Road structure safety integrated detection device

Abstract

This application relates to the field of road inspection technology, and provides an integrated road structure safety inspection device. The device includes: an abnormal area detection unit, used to: acquire current road data of the current inspection area of ​​the road to be tested; the current road data includes current pavement deflection basin data, current pavement void data, and current slope deformation data; based on the current road data, calculate the probability that the current inspection area is an abnormal area of ​​road bearing capacity, and determine the current inspection area as an abnormal area of ​​road bearing capacity based on the probability; and a road safety assessment unit, used to: classify the safety level of the road to be tested based on the probability that the current inspection area is an abnormal area of ​​road bearing capacity, combined with the road environment data of the current inspection area. This application effectively improves efficiency, accuracy, and hazard identification capabilities, thereby meeting the requirements for road structure safety assurance.

Description

Technical Field

[0001] This application relates to the field of road inspection technology, specifically to an integrated road structure safety inspection device. Background Technology

[0002] With the rapid development of road traffic, road structural safety has become a major social concern. On the one hand, a large number of traffic accidents are directly caused by road structural defects. On the other hand, if road structural defects are not detected and repaired in time, they will not only accelerate the deterioration of the road structure and shorten its service life, but also significantly increase the cost of later maintenance. Furthermore, road structural defects can easily cause traffic congestion, reduce traffic efficiency, and cause inconvenience to the public.

[0003] Currently, with the surge in traffic flow and the aging of road infrastructure, the limitations of traditional road structure inspection equipment in terms of efficiency, accuracy, and hazard identification capabilities are becoming increasingly apparent, making it difficult to meet the needs of road structure safety assurance. Summary of the Invention

[0004] This application provides an integrated road structure safety testing device to address the technical problem that traditional road structure testing devices are increasingly limited in efficiency, accuracy, and hazard identification capabilities, making it difficult to meet the needs of road structure safety assurance.

[0005] This application provides an integrated road structure safety testing device, including:

[0006] An anomaly detection unit is used to: acquire current road data of the current detection area of ​​the road under test; the current road data includes current pavement deflection basin data, current pavement void data, and current slope deformation data;

[0007] Based on the current road data, calculate the probability that the current detection area is a road carrying capacity abnormal area, and determine the current detection area as a road carrying capacity abnormal area based on the probability;

[0008] The road safety assessment unit is used to classify the safety level of the road under test based on the probability that the current detection area is an area with abnormal road carrying capacity, combined with the road environment data of the current detection area.

[0009] In one embodiment, calculating the probability that the current detection area is a road carrying capacity abnormality area based on the current road data, and determining the current detection area as a road carrying capacity abnormality area based on the probability, includes:

[0010] Based on the current road data, calculate the first probability that the current detection area is an area with abnormal road carrying capacity;

[0011] If the first probability is greater than a preset first probability threshold, a second probability is calculated based on the current road data and historical road data of the current detection area, indicating that the current detection area is an area with abnormal road carrying capacity.

[0012] If the second probability is greater than a preset second probability threshold, the current detection area is determined to be an area with abnormal road carrying capacity.

[0013] In one embodiment, calculating the first probability that the current detection area is an area with abnormal road carrying capacity based on the current road data includes:

[0014] Based on the current road surface deflection basin data, calculate the radius of the current road surface deflection basin;

[0015] Based on the current road surface void data, the current road surface void volume is calculated, and the ratio of the current road surface void volume to a preset road surface void volume threshold is determined as the road surface void influence factor.

[0016] Based on the current slope deformation data, the current slope deformation volume is calculated, and the ratio of the current slope deformation volume to the preset slope deformation volume threshold is determined as the slope deformation influence factor.

[0017] Based on the current pavement deflection basin radius, the pavement void influence factor, the slope deformation influence factor, and the load center deflection value in the current pavement deflection basin data, the first probability that the current detection area is an area with abnormal road bearing capacity is calculated.

[0018] In one embodiment, calculating the radius of the current road surface deflection basin based on the current road surface deflection basin data includes:

[0019] Based on the current road surface deflection basin data, obtain deflection basin data at preset intervals;

[0020] For each measuring point corresponding to the deflection basin data at the preset interval, calculate the ratio of the deflection value of the measuring point to the deflection value of the load center.

[0021] Calculate the first slope of the line connecting the deformation point of the measuring point and the deformation point of the load center;

[0022] Calculate the second slope of the line connecting the deformation points of the preceding and following measuring points;

[0023] Calculate the ratio between the second slope and the first slope to obtain the slope ratio;

[0024] The radius of the current road surface deflection basin is obtained based on the deflection ratio and the slope ratio.

[0025] In one embodiment, obtaining deflection basin data at preset intervals based on the current road surface deflection basin data includes:

[0026] Based on the current road surface deflection basin data, obtain the target deflection basin data in front of the load wheel;

[0027] The target deflection basin data is sorted according to the horizontal distance between the measuring point corresponding to the target deflection basin data and the load center to obtain sequential deflection basin data.

[0028] The sequential deflection basin data is interpolated at preset intervals to obtain the deflection basin data at the preset intervals.

[0029] In one embodiment, obtaining the current pavement deflection basin radius based on the deflection value ratio and the slope ratio includes:

[0030] If the deflection ratio is less than a preset deflection ratio threshold and the slope ratio is less than a preset slope ratio threshold, the horizontal distance between the measuring point and the load center is determined as the radius of the undetermined deflection basin.

[0031] The smallest deflection basin radius is selected from multiple undetermined deflection basin radii, and the smallest deflection basin radius is determined as the current road surface deflection basin radius.

[0032] In one embodiment, calculating a second probability that the current detection area is an area with abnormal road carrying capacity based on current road data and historical road data of the current detection area includes:

[0033] Based on the current pavement deflection basin data and historical pavement deflection basin data, calculate the rate of change of load center deflection value and the rate of change of deflection basin radius.

[0034] Based on the current pavement void data and historical pavement void data, calculate the pavement void volume change rate.

[0035] Based on the current slope deformation data and historical slope deformation data, calculate the rate of change of slope deformation volume;

[0036] Based on the first probability, the rate of change of the load center deflection value, the rate of change of the deflection basin radius, the rate of change of the pavement void volume, and the rate of change of the slope deformation volume, a second probability is calculated that the current detection area is an area with abnormal road bearing capacity.

[0037] In one embodiment, the road environment data includes recent traffic flow, recent heavy vehicle flow, recent average rainfall, and recent average diurnal temperature range. The step of classifying the road under test based on the probability that the current detection area is an area with abnormal road carrying capacity, combined with the road environment data of the current detection area, includes:

[0038] Based on the second probability, the recent traffic flow, the recent heavy-load traffic flow, the recent average rainfall, and the recent average diurnal temperature range, the operation and maintenance risk factor of the road under test is calculated.

[0039] Based on the relationship between the operation and maintenance risk factors and the preset road safety level classification threshold, the road to be tested is classified into safety levels.

[0040] In one embodiment, it also includes:

[0041] The road safety early warning unit is used to: when the safety level of the road to be tested is lower than a preset level threshold, send the safety level and the location of the current detection area to the road safety operation and maintenance management platform corresponding to the current detection area;

[0042] The road safety operation and maintenance management platform is used to send the safety level and the location of the current detection area to the safety operation and maintenance resources within a preset range of the current detection area; the safety operation and maintenance resources include safety operation and maintenance mobile terminals, safety operation and maintenance broadcast terminals, safety operation and maintenance management personnel, and safety operation and maintenance management organizations.

[0043] In one embodiment, it further includes: a mobile measurement platform;

[0044] The abnormal area detection unit, the road safety assessment unit, and the road safety early warning unit are integrated on the mobile measurement platform.

[0045] The integrated road structure safety testing equipment provided in this application includes an abnormal area detection unit, which is used to acquire current road data of the current detection area of ​​the road to be tested. The current road data includes current pavement deflection basin data, current pavement void data, and current slope deformation data. Based on the current road data, the probability that the current detection area is an abnormal area of ​​road bearing capacity is calculated, and the probability is used to determine that the current detection area is an abnormal area of ​​road bearing capacity. The road safety assessment unit is used to classify the safety level of the road to be tested based on the probability that the current detection area is an abnormal area of ​​road bearing capacity, combined with the road environment data of the current detection area. This application acquires current road surface deflection basin data, current road surface void data, and current slope deformation data as current road data. Based on this, it assesses the probability that the current detection area is an area with abnormal road bearing capacity. By comprehensively measuring road bearing capacity from multiple angles, including road surface deflection basin, road surface void, and slope deformation, it can comprehensively and deeply identify potential road bearing capacity hazards and accurately determine the probability of abnormal road bearing capacity in the current detection area. Furthermore, by combining road environmental data, it comprehensively assesses road structural safety from both the probability of abnormal road bearing capacity and the road environment, considering both internal and external influences on the road structure. This achieves the identification and accurate detection of potential road structural safety hazards. Simultaneously, this application employs fully automated machine detection with user-friendly logic, effectively improving detection efficiency. In summary, this application effectively improves efficiency, accuracy, and hazard identification capabilities, thereby meeting the requirements for road structural safety assurance. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a schematic diagram of the integrated road structure safety testing equipment provided in this application embodiment. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0049] It should be noted that in the description of the embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The terms "upper," "lower," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly, for example, they can be fixed connections, detachable connections, or integral connections; they can be mechanical connections or electrical connections; they can be direct connections or indirect connections through an intermediate medium; and they can be internal connections between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0050] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class, without limiting the number of objects; for example, a first object can be one or more. Furthermore, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects have an "or" relationship.

[0051] Figure 1 This is a structural schematic diagram of the integrated road structure safety testing equipment provided in an embodiment of this application. (Refer to...) Figure 1 This application provides an integrated road structure safety testing device, which may include:

[0052] The anomaly detection unit is used to: acquire current road data for the current detection area of ​​the road under test; the current road data includes current pavement deflection basin data, current pavement void data, and current slope deformation data;

[0053] Based on the current road data, calculate the probability that the current detection area is an area with abnormal road carrying capacity, and determine the current detection area as an area with abnormal road carrying capacity based on the probability.

[0054] The road safety assessment unit is used to classify the safety level of the road under test based on the probability that the current detection area is an area with abnormal road carrying capacity, combined with the road environment data of the current detection area.

[0055] The integrated road structure safety testing equipment may also include a road surface deflection basin data measurement unit, an under-road electromagnetic wave signal acquisition unit, and a three-dimensional spatial data acquisition unit along the route.

[0056] The road surface deflection basin data measurement unit may include a speed measuring instrument, which is used to collect the road surface deformation speed under normal driving conditions and send the road surface deformation speed to the abnormal area detection unit.

[0057] The roadside electromagnetic wave signal acquisition unit may include a three-dimensional ground-penetrating radar, which is used to acquire roadside electromagnetic wave signals and send the roadside electromagnetic wave signals to the abnormal area detection unit;

[0058] The spatial three-dimensional data acquisition unit along the route may include a lidar or a three-dimensional measurement device based on the binocular principle. The lidar or three-dimensional measurement device is used to acquire spatial three-dimensional data along the vehicle trajectory and send the spatial three-dimensional data to the abnormal area detection unit.

[0059] This abnormal area detection unit can combine artificial intelligence algorithms to obtain current road deflection basin data based on the road surface deformation rate, extract current road surface void data based on the electromagnetic wave signal under the road, and extract current slope deformation data based on the spatial three-dimensional data.

[0060] Furthermore, since pavement deflection basins, pavement voids, and slope deformations can all reflect potential safety hazards in the road structure's load-bearing capacity to a certain extent, this abnormal area detection unit can also calculate the probability that the current detection area is an abnormal area of ​​road load-bearing capacity based on the current pavement deflection basin data, the current pavement void data, and the current slope deformation data, combined with artificial intelligence algorithms, and determine the current detection area as an abnormal area of ​​road load-bearing capacity based on the probability, thereby achieving effective identification of this safety hazard.

[0061] Furthermore, abnormal road bearing capacity indicates problems within the road structure, while road environmental data exerts influence on the road structure from the outside. Therefore, the road safety assessment unit further evaluates the safety level of the road under test based on the probability of abnormal road bearing capacity and road environmental data. This allows for a comprehensive consideration of both internal and external factors affecting the safety of the road structure, thus achieving accurate detection of the safety of the road structure under test.

[0062] The integrated road structure safety detection equipment provided in this embodiment includes an abnormal area detection unit, which is used to acquire the current road data of the current detection area of ​​the road to be tested. The current road data includes the current pavement deflection basin data, the current pavement void data, and the current slope deformation data. Based on the current road data, the probability that the current detection area is an abnormal area of ​​road bearing capacity is calculated, and the probability is used to determine that the current detection area is an abnormal area of ​​road bearing capacity. The road safety assessment unit is used to classify the safety level of the road to be tested based on the probability that the current detection area is an abnormal area of ​​road bearing capacity, combined with the road environment data of the current detection area. In this embodiment, current road surface deflection basin data, current road surface void data, and current slope deformation data are acquired as current road data. Based on this, the probability that the current detection area is an area with abnormal road bearing capacity is assessed. By comprehensively measuring road bearing capacity from multiple angles, including road surface deflection basin, road surface void, and slope deformation, it is possible to comprehensively and deeply identify potential road bearing capacity hazards and accurately determine the probability of abnormal road bearing capacity in the current detection area. Furthermore, by combining road environmental data, the road structural safety is comprehensively assessed from both the probability of abnormal road bearing capacity and the road environment, considering both internal and external influences on the road structure. This achieves the identification and accurate detection of potential road structural safety hazards. Simultaneously, this embodiment features fully automated machine detection with user-friendly detection logic, effectively improving detection efficiency. In summary, this embodiment effectively improves efficiency, accuracy, and hazard identification capabilities, thereby meeting the requirements for road structural safety assurance.

[0063] In one embodiment, calculating the probability that the current detection area is an area with abnormal road carrying capacity based on current road data, and determining that the current detection area is an area with abnormal road carrying capacity based on the probability, may include:

[0064] Based on the current road data, calculate the first probability that the current detection area is an area with abnormal road carrying capacity;

[0065] If the first probability is greater than the preset first probability threshold, the second probability of the current detection area being an area with abnormal road carrying capacity is calculated based on the current road data and historical road data of the current detection area.

[0066] If the second probability is greater than the preset second probability threshold, the current detection area is determined to be an area with abnormal road carrying capacity.

[0067] Among them, based on the current road data, the first probability that the current detection area is an area with abnormal road carrying capacity is calculated. That is, based on the current road surface deflection basin data, the current road surface void data, and the current slope deformation data, the first probability that the current detection area is an area with abnormal road carrying capacity is calculated. Since the above data are multiple dimensions of the current data, the calculation of the first probability is carried out at the level of the horizontal spatial dimension of the extended data.

[0068] If the first probability is greater than the preset first probability threshold, it indicates that the current detection area is very likely to be a road carrying capacity abnormal area. At this time, based on the current road data and historical road data, the second probability that the current detection area is a road carrying capacity abnormal area is further calculated. The historical road data corresponds to the current road data, including historical pavement deflection basin data, historical pavement void data and historical slope deformation data. The calculation of the second probability is carried out on the basis of expanding the horizontal spatial dimension of the data, and further expanding the vertical time dimension of the data.

[0069] If the second probability is greater than the preset second probability threshold, it means that the current detection area is very likely to be an area with abnormal road carrying capacity in both the horizontal spatial dimension and the vertical time dimension of the data. At this time, the current detection area can be finally confirmed as an area with abnormal road carrying capacity.

[0070] It should be noted that the first probability threshold and the second probability threshold can be set based on the actual situation, and no restrictions are imposed here.

[0071] In this embodiment, the first probability that the current detection area is an area with abnormal road carrying capacity is calculated in the horizontal spatial dimension of the extended data, and the second probability that the current detection area is an area with abnormal road carrying capacity is calculated in the vertical time dimension of the extended data. Only when both probabilities show that the current detection area is highly likely to be an area with abnormal road carrying capacity is the current detection area finally confirmed as an area with abnormal road carrying capacity, which makes the determination of abnormal road carrying capacity more accurate.

[0072] In one embodiment, calculating the first probability that the current detection area is an area with abnormal road carrying capacity based on current road data may include:

[0073] Calculate the radius of the current road surface deflection basin based on the current road surface deflection basin data;

[0074] Based on the current pavement void data, the current pavement void volume is calculated, and the ratio of the current pavement void volume to the preset pavement void volume threshold is determined as the pavement void influencing factor.

[0075] Based on the current slope deformation data, the current slope deformation volume is calculated, and the ratio of the current slope deformation volume to the preset slope deformation volume threshold is determined as the slope deformation influencing factor.

[0076] Based on the current pavement deflection basin radius, pavement void influence factor, slope deformation influence factor, and load center deflection value in the current pavement deflection basin data, the first probability that the current detection area is an area with abnormal road bearing capacity is calculated.

[0077] The first probability can be calculated based on the following formula. :

[0078] ;

[0079] in, This represents the deflection value at the center of the load. The preset threshold value for center deflection under load. The preset threshold value for the road surface deflection basin radius. The radius of the current road surface deflection basin. The factors affecting road surface voids, This refers to the factors influencing slope deformation.

[0080] In this embodiment, a larger load center deflection value indicates a weaker bearing capacity at the current measuring point, while a larger deflection basin radius indicates a stronger load transfer capacity at the current measuring point. In other words, road bearing capacity is inversely proportional to the road surface load center deflection value and directly proportional to the deflection basin radius. This represents the current benchmark value for road carrying capacity. This indicates the degree of impact of pavement voids on the accelerated deterioration of road bearing capacity. (Calculated based on the ratio of the current pavement void volume to the preset pavement void volume threshold). This indicates the degree of impact of slope deformation on the accelerated deterioration of road bearing capacity. (Calculated based on the ratio of the current slope deformation volume to the preset deformation volume threshold). According to the above formula, the first probability... Taking into account the current road bearing capacity benchmark, as well as the impact of pavement voids and slope deformation on the accelerated deterioration of road bearing capacity, the evaluation results are comprehensive and reliable.

[0081] In this embodiment, according to the above formula, it can be seen that the load center deflection value, the road deflection basin radius, the road void volume, and the slope deformation volume are all measured by ratios to measure the deviation between their actual values ​​and the threshold. Then, by combining all deviations, the first probability is obtained. The first probability is calculated by comprehensively considering the deviation of the actual values ​​of the load center deflection value, the road deflection basin radius, the road void volume, and the slope deformation volume from the threshold in the horizontal spatial dimension of the data. It can measure the possibility that the current detection area is an area with abnormal road bearing capacity from the deviation in multiple horizontal dimensions, thereby obtaining an accurate first probability.

[0082] In one embodiment, calculating the radius of the current pavement deflection basin based on the current pavement deflection basin data may include:

[0083] Based on the current road surface deflection basin data, obtain deflection basin data at preset intervals;

[0084] For each measuring point corresponding to the deflection basin data at a preset interval, calculate the ratio of the deflection value of the measuring point to the deflection value of the load center.

[0085] Calculate the first slope of the line connecting the deformation point of the measuring point and the deformation point of the load center;

[0086] Calculate the second slope of the line connecting the deformation points of the measuring points before and after the measuring point;

[0087] Calculate the ratio between the second slope and the first slope to obtain the slope ratio.

[0088] The radius of the current pavement deflection basin is obtained based on the ratio of deflection values ​​and the ratio of slope.

[0089] The process of obtaining deflection basin data at preset intervals based on the current road surface deflection basin data may include:

[0090] Based on the current road surface deflection basin data, target deflection basin data in front of the load wheel is obtained. The target deflection basin data is sorted according to the horizontal distance between the corresponding measuring point of the target deflection basin data and the load center to obtain sequential deflection basin data. The sequential deflection basin data is interpolated according to a preset interval to obtain deflection basin data at a preset interval. Since the load center is the contact point between the load wheel and the road surface, the deflection basin data at the preset interval is the deflection basin data in front of the load center, arranged in descending or ascending order of horizontal distance from the load center.

[0091] Furthermore, deflection is the vertical deformation of the road surface measuring point. The load center usually experiences the greatest bearing capacity, so its vertical deformation is the greatest, i.e., its deflection value is the greatest. As the measuring points in front of the load center extend from inside the deflection basin to outside the deflection basin, the bearing capacity of the measuring points inside the deflection basin decreases as the horizontal distance between the measuring points and the load center increases. Therefore, the vertical deformation of each measuring point also decreases as the horizontal distance between the measuring points and the load center increases, i.e., its deflection value also decreases as the horizontal distance between the measuring points and the load center increases. Consequently, the ratio of the deflection values ​​of each measuring point to the load center also decreases as the horizontal distance between the measuring points and the load center increases, until the measuring points reach the boundary between the inside and outside of the deflection basin, where the ratio of deflection values ​​reaches its minimum. After that, since the road surface outside the deflection basin has almost no deformation, the deflection values ​​of the measuring points outside the deflection basin no longer change, and the ratio of deflection values ​​also no longer changes.

[0092] Furthermore, the deformation point is the point after the vertical deformation of the road surface measuring point. Since the vertical deformation is greatest at the load center, the vertical deformation of each measuring point in front of the load center decreases as the horizontal distance between the measuring point and the load center increases. Therefore, the deformation point of the load center is located at the lowest horizontal line. During the process of each measuring point in front of the load center extending from inside the deflection basin to outside the deflection basin:

[0093] The horizontal line connecting the deformation points of the measuring points within the deflection basin rises with the increase of the horizontal distance between the measuring point and the load center. The first slope of the line connecting the deformation points of each measuring point to the deformation point of the load center also increases with the increase of the horizontal distance between the measuring point and the load center, until the measuring point reaches the boundary between the inside and outside of the deflection basin, where the first slope reaches its maximum. After that, since the road surface outside the deflection basin is almost undeformed, the horizontal line connecting the deformation points of the measuring points outside the deflection basin no longer changes. Therefore, the first slope will gradually decrease with the increase of the horizontal distance between the measuring point and the load center. However, the elevation difference between the deformation points of the measuring points before and after the measuring points inside the deflection basin is much more significant than that between the deformation points of the measuring points before and after the measuring points outside the deflection basin. Therefore, the second slope of the line connecting the deformation points of the measuring points before and after the measuring points inside the deflection basin is greater than that of the line connecting the deformation points of the measuring points before and after the measuring points outside the deflection basin. Furthermore, since the road surface outside the deflection basin is almost undeformed, the second slope of the line connecting the deformation points of the measuring points before and after the measuring points outside the deflection basin is very small and very close.

[0094] As shown above, when calculating the ratio between the second slope and the first slope, the first slope is the largest and the second slope is the smallest at the measuring point located at the boundary between the inner and outer sides of the deflection basin. Therefore, the ratio between the second slope and the first slope is the smallest, that is, the slope ratio is the smallest, and at the same time, the deflection value ratio is the smallest. Since this boundary is closest to the radius of the deflection basin, we can determine whether the measuring point is close to the radius of the deflection basin based on whether the slope ratio and the deflection value ratio are small enough.

[0095] Furthermore, based on the ratio of deflection values ​​and the ratio of slope, the radius of the current pavement deflection basin can be obtained, which may include:

[0096] When the deflection ratio is less than the preset deflection ratio threshold and the slope ratio is less than the preset slope ratio threshold, the horizontal distance between the measuring point and the load center is determined as the radius of the undetermined deflection basin. The minimum deflection basin radius is selected from multiple undetermined deflection basin radii and determined as the current road surface deflection basin radius.

[0097] As mentioned above, we can determine whether the measuring point is close to the radius of the deflection basin by whether the ratio of the slope to the ratio of the deflection value is small enough. If the ratio of the deflection value is less than the preset threshold for the ratio of the deflection value and the ratio of the slope is less than the preset threshold for the ratio of the slope, we can determine that both are small enough. At this time, the measuring point is close to the radius of the deflection basin. The horizontal distance between the measuring point and the center of the load is more likely to be the radius of the deflection basin. Therefore, it is determined as the radius of the deflection basin to be determined.

[0098] Furthermore, since a smaller deflection basin radius indicates a poorer road load-bearing capacity, it is more likely to lead to abnormal road bearing capacity. Therefore, the smallest deflection basin radius among the undetermined deflection basin radii is selected as the current road deflection basin radius, so as to more accurately identify abnormal road bearing capacity in the future.

[0099] It should be noted that if the conditions of the deflection value ratio being less than the preset deflection value ratio threshold and the slope ratio being less than the preset slope ratio threshold cannot be met, resulting in the inability to filter out the undetermined deflection basin radius, the preset pavement deflection basin radius can be determined as the current pavement deflection basin radius.

[0100] In this embodiment, when calculating the radius of the current pavement deflection basin, the deflection basin data of the measuring points in front of the load center are first selected as the data to be processed, avoiding the introduction of symmetrical data from the measuring points behind the load center, thereby effectively reducing the subsequent calculation workload and improving processing efficiency. Furthermore, the data to be processed is sorted and interpolated according to the horizontal distance from the load center, resulting in more organized and regular deflection basin data, facilitating subsequent sequential calculations and further improving processing efficiency. Furthermore, considering the ratio of deflection values ​​and slope ratios between each measuring point and the load center, the changes in the ratios between the measuring points and the load center deformation, as well as the relationship between the measuring points and the load center... The ratio of deformation rates is used to comprehensively measure the change in the horizontal distance of each measuring point relative to the load center, thereby accurately locating measuring points far from the load center and determining the radius of the deflection basin to be determined. Furthermore, considering the sensitivity of identifying road bearing capacity anomalies, the minimum deflection basin radius is selected as the current road surface deflection basin radius, achieving accurate calculation of the current road surface deflection basin radius. This embodiment can smooth out the horizontal distance distortion caused by abnormal changes in individual measuring points to a large extent through deflection value ratio calculation, slope ratio calculation, and threshold comparison, avoiding the erroneous use of distorted horizontal distance as the current road surface deflection basin radius.

[0101] In one embodiment, calculating a second probability that the current detection area is an area with abnormal road carrying capacity based on current road data and historical road data of the current detection area may include:

[0102] Based on current pavement deflection basin data and historical pavement deflection basin data, calculate the rate of change of load center deflection value and the rate of change of deflection basin radius.

[0103] Based on current pavement void data and historical pavement void data, calculate the rate of change of pavement void volume.

[0104] Calculate the rate of change of slope deformation volume based on current slope deformation data and historical slope deformation data;

[0105] Based on the first probability, the rate of change of load center deflection value, the rate of change of deflection basin radius, the rate of change of pavement void volume, and the rate of change of slope deformation volume, the second probability is calculated that the current detection area is an area with abnormal road bearing capacity.

[0106] The second probability can be calculated based on the following formula. :

[0107] ;

[0108] in, ; The rate of change of the deflection value at the load center. The preset threshold for the rate of change of the load center deflection value. The rate of change of the deflection basin radius. The preset threshold for the rate of change of the deflection basin radius. The rate of change of the volume of road surface voids. The preset threshold for the rate of change of road surface void volume is used. The rate of change of slope deformation volume. The preset threshold for the rate of change of slope deformation volume. For the corresponding weights.

[0109] In this embodiment, according to the above formula, the load center deflection value, pavement deflection basin radius, pavement void volume, and slope deformation volume are all calculated based on the current data and historical data. The deviation between the actual value of the change rate and the threshold is measured in the form of a ratio. Then, all deviations are combined and the first probability is superimposed to obtain the second probability. The second probability is calculated by comprehensively considering the deviation of the actual value of the load center deflection value, the pavement deflection basin radius, the pavement void volume, and the slope deformation volume from the threshold in the longitudinal time dimension of the data. It can measure the possibility that the current detection area is an area with abnormal road bearing capacity from the deviation in multiple horizontal and vertical dimensions, thereby obtaining an accurate second probability.

[0110] In one embodiment, road environment data includes recent traffic flow, recent heavy vehicle flow, recent average rainfall, and recent average diurnal temperature range. Based on the probability that the current detection area is an area with abnormal road carrying capacity, and combined with the road environment data of the current detection area, the road under test is classified into safety levels, which may include:

[0111] Based on the second probability, recent traffic flow, recent heavy traffic flow, recent average rainfall, and recent average diurnal temperature range, the operation and maintenance risk factors of the road under test are calculated.

[0112] Based on the relationship between operation and maintenance risk factors and preset road safety level classification thresholds, the road under test is classified into safety levels.

[0113] The operation and maintenance risk factor of the road under test can be calculated based on the following formula. :

[0114] ;

[0115] in, For recent traffic volume, The preset recent traffic flow threshold, Due to the recent heavy traffic volume, The preset threshold for recent heavy-load vehicle traffic volume. This represents the recent average rainfall. The preset threshold for recent average rainfall. This represents the recent average diurnal temperature range. This is the preset recent average diurnal temperature range threshold.

[0116] As can be seen from the above formula, whether it is recent traffic flow, recent heavy traffic flow, recent average rainfall, or recent average diurnal temperature range, they are all based on the ratio to measure the deviation between their actual values ​​and the threshold. First, the maximum deviation of recent traffic flow and recent heavy traffic flow is selected. Then, based on the maximum deviation, other deviations are combined and a second probability is added to obtain the operation and maintenance risk factor. The operation and maintenance risk factor is calculated by comprehensively considering the deviation of the actual values ​​of recent traffic flow, recent average rainfall, and recent average diurnal temperature range from the threshold, based on the determination that the current detection area is an area with abnormal road carrying capacity. It can measure the operation and maintenance risk of the road under test from multiple perspectives of internal and external factors affecting the safety of road structure.

[0117] Furthermore, a first road safety level classification threshold and a second road safety level classification threshold can be preset. The first road safety level classification threshold is greater than the second road safety level classification threshold. If the operation and maintenance risk factor is greater than the first road safety level classification threshold, the safety level of the road to be tested is determined to be low. If the operation and maintenance risk factor is less than or equal to the first road safety level classification threshold and greater than or equal to the second road safety level classification threshold, the safety level of the road to be tested is determined to be medium. If the operation and maintenance risk factor is less than the second road safety level classification threshold, the safety level of the road to be tested is determined to be high.

[0118] This embodiment measures the operation and maintenance risk of the road under test from multiple perspectives, including internal and external factors that affect the safety of the road structure. It can obtain an operation and maintenance risk factor that accurately characterizes the operation and maintenance risk, and further determine the safety level of the road under test based on the relationship between the operation and maintenance risk factor and the road safety level classification threshold, thereby achieving accurate detection of the structural safety of the road under test.

[0119] Reference Figure 1 In one embodiment, the integrated road structure safety testing device may further include:

[0120] The road safety early warning unit is used to send the safety level and the location of the current detection area to the road safety operation and maintenance management platform corresponding to the current detection area when the safety level of the road to be tested is lower than the preset level threshold.

[0121] The road safety operation and maintenance management platform is used to send the safety level and the location of the current detection area to the safety operation and maintenance resources within the preset range of the current detection area; the safety operation and maintenance resources include safety operation and maintenance mobile terminals, safety operation and maintenance broadcast terminals, safety operation and maintenance management personnel, and safety operation and maintenance management organizations.

[0122] The road safety early warning unit in this embodiment can send relevant information about the current detection area to its respective road safety operation and maintenance management platform when the safety level of the road to be tested does not meet the requirements. This enables the platform to promptly schedule various safety operation and maintenance resources to achieve efficient operation and maintenance of the current detection area.

[0123] Reference Figure 1 In one embodiment, the integrated road structure safety testing device may further include: a mobile measurement platform;

[0124] Anomaly detection unit, road safety assessment unit, and road safety early warning unit are integrated on a mobile measurement platform;

[0125] Furthermore, the road surface deflection basin data measurement unit, the road surface electromagnetic wave signal acquisition unit, and the roadside spatial three-dimensional data acquisition unit are also integrated into this mobile measurement platform;

[0126] Furthermore, the abnormal area detection unit and the road safety assessment unit can also be installed in the background data processing center;

[0127] Furthermore, the mobile measurement platform may include a mobile vehicle, a vehicle-mounted positioning unit, and a synchronization control unit. The vehicle-mounted positioning unit and the synchronization control unit are installed on the mobile vehicle. The vehicle-mounted positioning unit is used to collect the real-time position of the mobile vehicle, and the synchronization control unit is used to perform synchronous control and spatiotemporal synchronization of data acquisition for the vehicle-mounted positioning unit, the road surface deflection basin data measurement unit, the road surface electromagnetic wave signal acquisition unit, and the roadside three-dimensional data acquisition unit.

[0128] This embodiment integrates multiple functional units onto a mobile measurement platform, enabling the device to perform various functions such as data acquisition, abnormal area detection, road safety assessment, and road safety early warning during movement. This significantly reduces the equipment cost when each unit operates independently and effectively improves equipment operation and maintenance efficiency.

[0129] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An integrated road structure safety testing device, characterized in that, include: The abnormal area detection unit is used to: acquire current road data of the current detection area of ​​the road under test; The current road data includes current pavement deflection basin data, current pavement void data, and current slope deformation data; Based on the current road data, the probability that the current detection area is a road carrying capacity abnormality area is calculated, and the current detection area is determined to be a road carrying capacity abnormality area based on the probability, including: Based on the current road data, a first probability is calculated that the current detection area is an area with abnormal road bearing capacity; the first probability is calculated based on the deviation of the actual values ​​of load center deflection value, pavement deflection basin radius, pavement void volume and slope deformation volume from the threshold. If the first probability is greater than a preset first probability threshold, a second probability is calculated based on the current road data and historical road data of the current detection area, indicating that the current detection area is an area with abnormal road bearing capacity. The second probability is calculated based on the deviation of the actual values ​​of the load center deflection rate, the pavement deflection basin radius, the pavement void volume, and the slope deformation volume from the threshold. If the second probability is greater than a preset second probability threshold, the current detection area is determined to be an area with abnormal road carrying capacity. The road safety assessment unit is used to classify the safety level of the road under test based on the probability that the current detection area is an area with abnormal road carrying capacity, combined with the road environment data of the current detection area.

2. The integrated road structure safety testing equipment according to claim 1, characterized in that, The step of calculating the first probability that the current detection area is an area with abnormal road carrying capacity based on the current road data includes: Based on the current road surface deflection basin data, calculate the radius of the current road surface deflection basin; Based on the current road surface void data, the current road surface void volume is calculated, and the ratio of the current road surface void volume to the preset road surface void volume threshold is determined as the road surface void influence factor. Based on the current slope deformation data, the current slope deformation volume is calculated, and the ratio of the current slope deformation volume to the preset slope deformation volume threshold is determined as the slope deformation influence factor. Based on the current pavement deflection basin radius, the pavement void influence factor, the slope deformation influence factor, and the load center deflection value in the current pavement deflection basin data, the first probability that the current detection area is an area with abnormal road bearing capacity is calculated.

3. The integrated road structure safety testing equipment according to claim 2, characterized in that, The calculation of the current road surface deflection basin radius based on the current road surface deflection basin data includes: Based on the current road surface deflection basin data, obtain deflection basin data at preset intervals; For each measuring point corresponding to the deflection basin data at the preset interval, calculate the ratio of the deflection value of the measuring point to the deflection value of the load center. Calculate the first slope of the line connecting the deformation point of the measuring point and the deformation point of the load center; Calculate the second slope of the line connecting the deformation points of the preceding and following measuring points; Calculate the ratio between the second slope and the first slope to obtain the slope ratio; The radius of the current road surface deflection basin is obtained based on the deflection value ratio and the slope ratio.

4. The integrated road structure safety testing equipment according to claim 3, characterized in that, The step of obtaining deflection basin data at preset intervals based on the current road surface deflection basin data includes: Based on the current road surface deflection basin data, obtain the target deflection basin data in front of the load wheel; The target deflection basin data is sorted according to the horizontal distance between the measuring point corresponding to the target deflection basin data and the load center to obtain sequential deflection basin data. The sequential deflection basin data is interpolated at preset intervals to obtain the deflection basin data at the preset intervals.

5. The integrated road structure safety testing equipment according to claim 3, characterized in that, The process of obtaining the current pavement deflection basin radius based on the deflection value ratio and the slope ratio includes: If the deflection ratio is less than a preset deflection ratio threshold and the slope ratio is less than a preset slope ratio threshold, the horizontal distance between the measuring point and the load center is determined as the radius of the undetermined deflection basin. The smallest deflection basin radius is selected from multiple undetermined deflection basin radii, and the smallest deflection basin radius is determined as the current road surface deflection basin radius.

6. The integrated road structure safety testing equipment according to claim 1, characterized in that, The calculation of a second probability that the current detection area is an area with abnormal road carrying capacity based on the current road data and historical road data of the current detection area includes: Based on the current pavement deflection basin data and historical pavement deflection basin data, calculate the rate of change of load center deflection value and the rate of change of deflection basin radius. Based on the current pavement void data and historical pavement void data, calculate the pavement void volume change rate. Based on the current slope deformation data and historical slope deformation data, calculate the rate of change of slope deformation volume. Based on the first probability, the rate of change of the load center deflection value, the rate of change of the deflection basin radius, the rate of change of the pavement void volume, and the rate of change of the slope deformation volume, a second probability is calculated that the current detection area is an area with abnormal road bearing capacity.

7. The integrated road structure safety testing equipment according to claim 1, characterized in that, The road environment data includes recent traffic flow, recent heavy vehicle flow, recent average rainfall, and recent average diurnal temperature range. Based on the probability that the current detection area is an area with abnormal road carrying capacity, and combined with the road environment data of the current detection area, the road to be tested is classified into safety levels, including: Based on the second probability, the recent traffic flow, the recent heavy-load traffic flow, the recent average rainfall, and the recent average diurnal temperature range, the operation and maintenance risk factor of the road under test is calculated. Based on the relationship between the operation and maintenance risk factors and the preset road safety level classification threshold, the road to be tested is classified into safety levels.

8. The integrated road structure safety testing equipment according to claim 1, characterized in that, Also includes: The road safety early warning unit is used to: when the safety level of the road to be tested is lower than a preset level threshold, send the safety level and the location of the current detection area to the road safety operation and maintenance management platform corresponding to the current detection area; The road safety operation and maintenance management platform is used to send the safety level and the location of the current detection area to the safety operation and maintenance resources within a preset range of the current detection area; The security operation and maintenance resources include security operation and maintenance mobile terminals, security operation and maintenance broadcast terminals, security operation and maintenance management personnel, and security operation and maintenance management organizations.

9. The integrated road structure safety testing equipment according to claim 8, characterized in that, Also includes: Mobile measurement platform; The abnormal area detection unit, the road safety assessment unit, and the road safety early warning unit are integrated on the mobile measurement platform.

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