A full-scale test model and system for internal hidden diseases of a road

Abstract

The utility model discloses a kind of internal hidden disease full-scale test model and system of road, this model can simultaneously simulate the loose, cavity, water-rich, transverse crack and vertical crack one or several hidden diseases of different positions of road structure layer, ensure the similarity of test model and actual road disease, so that full-scale model test result is more representative and reliability;Technical scheme includes: to be built full-scale model, the to be built full-scale model sequentially includes subgrade filled with sandy soil, base layer laid with water-stable macadam and surface layer laid with asphalt concrete from bottom to top;Metallic iron sheet is evenly arranged between filled subgrade and original stratum, subgrade and water-stable layer, water-stable layer and asphalt layer;A variety of hidden disease models are provided in the to be built full-scale model, and the hidden disease model includes loose model, void model, water-rich body model and crack model.

Description

Technical Field

[0001] This utility model belongs to the field of road internal disease detection technology, specifically relating to a full-scale test model and system for hidden road internal diseases. Background Technology

[0002] The statements in this section are merely background information related to this utility model and do not necessarily constitute prior art.

[0003] During long-term service, roads are susceptible to various hidden defects due to traffic loads, environmental changes, and other factors, such as voids, cracks, and waterlogging. Because these defects are difficult to detect, they can develop into more serious safety hazards if not addressed promptly, increasing the cost of later maintenance and repair. Therefore, how to efficiently and accurately detect hidden defects within roads has become a crucial issue that urgently needs to be addressed in modern road engineering management.

[0004] Ground-penetrating radar (GPR) uses its transmitting antenna to emit electromagnetic waves. After passing over underground targets, the receiving antenna receives the echoes, extracting signals from the underground targets. Through technical means, relevant information about the underground targets can be obtained from these signals. However, current GPR image interpretation of road defects relies heavily on manual analysis, especially in complex road defect identification. The results are often influenced by experience, interpretation skills, and subjective factors. The lack of standardized images for reference makes it difficult to guarantee the accuracy and consistency of interpretation results, thus affecting the reliability and effectiveness of detection. Furthermore, current research mainly focuses on specific operating conditions or specific defect types, lacking comprehensive coverage of diverse operating conditions and multiple defect types. Utility Model Content

[0005] To address the aforementioned issues, this utility model provides a full-scale test model and system for hidden defects inside roads. This model can simultaneously simulate one or more hidden defects such as loosening, voids, water accumulation, transverse cracks, and vertical cracks at different locations in the road structural layer, ensuring the similarity between the test model and actual road defects, and making the full-scale model test results more representative and reliable.

[0006] To achieve the above objectives, this utility model is implemented through the following technical solution:

[0007] This utility model provides a full-scale test model for hidden defects inside a road, comprising: a full-scale model to be built, which, from bottom to top, includes a roadbed filled with sand, a base layer paved with water-stabilized crushed stone, and a surface layer paved with asphalt concrete; metal iron sheets are evenly distributed between the roadbed and the original strata, between the roadbed and the water-stabilized layer, and between the water-stabilized layer and the asphalt layer; the full-scale model to be built contains models of various hidden defects, including a loose model, a void model, a water-rich body model, and a crack model.

[0008] Furthermore, the metal sheets are located at a set distance from the longitudinal boundary of the model, and the arrangement of the metal sheets between each layer follows the principle of longitudinal non-overlapping. The horizontal distance between the metal sheets of the embankment and the original stratum, the embankment and the water-stabilized layer, and the water-stabilized layer and the asphalt layer is the same.

[0009] Furthermore, the loose model was simulated using an acrylic box containing a mixture of uncompacted sand and polystyrene foam fragments.

[0010] Furthermore, the void-removal model is simulated using polystyrene foam.

[0011] Furthermore, the crack model was simulated using polystyrene foam.

[0012] Furthermore, the water-rich body model is simulated using an acrylic box filled with water.

[0013] Furthermore, the roadbed contains cavity models, water-rich body models, and loose models, while the water-stabilized layer and asphalt concrete layer contain crack models. The cavity models, water-rich body models, and loose models are located between the asphalt concrete layer and the water-stabilized layer.

[0014] Furthermore, the number of the hidden defects is several, and their sizes vary, distributed in preset positions according to regular and irregular arrangements.

[0015] Furthermore, the materials of each layer of the roadbed, base course, and surface course of the full-scale model to be built are laid through a process of layered leveling and layered compaction, and the compaction degree of each layer is measured during the paving process.

[0016] This utility model also provides a test system for a full-scale test model of hidden defects inside roads, including the aforementioned full-scale test model of hidden defects inside roads and a ground-penetrating radar for detection.

[0017] Compared with the prior art, the advantages and positive effects of this utility model are:

[0018] This invention uses asphalt concrete, water-stabilized crushed stone, and sand to pave the road in the form of actual road structure layers. Based on the principle of similar electromagnetic properties, it uses polystyrene foam to replace the electromagnetic properties of air and pre-embeds common hidden defects models in preset positions inside the road. It can comprehensively simulate various types of intra-layer and inter-layer defects, realize the diversification of defect types, sizes and spatial distribution, and help enhance the realism and representativeness of road defect detection.

[0019] This invention can accurately identify the types, sizes, and spatial distribution of hidden defects inside roads through comprehensive analysis of defect simulation and ground-penetrating radar echo signals. It establishes a radar image library with multiple sizes, types, and locations inside roads, providing reliable data support for subsequent defect identification and assessment. This solves the problems of lack of identification basis and strong subjectivity in the judgment of on-site ground-penetrating radar detection images. Attached Figure Description

[0020] The accompanying drawings, which form part of this specification, are used to provide a further understanding of this utility model. The illustrative embodiments of this utility model and their descriptions are used to explain this utility model and do not constitute an improper limitation of this utility model.

[0021] Figure 1 This is a three-dimensional schematic diagram of the full-scale damage simulation layout of the ground-penetrating radar of the present invention;

[0022] Figure 2 This is a front view of the full-scale simulated cross-section of the ground-penetrating radar defect of the present invention.

[0023] In the diagram: 1. Iron sheet; 2. Surface layer; 3. Water-stabilized base course; 4. Model of hidden defects; 5. Roadbed. Detailed Implementation

[0024] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0025] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to the present invention. As used herein, unless otherwise expressly indicated by the present invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0026] In this embodiment, the present invention provides a full-scale test model for hidden defects inside roads, such as... Figure 1As shown, the system includes: a full-scale model to be built, which, from bottom to top, comprises a sand-filled roadbed 5, a water-stabilized crushed stone base course, and an asphalt concrete surface course 2; metal plates 1 are arranged sequentially between the roadbed 5 and the original strata, between the roadbed 5 and the water-stabilized base course 3, and between the water-stabilized base course 3 and the asphalt layer; the full-scale model to be built contains models of various hidden defects 4, including loose models, void models, water-rich body models, and crack models. By pre-embedding common hidden defect 4 models in predetermined locations within the road, various types of intra-layer and inter-layer defects can be simulated comprehensively, achieving diversification of defect types, sizes, and spatial distribution, thus enhancing the realism and representativeness of road defect detection.

[0027] The materials and thicknesses of the roadbed 5, base course, and surface course 2 of the full-scale model to be built are determined based on the actual road structure layer layout. The materials of each layer of the roadbed 5, base course, and surface course 2 of the full-scale model to be built are asphalt concrete, water-stabilized crushed stone, and sand.

[0028] The asphalt concrete used in the surface layer 2 should be determined based on the materials used in the actual road structure. The main parameters include the asphalt-aggregate ratio, asphalt type, gradation type and aggregate type. The cement-stabilized crushed stone used in the base layer should have the same cement type, cement dosage, water-cement ratio, aggregate particle size and curing conditions as the materials in the actual road structure to ensure that the road performance is the same as the actual road performance.

[0029] The materials for each layer of the roadbed 5, base course, and surface course 2 of the full-scale model to be built are laid through a process of layer-by-layer leveling and layer-by-layer compaction, and the compaction degree of each layer is measured during the paving process. The thickness of the surface course 2 after compaction is 18cm, the thickness of the base course after compaction is 40cm, and the thickness of the roadbed 5 after compaction is 80cm. The full-scale model has dimensions of 20m × 18m.

[0030] The simulated defects were installed within the subgrade 5. First, the subgrade 5 soil was compacted in layers. When the compacted thickness exceeded the pre-embedded height of the simulated defects, excavation was carried out according to the size of the simulated defects. After burying the defects, it was ensured that they were in close contact with the subgrade 5 soil without leaving any gaps. Then, the upper layer of material was laid and compacted. After the water-stabilized base course 3 was laid and compacted, excavation was carried out according to the type and size of the defects. After burying the defects, a second compaction was carried out immediately. Then, a covering curing method was adopted for 7 days, with watering 2-3 times a day.

[0031] The number of hidden defects is several, and their sizes vary, distributed in predetermined locations according to regular and irregular arrangements. Based on the principle that ground-penetrating radar electromagnetic waves strongly reflect off the metal sheet 1, and the structural dimensions of the full-scale model, the placement and quantity of the metal sheet 1 between each structural layer are determined. The 10cm × 20cm metal sheets 1 are sequentially placed between the embankment 5 and the original stratum, between the embankment 5 and the water-stabilized base course 3, and between the water-stabilized base course 3 and the asphalt layer, according to a certain pattern. Specifically, the metal sheets 1 are located at a set distance from the longitudinal boundary of the model, generally a distance of 1 meter, and the placement of the metal sheets 1 between each layer follows the principle of longitudinal non-overlapping. The horizontal distances between the metal sheets 1 between the embankment 5 and the original stratum, between the embankment 5 and the water-stabilized base course 3, and between the water-stabilized base course 3 and the asphalt layer are the same, and the horizontal distance is 2 meters, to ensure the accuracy of ground-penetrating radar detection of the thickness of each layer. The metal sheets 1 of each layer are fixed with iron nails to ensure that their positions remain unchanged during the paving and compaction of the upper layer material.

[0032] The loose model was simulated using an acrylic box filled with a mixture of uncompacted sand and polystyrene foam fragments.

[0033] The void-removal model is simulated using polystyrene foam.

[0034] The crack model was simulated using polystyrene foam.

[0035] The water-rich body model is simulated using an acrylic box filled with water.

[0036] The roadbed 5 is equipped with a cavity model, a water-rich body model, and a loose model. The water-stabilized base course 3 and the asphalt concrete layer are equipped with crack models. The cavity model, water-rich body model, and loose model are located between the asphalt concrete layer and the water-stabilized base course 3.

[0037] This utility model also provides a test system for a full-scale test model of hidden road defects, including the aforementioned full-scale test model of hidden road defects and ground-penetrating radar for detection; through the comprehensive analysis of defect simulation and ground-penetrating radar echo signals, the type, size and spatial distribution of hidden road defects can be accurately identified, and a radar image library with multiple sizes, types and locations inside the road can be established, providing reliable data support for subsequent defect identification and assessment, and solving the problems of lack of identification basis and strong subjectivity in the on-site ground-penetrating radar detection images.

[0038] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.

Claims

1. A full-scale test model for hidden defects inside roads, characterized in that, include: The full-scale model to be built includes, from bottom to top, a roadbed filled with sand, a base course paved with water-stabilized crushed stone, and a surface course paved with asphalt concrete. Metal iron plates are evenly distributed between the roadbed and the original strata, between the roadbed and the water-stabilized layer, and between the water-stabilized layer and the asphalt layer. The full-scale model to be built contains models of various hidden defects, including a loose model, a void model, a water-rich body model, and a crack model.

2. The full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The metal sheets are located at a set distance from the longitudinal boundary of the model, and the arrangement of the sheets between each layer follows the principle of longitudinal non-overlapping. The horizontal distance between the sheets of the fill roadbed and the original stratum, the roadbed and the water-stabilized layer, and the water-stabilized layer and the asphalt layer is the same.

3. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The loose model was simulated using an acrylic box filled with a mixture of uncompacted sand and polystyrene foam fragments.

4. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The void-removal model is simulated using polystyrene foam.

5. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The crack model was simulated using polystyrene foam.

6. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The water-rich body model is simulated using an acrylic box filled with water.

7. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The roadbed contains cavity models, water-rich body models, and loose models, while the water-stabilized layer and asphalt concrete layer contain crack models. The cavity models, water-rich body models, and loose models are located between the asphalt concrete layer and the water-stabilized layer.

8. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The number of hidden defects is several, and their sizes vary. They are distributed in preset positions according to regular and irregular arrangements.

9. A full-scale test model for hidden defects inside roads as described in claim 1, characterized in that, The materials for each layer of the roadbed, base course, and surface course of the full-scale model to be built are laid through a process of layer-by-layer leveling and layer-by-layer compaction, and the compaction degree of each layer is measured during the paving process.

10. A test system for a full-scale test model of hidden defects inside roads, characterized in that, The invention includes a full-scale test model of hidden defects inside the road as described in any one of claims 1-9, and a ground-penetrating radar for detecting the model.

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