A micro-crack fracture state monitoring method, monitoring system, medium and product

Abstract

A micro-crack crushing state monitoring method, a monitoring system, a medium and a product, relate to the technical field of data processing. In the implementation of the method, the monitoring system obtains the acceleration sequence of the falling hammer of the intelligent rammer at the impact point and the coordinate information of the impact point, calculates the acceleration peak value and compares it with the impact acceleration threshold interval, realizes the quantitative determination of the crushing effect of the impact point, can accurately identify the points of excessive crushing and insufficient crushing, and output the corresponding coordinates and generate targeted treatment prompts and instructions, change the traditional manual experience judgment mode, realize the automatic and accurate monitoring of the micro-crack crushing effect, effectively avoid the subjectivity and error of manual judgment, and improve the efficiency and accuracy of the crushing effect monitoring in old road reconstruction and other engineering.

Description

Technical Field

[0001] This application relates to the field of data processing technology, and in particular to a method, monitoring system, medium, and product for monitoring micro-crack fracture state. Background Technology

[0002] In road reconstruction or foundation treatment projects, micro-fracture technology is widely used to impact-break existing rigid structures to eliminate reflective cracks or redistribute foundation stress. To ensure construction quality achieves the goal of destroying the original rigid structure while preserving a certain load-bearing capacity, effective monitoring of the fracturing effect at the construction site is a crucial aspect of overall project quality control.

[0003] For monitoring the crushing effect, relevant technologies typically employ a combination of manual on-site inspections and surface settlement measurements. Specifically, after the compaction machine completes its operation, construction personnel bring surveying tools to the site and use equipment such as levels to measure the change in surface elevation before and after compaction, calculating the settlement difference. Simultaneously, quality inspectors visually observe the distribution density, extension direction, and width of surface cracks. By combining these apparent geometric deformation data and visual characteristics, they empirically determine whether the overall degree of crushing meets the pre-set specifications of the project.

[0004] As modern engineering demands increasingly higher standards for consistency, precision, and automation in construction quality, the aforementioned methods relying on surface observation and manual sampling have gradually revealed significant limitations in practical applications. Because the inspection work primarily depends on manual experience and limited sampling, it is difficult to achieve comprehensive monitoring of the entire construction area, easily leading to missed inspections. Summary of the Invention

[0005] This application provides a method, system, medium, and product for monitoring micro-cracked fracture state, which can improve the efficiency and accuracy of monitoring the fracture effect.

[0006] Firstly, this application provides a method for monitoring micro-cracked fracture state, applied to a monitoring system. The method includes: acquiring the acceleration sequence and coordinate information of the impact point of a smart rammer hammer; determining the peak acceleration of the smart rammer hammer based on the acceleration sequence; acquiring an impact acceleration threshold range, including a lower acceleration threshold and an upper acceleration threshold; comparing the peak acceleration with the lower and upper acceleration thresholds; determining that the impact point is over-cracked when the peak acceleration is less than the lower acceleration threshold, outputting the corresponding coordinate information and generating a grouting reinforcement or excavation and replacement prompt when the peak acceleration is greater than the upper acceleration threshold; and determining that the impact point is under-cracked when the peak acceleration is greater than the upper acceleration threshold, outputting the corresponding coordinate information and generating a secondary crushing command.

[0007] By adopting the above technical solution, the monitoring system acquires the acceleration sequence and coordinate information of the intelligent rammer hammer at the impact point, calculates the peak acceleration and compares it with the impact acceleration threshold range, realizing the quantitative judgment of the crushing effect at the impact point. It can accurately identify points of excessive and insufficient crushing, and output corresponding coordinates and generate targeted handling prompts and instructions. This changes the traditional method of manual experience judgment, realizes automated and precise monitoring of micro-crack crushing effect, effectively avoids the subjectivity and error of manual judgment, and improves the efficiency and accuracy of crushing effect monitoring in projects such as old road reconstruction. In some embodiments of the first aspect, before the step of acquiring the acceleration sequence and coordinate information of the intelligent rammer hammer at the impact point, the method further includes: after the FWA intelligent inspection vehicle conducts hammer tests in each preset impact area of ​​the preset road section, acquiring the response data of each preset impact area; based on the response data, calculating the bearing capacity deterioration degree data and deflection value data of each preset impact area; determining the area with insufficient bearing capacity according to the bearing capacity deterioration degree data and deflection value data of each preset impact area; and determining the impact point in the area with insufficient bearing capacity.

[0008] By adopting the above technical solution, before monitoring the micro-fracture effect, the FWA intelligent inspection vehicle conducts drop hammer tests on each preset impact area of ​​the preset road section. Combining the response data of each preset impact area, it calculates the bearing capacity deterioration data and deflection value data, thereby identifying areas with insufficient bearing capacity and further delineating the impact points that need to be modified. This achieves accurate screening of the preset road section and scientific planning of impact points before construction, making micro-fracture construction and effect monitoring more targeted, avoiding resource waste and construction quality problems caused by indiscriminate construction, and controlling the rationality of construction points from the source, ensuring that micro-fracture technology can be accurately applied to the areas that need modification, and improving the overall construction efficiency and resource utilization rate of old road reconstruction projects.

[0009] In conjunction with some embodiments of the first aspect, in some embodiments, an impact acceleration threshold range is obtained, which includes a lower acceleration threshold and an upper acceleration threshold. Specifically, this includes: after the FWA intelligent inspection vehicle performs drop hammer tests at various test points on the test section, obtaining the test acceleration sequence of the FWA intelligent inspection vehicle's drop hammer at each test point; extracting the peak test acceleration from the test acceleration sequence; obtaining the core breakage assessment results from experts at each test point, including under-breakage and over-breakage states; establishing a calibration correspondence between the peak test acceleration and the core breakage assessment results; and extracting the critical value of the peak test acceleration corresponding to the under-breakage state as the upper acceleration threshold and the critical value of the peak test acceleration corresponding to the over-breakage state as the lower acceleration threshold from the calibration correspondence.

[0010] By adopting the above technical solution, the monitoring system relies on the test acceleration sequence of the FWA intelligent inspection vehicle's drop hammer at each test point to extract the peak test acceleration value. Combined with the expert core sampling and fracture evaluation results, a calibration correspondence is established to determine the upper and lower acceleration thresholds. This ensures that the setting of the impact acceleration threshold range is no longer a subjective experience value, but a quantitative result based on actual data and professional evaluation. From the perspective of judgment criteria, this guarantees the accuracy of the micro-crack fracture effect judgment and avoids misjudgment caused by unreasonable threshold settings, laying a reliable judgment foundation for subsequent accurate monitoring of fracture effect.

[0011] In conjunction with some embodiments of the first aspect, in some embodiments, the FWA intelligent inspection vehicle is also used for detecting voids at the corners of cement pavement slabs. The method further includes: acquiring the reference impact acceleration generated by the FWA intelligent inspection vehicle dropping a hammer at the center of the cement slab and the measured impact acceleration generated by dropping a hammer at the corner of the cement slab; calculating a void detection threshold based on the reference impact acceleration; determining that a void exists at the corner of the cement slab when the measured impact acceleration is less than the void detection threshold, and calculating the degree of void according to a preset void degree calculation formula; and generating a grouting reinforcement treatment instruction for the corner of the cement slab when the degree of void is greater than a preset severe void threshold.

[0012] By adopting the above technical solutions, the FWA intelligent inspection vehicle has the function of detecting voids at the corners of cement pavement slabs. The monitoring system compares the impact acceleration between the center of the cement slab and the corner of the cement slab, determines the void situation and calculates the degree of void by combining the void detection threshold, and can also generate grouting reinforcement treatment instructions for severe voids. This realizes the integrated operation of micro-crack and breakage monitoring and corner void detection in old road reconstruction. It not only enriches the detection dimensions of the monitoring system, but also can detect and deal with the problem of cement slab voids that affects the quality of the project in advance. It avoids the quality hazards that may occur after the breakage construction in the void area from the source, and improves the overall construction quality control capability of old road reconstruction projects.

[0013] In conjunction with some embodiments of the first aspect, in some embodiments, the intelligent tamping machine includes a first sensor component and a first position acquisition module, and the FWA intelligent inspection vehicle includes a second sensor component and a second position acquisition module. The first sensor component, the first position acquisition module, the second sensor component, and the second position acquisition module transmit the acquired data to the monitoring system via wired or wireless means.

[0014] By adopting the above technical solutions, corresponding sensor components and position acquisition modules are configured for the intelligent compaction machine and the FWA intelligent inspection vehicle, and wired and wireless data transmission methods are supported. This enables the automated and real-time acquisition and transmission of key data such as acceleration and coordinates during construction and inspection, eliminating the inefficiency and error of manual data collection. At the same time, the diverse transmission methods are adapted to different engineering construction environments, ensuring the stability and timeliness of data transmission. This allows the monitoring system to quickly acquire first-hand data and perform analysis and processing, providing stable hardware and data transmission support for real-time monitoring and rapid decision-making of micro-crack fracturing effects.

[0015] In conjunction with some embodiments of the first aspect, in some embodiments, after determining that the impact point is excessively broken when the peak acceleration is less than the lower threshold of acceleration, outputting the corresponding coordinate information and generating a grouting reinforcement or excavation and replacement prompt, or after determining that the peak acceleration is greater than the upper threshold of acceleration, determining that the impact point is insufficiently broken, outputting the corresponding coordinate information and generating a secondary breaking command, the method further includes: obtaining the road surface resilience modulus after treatment at each impact point; comparing the road surface resilience modulus with a preset optimal modulus range; determining that the road surface fracture layer corresponding to the first impact point has reached the uniformity and stability standard when the first road surface resilience modulus of the first impact point is within the optimal modulus range; generating a re-treatment command for the second impact point when the second road surface resilience modulus of the second impact point is not within the optimal modulus range, until the road surface resilience modulus of all impact points is adjusted to the optimal modulus range.

[0016] By adopting the above technical solution, after the monitoring system determines the crushing effect and completes the initial treatment, it introduces the road surface rebound modulus as a secondary verification indicator. It compares the index with the optimal modulus range and generates a re-treatment instruction for points that do not meet the standard until the standard is met. This constructs a closed-loop monitoring system of crushing effect determination, initial treatment, modulus verification, and precise re-treatment. This system breaks through the single dimension of relying solely on impact stiffness to determine the crushing effect. It uses the road surface rebound modulus to verify the uniformity and stability of the crushed layer, ensuring that the treatment effect of each impact point can meet the actual use requirements of the engineering design. This avoids the problem of only meeting the crushing degree index but not meeting the mechanical performance of the road surface structure, and greatly improves the precision and standardization of micro-crack crushing construction treatment.

[0017] In conjunction with some embodiments of the first aspect, in some embodiments, after determining the peak acceleration of the intelligent rammer hammer based on the acceleration sequence, the method further includes: plotting an acceleration-time curve based on the acceleration sequence; performing a second integral on the acceleration-time curve to obtain a displacement-time curve; extracting the impact displacement corresponding to the peak acceleration from the displacement-time curve; and calculating the impact stiffness at the impact point based on the intelligent rammer hammer mass, peak acceleration, impact displacement, and ground contact area.

[0018] By adopting the above technical solution, the monitoring system performs a series of data analysis operations such as plotting curves, extracting peak values, and calculating displacement by quadratic integration on the acceleration sequence. Combined with parameters such as the falling hammer mass of the intelligent compactor and the ground contact area, the impact stiffness is calculated. The impact stiffness can comprehensively reflect the real mechanical response characteristics of the ground material under dynamic impact load, and realize an objective and quantitative evaluation of the foundation compaction quality.

[0019] In a second aspect, embodiments of this application provide a monitoring system comprising: one or more processors and a memory; the memory is coupled to the one or more processors and is used to store computer program code, the computer program code including computer instructions, wherein the one or more processors invoke the computer instructions to cause the monitoring system to perform the method described in the first aspect and any possible implementation thereof.

[0020] Thirdly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on a monitoring system, cause the monitoring system to execute the method described in the first aspect and any possible implementation thereof.

[0021] Fourthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on a monitoring system, cause the monitoring system to perform the method described in the first aspect and any possible implementation thereof.

[0022] Understandably, the monitoring system provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the methods provided in the embodiments of this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here.

[0023] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0024] 1. By adopting the above technical solution, the monitoring system acquires the acceleration sequence and coordinate information of the impact point of the intelligent rammer hammer, calculates the peak acceleration and compares it with the impact acceleration threshold range, realizing the quantitative judgment of the crushing effect at the impact point. It can accurately identify points of over-crushing and under-crushing, and output the corresponding coordinates and generate targeted handling prompts and instructions. This changes the traditional method of manual experience judgment, realizes the automated and precise monitoring of micro-crack crushing effect, effectively avoids the subjectivity and error of manual judgment, and improves the efficiency and accuracy of crushing effect monitoring in projects such as old road reconstruction.

[0025] 2. By adopting the above technical solution, before monitoring the micro-crack breaking effect, the FWA intelligent inspection vehicle conducts drop hammer tests on each preset impact area of ​​the preset road section. Combining the response data of each preset impact area, it calculates the bearing capacity deterioration data and deflection value data, thereby identifying areas with insufficient bearing capacity and further delineating the impact points that need to be modified. This achieves accurate screening of the preset road section and scientific planning of impact points before construction, making micro-crack breaking construction and effect monitoring more targeted, avoiding resource waste and construction quality problems caused by indiscriminate construction, and controlling the rationality of construction points from the source, ensuring that micro-crack breaking technology can be accurately applied to the areas that need to be modified, and improving the overall construction efficiency and resource utilization rate of old road reconstruction projects.

[0026] 3. By adopting the above technical solution, the monitoring system relies on the test acceleration sequence of the FWA intelligent inspection vehicle's drop hammer at each test point to extract the peak test acceleration value. Combined with the expert core sampling and fracture evaluation results, a calibration correspondence is established to determine the upper and lower acceleration thresholds. This ensures that the setting of the impact acceleration threshold range is no longer a subjective experience value, but a quantitative result based on actual data and professional evaluation. From the perspective of judgment criteria, this guarantees the accuracy of the micro-crack fracture effect judgment and avoids misjudgment caused by unreasonable threshold settings, laying a reliable judgment foundation for subsequent accurate monitoring of the fracture effect. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating a microcrack fragmentation state monitoring method in an embodiment of this application;

[0028] Figure 2 This is another flowchart illustrating the microcrack fracture state monitoring method in this application embodiment;

[0029] Figure 3 This is a schematic diagram of the physical device structure of a monitoring system in an embodiment of this application. Detailed Implementation

[0030] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification of this application, the singular expressions “a,” “an,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to any or all possible combinations including one or more of the listed items.

[0031] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0032] The following describes the intelligent compaction machine and FWA intelligent inspection vehicle in the embodiments of this application.

[0033] A smart rammer is a specialized construction device used for road reconstruction or foundation treatment. Its core function is to break up hard road surfaces or foundations through repeated impacts from the rammer's hammer. Compared to traditional rammers, smart rammers are equipped with a first sensor assembly and a first position acquisition module, enabling them to automatically collect data during construction.

[0034] Specifically, the intelligent rammer mainly consists of the following parts:

[0035] Mechanical structure: Includes a liftable drop hammer lifting device, intelligent rammer drop hammers of different weights (typically between 2-5 tons), a rammer plate that contacts the ground, a chassis, and a power system. The intelligent rammer drop hammer is lifted to a predetermined height by hydraulic or winch mechanisms and then falls freely, impacting and breaking the ground.

[0036] The first sensor component mainly consists of accelerometers installed on the drop hammer or the main body of the smart rammer. These sensors are used to monitor the acceleration changes of the drop hammer during the impact process in real time. They typically employ piezoelectric or MEMS (microelectromechanical systems) accelerometers with a sampling frequency of 1000-2000Hz. They can accurately capture the peak acceleration at the moment of impact and the dynamic response curve of the entire impact process.

[0037] The first position acquisition module typically consists of a GPS / BeiDou satellite positioning receiver, an inertial measurement unit (IMU), or an RTK (real-time dynamic differential) positioning system. It records the precise coordinates of the intelligent rammer's current working point. Positioning accuracy varies depending on the equipment configuration; ordinary GPS accuracy is approximately 3-5 meters, while RTK systems can achieve centimeter-level accuracy. Position information and acceleration data are synchronized and linked via timestamps.

[0038] Data transmission system: Supports wired connection (such as through RS485 bus, CAN bus or Ethernet cable) or wireless transmission (such as 4G / 5G mobile network, WiFi, LoRa and other short-range wireless communication) to transmit the collected data to the monitoring system in real time or in batches at regular intervals.

[0039] Operation and control system: Equipped with an industrial-grade touch screen or handheld terminal, operators can set tamping parameters (drop weight, lifting height, number of tamping blows, etc.), view real-time operation data, and receive operation instructions issued by the monitoring system through the operation and control system.

[0040] The actual working process of the intelligent rammer in construction is as follows: it moves to the designated impact point, the operator sets or confirms the rammer parameters, and after the operation is started, the intelligent rammer hammer is raised to the set height and released to fall freely. The complete acceleration sequence and coordinate information are recorded at the moment of impact on the ground. The data is automatically uploaded to the monitoring system for analysis and processing. Based on the analysis results, it is decided whether to continue rammering at the impact point or move to the next impact point.

[0041] FWA (Falling Weight Acceleration) intelligent inspection vehicle refers to a vehicle that uses falling weight acceleration to assess road load-bearing capacity and structural performance.

[0042] Specifically, the main components of the FWA intelligent inspection vehicle include:

[0043] Vehicle platform: Typically based on a modified light truck or special inspection vehicle chassis, with inspection equipment mounted at the rear of the vehicle and the driver's cab and control room at the front.

[0044] Drop hammer loading system: Equipped at the rear of the vehicle, the FWA intelligent inspection vehicle's drop hammer typically weighs between 50-300 kg (significantly less than the drop hammer of a construction-grade intelligent rammer), and its drop height can be adjusted (generally 0.5-3 meters). The FWA intelligent inspection vehicle's drop hammer has a load-bearing plate at its bottom to evenly distribute the impact force to the road surface, generating a controllable and standardized impact load, rather than performing crushing operations like a construction rammer.

[0045] The second sensor assembly includes multiple types of sensors, the most important of which is an acceleration sensor array. Multiple accelerometers are usually arranged on the load-bearing plate and the vehicle body to measure the acceleration response of the road surface under impact load. It also includes displacement sensors (such as laser displacement gauges and LVDT linear displacement sensors) to measure the deflection value of the road surface (the amount of road surface settlement under impact load). Some are also equipped with strain sensors, temperature sensors, etc.

[0046] The second position acquisition module, similar to the intelligent tamping machine, is equipped with a GPS / BeiDou positioning system. However, because the FWA intelligent inspection vehicle needs precise measurement point positioning and trajectory recording, it is usually equipped with a higher-precision RTK differential positioning system, with a positioning accuracy of 2-5 centimeters. The FWA intelligent inspection vehicle stops on the road at predetermined measurement point intervals (such as one measurement point every 10 or 20 meters) to conduct drop hammer tests, and the second position acquisition module collects the precise coordinates of each measurement point.

[0047] Data acquisition and processing system: The vehicle is equipped with an industrial computer and a dedicated data acquisition card, which can acquire multiple sensor signals at high speed and synchronously, perform data preprocessing and analysis calculations in real time, and calculate the dynamic deflection value, bearing capacity modulus, stiffness coefficient and other pavement structure parameters of each measuring point on site.

[0048] Data transmission system: It supports wired interfaces (such as USB and Ethernet) for data export, and is also equipped with wireless communication modules (4G / 5G and WiFi) to upload detection data to the monitoring system in real time.

[0049] Cement pavement corner void detection function: When inspecting cement concrete pavements, the FWA intelligent inspection vehicle can perform drop hammer tests at different locations (center, corner, and edge) of the same cement slab. Under normal circumstances, the foundation support at the center of the slab is good, and the impact response is relatively stable. However, if there is void below the corner (i.e., a gap appears between the bottom of the slab and the base layer), under the same drop hammer impact, the corner will produce abnormal response characteristics—the peak impact acceleration will be significantly lower or the deflection value will be abnormally increased. By comparing the response data between the center and the corner, the presence and severity of void can be determined.

[0050] Specifically, this includes: acquiring the baseline impact acceleration generated by the FWA intelligent inspection vehicle dropping a hammer at the center of the cement slab and the measured peak impact acceleration generated by dropping a hammer at the corner of the cement slab; calculating the void detection threshold based on the baseline impact acceleration; determining that void exists at the corner of the cement slab if the measured peak impact acceleration is less than the void detection threshold, and calculating the degree of void according to a preset void degree calculation formula; and generating a grouting reinforcement treatment instruction for the corner of the cement slab if the degree of void is greater than a preset severe void threshold.

[0051] The following describes the process of the method provided in this implementation. Please refer to [link / reference]. Figure 1 This is a flowchart illustrating a microcrack fragmentation state monitoring method in an embodiment of this application.

[0052] S101. Obtain the acceleration sequence of the intelligent rammer hammer at the impact point and the coordinate information of the impact point;

[0053] The intelligent rammer's drop hammer refers to the heavy component in the intelligent rammer used to apply impact force. It is typically made of high-strength materials and impacts the ground through free fall or mechanical drive. The impact point refers to the specific location where the intelligent rammer's drop hammer actually contacts and applies impact force within the construction area; each impact point corresponds to one complete rammering operation. The acceleration sequence represents a series of acceleration values ​​collected sequentially by the accelerometer during the impact process. These acceleration values ​​reflect the dynamic acceleration changes of the drop hammer throughout its descent, contact with the ground, impact, and rebound. For example, a typical acceleration sequence might contain hundreds of data points ranging from 0g to a peak of 500g and then back to 0g. The coordinate information represents the location data of the impact point within the construction area's coordinate system, typically including longitude, latitude, or X and Y coordinates in a Cartesian coordinate system. This information is used to precisely identify the spatial location of the impact point; for example, the coordinates of an impact point might be (X=125.30m, Y=68.75m).

[0054] Specifically, when the intelligent rammer begins micro-fracture operations at the construction site, the monitoring system needs to acquire key data at each impact point in real time. At the instant the intelligent rammer's hammer falls and impacts the ground, the acceleration sensor in the first sensor assembly installed on the hammer or the main body of the rammer continuously collects acceleration change data of the hammer at a high frequency (typically 1000Hz or higher), forming a complete acceleration sequence. This acceleration sequence fully records the dynamic response characteristics of the entire process, from the initial acceleration of the hammer's fall (gravity acceleration), the instant of contact with the ground (generating a huge positive impact acceleration peak), the transfer of impact energy to the ground (rapid decay of acceleration), to the hammer's rebound or cessation (acceleration approaching zero). Simultaneously, the first position acquisition module acquires the precise coordinate information of the impact point in real time through GPS, BeiDou satellite positioning system, or base station positioning technology. The monitoring system receives raw data from the first sensor component and the first location acquisition module via wired connections (such as RS485 bus, Ethernet cable) or wireless transmission methods (such as 4G / 5G mobile network, LoRa wireless communication, WiFi, etc.). To ensure the integrity and accuracy of the data, the monitoring system performs data verification on the received acceleration sequences, removes outliers and noise interference, and timestamps and binds the acceleration sequences with the corresponding coordinate information to ensure that each acceleration sequence accurately corresponds to a specific impact point.

[0055] S102. Determine the peak acceleration of the intelligent rammer hammer based on the acceleration sequence;

[0056] The peak acceleration refers to the maximum absolute value of acceleration that occurs throughout the entire acceleration sequence. It represents the maximum impact intensity experienced by the intelligent rammer hammer at the moment of impact with the ground, and is usually expressed in multiples of gravitational acceleration (g). For example, 50g indicates that the peak acceleration is 50 times the gravitational acceleration. The acceleration sequence includes multiple discrete acceleration measurements arranged in chronological order. The time interval between acceleration measurements is determined by the sensor sampling frequency; for example, when the sampling frequency is 1000Hz, the time interval is 1 millisecond.

[0057] Specifically, after the monitoring system successfully receives and stores the complete acceleration sequence, it needs to accurately identify the key characteristic parameter reflecting the impact intensity—the peak acceleration—from this sequence containing hundreds or even thousands of acceleration measurements. During the actual impact, the acceleration sequence exhibits typical pulse waveform characteristics: the acceleration during the free fall phase of the intelligent rammer hammer is approximately -1g (the negative sign indicates downward), and upon contact with the ground, the acceleration rapidly climbs to a positive peak value (typically between 100g and 1000g, the specific value depending on factors such as the hammer mass, fall height, and ground material hardness). Subsequently, it rapidly decays within tens to hundreds of milliseconds, possibly exhibiting several smaller oscillating peaks, eventually returning to near 0g. To ensure the accuracy of peak extraction, the monitoring system first preprocesses the original acceleration sequence: using median filtering or low-pass filtering to remove high-frequency noise interference, eliminating outliers that significantly exceed the physically reasonable range (such as abrupt changes or erroneous readings caused by sensor malfunctions), and performing zero-point correction on data with baseline drift. After preprocessing, the monitoring system uses a peak extraction algorithm to locate the acceleration peak. The most direct method is to traverse the entire acceleration sequence and find the acceleration measurement with the largest absolute value as the acceleration peak. A more refined method is to set a peak identification window and search for peaks within the time interval of the impact (usually the first 100-500 milliseconds after the intelligent rammer hammer contacts the ground), avoiding mistaking the preparation stage before the impact or the aftershocks after the impact for the main peak. For complex waveforms with multiple local peaks, the monitoring system identifies the main peak (the peak with the largest amplitude) as a representative parameter, while recording the position and amplitude of the secondary peaks. The extracted acceleration peaks are bound and stored with the coordinate information of the corresponding impact point, forming a "coordinate-acceleration peak" data pair.

[0058] S103. Obtain the impact acceleration threshold range, which includes the lower acceleration threshold and the upper acceleration threshold.

[0059] The impact acceleration threshold range refers to the standard range of peak acceleration used to determine whether the crushing effect is qualified. It is jointly defined by the lower and upper acceleration thresholds. For example, [325g, 365g] indicates that the peak acceleration corresponding to a qualified crushing effect should be between 325g and 365g. The upper acceleration threshold represents the critical acceleration value for insufficient crushing. When the peak acceleration exceeds this threshold, it indicates that the impact intensity is insufficient to effectively crush the rigid ground structure, and the crushing depth and crack density do not meet the design requirements. The lower acceleration threshold represents the critical acceleration value for excessive crushing. When the peak acceleration is below this threshold, it indicates that the impact energy is too large, causing the ground material to be excessively crushed or the base structure to be damaged, losing its due load-bearing capacity and structural stability. The threshold calibration process can establish the correspondence between the peak acceleration and the actual crushing effect through experimental testing and expert evaluation. It usually requires drop hammer testing, core sampling, and mechanical performance testing on representative test sections to obtain a large number of "peak acceleration - crushing state" calibration data pairs. The impact acceleration threshold range may vary for different engineering projects. For example, the threshold range for old cement pavement renovation projects may be [350g, 450g].

[0060] Specifically, before the monitoring system begins to determine the crushing effect based on the peak acceleration at the impact points, it must first determine the impact acceleration threshold range applicable to the current project. This threshold range is the judgment standard and core basis for the entire crushing effect monitoring. The monitoring system obtains the impact acceleration threshold range in three main ways: First, it retrieves it from a pre-set engineering specification database. This database contains standard threshold ranges corresponding to different project types, geological conditions, and pavement materials. When starting the monitoring task, the operator selects the project type and material parameters, and the system automatically matches and loads the corresponding impact acceleration threshold range. Second, it is determined based on a special calibration test before the project commences. Before formal construction, the FWA intelligent testing vehicle conducts standardized drop hammer tests at multiple test points on the test section, recording the peak acceleration at each test point. Simultaneously, engineering quality inspection experts perform core sampling at these test points. The crushing state is assessed (divided into three categories: insufficient crushing, qualified crushing, and excessive crushing). Through statistical analysis, a calibration correspondence is established between the peak test acceleration and the core crushing assessment results. The critical acceleration values ​​for insufficient crushing and excessive crushing are extracted as the upper and lower acceleration thresholds, respectively. The impact acceleration threshold range obtained by this method best matches the actual situation of the current project. The third method is to dynamically adjust the threshold range during construction. The monitoring system will continuously track the distribution of the peak acceleration at each impact point and the subsequent verification results. If the initial threshold range is found to lead to a high misjudgment rate, the monitoring system will prompt the operator or automatically start the threshold optimization algorithm for fine-tuning.

[0061] Optionally, under normal circumstances, obtaining the impact acceleration threshold range, which includes the lower and upper limits of acceleration, can be achieved in the following ways, without limitation: After the FWA intelligent inspection vehicle performs drop hammer tests at various test points on the test section, obtain the test acceleration sequence of the FWA intelligent inspection vehicle's drop hammer at each test point; extract the peak test acceleration from the test acceleration sequence; obtain the core breakage assessment results from experts for each test point, including under-breakage and over-breakage states; establish a calibration correspondence between the peak test acceleration and the core breakage assessment results; from the calibration correspondence, extract the critical value of the peak test acceleration corresponding to the under-breakage state as the upper limit of acceleration threshold, and extract the critical value of the peak test acceleration corresponding to the over-breakage state as the lower limit of acceleration threshold.

[0062] S104. Compare the peak acceleration with the lower and upper acceleration thresholds;

[0063] The comparison operation refers to the process by which the monitoring system compares the peak acceleration extracted from the acceleration sequence with the acquired impact acceleration threshold range. The comparison result determines the positional relationship of the peak acceleration relative to the impact acceleration threshold range, providing a logical basis for subsequent fracture effect assessment. The comparison result includes three scenarios: when the peak acceleration is less than the lower acceleration threshold, it is considered over-fractured; when the peak acceleration is greater than the upper acceleration threshold, it is considered under-fractured; and when the peak acceleration is between the lower and upper acceleration thresholds, it is considered acceptable.

[0064] Specifically, once the monitoring system extracts the peak acceleration and successfully obtains the impact acceleration threshold range, it immediately initiates an automated judgment process to evaluate the fracture effect at the current impact point in real time. The comparison process is completed within milliseconds. To improve judgment accuracy and avoid boundary effects, the monitoring system considers measurement errors and judgment tolerances during the comparison process: when the difference between the peak acceleration and the threshold is less than a preset error tolerance (e.g., 0.5g or 2% of the threshold), the monitoring system marks the impact point as "critical state - requires verification," triggering a secondary verification process. This may require adding supplementary measurement points near the impact point or on-site confirmation by quality inspectors. The comparison results are displayed in real time on the monitoring system's operating interface, with different colors indicating different judgment states: green indicates qualified fracture, yellow indicates insufficient fracture, red indicates excessive fracture, and gray indicates a critical state requiring verification. Operators can intuitively understand the distribution of fracture effects in the construction area.

[0065] S105. If the peak acceleration is determined to be less than the lower limit threshold of acceleration, the impact point is determined to be excessively broken, the corresponding coordinate information is output and a prompt for grouting reinforcement or excavation and replacement is generated.

[0066] Excessive fragmentation refers to an unqualified state where the ground material is fragmented beyond design requirements due to the impact of the intelligent compactor's drop hammer. This manifests as the complete pulverization of the rigid ground structure, excessively thick fragmented layers, excessively small particle sizes, or severe damage to the base course's bearing capacity. This can lead to subsequent road structure instability, reduced load-bearing capacity, uneven settlement, and other engineering quality problems. Grouting reinforcement is a repair method for excessively fragmented areas. It involves injecting cement grout, chemical grout, or other cementitious materials into the fragmented area to fill the pores and cracks within the fragmented layer, bonding the fragmented particles, and restoring or improving its integrity and load-bearing capacity. It is suitable for excessively fragmented situations where the fragmented layer thickness is moderate and the base course still retains some structure. Excavation and replacement is another repair method for excessively fragmented areas. It involves completely excavating and cleaning the fragmented layer in the fragmented area, then backfilling with qualified roadbed material and compacting it according to specifications. This completely eliminates the quality hazards caused by excessive fragmentation and is suitable for situations where the fragmentation is extremely severe, the fragmented layer has lost its reinforcement value, or the underlying base course has been damaged.

[0067] Specifically, when the monitoring system confirms through comparison that the peak acceleration at a certain impact point is less than the lower acceleration threshold, it immediately triggers the over-fracture emergency response procedure to prevent the problem from escalating and to ensure project quality. First, the monitoring system updates the status field of the impact point to "Over-fracture - Pending Treatment" and records the judgment time and the magnitude of the exceedance (i.e., the difference between the peak acceleration and the lower acceleration threshold). Then, the monitoring system outputs coordinate information: on the monitoring system's visual interface, the location of the impact point is automatically marked with a red warning icon, displaying an over-fracture indicator and the peak acceleration value. Operators can click the icon to view detailed information about the impact point, including precise coordinates, impact time, and a complete acceleration sequence waveform. Simultaneously, the monitoring system generates an over-fracture point list report, listing the coordinates, exceedance magnitude, and judgment time of all impact points determined to be over-fractured. This information can be exported to Excel or PDF format for the construction management team to review. While outputting coordinate information, the monitoring system activates a treatment plan recommendation algorithm: If the threshold exceedance is small, and auxiliary indicators such as impact stiffness and pavement rebound modulus at the impact point indicate that the base layer still has a certain bearing capacity, the monitoring system will recommend grouting reinforcement treatment. The prompt message will specify the recommended grouting material type (e.g., cement-water glass double-liquid grout), grouting pressure range (e.g., 0.3-0.8MPa), and estimated grouting volume (e.g., 8-15 liters per square meter), among other technical parameters. If the threshold exceedance is large, or if the detection reveals that the base layer has been severely damaged and its bearing capacity is close to being lost, the monitoring system will recommend excavation and replacement treatment. The prompt message will indicate the recommended excavation depth (e.g., excavate to 10 cm below the unbroken stable layer), backfill material requirements (e.g., graded crushed stone or lime-soil), and compaction standards (e.g., compaction degree not less than 95%), among other construction points.

[0068] S106. If the peak acceleration is greater than the upper limit threshold of acceleration, the impact point is determined to be insufficiently broken, the corresponding coordinate information is output and a secondary breaking command is generated.

[0069] Insufficient fragmentation refers to a substandard condition where the impact of the intelligent rammer fails to effectively break the rigid structure of the ground, or the fragmentation depth or crack density does not meet design requirements. This manifests as the original rigid slab structure maintaining high integrity, excessively narrow cracks, or excessively wide crack spacing. Without supplementary treatment, this can lead to poor adhesion between the subsequent overlay and the old pavement, premature appearance of reflective cracks, and other engineering quality hazards. Secondary fragmentation refers to a supplementary construction operation that involves re-impacting the insufficiently fragmented impact points to achieve the designed fragmentation effect. This typically maintains the same impact parameters as the initial fragmentation (impact weight, lifting height) or appropriately increases the impact energy (increasing the impact weight or increasing the number of impacts) until the fragmentation effect at that impact point meets quality standards. A secondary fragmentation command is an automatic re-impact command issued by the monitoring system to the intelligent rammer operator or the intelligent rammer control system. The command includes the coordinates of the impact point requiring secondary fragmentation, suggested adjustments to the impact parameters, and priority level.

[0070] Specifically, when the monitoring system confirms through comparison that the peak acceleration at a certain impact point exceeds the upper limit threshold, supplementary crushing measures need to be taken promptly to avoid potential quality issues. First, the monitoring system updates the impact point's status to "Insufficient Crushing - Pending Secondary Crushing" and writes the relevant data to the pending task queue. Next, the monitoring system outputs coordinate information: on the construction area map on the monitoring interface, the impact point will be marked with a yellow warning icon, displaying "Pending Secondary Crushing" and the current peak acceleration next to the icon. Operators can click the icon to view detailed information about the impact point.

[0071] By adopting the above technical solution, the monitoring system acquires the acceleration sequence and coordinate information of the impact point of the intelligent rammer hammer, calculates the peak acceleration and compares it with the impact acceleration threshold range, realizing the quantitative judgment of the crushing effect at the impact point. It can accurately identify points of over-crushing and under-crushing, and output the corresponding coordinates and generate targeted handling prompts and instructions. This changes the traditional method of manual experience judgment, realizes the automated and precise monitoring of micro-crack crushing effect, effectively avoids the subjectivity and error of manual judgment, and improves the efficiency and accuracy of crushing effect monitoring in projects such as old road reconstruction.

[0072] The following provides a more detailed description of the process of the method provided in this implementation. Please refer to [link / reference]. Figure 2 This is another flowchart illustrating the microcrack and breakage state monitoring method in this application embodiment.

[0073] S201. After the FWA intelligent inspection vehicle conducts drop hammer tests in various preset impact areas of a preset road section, it acquires the response data of each preset impact area.

[0074] The pre-defined road section refers to the road segment that needs to be inspected and evaluated before the micro-crack breaking construction. It is usually identified by its starting and ending chainages, for example, K3+200 to K5+800 represents the section from 3.2 km to 5.8 km. The pre-defined impact area refers to several sub-areas to be inspected within the pre-defined road section, divided at certain intervals. Each pre-defined impact area represents an independent inspection unit, typically with an area between 10-50 square meters, for example, a rectangular area divided every 20 meters longitudinally and every 3.5 meters laterally. The drop hammer test refers to the FWA intelligent inspection vehicle controlling the drop hammer device to freely drop a certain mass of FWA intelligent inspection vehicle hammer from a set height, generating a standardized dynamic load on the road surface to evaluate the mechanical response characteristics of the road structure. Typical parameters are a drop hammer mass of 50-150 kg and a drop height of 1-2 meters. Response data refers to the collection of various physical quantity measurement results generated by the pavement structure under the action of falling hammer impact load. It mainly includes acceleration response data, deflection response data, strain response data, and load time history data. For example, the response data of a certain preset impact area may include parameters such as peak acceleration of 380g, maximum deflection of 1.2 mm, and peak strain of 420 microstrain.

[0075] Specifically, before officially commencing micro-fracture construction, the monitoring system needs to conduct a comprehensive structural performance test on the pre-designated road section to determine which areas require treatment. Technicians import electronic maps and station information of the pre-designated road section into the monitoring system and set up a pre-designated impact zone division scheme. The FWA intelligent inspection vehicle, following the inspection route planned by the monitoring system, sequentially enters each pre-designated impact zone to conduct drop hammer tests. In each pre-designated impact zone, the FWA intelligent inspection vehicle is precisely positioned using the second position acquisition module and then stops. The onboard hydraulic system raises the FWA intelligent inspection vehicle's drop hammer to a pre-designated height and releases it, allowing the drop hammer to fall freely and impact the road surface. At the moment of impact, the accelerometer array in the second sensor assembly continuously collects the acceleration changes at various points on the road surface at a sampling frequency of 1000-2000Hz. The displacement sensor simultaneously measures the instantaneous subsidence of the road surface, the strain sensor records the strain response of the road material, and the load sensor monitors the actual applied impact force. The data from these sensors are timestamped and preliminarily filtered by the onboard data acquisition system to form complete response data.

[0076] S202. Based on the response data, calculate the bearing capacity deterioration level data and deflection value data of each preset impact zone.

[0077] Among them, the bearing capacity deterioration data refers to the quantitative index characterizing the degree of decline in the bearing capacity of the pavement structure relative to the design standard or the state of new construction. It is usually expressed as a deterioration coefficient or a deterioration percentage. For example, a deterioration coefficient of 0.7 means that the current bearing capacity is only 70% of the original design value, and the deterioration degree is 30%. Bearing capacity refers to the maximum load capacity that the pavement structure can withstand without damage or excessive deformation, reflecting the overall strength and stability of the pavement. Deflection value data refers to the maximum vertical displacement of the pavement under standard load, usually expressed in millimeters or 0.01 millimeters. For example, a deflection value of 1.2 millimeters means that the pavement has settled a maximum of 1.2 millimeters at the impact point. The larger the deflection value, the weaker the pavement structure and the worse its bearing capacity.

[0078] Specifically, once the monitoring system successfully acquires the response data for each preset impact zone, it immediately initiates a data analysis and calculation module to perform in-depth processing on this raw response data, extracting key index parameters reflecting the pavement structure performance. For deflection calculation, the monitoring system extracts the displacement time-history curves recorded by displacement sensors from the response data, identifying the peak point in the displacement time-history curve as the maximum deflection value for that preset impact zone. Simultaneously, it records auxiliary indicators such as deflection basin shape parameters and rebound rate. For calculating the bearing capacity degradation level data, the monitoring system employs an inversion algorithm based on elastic layered system theory. Inputting deflection data, acceleration response data, and known pavement structure layer thickness parameters, it iteratively calculates and inversely calculates the current rebound modulus of each structural layer. The inverted rebound modulus is then compared with the design standard modulus or the reference modulus of the newly constructed pavement, and the modulus attenuation ratio is calculated as the bearing capacity degradation level data.

[0079] S203. Based on the bearing capacity deterioration data and deflection value data of each preset impact zone, determine the areas with insufficient bearing capacity.

[0080] Among them, areas with insufficient bearing capacity refer to the set of pavement areas in the pre-designed road section that have been assessed and determined to have a bearing capacity that does not meet the requirements for engineering use and require micro-crack breaking treatment or other reinforcement measures. These areas are usually characterized by a high degree of bearing capacity deterioration or deflection values ​​that exceed the standard limits.

[0081] Specifically, after the monitoring system completes the calculation of deflection value data and bearing capacity deterioration degree data for all preset impact areas, a comprehensive evaluation is required to identify the areas with insufficient bearing capacity that truly need treatment. The monitoring system first retrieves the bearing capacity assessment standards applicable to the current project from the engineering parameter database, including the allowable upper limit threshold for deflection value and the allowable upper limit threshold for bearing capacity deterioration degree. For example, the assessment standards for a certain old cement pavement renovation project might be set at an upper limit of 1.5 mm for deflection value and an upper limit of 40% for deterioration degree. Subsequently, the monitoring system performs a dual judgment on each preset impact area: first, it checks whether the deflection value data exceeds the allowable upper limit threshold. If the deflection value of a preset impact area is 1.8 mm, which is greater than the upper limit of 1.5 mm, then the preset impact area is initially marked as "suspected bearing capacity deficiency"; next, it checks the bearing capacity deterioration degree data. If the deterioration degree is 45%, which exceeds the upper limit of 40%, then the preset impact area is further confirmed as bearing capacity deficiency. The monitoring system adopts a logical rule of "judging as bearing capacity deficiency if either condition is met" or "judging only if both conditions are met simultaneously," with the specific rules configured according to the actual project situation. After completing the single-point determination, the monitoring system performs spatial clustering analysis on all pre-defined impact areas determined to have insufficient bearing capacity. It identifies geographically adjacent or contiguous pre-defined impact areas with insufficient bearing capacity and merges them into a single insufficient bearing capacity area. For example, if five consecutive longitudinally connected and two consecutive laterally connected pre-defined impact areas are all insufficient bearing capacity, the area covered by these ten pre-defined impact areas is defined as one insufficient bearing capacity area. The monitoring system marks the boundaries of the insufficient bearing capacity area in red or orange on the visualization interface, generating a distribution map and statistical reports of the insufficient bearing capacity area. The reports list information such as the starting and ending chainages, area, average deflection value, and average degree of deterioration for each insufficient bearing capacity area, providing a decision-making basis for subsequent impact point planning.

[0082] S204. Determine the impact point in areas with insufficient bearing capacity.

[0083] Among them, impact points refer to the specific locations where intelligent rammers actually perform impact crushing operations within areas with insufficient bearing capacity. Each impact point represents a complete rammering operation, and all impact points are arranged at certain intervals to cover the entire area with insufficient bearing capacity, achieving comprehensive crushing treatment. Impact point planning refers to the calculation process by which the monitoring system scientifically and rationally determines the number, coordinates, and sequence of impact points based on the shape, area, bearing capacity distribution characteristics, and construction process requirements of the area with insufficient bearing capacity.

[0084] Specifically, after the monitoring system delineates areas with insufficient bearing capacity, it needs to further plan the layout of impact points within these areas to guide the intelligent rammer in carrying out precise construction. The monitoring system calls the automatic impact point layout algorithm module to calculate the impact points based on the rammer spacing parameters specified in the engineering design documents. The commonly used rammer spacing is 0.2-0.6 meters, with the specific value determined based on factors such as the type of road material, required breaking depth, and the impact energy of the intelligent rammer. For example, for a 25-centimeter-thick cement concrete pavement, the rammer spacing is generally set to 0.4 meters when using a 3-ton intelligent rammer. The automatic impact point layout algorithm module performs gridded point placement for each area with insufficient bearing capacity: first, it calculates the circumscribed rectangular boundary of the area with insufficient bearing capacity, establishes a local coordinate system with one corner of the circumscribed rectangular boundary as the origin, and evenly arranges the impact points in the horizontal and vertical directions according to the set rammer spacing, forming a regular rectangular grid array; for areas with irregular boundaries, the automatic impact point layout algorithm module automatically trims the impact points that exceed the actual boundary of the area with insufficient bearing capacity, retaining the effective impact points within the boundary. After the basic grid layout is completed, the monitoring system will also perform intelligent optimization based on the bearing capacity degradation data of each preset impact zone: for local areas with particularly severe degradation, the impact points will be appropriately densified to enhance the crushing effect, for example, reducing the standard 0.4-meter spacing to 0.2 meters; for edge areas with relatively mild degradation, the spacing between impact points can be appropriately widened to improve construction efficiency. The monitoring system assigns a unique number to each impact point, records its precise coordinate information, and plans the operation sequence according to the principles of construction convenience and efficiency optimization, generating an impact point operation list and navigation path map, which are then sent to the vehicle terminal of the intelligent rammer through a data interface. The operator can see the directional distance between the current position and the next impact point to be operated on the terminal screen, guiding the intelligent rammer to complete the crushing operation of all impact points in sequence.

[0085] S205. Obtain the acceleration sequence of the intelligent rammer hammer at the impact point and the coordinate information of the impact point.

[0086] For details, please refer to step S101, which will not be repeated here.

[0087] S206. Determine the peak acceleration of the falling hammer of the intelligent rammer based on the acceleration sequence.

[0088] For details, please refer to step S102, which will not be repeated here.

[0089] S207. Based on the acceleration sequence, plot the acceleration-time curve, and perform a second integration on the acceleration-time curve to obtain the displacement-time curve.

[0090] An acceleration-time curve is a graph plotted in chronological order of acceleration values ​​from a sequence of acceleration values. The horizontal axis represents time (usually in milliseconds), and the vertical axis represents the acceleration value (usually in g or m / s²). The acceleration-time curve visually displays the dynamic response characteristics of the entire impact process. A displacement-time curve is a curve showing the change in displacement over time, obtained by performing two mathematical integrations on the acceleration-time curve.

[0091] Specifically, the monitoring system plots the acceleration values ​​in the acceleration sequence into acceleration-time curves in chronological order. Then, it performs a first mathematical integration on the acceleration-time curves to obtain the velocity-time curves. Finally, it performs a second mathematical integration on the velocity-time curves to obtain the displacement-time curves.

[0092] S208. Extract the impact displacement corresponding to the peak acceleration from the displacement-time curve.

[0093] Specifically, firstly, the monitoring system, based on the acceleration-time curve, identifies key characteristic points of the impact process through curve analysis, particularly extracting the acceleration peak value representing the maximum impact torque. The acceleration peak value typically appears in the early part of the acceleration-time curve, lasting for an extremely short time (usually only a few milliseconds), but its value can reach hundreds of times the acceleration due to gravity. Next, the monitoring system precisely locates the moment corresponding to the acceleration peak value from the displacement-time curve, extracting the displacement value at that moment as the impact displacement. The impact displacement represents the instantaneous deformation of the ground under the maximum impact force.

[0094] S209. Calculate the impact stiffness at the impact point based on the hammer mass, peak acceleration, impact displacement, and ground contact area of ​​the intelligent rammer.

[0095] Specifically, the monitoring system retrieves pre-stored data on the intelligent rammer's hammer mass (automatically configured based on the equipment model or manually input) and ground contact area (calculated based on the hammer's base plate dimensions), and combines this with the extracted peak impact acceleration and impact displacement, then substitutes these values ​​into the following formula:

[0096]

[0097] Where m is the falling hammer mass of the intelligent rammer, a is the peak impact acceleration, IDIS is the impact displacement, and S is the ground contact area.

[0098] Considering the influence of the ground contact area, the impact stiffness may need to be normalized by area in the actual calculation to obtain the impact stiffness per unit area. After the calculation is completed, the monitoring system associates and stores the impact stiffness with the coordinate information of the corresponding impact point, forming a complete record of the mechanical response characteristic data of the impact point.

[0099] S210. Obtain the impact acceleration threshold range, which includes the lower acceleration threshold and the upper acceleration threshold.

[0100] For details, please refer to step S103, which will not be repeated here.

[0101] S211. Compare the peak acceleration with the lower and upper acceleration thresholds.

[0102] For details, please refer to step S104, which will not be repeated here.

[0103] S212. If the peak acceleration is determined to be less than the lower limit threshold of acceleration, the impact point is determined to be excessively broken, the corresponding coordinate information is output, and a prompt for grouting reinforcement or excavation and replacement is generated.

[0104] For details, please refer to step S105, which will not be repeated here.

[0105] S213. If the peak acceleration is greater than the upper limit threshold of acceleration, the impact point is determined to be insufficiently broken, the corresponding coordinate information is output and a secondary breaking command is generated.

[0106] For details, please refer to step S106, which will not be repeated here.

[0107] S214. Obtain the road surface rebound modulus after treatment at each impact point.

[0108] Treatment refers to targeted improvement measures taken at impact points after the initial assessment of the crushing effect. This includes grouting reinforcement or excavation and replacement of excessively crushed areas, and secondary crushing of insufficiently crushed areas. Road surface resilient modulus refers to the mechanical parameter corresponding to the elastic deformation capacity that road surface materials can recover after deformation under load and subsequent unloading. It characterizes the elastic stiffness and load-bearing capacity of the road surface material, usually measured in megapascals (MPa). For example, a road surface resilient modulus of 350 MPa indicates that the road surface has good load-bearing performance. "After treatment" indicates the state after targeted treatment measures have been completed and a curing and stabilization period has been completed, such as 3-6 hours of curing after grouting reinforcement or 24 hours of compaction and stabilization after secondary crushing.

[0109] Specifically, after the construction team completes targeted treatment work at each impact point according to the treatment instructions issued by the monitoring system and the prescribed curing period has passed, the monitoring system organizes verification testing of the treatment effect. Based on the treatment completion time recorded by the construction progress management module, the monitoring system automatically generates a test task list and pushes it to the FWA intelligent testing vehicle. The FWA intelligent testing vehicle sequentially arrives at each treated impact point to conduct drop hammer tests, and the second sensor component collects deflection basin data and transmits it to the monitoring system in real time. The monitoring system calls the elastic layered system inversion algorithm, inputs the measured deflection basin data and pavement structure layer thickness parameters, and calculates the pavement resilient modulus at the impact point through iterative optimization. The monitoring system binds and stores the calculated pavement resilient modulus with information such as the coordinates of the corresponding impact point, treatment method, and treatment time, forming a complete verification data record.

[0110] S215. Compare the road surface rebound modulus with the preset optimal modulus range.

[0111] The optimal modulus range refers to the ideal range of resilient modulus of the pavement fractured layer determined based on engineering design requirements and historical experience. The lower limit of this range ensures sufficient load-bearing capacity of the fractured layer, while the upper limit prevents it from becoming too hard. For example, the optimal modulus range for a certain project might be set at 280-450 MPa. The lower limit of the modulus range refers to the minimum allowable value within the optimal modulus range. When the pavement resilient modulus is below this lower limit, it indicates insufficient load-bearing capacity of the fractured layer; for example, a lower limit of 280 MPa. The upper limit of the modulus range refers to the maximum allowable value within the optimal modulus range. When the pavement resilient modulus exceeds this upper limit, it indicates insufficient fracture effect; for example, an upper limit of 450 MPa.

[0112] Specifically, after the monitoring system acquires the road surface rebound modulus at each impact point, it immediately retrieves the preset optimal modulus range parameters from the engineering parameter configuration database, such as a lower limit of 300 MPa and an upper limit of 420 MPa. The monitoring system performs automated comparison and judgment for each impact point: it compares the measured road surface rebound modulus with the lower and upper limits. If the measured value is within the range, the monitoring system marks the impact point as "treatment qualified" and displays it with a green icon; if the measured value is less than the lower limit, it marks it as "re-treatment required - insufficient modulus" and displays it with a yellow icon; if the measured value is greater than the upper limit, it marks it as "re-treatment required - excessive modulus" and displays it with an orange icon. The monitoring system has a judgment tolerance mechanism; when the deviation between the measured value and the threshold is within the allowable error range, a manual review process is triggered. The monitoring system calculates the pass rate and failure rate in real time; when the failure rate exceeds the warning threshold, a quality warning is triggered.

[0113] S216. If the road surface rebound modulus at the first impact point is determined to be within the optimal modulus range, the road surface fracture layer corresponding to the first impact point is deemed to have reached the uniformity and stability standards.

[0114] The first impact point refers to any impact point where the pavement resilient modulus is confirmed to be within the optimal modulus range during the comparison and judgment process. The first pavement resilient modulus refers to the pavement resilient modulus value obtained by testing and calculation at the first impact point, for example, 360 MPa. Uniformity refers to the consistency of material properties in the spatial distribution of the pavement fracture layer, manifested in small differences in indicators such as the degree of fracture, density, and load-bearing capacity at different locations. Stability refers to the ability of the pavement fracture layer to maintain structural integrity and not significantly reduce its load-bearing capacity during long-term use, manifested in effective interlocking between particles and deformation resistance meeting design requirements.

[0115] Specifically, once the monitoring system confirms that the first road surface rebound modulus at a certain first impact point is within the optimal modulus range, it immediately updates the quality status label of that impact point to "Quality Qualified - Uniform and Stable," and records the judgment time and basis. On the visualization interface, the icon of the first impact point changes to dark green and displays a "✓ Qualified" label. A road surface rebound modulus within the optimal modulus range means that the overall stiffness of the fractured layer is moderate; it will not suffer from insufficient load-bearing capacity due to excessive fracture, nor from uneven stiffness due to insufficient fracture, thus confirming good uniformity of the fractured layer from a mechanical response perspective. Simultaneously, a moderate road surface rebound modulus corresponds to reasonable density and particle size distribution, ensuring that no significant deformation occurs under traffic loads, guaranteeing stability. The monitoring system includes the qualified first impact points in the qualified list, statistically analyzes the number of qualified points and the distribution characteristics of rebound modulus, providing quantitative evidence for engineering quality assessment.

[0116] S217. If the road surface rebound modulus at the second impact point is not within the optimal modulus range, generate a re-treatment command for the second impact point until the road surface rebound modulus at all impact points is adjusted to the optimal modulus range.

[0117] The second impact point refers to any impact point where the road surface rebound modulus is confirmed to be outside the optimal modulus range during the comparison and judgment process. The second road surface rebound modulus refers to the road surface rebound modulus value obtained by testing and calculation for the second impact point, such as 250MPa (below the lower limit) or 480MPa (above the upper limit). The re-treatment instruction refers to the supplementary treatment operation command automatically generated by the monitoring system for the second impact point that has not met the standard. Until the process control conditions indicate the iterative cycle, the monitoring system continuously tracks the verification results after the re-treatment until the rebound modulus of that point is adjusted to the optimal modulus range before terminating the treatment cycle.

[0118] Specifically, when the monitoring system detects that the second road surface rebound modulus at a certain second impact point is not within the optimal modulus range, it immediately triggers a re-treatment response process. First, the monitoring system analyzes the deviation: if the second road surface rebound modulus is below the lower limit (e.g., 250 MPa while the lower limit is 300 MPa), the monitoring system determines that there is insufficient bearing capacity, possibly due to excessive fragmentation or insufficient treatment; if the second road surface rebound modulus is above the upper limit (e.g., 480 MPa while the upper limit is 420 MPa), the monitoring system determines that there is insufficient fragmentation. Based on the direction and magnitude of the deviation, the monitoring system calls the treatment plan decision algorithm: for points with excessively low rebound modulus, if the deviation is small, it recommends supplementary grouting reinforcement and specifies the grouting parameters; if the deviation is large, it recommends excavation and redoing; for points with excessively high rebound modulus, it recommends supplementary fragmentation and specifies the increased number of compaction blows or adjustment of compaction energy. The generated re-treatment instruction is pushed to the construction personnel, and the second impact point is highlighted on the map with the words "re-treatment required". After the construction team completes the second treatment and maintenance, the monitoring system organizes the FWA intelligent inspection vehicle to re-measure, obtain the new road surface rebound modulus, and repeat the comparison and judgment. The monitoring system establishes a treatment history file for each impact point, recording the time, method, and verification results of each round of treatment. When the standard is still not met, it automatically generates the next round of treatment instructions, and so on until the road surface rebound modulus of that point falls within the optimal modulus range.

[0119] The monitoring system in the embodiments of this invention is described below from the perspective of hardware processing. Please refer to [link / reference needed]. Figure 3 This is a schematic diagram of the physical device structure of a monitoring system in an embodiment of this application.

[0120] It should be noted that, Figure 3 The structure of the monitoring system shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0121] like Figure 3 As shown, the monitoring system includes a CPU 301, which can perform various appropriate actions and processes based on a program stored in the read-only memory ROM 302 or a program loaded from the storage section 308 into the random access memory RAM 303, such as executing the methods described in the above embodiments. The RAM 303 also stores various programs and data required for system operation. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An I / O interface 305 is also connected to the bus 304.

[0122] The following components are connected to I / O interface 305: input section 306 including audio input devices, push-button switches, etc.; output section 307 including a liquid crystal display (LCD) and audio output devices, indicator lights, etc.; storage section 308 including a hard disk, etc.; and communication section 309 including a network interface card such as a LAN (Local Area Network) card, modem, etc. Communication section 309 performs communication processing via a network such as the Internet. Drive 310 is also connected to I / O interface 305 as needed. Removable media 311, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 310 as needed so that computer programs read from them can be installed into storage section 308 as needed.

[0123] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing computer programs for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by CPU 301, it performs the various functions defined in the present invention.

[0124] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0125] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. Each block in a flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those shown in the drawings.

[0126] Specifically, the monitoring system in this embodiment includes a processor and a memory. The memory stores a computer program, and when the computer program is executed by the processor, it implements the micro-crack breakage state monitoring method provided in the above embodiment.

[0127] In another aspect, the present invention also provides a computer-readable storage medium, which may be included in the monitoring system described in the above embodiments; or it may exist independently and not be assembled into the monitoring system. The storage medium carries one or more computer programs, which, when executed by a processor of the monitoring system, cause the monitoring system to implement the micro-crack fragmentation state monitoring method provided in the above embodiments.

[0128] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0129] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as meaning "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0130] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for monitoring micro-crack fracture state, characterized in that, Applied to a monitoring system, the method includes: Obtain the acceleration sequence of the intelligent rammer hammer at the impact point and the coordinate information of the impact point; Based on the acceleration sequence, the peak acceleration of the falling hammer of the intelligent rammer is determined; Obtain the impact acceleration threshold range, which includes a lower acceleration threshold and an upper acceleration threshold; The peak acceleration is compared with the lower acceleration threshold and the upper acceleration threshold. If the peak acceleration is determined to be less than the lower limit threshold of acceleration, the impact point is determined to be excessively broken, the corresponding coordinate information is output and a prompt for grouting reinforcement or excavation and replacement is generated. If the peak acceleration is determined to be greater than the upper limit threshold of acceleration, the impact point is determined to be insufficiently broken, the corresponding coordinate information is output and a secondary breaking command is generated.

2. The method according to claim 1, characterized in that, Before the step of obtaining the acceleration sequence of the intelligent rammer hammer at the impact point and the coordinate information of the impact point, the method further includes: After the FWA intelligent inspection vehicle conducts drop hammer tests in various preset impact areas of a preset road section, it acquires the response data of each preset impact area. Based on the response data, the bearing capacity deterioration degree data and deflection value data of each preset impact zone are calculated; Based on the bearing capacity deterioration data and deflection value data of each preset impact zone, areas with insufficient bearing capacity are determined; Identify the impact points in the area with insufficient bearing capacity.

3. The method according to claim 2, characterized in that, The acquisition of the impact acceleration threshold range includes a lower acceleration threshold and an upper acceleration threshold, specifically including: After the FWA intelligent inspection vehicle performs drop hammer tests at various test points on the test road section, the test acceleration sequence of the FWA intelligent inspection vehicle's drop hammer at each test point is obtained. Extract the peak value of the test acceleration from the test acceleration sequence; Obtain the core breakage assessment results of experts for each test point, including under-breakage and over-breakage states; Establish a calibrated correspondence between the peak test acceleration and the core breakage assessment results; From the calibration correspondence, the critical value of the peak test acceleration corresponding to the insufficient crushing state is extracted as the upper limit threshold of acceleration, and the critical value of the peak test acceleration corresponding to the excessive crushing state is extracted as the lower limit threshold of acceleration.

4. The method according to claim 2, characterized in that, The FWA intelligent inspection vehicle is also used for detecting voids at the corners of cement pavement slabs, and the method further includes: The reference impact acceleration generated by the FWA intelligent inspection vehicle dropping a hammer at the center of the cement slab and the measured impact acceleration generated by dropping a hammer at the corner of the cement slab were obtained. Calculate the critical value for detachment detection based on the aforementioned benchmark impact acceleration; If the measured impact acceleration is less than the void detection threshold, it is determined that there is void at the corner of the cement board, and the degree of void is calculated according to the preset void degree calculation formula. If the degree of voiding is determined to be greater than a preset severe voiding threshold, a grouting reinforcement treatment instruction is generated for the corner of the cement slab.

5. The method according to claim 2, characterized in that, The intelligent tamping machine includes a first sensor component and a first position acquisition module, and the FWA intelligent inspection vehicle includes a second sensor component and a second position acquisition module. The first sensor component, the first position acquisition module, the second sensor component, and the second position acquisition module transmit the acquired data to the monitoring system via wired or wireless means.

6. The method according to claim 1, characterized in that, After the steps of determining that the impact point is excessively fractured when the peak acceleration is less than the lower acceleration threshold, outputting the corresponding coordinate information, and generating a grouting reinforcement or excavation and replacement prompt, or after determining that the impact point is insufficiently fractured when the peak acceleration is greater than the upper acceleration threshold, outputting the corresponding coordinate information, and generating a secondary fracture command, the method further includes: The road surface rebound modulus after treatment is obtained from each of the impact points. The road surface resilience modulus is compared with a preset optimal modulus range; If the road surface rebound modulus at the first impact point is determined to be within the optimal modulus range, the road surface fracture layer corresponding to the first impact point is determined to meet the uniformity and stability standards. If the road surface resilience modulus at the second impact point is not within the optimal modulus range, a re-treatment command is generated for the second impact point until the road surface resilience modulus at all impact points is adjusted to the optimal modulus range.

7. The method according to claim 1, characterized in that, After the step of determining the peak acceleration of the intelligent rammer hammer based on the acceleration sequence, the method further includes: Based on the acceleration sequence, an acceleration-time curve is plotted, and the acceleration-time curve is integrated twice to obtain a displacement-time curve. Extract the impact displacement corresponding to the peak acceleration from the displacement-time curve; The impact stiffness at the impact point is calculated based on the hammer mass of the intelligent rammer, the peak acceleration, the impact displacement, and the ground contact area.

8. A monitoring system, characterized in that, The monitoring system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code including computer instructions, and the one or more processors call the computer instructions to cause the monitoring system to perform the method as described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that, When the instruction is executed on the monitoring system, it causes the monitoring system to perform the method as described in any one of claims 1-7.

10. A computer program product, characterized in that, When the computer program product is run on the monitoring system, the monitoring system performs the method as described in any one of claims 1-7.

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