Transverse crack type analysis method and system

Abstract

The invention relates to the technical field of road engineering, in particular to a transverse crack type analysis method and system, and the method comprises the steps: carrying out the three-dimensional ground penetrating radar detection of a to-be-detected road structure, analyzing the reflection characteristics of a transverse crack through horizontal slices of different depths, and obtaining the structural layer position information and road layer thickness information of the transverse crack; a deflection detection section is arranged at the position corresponding to the transverse crack, small-spacing deflection encryption detection is conducted in the transverse direction of the road, and deflection data of transverse distribution of the crack section are obtained; a transverse deflection basin is constructed, and layered modulus inversion is carried out in combination with structural horizon information and road layer thickness information; and performing type judgment on the transverse crack to obtain a type judgment result of the transverse crack. By means of the method and device, the problem that in the prior art, it is difficult to combine road structure horizon information and mechanical response characteristics to reliably judge whether the transverse crack is a base layer reflection crack or not is effectively solved, and the accuracy and engineering applicability of transverse crack type analysis are improved.

Description

Technical Field

[0001] This invention relates to the field of road engineering technology, and in particular to a method and system for analyzing transverse crack types. Background Technology

[0002] Transverse cracks are a common and representative form of pavement distress during service. They can occur only in the surface layer or be formed by upward reflection from cracks in the base layer. Especially in semi-rigid base layer pavement structures, reflective cracks that propagate from base layer cracks to the surface layer are a significant factor affecting pavement durability and maintenance effectiveness. Therefore, accurately determining whether transverse cracks are base layer reflective cracks is a key issue in road distress analysis and treatment.

[0003] In existing technologies, 3D ground-penetrating radar (GPR) can acquire information about the internal structure of a road through horizontal slices at different depths and is used to identify the reflection characteristics of cracks in each structural layer, thus finding applications in the non-destructive testing of transverse cracks. However, relying solely on the electromagnetic reflection characteristics obtained by 3D GPR is insufficient to reflect the impact of cracks on the mechanical properties of the road structure, and in cases where there is a lateral spatial offset between base layer cracks and surface layer cracks, it can easily lead to inaccurate crack type identification. On the other hand, deflection detection technology can reflect the mechanical response characteristics of the road structure under load, but traditional deflection detection is mostly used for the overall structural performance evaluation of the road, typically employing conventional measuring point spacing, making it difficult to obtain high-resolution lateral mechanical response information for the location of transverse cracks, and also difficult to use alone to determine whether transverse cracks originate from the base layer structure. Summary of the Invention

[0004] This invention provides a method for analyzing transverse crack types, which can effectively solve the problems in the background art.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for analyzing transverse crack types, the method comprising: Three-dimensional ground-penetrating radar was used to detect the road structure under test, and the reflection characteristics of transverse cracks were analyzed by horizontal slices at different depths to obtain the structural layer information and road layer thickness information of the transverse cracks. Deflection detection sections are set up at the locations corresponding to the transverse cracks, and deflection detection is carried out at small intervals along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections. Based on the deflection data, a transverse deflection basin is constructed, and the layer modulus inversion is performed by combining the structural layer information and the road layer thickness information to obtain the transverse distribution results of the surface layer modulus and the base layer modulus. Based on the structural layer information and the lateral distribution results, the type of the lateral cracks is determined to obtain the type judgment result of the lateral cracks.

[0006] Furthermore, deflection detection sections are set up at the locations corresponding to the transverse cracks, and fine-interval deflection detection is carried out along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections, including: Load measuring points were set up at the midpoint of the transverse crack; Multiple deflection detection points are arranged transversely along the road on the crack cross-section, and the spacing between the deflection detection points is smaller than the conventional deflection detection spacing. Deflection detection is performed on the deflection detection points, and the deflection values ​​of each measuring point on the crack cross section are collected to form a laterally distributed deflection dataset.

[0007] Furthermore, the step of setting up deflection detection sections at the locations corresponding to the transverse cracks includes: Determine the projection location of the transverse crack in the transverse direction of the road; The location of the deflection detection section on the transverse side of the road is determined based on the projection position of the transverse crack, so that the deflection detection section passes through the projection position of the transverse crack and is perpendicular to the driving direction of the road.

[0008] Furthermore, a transverse deflection basin is constructed based on the deflection data, and layered modulus inversion is performed by combining the structural layer information and road layer thickness information to obtain the transverse distribution results of the surface layer modulus and base layer modulus, including: The deflection data of the transverse distribution of the crack cross section are processed to construct a transverse deflection basin; Based on the aforementioned transverse deflection basin, combined with the structural layer information and road layer thickness information, a layered modulus inversion is performed. Through inversion calculation, the surface layer modulus value and base layer modulus value are obtained by continuously distributing them laterally along the road, forming the lateral distribution results of the surface layer modulus and base layer modulus.

[0009] Furthermore, the inversion model includes: using lateral deflection basin data as mechanical response input and the road layer thickness information as structural constraint conditions.

[0010] Furthermore, the steps of constructing a transverse deflection basin based on deflection data and performing layered modulus inversion include: The deflection data is fitted to obtain a continuous transverse deflection basin curve. Extract characteristic parameters of the deflection basin, representing the steepness and width variation of the deflection basin, from the transverse deflection basin curve; The deflection basin characteristic parameters and the road layer thickness information are used together as inversion inputs for the layer modulus inversion.

[0011] Furthermore, based on the structural layer information and the lateral distribution results, the type of the lateral cracks is determined to obtain the type determination result of the lateral cracks, including: When the base layer corresponding to the transverse crack is simultaneously detected with crack reflection characteristics, and the base layer modulus at the corresponding location shows an abnormal change, the transverse crack is determined to be a base layer reflection crack; otherwise, the transverse crack is determined to be a surface layer crack.

[0012] Furthermore, the method also includes: If the transverse crack is determined to be a reflective crack in the base layer, the actual location of the base layer crack in the transverse direction of the road is determined based on the transverse distribution of the base layer modulus or the misalignment relationship between the base layer crack and the surface layer crack, thus obtaining the location result of the base layer crack.

[0013] A transverse crack type analysis system, the system comprising: The crack information acquisition module performs three-dimensional ground-penetrating radar detection on the road structure under test, and analyzes the reflection characteristics of transverse cracks through horizontal slices at different depths to obtain structural layer information and road layer thickness information of transverse cracks. The deflection data acquisition module sets up deflection detection sections at the corresponding positions of the transverse cracks and performs small-interval deflection densification detection along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections. The lateral distribution acquisition module constructs a lateral deflection basin based on the deflection data, and performs layered modulus inversion by combining the structural layer information and road layer thickness information to obtain the lateral distribution results of the surface layer modulus and the base layer modulus. The judgment result generation module determines the type of the transverse crack based on the structural layer information and the transverse distribution result, and obtains the transverse crack type judgment result.

[0014] Furthermore, the deflection data acquisition module includes: The load measuring point determination unit arranges load measuring points at the midpoint of the transverse crack; The detection point layout unit lays out multiple deflection detection points on the crack cross-section along the road transversely, and sets the spacing of the deflection detection points to be smaller than the conventional deflection detection spacing. The dataset generation unit performs deflection detection on the deflection detection points, collects the deflection values ​​of each measuring point on the crack cross section, and forms a laterally distributed deflection dataset.

[0015] The technical solution of this invention can achieve the following technical effects: This effectively solves the problem in existing technologies that it is difficult to reliably determine whether transverse cracks are base layer reflective cracks by combining road structure layer information and mechanical response characteristics, thus improving the accuracy and engineering applicability of transverse crack type analysis.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present 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 only some embodiments recorded in the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating a method for analyzing transverse crack types. Figure 2 A flowchart illustrating the process of obtaining deflection data for the transverse distribution of crack cross-sections; Figure 3 A flowchart illustrating the process of setting up deflection detection sections at the corresponding locations of transverse cracks. Figure 4 A flowchart illustrating the process of obtaining the lateral distribution results; Figure 5 A schematic diagram illustrating the process of constructing a transverse deflection basin based on deflection data and performing layered modulus inversion. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] Example 1: like Figure 1 As shown, this application provides a method for analyzing transverse crack types, the method including: S1: Perform three-dimensional ground-penetrating radar detection on the road structure to be tested, and analyze the reflection characteristics of transverse cracks by horizontal slices at different depths to obtain structural layer information and road layer thickness information of transverse cracks. Specifically, the road structure under test is detected using three-dimensional ground-penetrating radar (GPR). The GPR continuously lays out survey lines along the longitudinal direction of the road, performing a comprehensive scan of the road surface and its substructure to obtain a three-dimensional radar data volume containing information about the multiple layers of the road's internal structure. After obtaining the three-dimensional radar data volume, the radar data is processed to generate multiple horizontal slice images at different depths. By comparing and analyzing the morphology, location, and continuity of transverse anomaly reflection features in horizontal slices at each depth, the distribution layer of transverse cracks in the road structure is determined. When transverse anomaly reflections only appear in shallow slices close to the road surface, the cracks are considered to mainly occur in the surface layer. When transverse anomaly reflections continue to appear in deeper slices, it indicates that the cracks may extend into the base layer structure. Simultaneously, during radar data interpretation, the boundary between the surface layer and the base layer is identified based on the changes in reflection features of different structural layer interfaces in the radar profile and horizontal slices, and the layer thickness information of each structural layer of the road is determined accordingly. In this way, without damaging the road structure, we can simultaneously obtain the structural layer information of transverse cracks and the layer thickness information of the road structure, providing the necessary structural parameter basis for subsequent analysis based on mechanical response characteristics.

[0022] S2: Deflection detection sections are set up at the corresponding locations of transverse cracks, and deflection detection is carried out at small intervals along the transverse direction of the road to obtain deflection data distributed transversely along the crack sections. Specifically, after obtaining the structural layer information of the transverse cracks, deflection detection sections are set up at the corresponding locations of the transverse cracks, and deflection detection equipment is used to conduct transverse densified detection of the crack locations. In a preferred embodiment, deflection detection focuses on the location of the transverse cracks, and multiple detection points are arranged transversely along the road in the vicinity of the cracks. By reducing the spacing between adjacent detection points, the deflection response can continuously reflect the mechanical changes at different locations of the crack cross-section in the transverse direction. During detection, a load is applied near the cracks, and deflection response data of each transverse detection point are collected simultaneously to obtain the deflection values ​​distributed along the transverse direction of the crack cross-section. This transverse small-spacing densified detection method avoids the omission of local mechanical response changes when using conventional detection spacing, making the deflection response characteristics of the crack location and its surrounding area clearer and more complete, thereby forming transverse distribution deflection data of the crack cross-section for subsequent analysis.

[0023] S3: Construct a transverse deflection basin based on deflection data, and perform layered modulus inversion by combining structural layer information and road layer thickness information to obtain the transverse distribution results of surface layer modulus and base layer modulus; Specifically, the collected deflection data is first processed to construct a transverse deflection basin. During this process, a fitting method is used to smooth the deflection data, resulting in a continuous deflection curve. Next, by analyzing the morphological characteristics of the deflection curve, feature parameters characterizing the steepness and width variations of the deflection basin are extracted. These parameters effectively reflect the differences in mechanical response in the transverse direction of the crack cross-section. Then, the extracted deflection basin feature parameters are combined with road layer thickness information and input into an inversion model for layered modulus inversion. This inversion model iteratively adjusts the modulus values ​​of the surface layer and base layer until the calculated modulus distribution matches the actual deflection basin characteristics, ultimately obtaining the transverse distribution results of the surface layer and base layer modulus. This process provides accurate mechanical parameter support for further crack type determination by obtaining mechanical response data of the road structure in the transverse direction.

[0024] S4: Based on the structural layer information and the lateral distribution results, the type of lateral cracks is determined, and the type judgment result of the lateral cracks is obtained.

[0025] Specifically, after acquiring the structural stratum information and transverse deflection data for transverse cracks, the analysis results are used to determine the type of transverse crack by comparing the stratum where the crack section is located with the transversely distributed deflection characteristics. This method accurately distinguishes between surface fatigue cracks and base layer reflective cracks, allowing for appropriate maintenance and repair measures based on different crack types. This method effectively improves the accuracy of crack type determination and avoids the errors caused by relying on a single data source in traditional methods.

[0026] As a preferred embodiment of the above, such as Figure 2 As shown, in step S21, deflection detection sections are set up at the corresponding locations of the transverse cracks, and small-interval deflection detection is carried out along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections, including: S21: Install load measuring points at the midpoint of the transverse crack; S22: Multiple deflection detection points are set up along the transverse direction of the road on the crack cross section, and the spacing between the deflection detection points is smaller than the conventional deflection detection spacing. S23: Perform deflection detection on the deflection detection points, collect the deflection values ​​of each measuring point on the crack cross section, and form a laterally distributed deflection dataset.

[0027] Specifically, firstly, load measuring points are placed at the midpoint of the transverse crack. These load measuring points involve applying a known load at the crack's center using deflection testing equipment to simulate the effect of actual traffic load on the road structure. By measuring the deflection value after the load is applied, the mechanical response information at that location can be obtained, providing fundamental data for subsequent analysis. The placement of the load measuring points needs to be accurate, typically at the midpoint of the crack, as the deflection response at this location represents the central point of the crack's impact on the overall structure. After setting up the load measuring points, multiple more deflection testing points are placed transversely along the road. The spacing between these testing points is set smaller than the conventional deflection testing spacing; this is a small-spacing deflection detection technique. Conventional deflection testing typically uses sparser testing points to assess the overall structural mechanical response, while small-spacing detection, by placing more testing points in the crack area, can more precisely capture the transverse mechanical response differences in the crack area. The main advantages of small-spacing deflection detection are: it can significantly improve the resolution of the mechanical response in the area near the crack, capturing subtle deflection changes, especially local mechanical differences around the crack cross-section. Typically, these detection points are placed on both sides of the transverse crack, ensuring a small distance between adjacent points to avoid missing detailed information about the crack due to excessive spacing. After the transverse deflection detection points are set up, deflection detection equipment is used to measure the deflection at each point. After applying a load to each point, the equipment measures the deflection response in real time, i.e., the amount of pavement settlement at that location. Deflection value is an important indicator for evaluating the road structure response, reflecting the pavement's bearing capacity and structural strength under load. The collected deflection values ​​are compiled into a complete transverse deflection dataset based on factors such as the location of the crack cross-section, road layer thickness, and material properties. This dataset contains the deflection response information of each detection point on the crack cross-section, reflecting the impact of transverse cracks on the pavement's structural mechanical response. Further analysis of the transverse deflection data can help understand the impact of cracks on the overall structural performance of the road, thus providing accurate data support for subsequent modulus inversion and crack type determination.

[0028] As a preferred embodiment of the above, such as Figure 3 As shown, the steps for setting up deflection detection sections at the locations corresponding to transverse cracks include: A10: Determine the projection location of the transverse crack in the transverse direction of the road; A20: Determine the layout of the deflection detection section in the transverse direction of the road based on the projection position of the transverse crack, so that the deflection detection section passes through the projection position of the transverse crack and is perpendicular to the driving direction of the road.

[0029] Specifically, when setting up deflection detection sections at the corresponding locations of transverse cracks, the first step is to determine the projection position of the transverse crack on the road's transverse direction. This step ensures that the subsequent detection sections can be accurately aligned with the crack location. The projection position of the transverse crack refers to the projection point of the crack in the road's transverse direction, i.e., the plane position of the crack's actual location after projection onto the road's transverse direction. This helps determine the crack's precise location on the road surface and avoids errors in the detection data due to crack position deviations. Next, based on the projection position of the transverse crack, the layout position of the deflection detection sections on the road's transverse direction is determined. To ensure that the deflection detection can accurately cover the crack's affected area, the deflection detection sections should pass through the projection position of the transverse crack and be perpendicular to the road's driving direction. This layout ensures that the load application and deflection data acquisition directions are opposite to the road's driving direction, avoiding mechanical response errors caused by improper angles. The purpose of this step is to achieve efficient and accurate deflection detection at the crack's location through precise section layout, thereby providing high-quality mechanical data for subsequent crack analysis.

[0030] As a preferred embodiment of the above, such as Figure 4 As shown, in step S3, a transverse deflection basin is constructed based on the deflection data, and layered modulus inversion is performed by combining structural layer information and road layer thickness information to obtain the transverse distribution results of the surface layer modulus and base layer modulus, including: S31: Process the deflection data of the transverse distribution of the crack cross section to construct a transverse deflection basin; S32: Based on the transverse deflection basin, combined with structural layer information and road layer thickness information, perform layered modulus inversion; S33: Through inversion calculation, the surface layer modulus value and base layer modulus value are obtained by continuously distributing them laterally along the road, forming the lateral distribution result of the surface layer modulus and base layer modulus.

[0031] Specifically, the deflection data is preprocessed by organizing, smoothing, and making continuous the deflection measurements at different lateral locations to eliminate local measurement errors and random fluctuations, thereby constructing a lateral deflection basin that reflects the lateral mechanical response characteristics of the crack cross-section. This basin uses the road's lateral location as the abscissa and the deflection value as the ordinate, visually representing the deformation distribution of the crack area under load. After constructing the lateral deflection basin, it is comprehensively analyzed in conjunction with the structural layer information obtained from 3D ground-penetrating radar and the layer thickness information of each structural layer of the road. Based on this, a layered modulus inversion method is introduced. According to the mechanical response characteristics reflected by the transverse deflection basin, and combined with the road structure layers and layer thickness conditions, the modulus parameters of the surface layer and base layer are inverted and calculated. During the inversion calculation process, the surface layer modulus and base layer modulus are iteratively adjusted to match the calculated mechanical response results with the actual distribution characteristics of the transverse deflection basin. This yields the surface layer modulus and base layer modulus values ​​that are continuously distributed along the transverse side of the road, forming the transverse distribution results of the surface layer modulus and base layer modulus, providing a mechanical parameter basis for subsequent transverse crack type determination.

[0032] As a preferred embodiment of the above, the inversion model includes: using transverse deflection basin data as mechanical response input and road layer thickness information as structural constraint conditions.

[0033] Specifically, deflection basin data is data reflecting the mechanical response of the cracked area obtained through deflection detection. It quantifies the deflection response at the transverse position of the crack cross section and helps assess the impact of the crack on the road structure by observing changes in the deflection response value. This data can capture the different mechanical effects of cracks on the pavement layer and base course structure, thus providing input for modulus inversion calculation. Road layer thickness information refers to the thickness data of different structural layers of the road, such as the surface layer and base course. This information is used as a structural constraint during the inversion process to help determine the physical properties of each layer. The thickness of different layers determines their stiffness performance. Therefore, accurate layer thickness data is an indispensable element in the inversion model, ensuring the rationality of the modulus calculation.

[0034] As a preferred embodiment of the above, such as Figure 5 As shown, the steps for constructing a transverse deflection basin based on deflection data and performing layered modulus inversion include: B10: Fit the deflection data to obtain a continuous transverse deflection basin curve; B20: Extract characteristic parameters of the deflection basin from the transverse deflection basin curve to characterize the steepness and width variation of the deflection basin. B30: Use the deflection basin characteristic parameters and road layer thickness information as inversion inputs for layered modulus inversion.

[0035] Specifically, after acquiring the deflection data of the transverse distribution of the crack cross-section, the deflection data is first fitted. By smoothing and making the deflection values ​​obtained at different transverse measuring points continuous, the random errors and local fluctuations generated during the testing process are eliminated, forming a transverse deflection basin curve that can continuously reflect the transverse mechanical response characteristics of the crack cross-section. After obtaining the continuous transverse deflection basin curve, the morphological characteristics of the deflection basin curve are analyzed, and characteristic parameters for characterizing the morphological changes of the deflection basin are extracted. These include the steepness parameter reflecting the rate of change of the deflection basin in the area near the crack, and the width variation parameter reflecting the extent of the crack's influence in the transverse range of the road. Through these characteristic parameters, the differences in mechanical response at different transverse locations of the crack cross-section can be quantitatively described. Subsequently, the extracted deflection basin characteristic parameters and the layer thickness information of each structural layer of the road are used as input conditions for the layer modulus inversion and introduced into the inversion model for calculation.

[0036] As a preferred embodiment of the above, based on structural layer information and lateral distribution results, the type of lateral cracks is determined to obtain the type determination result of the lateral cracks, including: When the base layer corresponding to the transverse crack is simultaneously detected with crack reflection characteristics, and the base layer modulus at the corresponding location shows abnormal changes, the transverse crack is determined to be a base layer reflection crack; otherwise, it is determined to be a surface layer crack.

[0037] Specifically, after acquiring the structural stratum information of transverse cracks and calculating the transverse distribution results of surface layer modulus and base layer modulus, the reflection characteristics of base layer cracks detected by 3D ground-penetrating radar are comprehensively analyzed with the changes in base layer modulus obtained by deflection inversion. If continuous or locally concentrated crack reflection characteristics are detected in the base layer corresponding to the transverse crack, and the base layer modulus at the corresponding transverse location shows a significant abnormal change relative to the surrounding area, it indicates that the base layer crack has had a significant impact on the mechanical performance of the road structure, and thus the transverse crack is determined to be a base layer reflection crack. Conversely, if no crack reflection characteristics are detected in the base layer, or if crack reflection characteristics are detected but the base layer modulus does not show an abnormal change, it indicates that the crack has not yet developed into a base layer reflection crack that dominates the structural mechanical response, and in this case, the transverse crack is determined to be a surface layer crack.

[0038] As a preferred embodiment of the above, the method further includes: When a transverse crack is determined to be a base layer reflective crack, the actual location of the base layer crack in the transverse direction of the road is determined based on the transverse distribution of the base layer modulus or the misalignment relationship between the base layer crack and the surface layer crack, thus obtaining the location result of the base layer crack.

[0039] Specifically, when determining that a transverse crack is a base course reflective crack, analyzing the transverse distribution of the base course modulus reveals significant changes in the modulus within the crack area. If the base course crack extends to different transverse locations, the modulus changes will reflect the specific location of the crack. The transverse modulus distribution map allows for accurate location of the crack within the base course layer. Besides modulus distribution, another method is to locate the base course crack by analyzing the misalignment between the base course crack and the surface course crack. There is often a certain transverse misalignment between base course and surface course cracks; that is, the location of the surface course crack does not completely coincide with the base course crack. By comparing the transverse location of the surface course crack with the trend of the base course modulus changes, the transverse misalignment between the two can be determined, thus inferring the actual location of the base course crack. Through these steps, the accurate transverse location of the base course crack can be obtained. This location is crucial for subsequent road repair and maintenance, as it helps engineers accurately determine the extent of the base course crack's expansion and the affected area, thereby enabling the development of more effective repair measures.

[0040] Example 2: Based on the same inventive concept as the transverse crack type analysis method in the foregoing embodiments, the present invention also provides a transverse crack type analysis system, comprising: The crack information acquisition module performs three-dimensional ground-penetrating radar detection on the road structure under test, and analyzes the reflection characteristics of transverse cracks through horizontal slices at different depths to obtain structural layer information and road layer thickness information of transverse cracks. The deflection data acquisition module sets up deflection detection sections at the corresponding locations of transverse cracks and performs small-interval deflection densification detection along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections. The lateral distribution acquisition module constructs a lateral deflection basin based on deflection data and performs layered modulus inversion by combining structural layer information and road layer thickness information to obtain the lateral distribution results of surface layer modulus and base layer modulus. The judgment result generation module determines the type of transverse cracks based on structural layer information and transverse distribution results, and obtains the transverse crack type judgment result.

[0041] The analysis system described above in this invention can effectively realize the method for analyzing transverse crack types, and the technical effects it can achieve are as described in the above embodiments, which will not be repeated here.

[0042] As a preferred embodiment of the above, the deflection data acquisition module includes: The load measuring point determination unit arranges load measuring points at the midpoint of the transverse crack; The detection point layout unit sets up multiple deflection detection points on the crack cross-section along the road transversely, and sets the spacing between the deflection detection points to be smaller than the conventional deflection detection spacing. The dataset generation unit performs deflection detection on the deflection detection points, collects the deflection values ​​of each measuring point on the crack cross section, and forms a laterally distributed deflection dataset.

[0043] Similarly, the above-mentioned optimization schemes for the system can also achieve the optimization effects corresponding to the methods in Embodiment 1, which will not be repeated here.

[0044] Although this application has been described in conjunction with specific features and embodiments, it is obvious that various modifications and combinations can be made thereto without departing from the spirit and scope of this application. Accordingly, this specification and drawings are merely exemplary illustrations of the application as defined herein, and are to be considered as covering any and all modifications, variations, combinations, or equivalents within the scope of this application. Clearly, those skilled in the art can make various alterations and modifications to this application without departing from its scope. Thus, if such modifications and modifications fall within the scope of this application and its equivalents, this application intends to include such modifications and modifications.

Claims

1. A method for analyzing transverse crack types, characterized in that, The method includes: Three-dimensional ground-penetrating radar was used to detect the road structure under test, and the reflection characteristics of transverse cracks were analyzed by horizontal slices at different depths to obtain the structural layer information and road layer thickness information of the transverse cracks. Deflection detection sections are set up at the locations corresponding to the transverse cracks, and deflection detection is carried out at small intervals along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections. Based on the deflection data, a transverse deflection basin is constructed, and the layer modulus inversion is performed by combining the structural layer information and the road layer thickness information to obtain the transverse distribution results of the surface layer modulus and the base layer modulus. Based on the structural layer information and the lateral distribution results, the type of the lateral cracks is determined to obtain the type judgment result of the lateral cracks.

2. The transverse crack type analysis method according to claim 1, characterized in that, Deflection detection sections are set up at the locations corresponding to the transverse cracks, and fine-interval deflection detection is carried out along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections, including: Load measuring points were set up at the midpoint of the transverse crack; Multiple deflection detection points are arranged transversely along the road on the crack cross-section, and the spacing between the deflection detection points is smaller than the conventional deflection detection spacing. Deflection detection is performed on the deflection detection points, and the deflection values ​​of each measuring point on the crack cross section are collected to form a laterally distributed deflection dataset.

3. The transverse crack type analysis method according to claim 2, characterized in that, The step of setting up deflection detection sections at the locations corresponding to the transverse cracks includes: Determine the projection location of the transverse crack in the transverse direction of the road; The location of the deflection detection section on the transverse side of the road is determined based on the projection position of the transverse crack, so that the deflection detection section passes through the projection position of the transverse crack and is perpendicular to the driving direction of the road.

4. The transverse crack type analysis method according to claim 1, characterized in that, Based on the deflection data, a transverse deflection basin is constructed, and layered modulus inversion is performed by combining the structural layer information and road layer thickness information to obtain the transverse distribution results of the surface layer modulus and base layer modulus, including: The deflection data of the transverse distribution of the crack cross section are processed to construct a transverse deflection basin; Based on the aforementioned transverse deflection basin, combined with the structural layer information and road layer thickness information, a layered modulus inversion is performed. Through inversion calculation, the surface layer modulus value and base layer modulus value are obtained by continuously distributing them laterally along the road, forming the lateral distribution results of the surface layer modulus and base layer modulus.

5. The transverse crack type analysis method according to claim 4, characterized in that, The inversion model includes: using transverse deflection basin data as mechanical response input and the road layer thickness information as structural constraint conditions.

6. The transverse crack type analysis method according to claim 1, characterized in that, The steps for constructing a transverse deflection basin based on deflection data and performing layered modulus inversion include: The deflection data is fitted to obtain a continuous transverse deflection basin curve. Extract characteristic parameters of the deflection basin, representing the steepness and width variation of the deflection basin, from the transverse deflection basin curve; The deflection basin characteristic parameters and the road layer thickness information are used together as inversion inputs for the layer modulus inversion.

7. The transverse crack type analysis method according to claim 1, characterized in that, Based on the structural layer information and the lateral distribution results, the type of the lateral cracks is determined to obtain the type determination result of the lateral cracks, including: When the base layer corresponding to the transverse crack is simultaneously detected with crack reflection characteristics, and the base layer modulus at the corresponding location shows an abnormal change, the transverse crack is determined to be a base layer reflection crack; otherwise, the transverse crack is determined to be a surface layer crack.

8. The transverse crack type analysis method according to claim 7, characterized in that, The method further includes: If the transverse crack is determined to be a reflective crack in the base layer, the actual location of the base layer crack in the transverse direction of the road is determined based on the transverse distribution of the base layer modulus or the misalignment relationship between the base layer crack and the surface layer crack, thus obtaining the location result of the base layer crack.

9. A transverse crack type analysis system, characterized in that, The system includes: The crack information acquisition module performs three-dimensional ground-penetrating radar detection on the road structure under test, and analyzes the reflection characteristics of transverse cracks through horizontal slices at different depths to obtain structural layer information and road layer thickness information of transverse cracks. The deflection data acquisition module sets up deflection detection sections at the corresponding locations of the transverse cracks and performs fine-spacing deflection densification detection along the transverse direction of the road to obtain deflection data distributed transversely across the crack sections. The lateral distribution acquisition module constructs a lateral deflection basin based on the deflection data, and performs layered modulus inversion by combining the structural layer information and road layer thickness information to obtain the lateral distribution results of the surface layer modulus and the base layer modulus. The judgment result generation module determines the type of the transverse crack based on the structural layer information and the transverse distribution result, and obtains the transverse crack type judgment result.

10. The transverse crack type analysis system according to claim 9, characterized in that, The deflection data acquisition module includes: The load measuring point determination unit arranges load measuring points at the midpoint of the transverse crack; The detection point layout unit lays out multiple deflection detection points on the crack cross-section along the road transversely, and sets the spacing of the deflection detection points to be smaller than the conventional deflection detection spacing. The dataset generation unit performs deflection detection on the deflection detection points, collects the deflection values ​​of each measuring point on the crack cross section, and forms a laterally distributed deflection dataset.

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