vehicle speed correction factor; is a mathematical function based on the elastic layer theory system, and its function is to calculate the theoretical stress coefficient of the i-th layer of the asphalt mixture layer according to the geometric parameters of each structural layer of the road surface (the ratio of the layer thickness to the tire contact radius) and the material parameters (the modulus ratio of adjacent layers). i layer.

[0062] In the present invention, During the calculation process, the theoretical stress coefficient Based on the elastic layer theory system, considering the modulus ratio of each structural layer and the thickness ratio , is the tire contact radius; the actual compressive stress Multiply the theoretical coefficient by the design load pressure p to obtain the actual compressive stress value.

[0063] In the present invention, the layer depth :The compaction states of asphalt mixtures at different depths are different. The shallow layer (such as the first layer of 15 mm) is more prone to shear deformation; the total thickness of the asphalt mixture layer :When > 200 mm, take 200 mm to avoid abnormal correction factors caused by too thick asphalt layers; the exponential decay term :Simulates the attenuation trend of deformation with increasing depth, which is consistent with the actual observation results.

[0064] is the basic correction term, which mainly reflects the total thickness of the asphalt mixture layer on the deformation of the shallow layer. Thin asphalt layers are more prone to surface shear deformation under load, while the deep deformation of thick asphalt layers may be inhibited by the elastic base layer. Quantify this phenomenon through a polynomial relationship. According to 's calculation formula, since the formula is a quadratic polynomial, 's value will show a trend of first rising and then falling (parabolic characteristic) with the increase of . For example: When is small (such as thin-layer asphalt), may be negative, indicating that greater correction is required for shallow-layer deformation (such as significant shear deformation); When is close to 200 mm, tends to be stable, avoiding distortion of the correction factor caused by too thick asphalt layers.

[0065] is the depth adjustment term, which controls the contribution ratio of the layer depth to the correction factor, reflecting the attenuation rate of deformation with depth under different thicknesses. The deep region of thick asphalt layers may exhibit a more gentle deformation gradient due to material compaction and stress diffusion effects. Adjust this gradient through a polynomial. When is small, is large, indicating that shallow-layer deformation is more sensitive to depth (such as rapid attenuation of deep-layer deformation in thin layers); when increases, decreases, indicating that the deformation of thick asphalt layers is more evenly distributed along the depth.

[0066] The exponential decay term is independent of and , forcing the correction factor to decay exponentially with depth, simulating the natural law that the deformation amount gradually decreases from top to bottom.

[0067] Through and The polynomial design enables the correction coefficient to automatically adapt to different asphalt layer thicknesses, avoiding the limitations of a single empirical value; through , the model can distinguish the dominant mechanisms of shallow shear deformation and deep compression deformation, improving the prediction accuracy.

[0068] Step 300: Calculate the vehicle speed correction factor according to the vehicle speed, and perform a non-linear correction on the total permanent deformation amount through the vehicle speed correction factor to obtain the rut depth.

[0069] Specifically, determine the load time of the vehicle in the asphalt mixture layer based on the vehicle speed correction factor; Determine the creep deformation amount of the asphalt mixture layer according to the load time; Correct the total permanent deformation amount according to the creep deformation amount to obtain the rut depth.

[0070] Since the asphalt mixture will undergo creep deformation under long-term loading, its strain rate decays exponentially with the stress application time t showing an exponential decay relationship. A decrease in vehicle speed leads to an increase in the load application time, thereby magnifying the deformation amount through an exponential function.

[0071] In the present invention, when the vehicle speed is lower than the design speed (such as on a longitudinal slope or at a traffic light section), k > 1, indicating that the load application time is prolonged and the rut deformation amount needs to be magnified; when the operating speed is equal to or higher than the design speed (such as on a straight section), k ≤ 1, the deformation amount does not need to be magnified or needs to be slightly corrected; the viscoelastic properties of the asphalt mixture result in an exponential relationship between the deformation and the load application time, rather than a linear proportion.

[0072] Calculate the uncorrected permanent deformation amount of the asphalt mixture layer: .

[0073] Apply the vehicle speed correction factor for non-linear correction to obtain the rut depth : .

[0074] Through the exponential function correct the total deformation amount to reflect the non-linear effect of the prolonged load application time caused by low speed on the deformation. For example, in the case of a slope ( k = 2); .

[0075] In the case of a traffic light ( k = 4.8); .

[0076] In practical applications, the rut depth in low-speed scenarios such as longitudinal slopes and intersections can be accurately quantified, avoiding the prediction deviation (error up to more than 10 times) caused by traditional models ignoring vehicle speed. The basic deformation is calculated in full compliance with existing specifications (such as JTG D50-2017), and only the vehicle speed correction factor needs to be superimposed on the final result, which is convenient for engineering applications. The exponential function has a significant deformation amplification effect on low-speed working conditions ( ), while the correction amplitude for normal vehicle speeds ( ) is gentle, which conforms to the actual pavement behavior. The vehicle speed correction factor nonlinearly amplifies the total deformation through the exponential function

[0077]

[0078] reflecting the viscoelastic-plastic response of asphalt mixture under long-term low-speed loading. This method breaks through the limitations of traditional linear models and provides a high-precision solution for rut prediction on special sections. Reference Figure 2 is also made to the present invention, which discloses a rut prediction system integrating the viscoelastic-plastic response of asphalt mixture and vehicle speed effect. The system includes: A data acquisition module 110 for acquiring vehicle speed and pavement design parameters; A total permanent deformation calculation module 120 for inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; A correction module 130 for calculating a vehicle speed correction factor according to the vehicle speed and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0079] Among them, the pavement design parameters include: The equivalent temperature of permanent deformation of the asphalt mixture layer, the cumulative number of action times of the design axle load, the thickness of each asphalt mixture layer, the vertical compressive stress on the top surface of each asphalt mixture layer, and the pavement design parameters of the test reference deformation.

[0080] Inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer includes: Input the pavement design parameters into the single-layer permanent deformation calculation formula, and generate the permanent deformation of each layer based on the number of layers of asphalt mixture. Sum up the permanent deformations of all layers through the permanent deformation calculation formula of the asphalt mixture layer to obtain the total permanent deformation of the asphalt mixture layer. Among them, the preset deformation calculation formulas include: the single-layer permanent deformation calculation formula and the permanent deformation calculation formula of the asphalt mixture layer.

[0081] In the process of inputting the pavement design parameters into the preset deformation calculation formula and calculating the permanent deformation of each layer, dynamically adjust the deformation correction effect of different layer depths through the comprehensive correction parameter. Among them, the comprehensive correction parameter is calculated through the thickness of each asphalt mixture layer and the total thickness of the asphalt mixture, and the calculation formula is:

[0082] Among them, is the comprehensive correction parameter, is the thickness of each asphalt mixture layer, is the total thickness of the asphalt mixture.

[0083] Calculate the vehicle speed correction factor according to the vehicle speed, including: Obtain the road design speed; Calculate the ratio of the road design speed to the vehicle speed to obtain the vehicle speed correction factor.

[0084] Correct the total permanent deformation through the vehicle speed correction factor to obtain the rut depth, specifically including: Determine the load time of the vehicle in the asphalt mixture layer based on the vehicle speed correction factor; Determine the creep deformation of the asphalt mixture layer according to the load time; Correct the total permanent deformation according to the creep deformation to obtain the rut depth.

[0085] Based on a rut prediction system that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect provided by the present invention, quantify the rheological response of asphalt mixture through pavement design parameters such as temperature, stress, and number of axle loads; reflect the stress differences of different layers by calculating and comprehensively correcting the total permanent deformation of the asphalt mixture layer to improve the prediction accuracy; introduce the vehicle speed factor and perform non-linear vehicle speed correction to make the exponential function more in line with the actual working conditions and make up for the deficiencies of the traditional elastic model.

[0086] Figure 3 Illustrate a schematic physical structure diagram of an electronic device, such as Figure 3As shown in the figure, the electronic device may include: a processor 310, a communications interface 320, a memory 330, and a communication bus 340. Among them, the processor 310, the communications interface 320, and the memory 330 complete communication with each other through the communication bus 340. The processor 310 may call the logic instructions in the memory 330 to execute a rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect. The method includes: obtaining the vehicle speed and pavement design parameters; inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; calculating a vehicle speed correction factor according to the vehicle speed, and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0087] In addition, when the logic instructions in the above-mentioned memory 330 are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0088] On the other hand, the present invention also provides a computer program product. The computer program product includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute a rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect provided by the above-mentioned various methods. The method includes: obtaining the vehicle speed and pavement design parameters; inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; calculating a vehicle speed correction factor according to the vehicle speed, and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0089] In another aspect, the present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements a rut prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect. The method includes: obtaining the vehicle speed and pavement design parameters; inputting the pavement design parameters into a preset deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; calculating a vehicle speed correction factor according to the vehicle speed, and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

[0090] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement it without creative effort.

[0091] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disc, etc., and includes several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0092] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect, characterized in that, Including: Obtain the vehicle speed and road surface design parameters; Input the road surface design parameters into a preset permanent deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; Calculate a vehicle speed correction factor based on the vehicle speed, and correct the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

2. The rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect according to claim 1, wherein The road surface design parameters include: The permanent deformation equivalent temperature of the asphalt mixture layer, the cumulative number of action times of the design axle load, the thickness of each asphalt mixture layer, the vertical compressive stress on the top surface of the asphalt mixture layer, and the road surface design parameters of the test reference deformation amount.

3. The rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect according to claim 1, wherein The step of inputting the road surface design parameters into a preset permanent deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer includes: Input the road surface design parameters into a single-layer permanent deformation calculation formula, and generate the permanent deformation of each layer based on the number of layers of the asphalt mixture; Sum up the permanent deformations of all layers through the asphalt mixture layer permanent deformation calculation formula to obtain the total permanent deformation of the asphalt mixture layer; Among them, the preset permanent deformation calculation formula includes: a single-layer permanent deformation calculation formula and an asphalt mixture layer permanent deformation calculation formula.

4. The rutting prediction method integrating the viscoelastic-plastic response of asphalt mixture and vehicle speed effect according to claim 3, wherein, During the process of inputting the road surface design parameters into the preset permanent deformation calculation formula to calculate the permanent deformation of each layer, dynamically adjust the deformation correction effect of different layer depths through a comprehensive correction parameter; Among them, the comprehensive correction parameter is calculated through the thickness of each asphalt mixture layer and the total thickness of the asphalt mixture, and the calculation formula is: ； Among them, is the comprehensive correction parameter, is the thickness of each asphalt mixture layer, is the total thickness of the asphalt mixture.

5. The rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect according to claim 1, characterized in that The step of calculating the vehicle speed correction factor according to the vehicle speed includes: Obtain the road design speed; Calculate the ratio of the road design speed to the vehicle speed to obtain the vehicle speed correction factor.

6. The rutting prediction method that integrates the viscoelastic-plastic response of asphalt mixture and the vehicle speed effect according to claim 1, wherein The step of correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth includes: Determine the load time of the vehicle on the asphalt mixture layer based on the vehicle speed correction factor; Determine the creep deformation amount of the asphalt mixture layer according to the load time; Correct the total permanent deformation according to the creep deformation amount to obtain the rut depth.

7. A rutting prediction system that integrates the viscoelastic-plastic response of asphalt mixture and vehicle speed effect, characterized in that, The system includes: A data acquisition module for obtaining the vehicle speed and road surface design parameters; A total permanent deformation calculation module for inputting the road surface design parameters into a preset permanent deformation calculation formula to calculate the total permanent deformation of the asphalt mixture layer; A correction module for calculating a vehicle speed correction factor according to the vehicle speed and correcting the total permanent deformation through the vehicle speed correction factor to obtain the rut depth.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and running on the processor, wherein, When the processor executes the computer program, it implements the rut prediction method for integrating the viscoelastic-plastic response of the asphalt mixture and the vehicle speed effect as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the rut prediction method for integrating the viscoelastic-plastic response of the asphalt mixture and the vehicle speed effect as described in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the rut prediction method for integrating the viscoelastic-plastic response of the asphalt mixture and the vehicle speed effect as described in any one of claims 1 to 6.

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