A road arching disease grading method based on driving comfort

Abstract

This application provides a method for classifying road bulge defects based on driving comfort, comprising: simplifying the longitudinal profile of the bulge into an ideal sine wave function; rewriting the sine wave function into a road surface bulge excitation function based on the bulge height and bulge width; deriving an expression for the vertical vibration acceleration and its disturbance value when a vehicle passes over the bulge based on the road surface bulge excitation function, so as to obtain a direct mapping relationship between the bulge height, bulge width and vertical vibration acceleration disturbance value; and establishing a classification control standard for bulge height based on the correspondence between the vertical vibration acceleration disturbance value and human subjective comfort. This method can quantify the impact of bulge defects on driving comfort and provide clear classification treatment thresholds to achieve scientific and precise preventive maintenance decisions.

Description

Technical Field

[0001] This application belongs to the field of road engineering maintenance technology, and in particular relates to a method for classifying road bulge defects based on driving comfort. Background Technology

[0002] In areas where semi-rigid base asphalt pavements are widely used, especially in desert and Gobi regions with huge temperature differences, pavement bulging has become a common and serious form of pavement damage. This type of damage manifests as continuous bulging of the pavement in the transverse direction, forming "natural speed bumps," which severely impairs driving comfort and poses potential safety hazards.

[0003] Currently, research on bulging defects largely focuses on the analysis of their causes and mechanisms, such as material expansion, temperature stress, and mechanical instability. However, in actual maintenance projects, there is still a lack of unified and scientific control standards regarding the crucial question of "when to treat." Existing methods mostly rely on the field experience of maintenance personnel or simple geometric measurements (such as bulging height), failing to effectively link the defects to the direct experience of road users—driving comfort. This leads to problems such as highly subjective treatment decisions, untimely or excessive maintenance, resulting in wasted resources or driving risks. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a road bulge disease classification method based on driving comfort, which can quantify the impact of bulge disease on driving comfort and provide clear treatment thresholds for classification, so as to achieve scientific and accurate preventive maintenance decisions.

[0005] This application provides a method for classifying road bulge defects based on driving comfort, including: The longitudinal profile of the arch is simplified into an ideal sine wave function, and the sine wave function is rewritten into a pavement arch excitation function based on the arch height and arch width. Based on the road surface arching excitation function, the expression for the vertical vibration acceleration and its disturbance value when a vehicle drives over the arch is derived, so as to obtain the direct mapping relationship between the arch height, arch width and vertical vibration acceleration disturbance value. Based on the correlation between the disturbance value of vertical vibration acceleration and the subjective comfort of the human body, a graded control standard for arch height is established.

[0006] Furthermore, the road surface camber excitation function is as follows: ; In the formula, This represents the road surface profile, and its value is the vertical distance between the actual longitudinal profile of the road surface and the design line. This is the arch height. The width of the arch is... It is half a wavelength.

[0007] Furthermore, the expression for deriving the vertical vibration acceleration and its disturbance value of a vehicle passing over the camber based on the road surface camber excitation function includes: Based on the limited driving speed and bulge width ,have Bring it into ,get: ; right By taking the derivative, we can obtain the velocity in the vertical direction. as follows: ; right By taking the derivative, we can obtain the acceleration in the vertical direction. as follows: ; Calculate the average acceleration in the vertical direction as follows: ; Based on the formula for acceleration disturbance, the acceleration disturbance value It is expressed as follows: ; Will and Substitution ,get: .

[0008] Furthermore, it can be derived in the following way: : ; The following method is used to derive the result. : .

[0009] Furthermore, the establishment of a graded control standard for arch height based on the correlation between the interference value of vertical vibration acceleration and human subjective comfort includes: The threshold values ​​for the vertical vibration acceleration defined by human subjective comfort were 0.315 m / s², 0.63 m / s², and 1.6 m / s², respectively. Obtain the measured vehicle speed and bulge width of the target road section; The above parameters are then used to establish a direct mapping relationship between arch height, arch width, and vertical vibration acceleration disturbance value to obtain the arch height threshold of the target road segment. Based on the arch height threshold, the arch level of the target road segment is defined to match the corresponding treatment recommendations.

[0010] The road camber disease classification method based on driving comfort provided in this application has the following beneficial effects: 1) For the first time, driving comfort indicators in ergonomics are directly linked to the geometric parameters of road camber through a dynamic model, overcoming the limitations of traditional methods that rely on subjective experience, and making maintenance decisions based on evidence; 2) Through quantitative models and numerical simulations, the impact of different degrees of camber on driving comfort can be accurately predicted, thereby issuing early warnings before a significant decline in comfort or the occurrence of safety risks, and realizing preventive maintenance. Attached Figure Description

[0011] Figure 1 A flowchart of the road bulge disease classification method based on driving comfort provided in an embodiment of this application is shown; Figure 2 A schematic diagram of the pavement arching excitation model provided in an embodiment of this application is shown; Figure 3 The graphs showing the vertical vibration acceleration disturbance values ​​over time corresponding to different arch heights provided in the embodiments of this application are illustrated. Figure 4 This paper presents a diagram showing representative levels of different arching defects provided in the embodiments of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this technical solution clearer, the following detailed description, in conjunction with specific embodiments, further illustrates this technical solution. It should be understood that these descriptions are merely exemplary and not intended to limit the scope of this technical solution.

[0013] Example 1:

[0014] Please see as follows Figure 1 The flowchart shown is for a road bulge disease classification method based on driving comfort, as follows: Figure 1 As shown, the method includes: S101. Simplify the longitudinal profile of the arch to an ideal sine wave function, and rewrite the sine wave function as the road surface arch excitation function based on the arch height and arch width.

[0015] The road surface camber excitation function is as follows: (1) In the formula, This represents the road surface profile, and its value is the vertical distance between the actual longitudinal profile of the road surface and the design line. This is the arch height. The width of the arch is... It is half a wavelength.

[0016] Here, please refer to... Figure 2 The diagram shows a road surface arching excitation model.

[0017] S102. Based on the road surface arching excitation function, derive the expression for the vertical vibration acceleration and its disturbance value when a vehicle drives over the arch, so as to obtain the direct mapping relationship between the arch height, arch width and vertical vibration acceleration disturbance value.

[0018] Specifically, based on the limited driving speed and bulge width ,have Bring it into ,get: (2) right By taking the derivative, we can obtain the velocity in the vertical direction. as follows: (3) right By taking the derivative, we can obtain the acceleration in the vertical direction. as follows: (4) Calculate the average acceleration in the vertical direction as follows: (5) Based on the formula for acceleration disturbance, the acceleration disturbance value It is expressed as follows: (6) Will and Substitution ,get: (7) The following method is used to derive the following: : (8) The following method is used to derive the result. : (9) In practice, the above calculation function can be written in the MATLAB environment. Then, for the actual application scenario, the arch height, arch width, and vehicle speed can be directly input to calculate the corresponding vertical vibration acceleration disturbance value.

[0019] S103. Based on the correspondence between the interference value of vertical vibration acceleration and the subjective comfort of the human body, establish a graded control standard for arch height.

[0020] In practical implementation, the graded control standard for arch height is established through the following methods: Step 1031: Obtain the threshold values ​​of vertical vibration acceleration defined by human subjective comfort as 0.315 m / s², 0.63 m / s², and 1.6 m / s².

[0021] In this step, according to the international standard ISO 2631-1:1997 "Evaluation of human body's exposure to whole-body vibration", the subjective comfort of the human body to whole-body vibration is divided into three progressive threshold limits. These limits are defined based on the frequency-weighted root mean square value of the vibration acceleration (that is, the interference value threshold of the vertical vibration acceleration in this application), corresponding to different physiological and psychological reaction stages.

[0022] 1) Comfort Reduction Threshold: When the root mean square value of vertical vibration acceleration reaches 0.315 m / s², the human body begins to experience significant discomfort, and subjective comfort is significantly reduced. 2) Fatigue-Efficiency Reduction Threshold: When the vibration intensity continues to increase, reaching 0.63 m / s², long-term exposure will lead to physiological fatigue and significantly affect attention and work efficiency. 3) When the root mean square value of vibration acceleration reaches 1.0 m / s², even short-term exposure may pose a health risk, such as causing damage to internal organs or musculoskeletal system problems. This is the highest permissible value. Step 1032: Obtain the measured vehicle speed and bulge width of the target road section.

[0023] Step 1033: Substitute the above parameters into the direct mapping relationship between arch height, arch width and vertical vibration acceleration disturbance value to obtain the arch height threshold of the target road section, and define the arch level of the target road section according to the arch height threshold to match the corresponding treatment recommendations.

[0024] In this step, based on the calculated arch height threshold, the degree of arching and the corresponding treatment recommendations are divided into: negligible arching - no treatment required, slight arching - enhanced monitoring recommended, moderate arching - immediate treatment, and severe arching - emergency treatment.

[0025] Example 2:

[0026] This embodiment takes a 131-kilometer section of National Highway G331 from Abajie to Aogan Delig as the research object. The arch height and arch width of this section are shown in Table 1. Table 1. Statistics on Arch Width per 100 Meters of G331 Road

[0027] The average arch width of this road section is approximately 1 meter, and the vehicle speed v is taken as 80 km / h (22.22 m / s).

[0028] Substituting the known parameters into the direct mapping relationship between arch height, arch width, and vertical vibration acceleration disturbance value, the arch heights corresponding to the vertical vibration acceleration disturbance value thresholds are obtained as follows: σ z =0.315m / s 2 At that time, A = 2cm; σ z =0.63m / s 2 At that time, A = 4.2 cm; σ z =1.6m / s 2 At that time, A=7cm; in addition, this embodiment also plotted the curves of vertical vibration acceleration disturbance values ​​versus time corresponding to different arch heights, as shown in the figure. Figure 3 As shown.

[0029] Further, the bulge control criteria based on driving comfort are shown in Table 2.

[0030] Table 2. Arch control standards based on driving comfort

[0031] Based on Table 2 and Figure 3 Perform analysis, and combine with, for example Figure 4 The diagram shows representative levels of different arching defects. The arching height must be strictly controlled below 2 cm. Within this range, σ z Below the human comfort sensitivity threshold (0.315 m / s) 2 The vehicle vibration is minimal, and the comfort of the driver and passengers is maintained at the optimal level. The effect of arching is negligible (corresponding to "negligible defects").

[0032] As the arch height increases, vibration intensifies, and comfort gradually decreases. When the arch height exceeds 4.2 cm, vibration significantly affects comfort and should be addressed promptly. For ease of engineering practice, when defining arch control standards, it is considered that arch height exceeding 4 cm should be addressed promptly. Crucially, when the arch height reaches or exceeds 7 cm (entering the "serious defect" stage), σ... z It will significantly exceed 1.6 m / s 2This results in extremely poor comfort for drivers and passengers. Strong vertical vibrations not only severely impact the driving experience but can also interfere with driver control, increase tire dynamic load, and even pose safety hazards (such as decreased handling stability). The study clarified the critical height thresholds for treating bulge defects: 2 cm as the comfort guarantee line, 4.2 cm as the starting point for mandatory treatment, and 7 cm as the safety risk warning line. This provides a quantitative basis for road maintenance decisions based on dynamic response and comfort evaluation, which is crucial for ensuring driving safety and improving road network service levels.

[0033] The above content is only a preferred embodiment of the present invention. For those skilled in the art, many changes can be made in the specific implementation and application scope based on the ideas of the present invention. As long as these changes do not depart from the concept of the present invention, they all fall within the protection scope of the present invention.

Claims

1. A method for classifying road bulge defects based on driving comfort, characterized in that, The method includes: The longitudinal profile of the arch is simplified into an ideal sine wave function, and the sine wave function is rewritten into a pavement arch excitation function based on the arch height and arch width. Based on the road surface arching excitation function, the expression for the vertical vibration acceleration and its disturbance value when a vehicle drives over the arch is derived, so as to obtain the direct mapping relationship between the arch height, arch width and vertical vibration acceleration disturbance value. Based on the correlation between the disturbance value of vertical vibration acceleration and the subjective comfort of the human body, a graded control standard for arch height is established.

2. The method as described in claim 1, characterized in that, The road surface camber excitation function is as follows: ； In the formula, Z(t) represents the road profile, and its value is the vertical distance between the actual longitudinal profile of the road and the design line. This is the arch height. The width of the arch is... It is half a wavelength.

3. The method as described in claim 1, characterized in that, The expression for the vertical vibration acceleration and its disturbance value of a vehicle passing over the arch, derived based on the road surface arching excitation function, includes: Based on the limited driving speed and bulge width ,have Substituting this into Z(t), we get: ； right By taking the derivative, we can obtain the velocity in the vertical direction. as follows: ； right By taking the derivative, we can obtain the acceleration in the vertical direction. as follows: ； Calculate the average acceleration in the vertical direction as follows: ； Based on the formula for acceleration disturbance, the acceleration disturbance value It is expressed as follows: ； Will and Substitution ,get: 。 4. The method as described in claim 3, characterized in that, The following method is used to derive the result. : ； The following method is used to derive the result. : 。 5. The method as described in claim 1, characterized in that, The establishment of a graded control standard for arch height based on the correlation between the interference value of vertical vibration acceleration and human subjective comfort includes: The threshold values ​​for vertical vibration acceleration defined by human subjective comfort were 0.315 m / s², 0.63 m / s², and 1.6 m / s², respectively. Obtain the measured vehicle speed and bulge width of the target road section; The above parameters are then used to establish a direct mapping relationship between arch height, arch width, and vertical vibration acceleration disturbance value to obtain the arch height threshold of the target road segment. Based on the arch height threshold, the arch level of the target road segment is defined to match the corresponding treatment recommendations.

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