A method for repairing cracks in a road surface of a highway

Abstract

The application relates to a highway pavement crack repair method, and belongs to the technical field of pavement repair. The method comprises the following steps: collecting a crack point cloud set of each crack of a target road section of a highway; generating size information of each crack; obtaining historical traffic flow data of the target road section, and calculating the remaining life of each crack when the size information of the crack reaches a preset danger threshold; calculating a risk coefficient of each crack, and dividing all the cracks into cracks to be repaired and normal cracks; generating a repair priority queue of all the cracks to be repaired of the target road section according to the risk coefficient of each crack to be repaired, and repairing each crack to be repaired of the target road section according to the repair priority queue. The application calculates the risk coefficient of each crack by comprehensively considering the size information and the remaining life of each crack, improves the accuracy of the risk coefficient evaluation of the cracks, improves the effectiveness of the pavement repair of the target road section of the highway, and further improves the safety of the highway.

Description

Technical Field

[0001] This invention relates to the field of pavement repair technology, and in particular to a method for repairing pavement cracks on highways. Background Technology

[0002] Highways are a core component of transportation infrastructure, and the integrity of their pavement structure directly affects driving safety, ride comfort, and road lifespan. During the service life of highways, factors such as material aging, subgrade settlement, and repeated loading cause cracks to appear in the pavement. If some cracks are not repaired effectively in a timely manner, they can develop into ruts, potholes, or slab breakage, severely accelerating the deterioration process of the highway pavement structure, significantly increasing later maintenance costs and construction difficulty, and shortening the overall service life of the highway.

[0003] Traditional methods for repairing highway pavement cracks rely solely on measuring the size of the cracks to assess their risk factor and then repairing them accordingly. However, these traditional risk assessment methods do not consider the remaining lifespan of the cracks and have a limited scope of evaluation. Consequently, the assessment of the risk factor for highway pavement cracks is insufficient, leading to inadequate subsequent repairs. Summary of the Invention

[0004] To solve the above-mentioned technical problems, the present invention provides a method for repairing pavement cracks on highways. The technical solution of the present invention is as follows: A method for repairing pavement cracks on highways, comprising: S1, a set of crack point clouds for each crack in a target section of a highway, collected using a line structured light 3D scanning system; S2, Generate the size information of each crack based on the crack point cloud set of each crack; S3, acquire historical traffic flow data of the target road segment, and calculate the remaining lifespan of each crack when its size reaches a preset danger threshold based on the size information of each crack and the historical traffic flow data. S4. Calculate the risk coefficient of each crack based on the remaining life when the size information of each crack reaches the preset danger threshold and the size information of each crack, and divide all cracks into cracks to be repaired and normal cracks based on the risk coefficient of each crack. S5 generates a repair priority queue for all cracks to be repaired in the target road segment based on the risk coefficient of each crack to be repaired, and repairs each crack to be repaired in the target road segment according to the repair priority queue.

[0005] Preferably, S2 includes: S21, Denoise the crack point cloud set for each crack to obtain the standard point cloud set for each crack; S22, calculate the orientation and maximum length of each crack based on the standard point cloud set of each crack; S23, extract a preset number of cross-sectional point cloud sets from the standard point cloud set along the direction of each crack, construct a preset number of cross-sectional depth curves for each crack based on each cross-sectional point cloud set of each crack, and obtain the maximum depth and maximum width of each crack based on the preset number of cross-sectional depth curves of each crack. S24, which consists of the maximum length, maximum depth and maximum width of each crack, constitutes the size information of each crack.

[0006] Preferably, S22 includes: S221, Obtain the convex hull of the standard point cloud set of the target crack, wherein the target crack is any crack in the target road segment; S222, obtain each outer cube corresponding to each face of the convex hull, and calculate the outer cube with the smallest volume among all outer cubes as the minimum outer cube; S223, take the angle between the face of the convex hull corresponding to the smallest outer cube and the x-axis of the point cloud coordinate system as the orientation angle, and construct the orientation of the target crack based on the orientation angle; S224, the length of the long side of the smallest outer cube is taken as the maximum length of the target crack.

[0007] Preferably, S23 includes: S231, construct multiple cutting points along the direction of the target crack, wherein the crack length between two adjacent cutting points is equal, and the target crack is any crack in the target road segment. S232, construct multiple cross-sections that are perpendicular to the direction of the target crack through the cutting point, and divide the target crack into a standard point cloud set through the multiple cross-sections to obtain a preset number of cross-sectional point cloud sets; S233, by fitting a cubic Bézier curve to all cross-section points in each cross-section point cloud set, the cross-section depth curve corresponding to each cross-section point cloud set is obtained; S234, obtain the maximum depth and maximum width of the cross section in each cross section depth curve, and select the maximum value of the maximum depth and maximum width of the cross section among all cross section depth curves as the maximum depth and maximum width of the target crack.

[0008] Preferably, S3 includes: S31, Obtain historical traffic flow data for the target road segment, and calculate the average daily axle load count for the target road segment based on the historical traffic flow data; S32, calculate the crack stress amplitude of each crack based on the daily average axle load frequency of the target road section and the size information of each crack; S33, obtain the preset material constant of the target road section, and calculate the propagation rate vector of each crack based on the preset material constant of the target road section, the crack stress amplitude of each crack and the daily average number of axle loads of the target road section; S34, determine the crack depth threshold and crack width threshold according to the preset danger threshold, and calculate the remaining lifetime when the maximum depth of each crack extends to the crack depth threshold, or the remaining lifetime when the maximum width extends to the crack width threshold, according to the propagation rate vector of each crack.

[0009] Preferably, S32 includes: S321, calculate the horizontal distance between the geometric center of each crack and the centerline of the target road segment; S322, obtain the average ground pressure of the tire, and calculate the vertical stress of each crack based on the average ground pressure of the tire, the horizontal distance between the geometric center of each crack and the center line of the target road segment, and the maximum depth of each crack. S323, calculate the horizontal stress of each crack based on the average tire ground pressure, the maximum depth of each crack, the average daily axle load of the target road section, and the direction of each crack; S324, the crack stress amplitude of each crack is composed of the vertical stress and the horizontal stress of each crack.

[0010] Preferably, S33 includes: S331, calculate the horizontal stress intensity factor and vertical stress intensity factor of each crack based on the crack stress amplitude and the direction of each crack. S332, obtain the preset material constant of the target road section, and calculate the horizontal propagation rate of each crack based on the preset material constant of the target road section, the horizontal stress intensity factor of each crack, and the daily average axle load number of the target road section; S333, calculate the vertical propagation rate of each crack based on the preset material constant of the target road section, the vertical stress intensity factor of each crack, and the daily average number of axle loads of the target road section; S334, where the horizontal and vertical propagation rates of each crack constitute the propagation rate vector of each crack.

[0011] Preferably, S4 includes: S41, Calculate the size risk factor for each crack based on the size information of each crack; S42, input the remaining life when the size information of each crack reaches the preset danger threshold and the size risk factor of each crack into the preset time penalty function to obtain the risk value of each crack; S43, normalize the risk values ​​of all cracks to obtain the risk coefficient of each crack; S44: Cracks with a risk coefficient greater than or equal to a preset risk coefficient threshold are classified as cracks to be repaired, and other cracks are classified as normal cracks.

[0012] Preferably, when S5 repairs each crack to be repaired in the target road segment according to the repair priority queue, it includes: S51, input the risk coefficient of each crack to be repaired into the process decision matrix, and output the process decision for each crack to be repaired from the process decision matrix; S52, calculate the cross-sectional volume of each cross-sectional point cloud set based on the maximum cross-sectional depth, maximum cross-sectional width, and crack length between two adjacent cutting points of each cross-sectional point cloud set of each crack to be repaired, and calculate the sum of the cross-sectional volumes of all cross-sectional point cloud sets of each crack to be repaired to obtain the volume of each crack to be repaired. S53, determine the repair injection volume of each crack based on its volume and process decision, and repair each crack according to the repair priority queue based on its repair injection volume and process decision.

[0013] All of the above-mentioned optional technical solutions can be combined arbitrarily, and the present invention will not provide a detailed description of the structure after each combination.

[0014] By means of the above solution, the beneficial effects of the present invention are as follows: This invention acquires crack point cloud data of each crack in a target section of a highway, thereby obtaining the size information of each crack and calculating the remaining lifespan of each crack when its size reaches a preset danger threshold. Based on the remaining lifespan and size information, a risk coefficient for each crack is generated. Compared to traditional methods, this invention integrates the size information and remaining lifespan of each crack to calculate its risk coefficient, increasing the evaluation dimension of the risk coefficient and improving the accuracy of crack risk coefficient assessment. This makes the selected cracks to be repaired more precise, thereby improving the effectiveness of pavement repair in the target section of the highway and enhancing highway safety.

[0015] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0016] Figure 1 This is a schematic flowchart of a method for repairing road surface cracks on highways provided by the present invention. Detailed Implementation

[0017] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0018] The present invention provides a method for repairing pavement cracks on highways, which can be executed by any computer, mobile terminal, or server with computing capabilities. For example... Figure 1 As shown in the figure, an embodiment of the present invention provides a method for repairing pavement cracks on highways, comprising: S1 is a set of crack point clouds for each crack in a target section of a highway, collected using a line structured light 3D scanning system.

[0019] Specifically, the line structured light 3D scanning system can scan each crack in the target section of the highway in 3D, thereby obtaining a crack point cloud set for each crack. In this embodiment of the invention, the x-axis of the point cloud coordinate system containing the crack point cloud set points forward of the target section, the z-axis points vertically towards the center of the earth, and the y-axis forms a right-handed coordinate system with the x-axis and z-axis.

[0020] S2 generates the size information of each crack based on the crack point cloud set of each crack.

[0021] Specifically, in this embodiment of the invention, the size information of the crack includes the maximum length, maximum depth, and maximum width.

[0022] In one specific embodiment, S2 includes: S21, Denoise the crack point cloud set for each crack to obtain the standard point cloud set for each crack.

[0023] Specifically, statistical filtering is used to denoise the crack point cloud set for each crack.

[0024] S22, calculate the orientation and maximum length of each crack based on the standard point cloud set of each crack.

[0025] In one specific embodiment, S22 includes: S221, Obtain the convex hull of the standard point cloud set of the target crack, wherein the target crack is any crack in the target road segment.

[0026] Specifically, a convex hull is the smallest convex polygon that encloses all points within a standard point cloud set.

[0027] S222, obtain each outer cube corresponding to each face of the convex hull, and calculate the outer cube with the smallest volume among all outer cubes as the minimum outer cube.

[0028] Specifically, when obtaining the outer cube corresponding to a face of the convex hull, firstly, this face is taken as the coplanar of its outer cube. Then, all vertices of the convex hull are projected onto the plane containing this coplanar face, resulting in multiple projection points. The rectangle with the smallest area that completely encloses all projection points is taken as the base of the outer cube. Next, the vertex in the convex hull with the largest distance from the base is obtained, and the distance between this vertex and the base is taken as the height of the outer cube. The base and height of the outer cube constitute the outer cube corresponding to that face. In this embodiment of the invention, the outer cube is a three-dimensional bounding box with a cuboid shape.

[0029] S223, the angle between the face of the convex hull corresponding to the smallest outer cube and the x-axis of the point cloud coordinate system is taken as the orientation angle, and the orientation of the target crack is constructed based on the orientation angle.

[0030] Specifically, in this embodiment of the invention, the face of the convex hull corresponding to the smallest outer cube refers to the face that is closest to the x-axis. Assuming the orientation angle is θ, the orientation of the target crack is (cosθ, sinθ, 0).

[0031] S224, the length of the long side of the smallest outer cube is taken as the maximum length of the target crack.

[0032] S23, extract a preset number of cross-sectional point cloud sets from the standard point cloud set along the direction of each crack, construct a preset number of cross-sectional depth curves for each crack based on each cross-sectional point cloud set of each crack, and obtain the maximum depth and maximum width of each crack based on the preset number of cross-sectional depth curves of each crack.

[0033] Specifically, the preferred value for the preset quantity in this embodiment of the invention is 10.

[0034] In one specific embodiment, S23 includes: S231, construct multiple cutting points along the direction of the target crack, wherein the crack length between two adjacent cutting points is equal, and the target crack is any crack in the target road segment.

[0035] Specifically, the number of cutting points is one more than the preset number.

[0036] S232, construct multiple cross-sections that are perpendicular to the direction of the target crack through the cutting point, and divide the target crack into a standard point cloud set through the multiple cross-sections to obtain a preset number of cross-sectional point cloud sets.

[0037] Specifically, when constructing a cross-section through a certain dividing point, the region enclosed by the x-axis and y-axis of the target crack is first taken as the plane to be cut. Then, a straight line passing through the dividing point and perpendicular to the x-axis on the plane to be cut is obtained as the tangent. Finally, a plane passing through the tangent and parallel to the z-axis is constructed as the cross-section. When dividing the standard point cloud set of the target crack, the points in the standard point cloud set of the target crack enclosed between two adjacent cross-sections are taken as a cross-sectional point cloud set.

[0038] S233: By fitting a cubic Bézier curve to all cross-section points in each cross-section point cloud set, the cross-section depth curve corresponding to each cross-section point cloud set is obtained.

[0039] Specifically, each cross-sectional point cloud set consists of multiple cross-sectional points. When obtaining the cross-sectional depth curve corresponding to a certain cross-sectional point cloud set, the boundary cross-sectional points in each cross-sectional point cloud set are first obtained. There are two boundary cross-sectional points: P0 (maximum z-axis value, minimum x-axis value) and P3 (minimum z-axis value, maximum x-axis value). Cross-sectional depth curve It can be represented as: Where P1 and P2 are the intermediate points corresponding to the cross-section point cloud set. Pi represents the two-parameter coordinates composed of the x-axis and z-axis of any point on the cross-section depth curve, for example (xi, zi). Through all cross-section point pairs in the cross-section point cloud set... The least squares method is used to fit the solution to the intermediate points P1 and P2, and then the cross-sectional depth curve corresponding to the point cloud set of the cross section is obtained.

[0040] S234, obtain the maximum depth and maximum width of the cross section in each cross section depth curve, and select the maximum value of the maximum depth and maximum width of the cross section among all cross section depth curves as the maximum depth and maximum width of the target crack.

[0041] Specifically, when obtaining the maximum depth and maximum width of a section in a certain cross-sectional depth curve, the first step is to calculate the maximum depth and maximum width of the section that makes the depth curve... Find all solutions whose first derivative is 0, then select real solutions from all solutions, and then... The real solutions whose second derivative is less than 0 are taken as the cross-section points corresponding to the maximum depth of the cross-section in the cross-section depth curve, and the z-axis of the cross-section point corresponding to the maximum depth of the cross-section is taken as the maximum depth of the cross-section. Then, the calculation of the cross-section depth curve is performed. For all solutions with a value of 0 (there are three solutions), after excluding the solutions with a value of 0, calculate the absolute value of the difference between the x-axis coordinates of the cross-section points corresponding to the remaining two solutions, and use this as the maximum width of the cross-section depth curve.

[0042] S24, which consists of the maximum length, maximum depth and maximum width of each crack, constitutes the size information of each crack.

[0043] S3: Obtain historical traffic flow data for the target road segment, and calculate the remaining lifespan of each crack when its size reaches a preset danger threshold based on the size information of each crack and the historical traffic flow data.

[0044] Specifically, the preset danger thresholds in this embodiment of the invention include a crack depth threshold and a crack width threshold.

[0045] In one specific embodiment, S3 includes: S31, obtain historical traffic flow data of the target road segment, and calculate the average daily axle load frequency of the target road segment based on the historical traffic flow data of the target road segment.

[0046] Specifically, historical traffic flow data for the target road segment is obtained based on highway statistics. This historical traffic flow data includes the number of vehicles passing through the target road segment from the start to the end of the statistics period, axle loads, average tire contact pressure, and the date. The daily average axle load frequency for the target road segment is then calculated. The formula is: Where day represents the total number of days of historical traffic flow data for the target road segment. Indicates the start date for the collection of historical traffic flow data for the target road segment. This indicates the end date for the statistical analysis of historical traffic flow data for the target road segment. This represents the axle load of all vehicles on day j (obtained by calculating the sum of the axle loads of all vehicles on day j). This indicates the preset standard axle load. In this embodiment of the invention, the daily average axle load frequency refers to the daily average number of times the standard axle load is applied.

[0047] S32, calculate the crack stress amplitude of each crack based on the daily average axle load frequency of the target road section and the size information of each crack.

[0048] Specifically, crack stress amplitude includes vertical stress and horizontal stress.

[0049] In one specific embodiment, S32 includes: S321, calculate the horizontal distance between the geometric center of each crack and the centerline of the target road segment.

[0050] Specifically, the geometric center of the convex hull of the standard point cloud set of each crack is taken as the geometric center of each crack.

[0051] S322, obtain the average tire ground pressure, and calculate the vertical stress of each crack based on the average tire ground pressure, the horizontal distance between the geometric center of each crack and the centerline of the target road segment, and the maximum depth of each crack.

[0052] Specifically, in calculating the vertical stress of a certain crack When, the formula is: Where p represents the average tire ground pressure in historical traffic flow data, A represents the average tire ground area of ​​the predetermined target road segment, r represents the horizontal distance between the geometric center of the crack and the centerline of the target road segment, and d represents the maximum depth of the crack.

[0053] S323, calculate the horizontal stress of each crack based on the average tire ground pressure, the maximum depth of each crack, the average daily axle load of the target road section, and the direction of each crack.

[0054] Specifically, the formula for calculating the horizontal stress of a crack is: ;in, This indicates the angle of the crack's direction. This indicates the average number of axle loads per day on the target road section. This indicates the preset magnification factor (preferably ranging from 1.2 to 1.5).

[0055] S324, the crack stress amplitude of each crack is composed of the vertical stress and the horizontal stress of each crack.

[0056] S33, obtain the preset material constant of the target road section, and calculate the propagation rate vector of each crack based on the preset material constant of the target road section, the crack stress amplitude of each crack, and the daily average number of axle loads of the target road section.

[0057] Specifically, in this embodiment of the invention, the expansion rate vector is composed of a horizontal expansion rate and a vertical expansion rate.

[0058] In one specific embodiment, S33 includes: S331, calculate the horizontal stress intensity factor and vertical stress intensity factor of each crack based on the crack stress amplitude and the direction of each crack.

[0059] Specifically, in conjunction with the above embodiments, the horizontal stress intensity factor of the crack is calculated. When, the formula is: Where L represents the maximum length of the crack. The vertical stress intensity factor of the crack is calculated. When, the formula is: .

[0060] S332, obtain the preset material constant of the target road section, and calculate the horizontal propagation rate of each crack based on the preset material constant of the target road section, the horizontal stress intensity factor of each crack, and the daily average axle load number of the target road section.

[0061] Specifically, the preset material constants for the target road section are obtained based on the construction design documents of the target road section. Combined with the above embodiments, the horizontal propagation rate of the crack is calculated. When, the formula is: Where C and m are both preset material constants for the target road section, C represents the material fatigue resistance coefficient, and m represents the material stress coefficient.

[0062] S333: Calculate the vertical propagation rate of each crack based on the preset material constant of the target road section, the vertical stress intensity factor of each crack, and the daily average number of axle loads on the target road section.

[0063] Specifically, in conjunction with the above embodiments, the vertical propagation rate of the crack is calculated. When, the formula is: .

[0064] S334, where the horizontal and vertical propagation rates of each crack constitute the propagation rate vector of each crack.

[0065] S34, determine the crack depth threshold and crack width threshold according to the preset danger threshold, and calculate the remaining lifetime when the maximum depth of each crack extends to the crack depth threshold, or the remaining lifetime when the maximum width extends to the crack width threshold, according to the propagation rate vector of each crack.

[0066] Specifically, in conjunction with the above embodiments, the remaining lifetime is calculated when the maximum width of the crack extends to a crack width threshold. When, the formula is: ;in, represents the crack width threshold, and w represents the maximum width of the crack. The remaining lifetime is calculated when the maximum crack depth extends to the crack depth threshold. When, the formula is: ;in, This represents the crack depth threshold, where D represents the maximum depth of the crack.

[0067] In addition, when a crack has both a remaining lifetime when its maximum depth extends to a crack depth threshold and a remaining lifetime when its maximum width extends to a crack width threshold, the smaller of the two values ​​is selected as the remaining lifetime of the crack.

[0068] S4. Calculate the risk coefficient of each crack based on the remaining lifespan when the size information of each crack reaches the preset danger threshold and the size information of each crack. Then, classify all cracks into cracks to be repaired and normal cracks based on the risk coefficient of each crack.

[0069] Cracks with a risk coefficient greater than or equal to a preset risk coefficient threshold are classified as cracks to be repaired, while other cracks are classified as normal cracks.

[0070] In one specific embodiment, S4 includes: S41, calculate the size risk factor for each crack based on the size information of each crack.

[0071] Specifically, based on pre-set weighting factors—width weighting factor, depth weighting factor, and length weighting factor—the maximum width, maximum depth, and maximum length of each crack's size information are weighted and calculated to obtain the size risk factor for each crack. The preferred values ​​for the width weighting factor, depth weighting factor, and length weighting factor are 0.2, 0.6, and 0.2, respectively.

[0072] S42, input the remaining life when the size information of each crack reaches the preset danger threshold and the size risk factor of each crack into the preset time penalty function to obtain the risk value of each crack.

[0073] Specifically, in this embodiment of the invention, the preset time penalty function adopts an exponential penalty function. The exponential penalty function can couple the size risk factor with the remaining lifetime, resolving the contradictory situation of "low risk value for large cracks" or "excessively high risk value for small cracks." The preset time penalty function for a certain crack can be expressed as: Where R represents the risk value of the crack, and T represents the size risk factor of the crack. Indicates the preset safety size factor. The time decay coefficient is represented (preferably 0.05 in this embodiment of the invention), and S represents the remaining lifespan when the crack reaches a preset danger threshold. The value represents the preset size hazard factor, which is preferably in the range of 0.7-1 in this embodiment of the invention.

[0074] S43, normalize the risk values ​​of all cracks to obtain the risk coefficient of each crack.

[0075] Specifically, through normalization, the risk values ​​of all cracks are mapped to a range of 0-1.

[0076] S44: Cracks with a risk coefficient greater than or equal to a preset risk coefficient threshold are classified as cracks to be repaired, and other cracks are classified as normal cracks.

[0077] Specifically, the preset risk coefficient threshold in this embodiment of the invention is a predetermined historical experience value.

[0078] S5 generates a repair priority queue for all cracks to be repaired in the target road segment based on the risk coefficient of each crack to be repaired, and repairs each crack to be repaired in the target road segment according to the repair priority queue.

[0079] Specifically, the order of the repair priority queue for cracks to be repaired is sorted from highest to lowest risk coefficient, with cracks having a higher risk coefficient appearing earlier in the priority queue.

[0080] In a specific embodiment, when S5 repairs each crack to be repaired in the target road segment according to the repair priority queue, it includes: S51, input the risk coefficient of each crack to be repaired into the process decision matrix, and output the process decision for each crack to be repaired from the process decision matrix.

[0081] Specifically, the process decision matrix is ​​a predetermined risk decision table that represents the relationship between the risk coefficient of cracks and process decisions. The form of the process decision matrix is ​​shown in Table 1.

[0082]

[0083] S52, calculate the cross-sectional volume of each cross-sectional point cloud set based on the maximum cross-sectional depth, maximum cross-sectional width, and crack length between two adjacent cutting points of each cross-sectional point cloud set of each crack to be repaired, and calculate the sum of the cross-sectional volumes of all cross-sectional point cloud sets of each crack to be repaired to obtain the volume of each crack to be repaired.

[0084] Specifically, based on the maximum depth of a cross-section point cloud set... Maximum width of cross section The length of the crack between two adjacent cutting points The formula for calculating the cross-sectional volume SA of the point cloud set is as follows: .

[0085] S53, determine the repair injection volume of each crack based on its volume and process decision, and repair each crack according to the repair priority queue based on its repair injection volume and process decision.

[0086] Specifically, assuming the process decision for a certain crack to be repaired is high-pressure grouting, using self-stressing curing resin, and the repair injection volume of the crack to be repaired is SA1, and it ranks second in the repair priority queue, then when repairing the crack to be repaired, it will be ranked second for repair, using self-stressing curing resin with a repair injection volume of SA1, and the process method is high-pressure grouting.

[0087] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for repairing pavement cracks on highways, characterized in that, include: S1, a set of crack point clouds for each crack in a target section of a highway, collected using a line structured light 3D scanning system; S2, Generate the size information of each crack based on the crack point cloud set of each crack; S3, acquire historical traffic flow data of the target road segment, and calculate the remaining lifespan of each crack when its size reaches a preset danger threshold based on the size information of each crack and the historical traffic flow data. S4. Calculate the risk coefficient of each crack based on the remaining life when the size information of each crack reaches the preset danger threshold and the size information of each crack, and divide all cracks into cracks to be repaired and normal cracks based on the risk coefficient of each crack. S5 generates a repair priority queue for all cracks to be repaired in the target road segment based on the risk coefficient of each crack to be repaired, and repairs each crack to be repaired in the target road segment according to the repair priority queue.

2. The method for repairing pavement cracks on highways according to claim 1, characterized in that, S2 includes: S21, Denoise the crack point cloud set for each crack to obtain the standard point cloud set for each crack; S22, calculate the orientation and maximum length of each crack based on the standard point cloud set of each crack; S23, extract a preset number of cross-sectional point cloud sets from the standard point cloud set along the direction of each crack, construct a preset number of cross-sectional depth curves for each crack based on each cross-sectional point cloud set of each crack, and obtain the maximum depth and maximum width of each crack based on the preset number of cross-sectional depth curves of each crack. S24, which consists of the maximum length, maximum depth and maximum width of each crack, constitutes the size information of each crack.

3. The method for repairing pavement cracks on highways according to claim 2, characterized in that, S22 includes: S221, Obtain the convex hull of the standard point cloud set of the target crack, wherein the target crack is any crack in the target road segment; S222, obtain each outer cube corresponding to each face of the convex hull, and calculate the outer cube with the smallest volume among all outer cubes as the minimum outer cube; S223, take the angle between the face of the convex hull corresponding to the smallest outer cube and the x-axis of the point cloud coordinate system as the orientation angle, and construct the orientation of the target crack based on the orientation angle; S224, the length of the long side of the smallest outer cube is taken as the maximum length of the target crack.

4. A method for repairing pavement cracks on a highway according to claim 2 or 3, characterized in that, S23 includes: S231, construct multiple cutting points along the direction of the target crack, wherein the crack length between two adjacent cutting points is equal, and the target crack is any crack in the target road segment. S232, construct multiple cross-sections that are perpendicular to the direction of the target crack through the cutting point, and divide the target crack into a standard point cloud set through the multiple cross-sections to obtain a preset number of cross-sectional point cloud sets; S233, by fitting a cubic Bézier curve to all cross-section points in each cross-section point cloud set, the cross-section depth curve corresponding to each cross-section point cloud set is obtained; S234, obtain the maximum depth and maximum width of the cross section in each cross section depth curve, and select the maximum value of the maximum depth and maximum width of the cross section among all cross section depth curves as the maximum depth and maximum width of the target crack.

5. A method for repairing pavement cracks on a highway according to claim 2, characterized in that, S3 includes: S31, Obtain historical traffic flow data for the target road segment, and calculate the average daily axle load count for the target road segment based on the historical traffic flow data; S32, calculate the crack stress amplitude of each crack based on the daily average axle load frequency of the target road section and the size information of each crack; S33, obtain the preset material constant of the target road section, and calculate the propagation rate vector of each crack based on the preset material constant of the target road section, the crack stress amplitude of each crack and the daily average number of axle loads of the target road section; S34, determine the crack depth threshold and crack width threshold according to the preset danger threshold, and calculate the remaining lifetime when the maximum depth of each crack extends to the crack depth threshold, or the remaining lifetime when the maximum width extends to the crack width threshold, according to the propagation rate vector of each crack.

6. A method for repairing pavement cracks on a highway according to claim 5, characterized in that, S32 includes: S321, calculate the horizontal distance between the geometric center of each crack and the centerline of the target road segment; S322, obtain the average ground pressure of the tire, and calculate the vertical stress of each crack based on the average ground pressure of the tire, the horizontal distance between the geometric center of each crack and the center line of the target road segment, and the maximum depth of each crack. S323, calculate the horizontal stress of each crack based on the average tire ground pressure, the maximum depth of each crack, the average daily axle load of the target road section, and the direction of each crack; S324, the crack stress amplitude of each crack is composed of the vertical stress and the horizontal stress of each crack.

7. A method for repairing pavement cracks on a highway according to claim 5 or 6, characterized in that, S33 includes: S331, calculate the horizontal stress intensity factor and vertical stress intensity factor of each crack based on the crack stress amplitude and the direction of each crack. S332, obtain the preset material constant of the target road section, and calculate the horizontal propagation rate of each crack based on the preset material constant of the target road section, the horizontal stress intensity factor of each crack, and the daily average axle load number of the target road section; S333, calculate the vertical propagation rate of each crack based on the preset material constant of the target road section, the vertical stress intensity factor of each crack, and the daily average number of axle loads of the target road section; S334, where the horizontal and vertical propagation rates of each crack constitute the propagation rate vector of each crack.

8. A method for repairing pavement cracks on a highway according to claim 1, characterized in that, S4 includes: S41, Calculate the size risk factor for each crack based on the size information of each crack; S42, input the remaining life when the size information of each crack reaches the preset danger threshold and the size risk factor of each crack into the preset time penalty function to obtain the risk value of each crack; S43, normalize the risk values ​​of all cracks to obtain the risk coefficient of each crack; S44: Cracks with a risk coefficient greater than or equal to a preset risk coefficient threshold are classified as cracks to be repaired, and other cracks are classified as normal cracks.

9. A method for repairing pavement cracks on a highway according to claim 4, characterized in that, When S5 repairs each crack in the target road segment according to the repair priority queue, it includes: S51, input the risk coefficient of each crack to be repaired into the process decision matrix, and output the process decision for each crack to be repaired from the process decision matrix; S52, calculate the cross-sectional volume of each cross-sectional point cloud set based on the maximum cross-sectional depth, maximum cross-sectional width, and crack length between two adjacent cutting points of each cross-sectional point cloud set of each crack to be repaired, and calculate the sum of the cross-sectional volumes of all cross-sectional point cloud sets of each crack to be repaired to obtain the volume of each crack to be repaired. S53, determine the repair injection volume of each crack based on its volume and process decision, and repair each crack according to the repair priority queue based on its repair injection volume and process decision.

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