Road load transfer capacity detection method and system based on pavement deformation speed

Abstract

The invention provides a road load transfer capacity detection method and system based on road surface deformation speed. The method comprises the following steps: acquiring first road surface deformation speed of a plurality of measuring points; mapping the first road surface deformation speed of each measuring point into a second road surface deformation speed under a preset measuring wheel axle weight and a preset measuring carrier vehicle running speed according to the measuring wheel axle weight of the measuring carrier vehicle and the measuring carrier vehicle running speed corresponding to each measuring point; and dividing based on the second pavement deformation speed to obtain an area with excellent road load transfer capacity, an area with abnormal second type road load transfer capacity and an area with abnormal first type road load transfer capacity. The road surface deformation speed of the target measuring area is obtained through the speed measuring instrument installed on the measuring carrier vehicle, the road load transmission capacity of the target measuring area is detected according to the absolute value and the direction of the road surface deformation speed, and a basis with clear layers and clear pointing is provided for road maintenance decision making.

Description

Technical Field

[0001] This invention relates to the field of road inspection technology, and in particular to a method and system for detecting road load transfer capacity based on pavement deformation speed. Background Technology

[0002] Road load transfer capacity testing methods are technical means to evaluate the load transfer efficiency of pavement structures, mainly used to determine the integrity of the pavement structure, the integrity of joints, and the degree of load-bearing capacity degradation. Common road load transfer capacity testing methods include the Benkelman beam deflectometer method, the falling weight deflectometer method, and indirect testing methods based on material properties.

[0003] The Benkelman beam deflectometer method is a static testing method. It involves placing measuring points on both sides of the joint, applying a static load to one side of the slab using a loading device (such as a truck), and measuring the deflection values ​​on the loaded side and the opposite side using a Benkelman beam to calculate the LTE (Load Transfer Efficiency). This method is simple to operate and low in cost, but its testing efficiency is relatively low and it is greatly affected by human reading errors.

[0004] The Falling Weight Deflectometer (FWD) method is a dynamic detection method that uses a falling weight to impact the road surface to generate dynamic loads to simulate traffic loads. It uses an array of sensors to synchronously collect deflection basin data on both sides of the joint and calculates the LTE and deflection difference. This method is simple to operate, has low efficiency, and cannot reflect the road structure response under real traffic dynamic loads.

[0005] Indirect testing methods based on material properties, using electromagnetic induction or ultrasonic testing technology, measure the degree of corrosion, effective cross-sectional area, and connection integrity of the dowel bar to test the load-bearing capacity of the cement pavement.

[0006] However, none of the above three detection methods can reflect the pavement structure response under real driving dynamic loads, and the detection efficiency is low. Therefore, how to detect the load transfer capacity of the road based on real driving dynamic loads is still a technical problem that needs to be solved. Summary of the Invention

[0007] This invention provides a method and system for detecting road load transfer capacity based on pavement deformation speed, which solves the problem that existing detection methods cannot reflect the pavement structure response under real driving dynamic loads, and realizes an accurate, efficient method for detecting road load transfer capacity that reflects the pavement structure response under real driving dynamic loads.

[0008] This invention provides a method for detecting road load transfer capacity based on pavement deformation rate, comprising: The first road surface deformation velocity is obtained from multiple measuring points. The first road surface deformation velocity is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. Based on the axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point, the first road surface deformation speed of each measuring point is mapped to the second road surface deformation speed under the preset axle load and the preset driving speed of the measuring vehicle. When the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is determined to be a first-class road load-bearing capacity abnormal area. In the remaining areas of the target test area, the areas corresponding to the test points with upward wheel deformation speed in the preset area are identified as the second type of abnormal road load-bearing capacity areas, and the remaining areas are identified as the superior areas of road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

[0009] According to the present invention, a method for detecting road load transfer capacity based on road surface deformation velocity, the step of mapping a first road surface deformation velocity at each measuring point to a second road surface deformation velocity under a preset measuring axle load and a preset measuring vehicle speed based on the measuring wheel axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point specifically includes: Calculate the ratio of the axle load of the measuring vehicle to the preset axle load to obtain the load correction coefficient; Calculate the ratio of the measured vehicle speed to the preset measured vehicle speed to obtain the speed correction coefficient; The product of the first road surface deformation rate at each measuring point and the load correction coefficient and the speed correction coefficient is calculated to obtain the second road surface deformation rate at the corresponding measuring point.

[0010] According to the present invention, a method for detecting road load transfer capacity based on pavement deformation velocity, wherein the step of determining that the corresponding measuring point is a first type of abnormal road load transfer capacity region when the absolute value of the second pavement deformation velocity is greater than a first velocity threshold and an abrupt change occurs, specifically includes: For the first type of measuring points in the target measuring area where the absolute value of the second road surface deformation velocity is greater than the first velocity threshold, the second road surface deformation velocity is filtered to obtain the corresponding third road surface deformation velocity, and the absolute value of the difference between the second road surface deformation velocity and the third road surface deformation velocity for each first type of measuring point is calculated. If the absolute value of the difference is greater than the first preset difference threshold, the corresponding measuring point is determined as the first road surface deformation rate change area, which characterizes areas with poor road load-bearing capacity, etc. Otherwise, the area corresponding to the measuring point where the absolute value of the difference is greater than the second preset difference threshold and less than or equal to the first preset difference threshold is determined as the second pavement deformation speed change area, which characterizes the area with inferior road load-bearing capacity. The first and second road surface deformation rate abrupt change regions are identified as the first type of road load-bearing capacity abnormal regions.

[0011] According to the present invention, a method for detecting road load transfer capacity based on road surface deformation speed is provided, wherein the filtering is median filtering or low-pass filtering.

[0012] According to the present invention, a method for detecting road load transfer capacity based on pavement deformation velocity, the step of determining a second type of abnormal road load transfer capacity region based on the region corresponding to the measuring point with upward wheel deformation velocity within a preset area specifically includes: In the preset area, the area where the horizontal distance between the rear of the wheel and the center of the load is less than the first preset distance threshold and the road surface deformation rate is upward is defined as the area with medium road load-bearing capacity. The area where the horizontal distance between the rear of the wheel and the center of the load is less than the second preset distance threshold and greater than the first preset distance threshold, and where the road surface deformation speed is upward, is identified as an area with good road load-bearing capacity. The areas with moderate road load capacity and the areas with good road load capacity are identified as the second type of abnormal road load capacity areas.

[0013] According to the present invention, a method for detecting road load transfer capacity based on road surface deformation speed is provided, wherein the travel speed of the measuring vehicle is within a preset speed range, and the axle weight of the measuring vehicle is within a preset weight range.

[0014] According to the present invention, a method for detecting road load transfer capacity based on road surface deformation speed is provided, wherein the difference in installation angle between any two speed measuring instruments among the plurality of speed measuring instruments is less than a preset angle threshold, and the difference in installation angle between any one speed measuring instrument and the installation angle of the vertical line in the clockwise direction is within a preset angle difference range.

[0015] The present invention also provides a road load transfer capacity detection system based on pavement deformation rate, comprising: The acquisition module is used to acquire the first road surface deformation speed at multiple measuring points. The first road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range of the load center of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. The mapping module is used to map the first road surface deformation rate of each measuring point to a second road surface deformation rate under a preset measuring wheel axle weight and a preset measuring vehicle speed, based on the measuring wheel axle weight of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point. The determination module is used to determine that when the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and an abrupt change occurs, the corresponding measuring point is a first-class road load-bearing capacity abnormal area. The determining module is also used to determine the second type of abnormal road load-bearing capacity area in the remaining area of ​​the target test area based on the area corresponding to the test point with upward wheel deformation speed in the preset area, and then determine the remaining area as the superior area of ​​road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

[0016] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the road load transfer capacity detection method based on road surface deformation speed as described above.

[0017] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the road load transfer capacity detection method based on road surface deformation speed as described above.

[0018] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the road load transfer capacity detection method based on road surface deformation speed as described above.

[0019] The road load transfer capacity detection method and system based on pavement deformation speed provided by this invention obtains the pavement deformation speed of the target test area by means of a speed measuring instrument installed on the measuring vehicle, and detects the road load transfer capacity of the target test area according to the absolute value and direction of the pavement deformation speed, and divides the road load transfer capacity into a first type of abnormal road load transfer capacity area, a second type of abnormal road load transfer capacity area, and a road load transfer capacity superior area with sequentially increasing road load transfer capacity, providing a clear and directional basis for road maintenance decision-making. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in this invention 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 invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 This is a schematic flowchart of the road load transfer capacity detection method based on road surface deformation speed provided by the present invention; Figure 2 This is a schematic diagram of the road load transfer capacity detection system based on road surface deformation speed provided by the present invention; Figure 3 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] The following is combined Figure 1 This invention introduces a road load transfer capacity detection method based on pavement deformation velocity, such as... Figure 1 As shown, it includes: Step 101: Obtain the first road surface deformation speed at multiple measuring points. The first road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. In this embodiment, a measuring vehicle equipped with a speedometer travels through the target measuring area, and the first road surface deformation speed at multiple measuring points within the deflection basin is obtained based on the measurement results of the speedometer.

[0024] Optionally, the measuring vehicle can be a medium-sized truck with adjustable rear axle load, and one or more of its left and right rear wheels can be used as measuring wheels.

[0025] Optionally, the measurement vehicle is equipped with a positioning system. The positioning system provides detection mileage information through an encoder and integrates it with GNSS to obtain the spatial and temporal information measured by the measurement vehicle, namely the current measurement position and measurement time of the measurement vehicle.

[0026] Optionally, the measuring vehicle is equipped with an environmental sensing system that records the road surface temperature at the moment of dynamic deflection measurement using a temperature meter.

[0027] Furthermore, multiple speed measuring instruments mounted on the measuring vehicle are installed on the same rigid mounting structure, which in this embodiment is a rigid crossbeam. A crossbeam rotation speed sensing sensor, such as a gyroscope, is also installed on the rigid crossbeam to compensate for the crossbeam rotation speed noise, thereby compensating for the measurement results of the speed measuring instruments to obtain accurate road deformation speed measurement values.

[0028] The rigid crossbeam is installed in the measuring cabin above the measuring vehicle frame, within a preset range of the center of the measuring wheel load, to obtain the road surface deformation speed near the center of the measuring wheel load. At the same time, multiple speed measuring instruments need to be installed as collinearly and parallel as possible, and the measuring points corresponding to the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel, and the road surface deformation speed at the corresponding measuring points is obtained. The road surface deformation speed is the vertical deformation speed of the road surface.

[0029] Optionally, the velocimeter is a Doppler laser velocimeter.

[0030] Based on this, when the measuring vehicle travels through the target measurement area, the first road surface deformation speed at multiple measuring points in the target measurement area under real driving dynamic load can be obtained by multiple speed measuring instruments installed on it.

[0031] Optionally, the first road surface deformation speed is obtained from the original measurement value of the speed measuring instrument after compensation for crossbeam rotation speed noise, crossbeam vibration noise, and vehicle speed noise.

[0032] Step 102: Based on the axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point, map the first road surface deformation speed of each measuring point to the second road surface deformation speed under the preset axle load and the preset driving speed of the measuring vehicle. Understandably, the axle load and speed of the measuring vehicle are key factors affecting the road surface deformation rate. To make the roadside deformation rates measured at different times, in different test areas, and with different measuring vehicle configurations comparable, it is necessary to standardize the measured first road surface deformation rate. This would map the first road surface deformation rate measured under different test conditions to a unified second road surface deformation rate under a preset axle load and a preset vehicle speed, thereby detecting the road load transfer capacity of the target test area based on the standardized second road surface deformation rate.

[0033] Optionally, the preset measured wheel axle weight and preset measured vehicle speed can be empirical values.

[0034] In one feasible implementation, a large amount of historical measurement data can be collected to construct a statistical relationship or machine learning model between the measured wheel axle weight, the measured vehicle speed and the road surface deformation rate. The measured wheel axle weight, the measured vehicle speed and the first roadside deformation rate during the actual measurement are then input into the pre-trained machine learning model to obtain the second road surface deformation rate under standard conditions output by the model.

[0035] Step 103: When the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is determined to be a first-class road load-bearing capacity abnormal area. Based on this, the road load-bearing capacity of the target test area can be detected by using the standardized second road surface deformation rate.

[0036] It should be noted that when a road surface experiences structural damage or a decrease in load-bearing capacity, its dynamic response often exhibits multiple different physical characteristics. For example, a poorly maintained road section may simultaneously show abrupt changes in road surface deformation rate due to internal voids or structural cracks, as well as an upward-directed deformation rate behind the wheels due to insufficient support. In order to accurately detect and evaluate the road load-bearing capacity of the target test area under such a multi-feature detection environment, this embodiment first delineates the first type of abnormal road load-bearing capacity area by using the absolute value and abrupt changes of the second road surface deformation rate.

[0037] The absolute value of the second road surface deformation rate directly reflects the severity of the deformation of the tested road surface under actual traffic dynamic load. When the absolute value of the second road surface deformation rate is greater than the first speed threshold and abruptly occurs, it indicates that the road structure at the corresponding measuring point has suffered severe local damage or discontinuity, such as through cracks or road surface voids, causing its deformation rate to rise sharply the instant the load passes.

[0038] Therefore, when such areas are detected, it can be determined that there is a clear structural safety risk in the area, which needs to be addressed as a priority. Based on this, this implementation method first divides the first type of abnormal road load-bearing capacity areas according to the abrupt changes in the second pavement deformation rate at the measuring point, based on the first speed threshold.

[0039] Optionally, the first speed threshold can be an empirical value.

[0040] Step 104: In the remaining areas of the target measurement area, determine the second type of abnormal road load-bearing capacity areas based on the areas corresponding to the measurement points with upward wheel deformation speed in the preset area, and then determine the remaining areas as areas with superior road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

[0041] The remaining area of ​​the target test area is the area after excluding the first type of abnormal road load-bearing capacity area. In this part of the area, the second type of abnormal road load-bearing capacity area is determined by the direction of the wheel rear deformation speed in this embodiment.

[0042] The preset area can be determined based on experience. The preset area represents the area actually affected by the dynamic load. In this area, the road surface with poor bearing capacity will have a shorter response time for downward deformation under the actual dynamic load of traffic. Therefore, the road surface behind the measuring wheel will begin to rebound, which is manifested as the road surface deformation speed at the measuring point behind the wheel being upward. On the other hand, the road surface with good bearing capacity will continue to deform downward under the actual dynamic load of traffic, which is manifested as the road surface deformation speed at the measuring point behind the wheel being downward.

[0043] Therefore, within the preset area, optionally, the area corresponding to the measuring point where the second road surface deformation speed is upward is defined as the second type of abnormal road load-bearing capacity area, and the remaining area is defined as the road load-bearing capacity superior area.

[0044] By using the above step-by-step progressive division method, the test results of the road load-carrying capacity of the target test area can be completed, and it can be divided into the first type of abnormal road load-carrying capacity area, the second type of abnormal road load-carrying capacity area, and the superior road load-carrying capacity area, with the road load-carrying capacity increasing in sequence.

[0045] This invention obtains the road surface deformation speed of the target test area by installing a speed measuring instrument on the measuring vehicle, and detects the road load transfer capacity of the target test area according to the absolute value and direction of the road surface deformation speed. It then divides the road load transfer capacity into three categories: a first category of abnormal road load transfer capacity, a second category of abnormal road load transfer capacity, and a superior road load transfer capacity, providing a clear and targeted basis for road maintenance decisions.

[0046] In the road load transfer capacity detection method based on road surface deformation velocity of the present invention, the step of mapping the first road surface deformation velocity of each measuring point to a second road surface deformation velocity under a preset measuring axle load and a preset measuring vehicle speed according to the measuring wheel axle load of the measuring vehicle and the traveling speed of the measuring vehicle corresponding to each measuring point specifically includes: Calculate the ratio of the axle load of the measuring vehicle to the preset axle load to obtain the load correction coefficient; Calculate the ratio of the measured vehicle speed to the preset measured vehicle speed to obtain the speed correction coefficient; The product of the first road surface deformation rate at each measuring point and the load correction coefficient and the speed correction coefficient is calculated to obtain the second road surface deformation rate at the corresponding measuring point.

[0047] In this embodiment, in order to map the first road surface deformation rate to the standardized second deformation rate, it is necessary to first calculate the load correction factor and the speed correction factor.

[0048] Since the deformation response of the road structure is approximately linearly proportional to the vehicle load within a certain stress range, the greater the axle load of the measuring wheel, the greater the instantaneous pressure on the road surface, which leads to a greater road surface deformation rate. Therefore, the load correction coefficient is obtained by directly calculating the ratio of the measuring wheel axle load of the measuring vehicle to the preset wheel axle load.

[0049] Meanwhile, since the faster the measuring vehicle travels, the shorter the time the load stays at the same measuring point, the greater the impact load on the road surface, resulting in a greater road surface deformation rate, the speed correction coefficient is obtained by calculating the ratio of the measuring vehicle's travel speed to the preset measuring vehicle travel speed.

[0050] Based on this, the product of the first road surface deformation rate and the load correction factor and the speed correction factor can be used to obtain the second road surface deformation rate.

[0051] In the road load transfer capacity detection method based on pavement deformation velocity of the present invention, the step of determining that the corresponding measuring point is a first-type abnormal area of ​​road load transfer capacity when the absolute value of the second pavement deformation velocity is greater than a first velocity threshold and an abrupt change occurs specifically includes: For the first type of measuring points in the target measuring area where the absolute value of the second road surface deformation velocity is greater than the first velocity threshold, the second road surface deformation velocity is filtered to obtain the corresponding third road surface deformation velocity, and the absolute value of the difference between the second road surface deformation velocity and the third road surface deformation velocity for each first type of measuring point is calculated. In this embodiment, in order to determine the first type of abnormal road load-bearing capacity area based on the absolute value and abrupt change of the second road surface deformation speed, the first type of measuring points in the target measuring area with the absolute value of the second road surface deformation speed greater than the first speed threshold are first screened out, and then the abrupt change of the first type of measuring points is judged.

[0052] Specifically, the deformation velocity of the second road surface within the preset range corresponding to the first type of measuring point is filtered to obtain the corresponding third road surface deformation velocity. The third road surface deformation velocity represents the overall trend of road surface deformation. Based on this, the absolute value of the difference between the second road surface deformation velocity and the third road surface deformation velocity can represent the degree to which the corresponding first type of measuring point deviates from the normal trend.

[0053] If the absolute value of the difference is greater than the first preset difference threshold, the corresponding measuring point is determined as the first road surface deformation rate change area, which characterizes areas with poor road load-bearing capacity, etc. Otherwise, the area corresponding to the measuring point where the absolute value of the difference is greater than the second preset difference threshold and less than or equal to the first preset difference threshold is determined as the second pavement deformation speed change area, which characterizes the area with inferior road load-bearing capacity. The first and second road surface deformation rate abrupt change regions are identified as the first type of road load-bearing capacity abnormal regions.

[0054] If the absolute value of the difference is greater than the first preset difference threshold, it means that the second road surface deformation speed deviates from the normal trend to a greater extent, and the road load-bearing capacity of the corresponding measuring point is poor. Therefore, such measuring points are identified as areas of sudden change in the first road surface deformation speed, which characterize areas with poor road load-bearing capacity.

[0055] Based on this, if the absolute value of the difference is greater than the second preset difference threshold and less than or equal to the first preset difference threshold, it means that the corresponding second road surface deformation speed has deviated from the normal trend, but the degree of deviation is low. The road load transmission capacity of the corresponding measuring point is poor. Therefore, such measuring points are identified as areas of sudden change in the second road surface deformation speed, which characterize areas of inferior road load transmission capacity.

[0056] The first preset difference threshold and the second preset difference threshold are determined based on experience.

[0057] Areas with suboptimal road load capacity and areas with poor road load capacity are collectively classified as Category I abnormal road load capacity areas.

[0058] In the road load transfer capacity detection method based on road surface deformation speed of the present invention, the filtering is median filtering or low-pass filtering.

[0059] When filtering the deformation rate of the second road surface, median filtering or low-pass filtering can be used.

[0060] Among them, median filtering is a non-linear filter that can effectively filter out isolated outliers caused by accidental factors; low-pass filtering is a linear filter that can separate out slowly changing background trends in a signal.

[0061] Optionally, the final filtering method can be configured according to the characteristics of noise in the actual detection environment and the focus of attention on the type of mutation.

[0062] In the road load transfer capacity detection method based on pavement deformation velocity of the present invention, the step of determining the second type of abnormal road load transfer capacity region based on the region corresponding to the measuring point with upward wheel deformation velocity within a preset area specifically includes: In the preset area, the area where the horizontal distance between the rear of the wheel and the center of the load is less than the first preset distance threshold and the road surface deformation rate is upward is defined as the area with medium road load-bearing capacity. The area where the horizontal distance between the rear of the wheel and the center of the load is less than the second preset distance threshold and greater than the first preset distance threshold, and where the road surface deformation speed is upward, is identified as an area with good road load-bearing capacity. The areas with moderate road load capacity and the areas with good road load capacity are identified as the second type of abnormal road load capacity areas.

[0063] In this embodiment, in the second type of abnormal road load capacity area, the road load capacity medium area and the road load capacity good area are further determined based on the horizontal distance between the wheel rear measuring point and the load center.

[0064] The first preset distance threshold and the second preset distance threshold are determined based on experience, and the first preset distance threshold is less than the second preset distance threshold. In this embodiment, the first preset distance threshold is 250mm.

[0065] Based on this, the area behind the measuring wheel that is less than the first preset distance threshold is close to the core area of ​​the load. If the second road surface deformation speed of the measuring point is upward in this area, it indicates that the insufficient support of the road structure has a direct impact on the load transfer. That is, the road surface in this area has obvious structural fatigue, so it is identified as a medium road bearing capacity area.

[0066] The area behind the measuring wheel that is horizontally less than the second preset threshold and greater than or equal to the first preset threshold is identified as an area with good road load-bearing capacity.

[0067] In this embodiment, the two types of areas mentioned above are collectively referred to as the second type of abnormal road load-bearing capacity area.

[0068] Through the above method, the road inspection field can ultimately classify the road into five levels: excellent, good, average, poor, and substandard. This rating method corresponds to areas with excellent, good, average, substandard, and poor road load-bearing capacity, respectively. This allows technical personnel in the road inspection field to develop road maintenance plans and programs based on this rating.

[0069] In the road load transfer capacity detection method based on road surface deformation speed of the present invention, the driving speed of the measuring vehicle is within a preset speed range, and the axle weight of the measuring vehicle is within a preset weight range.

[0070] In this embodiment, the preset speed range is [15, 120] km / h, and the preset weight range is [5, 15] tons.

[0071] The detection conditions for obtaining the first road surface deformation rate are limited by setting preset speed and weight ranges. This is to avoid situations where the road surface deformation approaches a static response due to a long load application time, or where the signal is distorted due to a short load application time. Simultaneously, it avoids situations where excessive loads could damage the road surface or cause it to enter a nonlinear response range, and where insufficient loads could lead to inadequate excitation of the road surface.

[0072] The first road surface deformation velocity obtained based on this can effectively reflect the road's load-bearing capacity.

[0073] In the road load transfer capacity detection method based on road surface deformation speed of the present invention, the difference in installation angle between any two speed measuring instruments among the plurality of speed measuring instruments is less than a preset angle threshold, and the difference between the installation angle of any one speed measuring instrument and the installation angle of the vertical line in the clockwise direction is within the preset angle difference range.

[0074] Optionally, the preset angle threshold is 1°, and the preset angle difference range is [-5, 5]°.

[0075] By limiting the installation angle of multiple speed measuring instruments in the above manner, a more accurate first road surface deformation speed can be obtained, thereby obtaining a more accurate road load-bearing capacity test result.

[0076] The road load transfer capacity detection system based on road surface deformation speed provided by the present invention is described below. The road load transfer capacity detection system based on road surface deformation speed described below can be referred to in correspondence with the road load transfer capacity detection method based on road surface deformation speed described above.

[0077] like Figure 2 As shown, the road load transfer capacity detection system based on pavement deformation speed includes an acquisition module 201, a mapping module 202, and a determination module 203; The acquisition module 201 is used to acquire the first road surface deformation speed at multiple measuring points. The first road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range of the load center of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. In this embodiment, a measuring vehicle equipped with a speedometer travels through the target measuring area, and the first road surface deformation speed at multiple measuring points within the deflection basin is obtained based on the measurement results of the speedometer.

[0078] Optionally, the measuring vehicle can be a medium-sized truck with adjustable rear axle load, and one or more of its left and right rear wheels can be used as measuring wheels.

[0079] Optionally, the measurement vehicle is equipped with a positioning system. The positioning system provides detection mileage information through an encoder and integrates it with GNSS to obtain the spatial and temporal information measured by the measurement vehicle, namely the current measurement position and measurement time of the measurement vehicle.

[0080] Optionally, the measuring vehicle is equipped with an environmental sensing system that records the road surface temperature at the moment of dynamic deflection measurement using a temperature meter.

[0081] Furthermore, multiple speed measuring instruments mounted on the measuring vehicle are installed on the same rigid mounting structure, which in this embodiment is a rigid crossbeam. A crossbeam rotation speed sensing sensor, such as a gyroscope, is also installed on the rigid crossbeam to compensate for the crossbeam rotation speed noise, thereby compensating for the measurement results of the speed measuring instruments to obtain accurate road deformation speed measurement values.

[0082] The rigid crossbeam is installed in the measurement cabin above the measurement vehicle frame. Multiple speed measuring instruments need to be installed as collinearly and parallel as possible. The measurement points corresponding to the multiple speed measuring instruments include front wheel measurement points and rear wheel measurement points, and the road surface deformation speed of the corresponding measurement points is obtained. The road surface deformation speed is the vertical deformation speed of the road surface.

[0083] Optionally, the velocimeter is a Doppler laser velocimeter.

[0084] Based on this, when the measuring vehicle travels through the target measurement area, the first road surface deformation speed at multiple measuring points in the target measurement area under real driving dynamic load can be obtained by multiple speed measuring instruments installed on it.

[0085] Optionally, the first road surface deformation speed is obtained from the original measurement value of the speed measuring instrument after compensation for crossbeam rotation speed noise, crossbeam vibration noise, and vehicle speed noise.

[0086] The mapping module 202 is used to map the first road surface deformation rate of each measuring point to a second road surface deformation rate under a preset measuring wheel axle weight and a preset measuring vehicle speed, based on the measuring wheel axle weight of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point. Understandably, the axle load and speed of the measuring vehicle are key factors affecting the road surface deformation rate. To make the roadside deformation rates measured at different times, in different test areas, and with different measuring vehicle configurations comparable, it is necessary to standardize the measured first road surface deformation rate. This would map the first road surface deformation rate measured under different test conditions to a unified second road surface deformation rate under a preset axle load and a preset vehicle speed, thereby detecting the road load transfer capacity of the target test area based on the standardized second road surface deformation rate.

[0087] Optionally, the preset measured wheel axle weight and preset measured vehicle speed can be empirical values.

[0088] In one feasible implementation, a large amount of historical measurement data can be collected to construct a statistical relationship or machine learning model between the measured wheel axle weight, the measured vehicle speed and the road surface deformation rate. The measured wheel axle weight, the measured vehicle speed and the first roadside deformation rate during the actual measurement are then input into the pre-trained machine learning model to obtain the second road surface deformation rate under standard conditions output by the model.

[0089] The determination module 203 is used to determine that when the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is a first-class road load-bearing capacity abnormal area. Based on this, the road load-bearing capacity of the target test area can be detected by using the standardized second road surface deformation rate.

[0090] It should be noted that when a road surface experiences structural damage or a decrease in load-bearing capacity, its dynamic response often exhibits multiple different physical characteristics. For example, a poorly maintained road section may simultaneously exhibit abrupt changes in road surface deformation rate due to internal voids or structural cracks, as well as an upward-directed deformation rate behind the wheels due to insufficient support. In order to accurately detect and evaluate the road load-bearing capacity of the target test area under such a multi-feature detection environment, this embodiment first delineates the first type of abnormal road load-bearing capacity area by using the absolute value of the second road surface deformation rate.

[0091] The absolute value of the second road surface deformation rate directly reflects the severity of the deformation of the tested road surface under actual traffic dynamic load. When the absolute value of the second road surface deformation rate is greater than the first speed threshold and there is a sudden change, it indicates that the road structure at the corresponding measuring point has suffered severe local damage or discontinuity, such as through cracks or road surface voids, causing its deformation rate to rise sharply at the moment the load passes.

[0092] Therefore, when such areas are detected, it can be determined that there is a clear structural safety risk in the area, which needs to be addressed as a priority. Based on this, this implementation method first divides the first type of abnormal road load-bearing capacity areas according to the abrupt changes in the second pavement deformation rate at the measuring point, based on the first speed threshold.

[0093] Optionally, the first speed threshold can be an empirical value.

[0094] The determining module is also used to determine the second type of abnormal road load-bearing capacity area in the remaining area of ​​the target test area based on the area corresponding to the test point with upward wheel deformation speed in the preset area, and then determine the remaining area as the superior area of ​​road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

[0095] The remaining area of ​​the target test area is the area after excluding the first type of abnormal road load-bearing capacity area. In this part of the area, the second type of abnormal road load-bearing capacity area is determined by the direction of the wheel rear deformation speed in this embodiment.

[0096] The preset area can be determined based on experience. The preset area represents the area actually affected by the dynamic load. In this area, the road surface with poor bearing capacity will have a shorter response time for downward deformation under the actual dynamic load of traffic. Therefore, the road surface behind the measuring wheel will begin to rebound, which is manifested as the road surface deformation speed at the measuring point behind the wheel being upward. On the other hand, the road surface with good bearing capacity will continue to deform downward under the actual dynamic load of traffic, which is manifested as the road surface deformation speed at the measuring point behind the wheel being downward.

[0097] Therefore, within the preset area, the area corresponding to the measuring point where the second road surface deformation speed is upward is determined as the second type of abnormal road load-bearing capacity area, and the remaining area is determined as the superior road load-bearing capacity area.

[0098] By using the above step-by-step progressive division method, the test results of the road load-carrying capacity of the target test area can be completed, and it can be divided into the first type of abnormal road load-carrying capacity area, the second type of abnormal road load-carrying capacity area, and the superior road load-carrying capacity area, with the road load-carrying capacity increasing in sequence.

[0099] This invention obtains the road surface deformation speed of the target test area by installing a speed measuring instrument on the measuring vehicle, and detects the road load transfer capacity of the target test area according to the absolute value and direction of the road surface deformation speed. It then divides the road load transfer capacity into three categories: a first category of abnormal road load transfer capacity, a second category of abnormal road load transfer capacity, and a superior road load transfer capacity, providing a clear and targeted basis for road maintenance decisions.

[0100] Figure 3 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 3 As shown, the electronic device may include a processor 310, a communication interface 320, a memory 330, and a communication bus 340, wherein the processor 310, the communication interface 320, and the memory 330 communicate with each other via the communication bus 340. The processor 310 can call logical instructions in the memory 330 to execute a road load transfer capacity detection method based on road surface deformation speed. This method includes: acquiring the first road surface deformation speed at multiple measuring points, wherein the road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the travel of the measuring vehicle through the target measuring area, and the measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel; mapping the first road surface deformation speed of each measuring point to a preset measuring wheel axle load based on the axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point. The system measures the second road surface deformation velocity at a preset vehicle speed. If the absolute value of the second road surface deformation velocity is greater than a first speed threshold and a sudden change occurs, the corresponding measuring point is identified as a first-type road load-carrying capacity abnormal area. In the remaining areas of the target measuring area, the area corresponding to the measuring point with upward wheel deformation velocity within the preset area is identified as a second-type road load-carrying capacity abnormal area, and the remaining area is identified as a road load-carrying capacity superior area. The road load-carrying capacity of the superior area, the second-type road load-carrying capacity abnormal area, and the first-type road load-carrying capacity abnormal area decreases progressively.

[0101] Furthermore, the logical instructions in the aforementioned memory 330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the 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 to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0102] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the road load transfer capacity detection method based on road surface deformation speed provided by the above methods. The method includes: acquiring a first road surface deformation speed at multiple measuring points, wherein the road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area, and the measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel; and according to the axle weight of the measuring wheel of the measuring vehicle and the corresponding... The vehicle's travel speed is measured, and the first road surface deformation speed at each measuring point is mapped to a second road surface deformation speed under a preset measured wheel axle load and a preset measured vehicle travel speed. When the absolute value of the second road surface deformation speed is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is identified as a first-type abnormal road load-carrying capacity area. In the remaining areas of the target measuring area, the area corresponding to the measuring point with upward wheel deformation speed within the preset area is identified as a second-type abnormal road load-carrying capacity area, and the remaining area is identified as a superior road load-carrying capacity area. The road load-carrying capacity of the superior road load-carrying capacity area, the second-type abnormal road load-carrying capacity area, and the first-type abnormal road load-carrying capacity area decreases progressively.

[0103] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the road load transfer capacity detection method based on road surface deformation speed provided by the above methods. The method includes: acquiring a first road surface deformation speed at multiple measuring points, wherein the road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the passage of a measuring vehicle through a target measuring area, and the measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel; and, based on the axle weight of the measuring wheel of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point, assigning each measuring point... The first road surface deformation speed is mapped to the second road surface deformation speed under preset measured wheel axle load and preset measured vehicle speed. When the absolute value of the second road surface deformation speed is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is determined to be a first-type road load-transfer capacity abnormal area. In the remaining area of ​​the target measuring area, the area corresponding to the measuring point with upward wheel deformation speed in the preset area is determined to be a second-type road load-transfer capacity abnormal area, and the remaining area is determined to be a road load-transfer capacity superior area. The road load-transfer capacity of the superior road load-transfer capacity area, the second-type road load-transfer capacity abnormal area, and the first-type road load-transfer capacity abnormal area decreases step by step.

[0104] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0105] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0106] 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 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; and these 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 the present invention.

Claims

1. A method for detecting road load transfer capacity based on pavement deformation velocity, characterized in that, include: The first road surface deformation velocity is obtained from multiple measuring points. The first road surface deformation velocity is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range from the center of the load of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. Based on the axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point, the first road surface deformation speed of each measuring point is mapped to the second road surface deformation speed under the preset axle load and the preset driving speed of the measuring vehicle. When the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and a sudden change occurs, the corresponding measuring point is determined to be a first-class road load-bearing capacity abnormal area. In the remaining areas of the target test area, the areas corresponding to the test points with upward wheel deformation speed in the preset area are identified as the second type of abnormal road load-bearing capacity areas, and the remaining areas are identified as the superior areas of road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

2. The method for detecting road load transfer capacity based on pavement deformation velocity according to claim 1, characterized in that, The step of mapping the first road surface deformation velocity at each measuring point to a second road surface deformation velocity under a preset measuring axle load and a preset measuring vehicle speed based on the measuring wheel axle load of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point specifically includes: Calculate the ratio of the axle load of the measuring vehicle to the preset axle load to obtain the load correction coefficient; Calculate the ratio of the measured vehicle speed to the preset measured vehicle speed to obtain the speed correction coefficient; The product of the first road surface deformation rate at each measuring point and the load correction coefficient and the speed correction coefficient is calculated to obtain the second road surface deformation rate at the corresponding measuring point.

3. The method for detecting road load transfer capacity based on pavement deformation velocity according to claim 1, characterized in that, The step of determining that the corresponding measuring point is a first-type abnormal road load-bearing capacity area when the absolute value of the deformation velocity of the second road surface is greater than the first velocity threshold and abrupt changes occurs specifically includes: For the first type of measuring points in the target measuring area where the absolute value of the second road surface deformation velocity is greater than the first velocity threshold, the second road surface deformation velocity is filtered to obtain the corresponding third road surface deformation velocity, and the absolute value of the difference between the second road surface deformation velocity and the third road surface deformation velocity for each first type of measuring point is calculated. If the absolute value of the difference is greater than the first preset difference threshold, the corresponding measuring point is determined as the first road surface deformation rate change area, which characterizes areas with poor road load-bearing capacity, etc. Otherwise, the area corresponding to the measuring point where the absolute value of the difference is greater than the second preset difference threshold and less than or equal to the first preset difference threshold is determined as the second pavement deformation speed change area, which characterizes the area with inferior road load-bearing capacity. The first and second road surface deformation rate abrupt change regions are identified as the first type of road load-bearing capacity abnormal regions.

4. The method for detecting road load transfer capacity based on pavement deformation velocity according to claim 3, characterized in that, Its features are, The filtering is median filtering or low-pass filtering.

5. The method for detecting road load transfer capacity based on pavement deformation velocity according to claim 1, characterized in that, The step of determining the second type of abnormal road load-bearing capacity area based on the area corresponding to the measuring point with upward wheel deformation velocity within the preset area specifically includes: In the preset area, the area where the horizontal distance between the rear of the wheel and the center of the load is less than the first preset distance threshold and the road surface deformation rate is upward is defined as the area with medium road load-bearing capacity. The area where the horizontal distance between the rear of the wheel and the center of the load is less than the second preset distance threshold and greater than the first preset distance threshold, and where the road surface deformation speed is upward, is identified as an area with good road load-bearing capacity. The areas with moderate road load capacity and the areas with good road load capacity are identified as the second type of abnormal road load capacity areas.

6. The method for detecting road load transfer capacity based on pavement deformation rate according to any one of claims 1-5, characterized in that, The speed of the measuring vehicle is within a preset speed range, and the weight of the measuring wheel axle of the measuring vehicle is within a preset weight range.

7. The method for detecting road load transfer capacity based on pavement deformation rate according to any one of claims 1-5, characterized in that, The difference in installation angle between any two speed measuring instruments among the plurality of speed measuring instruments is less than a preset angle threshold, and the difference in installation angle between any one speed measuring instrument and the installation angle of the vertical line in the clockwise direction is within the preset angle difference range.

8. A road load transfer capacity detection system based on pavement deformation velocity, characterized in that, include: The acquisition module is used to acquire the first road surface deformation speed at multiple measuring points. The first road surface deformation speed is obtained based on the measurement results of multiple speed measuring instruments installed within a preset range of the load center of the measuring wheel of the measuring vehicle during the process of the measuring vehicle traveling through the target measuring area. The measuring points of the multiple speed measuring instruments include measuring points in front of the wheel and measuring points behind the wheel. The mapping module is used to map the first road surface deformation rate of each measuring point to a second road surface deformation rate under a preset measuring wheel axle weight and a preset measuring vehicle speed, based on the measuring wheel axle weight of the measuring vehicle and the driving speed of the measuring vehicle corresponding to each measuring point. The determination module is used to determine that when the absolute value of the deformation speed of the second road surface is greater than the first speed threshold and an abrupt change occurs, the corresponding measuring point is a first-class road load-bearing capacity abnormal area. The determining module is also used to determine the second type of abnormal road load-bearing capacity area in the remaining area of ​​the target test area based on the area corresponding to the test point with upward wheel deformation speed in the preset area, and then determine the remaining area as the superior area of ​​road load-bearing capacity. The road load capacity of the superior road load capacity area, the second type of abnormal road load capacity area, and the first type of abnormal road load capacity area decreases progressively.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the road load transfer capacity detection method based on road surface deformation speed as described in any one of claims 1 to 7.

10. 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 road load transfer capacity detection method based on road surface deformation speed as described in any one of claims 1 to 7.

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