CN104463348A - Modification scheme decision-making system and method for bituminous pavement - Google Patents

Abstract

The invention relates to a modification scheme decision-making system and method for a bituminous pavement, and belongs to the field of pavement maintenance technologies. According to the system, based on a B/S structure, a pavement structure strength index (PSSI), a pavement riding quality index (RQI), a pavement crack index (PCI) and a pavement rut depth index (RDI) serve as control indexes, a rut depth (RD), a friction coefficient (SFC), a crack rate (CR) and a functional damage rate (FDR) serve as single-value triggering indexes, a negative index model, a modification S model and a structure behavior model are adopted for the system, a user can designate model parameters according to needs to achieve different prediction effects, maintenance history and performance index prediction are combined to be analyzed, and detection data of the pavement over the years are uniformly stored in a lane-division mode. The minimum length unit for evaluating the performance of the pavement is 200 m, in this way, the resolution ratio of original state evaluation of the pavement is increased, a basis is provided for refining a maintenance design, and the function of displaying path, region and road segment basic information is achieved.

Description

A kind of bituminous pavement modification scheme decision system and method

Technical field

The invention belongs to technical field of roadway maintenance, be specifically related to a kind of bituminous pavement modification scheme decision system and method.

Background technology

Highway is from reconnoitring, designing, build use, and time history is longer, is a systematic engineering of business; As the continuity of building and development, important guaranteeing role is played in the performance of modification scheme to highway function; After particularly entering operation stage, in time effective maintenance is carried out to road network, ensure road surface serviceability rate and good service function, and it is most important to control maintenance cost; Current China has a large amount of highways to reach or close to lifetime, highway maintenance maintenance will enter peak period, and transformation maintenance work will progressively replace the emphasis substantially turning bituminous pavement monitoring into.

Maintenance work is exactly the serviceable condition often keeping highway and equipment along road thereof, extend its be in good service performance under serviceable life, at present, highway maintenance work is except pavement seam filling, main based on passive correction, mostly adopt the mode that milling overlays, maintenance cost is higher; Existing " asphalt highway maintenance technology specification " (the JTG H10-2009) of China usually by engineering properties, technical sophistication degree and scale, be divided into routine maintenance, in repair four classes such as engineering, overhaul engineering and reconstruction project; The reflection of this kind of sorting technique be the idea of " rebuilding reason, gently prevent ", more rational sorting technique is character according to Damage Types, pavement destruction degree and the measure of required employing maintenance and Function Classification, preventive maintenance, the maintenance of correction property can be divided into and answer acute maintenance three class, such classification is not only conceptually very clear, and has very strong purpose and specific aim.

Preventive maintenance (Pavement Preventive Maintenance, hereinafter referred to as PPM) then appear at eighties in 20th century as a complete concept, it be many countries in network of highways process of reconstruction, sum up previous experiences lesson basis on propose; Road surface preventive maintenance is before the medium-capital overhauling maintenance of periodicity road surface, in pavement technique situation situation in shape, by selecting suitable opportunity, with maintenance measure that is suitable, lower cost, punish the surface distress such as asphalt pavement crack, slight rut, slightly loose (aging) and improve pavement skid resistance condition, to delay pavement damage speed, extend the pavement usage cycle, to reduce maintenance process for the purpose of Life Cycle Cost, it brings a change to traditional curing mode, has the feature of initiative, in advance property; Preventive maintenance is the most influential part in pavement maintenance and road network maintenance strategy; It is by postponing the time of rebuilding and keeping in repair the serviceable life extending original road surface; If in certain best opportunity of pavement usage process, carry out some preventive maintenance measure interventions, pavement behavior will remain on higher level always.

Determine rational Pavement Improvement maintenance plan, especially the transformation maintenance plan of large-scale road network is subject to the restriction of many objective condition factors, and such as maintenance fund, technological means, usability require etc.; Before carrying out maintenance plan decision-making, need to be grasped the present situation of road network entirety, Problems existing, the modification scheme that can adopt and corresponding cost, and on road network operator, transport enterprise and final user affect situation; In consideration limited fund situation, need to consider whole road network demand, seek optimal plan, form preferably maintenance plan, carry out the optimization of capital and maintenance plan sequence; Limited fund allocation on the section needing most maintenance.

At present, the existing roadway monitoring system CPMS of Department of Transportation has run for many years, and its major function helps highway monitoring department to implement: 1. evaluating pavement condition analysis (comprising the evaluation analysis of the different kinds of roads such as Pavement Condition and volume of traffic factor); 2. maintenance demand analysis (predicting road surface medium-capital overhauling maintenance costs and the maintenance measure in each year); 3. maintenance fund analysis (analyzing the impact of different investment level Pavement Performance in Distress); 4. the maintenance optimization of capital distributes; 5. highway maintenance planning.It is functionally short of preventive maintenance program decisions, comprises the function such as analysis of Life Cycle Cost of preventive maintenance index system, different maintenance measure.

Current domestic maintenance of surface system, seldom maintenance history is predicted to combine with performance index and analyze, under preventive maintenance system, highway can carry out frequently, the maintenance of short-term, the performance index that so detection data reflect just do not possess long characteristic, if do not consider that maintenance history simply carries out regretional analysis, the result so drawn is inaccurate; In addition, detection data in conjunction with history also can make the result of prediction more accurate, because the natural situations such as the hydrology in each section are not exclusively the same, so the performance index of prediction should difference to some extent, matching is carried out according to the detection data of history after last time maintenance, select suitable model, more accurate result will be doped.

After to maintenance in the Asphalt pavements of road surface, domestic maintenance of surface system is comparatively single to the selection of performance prediction model, model and model parameter not there is alternative, this may cause part way model pre-estimating result to differ larger with actual conditions; In addition, in current curing system, the minimum length unit of system road pavement performance evaluation mostly is 1km, and more meticulous Maintenance Design is restricted; About the determination on preventive maintenance opportunity, most using road surface overall target as criterion, this standard dividing is comparatively fuzzy, should improve the index judgement system on preventive maintenance opportunity further.

Therefore, need a set of highway rebuilding maintenance aid decision-making system, the above-mentioned functions that decision maker can be provided according to back-up system makes more rational Maintenance Decision making, alleviates the blindness in decision-making.

Summary of the invention

For the shortcoming of prior art, the present invention proposes a kind of bituminous pavement modification scheme decision system and method, to reach the object of the scientific rationality, accuracy and the rapidity that improve the decision-making of bituminous pavement modification scheme.

A kind of bituminous pavement modification scheme decision system, this system, based on B/S framework, comprises master data module, road conditions detects data module, Pavement Performance interpretation and application module, geographical information platform module and modification scheme recommending module; Wherein,

Master data module: for storing and the Back ground Information of display-object highway pavement;

Road conditions detect data module: for the history parameters of the target highway pavement of storage of collected, comprise deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter; And a point year divided lane storage is carried out to the data that detect over the years, show Testing index variation tendency over the years by figure;

Pavement Performance interpretation and application module: determine evaluating precision according to the actual requirements, the group number of all kinds of parameter is determined again according to evaluating precision and road section length, the typical value of every class parameter is calculated in many group parameters, according to the typical value Calculation Estimation index of all kinds of parameter, comprise pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate, annual average daily traffic and accumulative equivalent axles; And a point year divided lane storage is carried out to highway checking and appraising index over the years, by figure, highway checking and appraising index over the years is contrasted and predicted;

When road pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate are predicted, the history evaluation index storing target highway pavement is substituting in performance trend model and carries out matching, and select model that matching gained related coefficient is the highest as final performance trend model, the predicted numerical value of evaluation index annual in years ahead is shown; Described performance trend model comprises negative exponent model, revises S type curve and structure behavior model;

When calculating annual average daily traffic and accumulative equivalent axles and predict, select forecast model according to the actual requirements, comprise increment model and rate of growth model;

Modification scheme recommending module: for the evaluation index obtained according to calculating, select maintenance type, according to selected maintenance type, calculate the total cost expense of the maintenance type adopting different maintenance measure, total expenses and benefit-cost ratio, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type;

Geographical information platform module: for query aim highway pavement Back ground Information, completes route, interval, the essential information in section and the display of Pavement Performance evaluating data in map, and display-object highway pavement image.

The Back ground Information of described highway pavement comprises route management parameters, interval management parameters, section management parameters, road surface transform parameter, roadbed management parameters, bridge tunnel management parameters, facilities management parameter and maintenance history parameters, wherein,

Described route management parameters comprises route name, route abbreviation, route start stake, the stake of route terminal, route start position, route final position and path length and trend are economized by state;

Described interval management parameters comprises the coding of road section, interval winning peg, interval terminal stake, burst length, interval starting point, interval terminal, interval road surface types, interval carriageway type, interval affiliated administrative division and interval Yang Guan unit;

Described section management parameters comprises section coding, starting point pile No., terminal pile No., road section length, carriageway type, road surface types, industrial grade, damage molded breadth;

Described road surface transform parameter comprises section coding, surface layer, sealing, basic unit, cushion layer structure coding, road surface title, road surface thickness and road surface unit price;

Described roadbed management parameters comprises route coding, roadbed starting point pile No., roadbed terminal pile No. and roadbed technology status;

Described bridge tunnel management parameters comprises bridge tunnel and structure technology status, bridge type, tunnel culvert maintenance situation;

Described facilities management parameter comprises route coding, terminal pile No., road section length, facility technology situation and protective equipment defect situation;

Described maintenance history parameters comprises the maintenance historical information in route and section, and historical information comprises the maintenance type in maintenance time, the section numbering in route and section, route and the starting point pile No. in section, the some pile No. in whole route and section, Protocol Numbers, the maintenance plan in route and section, route and section.

The decision-making technique adopting bituminous pavement modification scheme decision system to carry out, comprises the following steps:

Step 1, according to detection frequency, determine the target highway pavement section corresponding to each parameter kind;

The parameter of step 2, collection target highway pavement, comprises deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter;

Wherein, deflection parameters comprises section starting point, road segment end, flexure measured value, surface temperature and flexure modified value, rut parameter comprises section starting point, road segment end and rut value, flatness parameter comprises section starting point, road segment end and flatness, friction factor parameter comprises section starting point, road segment end, friction factor measured value, the speed of a motor vehicle, surface temperature and friction factor modified value, road surface breakage parameter comprises section starting point, road segment end, chap light area, area in be full of cracks, the area that be full of cracks is heavy, the area that block crack is light, the area that block crack is heavy, the area that longitudinal crack is light, the area that longitudinal crack is heavy, the area that transverse crack is light, the area that transverse crack is heavy, the area that hole groove is light, the area that hole groove is heavy, loose light area, loose heavy area, the area that depression is light, the area that depression is heavy, the area that rut is light, the area that rut is heavy, wave gathers around the light area of bag, wave gathers around the area of Bao Chong, the area of bellding and the area of repairing, volume of traffic parameter comprises sampling time, a type car quantity, two type car quantity, three type car quantity, four type car quantity, a type goods quantity, two type goods quantity, three type goods quantity, four type goods quantity, five type goods quantity, standard load times and hybrid vehicle quantity,

Step 3, determine evaluating precision according to the actual requirements, the group number of all kinds of parameter is determined again according to evaluating precision and road section length, the typical value of every class parameter is calculated in many group parameters, according to the typical value of all kinds of parameter, Calculation Estimation index, comprises pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate, annual average daily traffic and accumulative equivalent axles; Described evaluating precision comprises 1000m, 500m and 200m;

Step 4, the evaluation index obtained according to calculating, select maintenance type, specific as follows:

When pavement structural strength, Road surface quality, pavement damage and pavement track are all more than or equal to 90, then adopt routine servicing scheme;

When pavement structural strength, Road surface quality and pavement damage are all less than 90, be more than or equal to 80, and pavement track is less than 90, is more than or equal to 60, and when cracking rate >=1% or rutting depth >=10mm or functional breakage >=0.6% or cornering ratio≤40, then take preventive maintenance scheme;

When pavement structural strength is less than 80, or Road surface quality is less than 80, or pavement damage is less than 80, or pavement track is less than 60, then adopt correction property maintenance plan;

Described routine servicing: refer to that road pavement is normally maintained; Described preventive maintenance measure: refer to before the large-scale or medium-sized mastery in periodicity road surface is protected, adopts maintenance measure process asphalt pavement crack, slight rut, slightly loose pavement surfaces distress; Described correction maintenance measure: refer to when adopting preventive maintenance measure can not recover the usability on road surface, then carry out milling to the surface layer of highway pavement or basic unit and heavily spread process;

Step 5, according to selected maintenance type, calculate the total cost expense of the maintenance type adopting different maintenance measure, total expenses and benefit-cost ratio, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type;

When the expense of paying close attention to be total cost expense or total expenses time, then select maintenance measure that generation expense is few as the maintenance measure being applicable to current maintenance type; When the expense of paying close attention to is benefit-cost ratio, then select to bring benefits expense than large maintenance measure as the maintenance measure being applicable to current maintenance type;

Step 6, user, according to final maintenance type and maintenance measure, carry out maintenance to target highway pavement.

A type car described in step 2 is the passenger vehicle of seating capacity≤7, two type cars are the passenger vehicle of seating capacity 8 ~ 19, three type cars are the passenger vehicle of seating capacity 20 ~ 39, four type cars are the passenger vehicle of seating capacity >=40, one type goods is the lorry of loading mass≤2t, two type goods are the lorry of loading mass 2t ~ 5t, three type goods are lorry or the 20 forty equivalent unit 40 lorries of loading mass 5t ~ 10t, four type goods are lorry or the 40 forty equivalent unit 40 lorries of loading mass 10t ~ 15t or load two 20 forty equivalent unit 40 lorries, and five type goods are the lorry of loading mass > 15t.

Maintenance measure described in step 5 comprises micro-surface area, broken ultra-thin wearing layer, pit repairing, crack disposal, milling former road surface Paving Bituminous Concrete.

Total cost expense described in step 5 is the total investment cost of maintenance measure; Described total expenses adopts method of life cycle to calculate; Benefit-cost ratio is the ratio of maintenance benefit and total expenses, described maintenance benefit be Pavement Performance curve and between integration.

Advantage of the present invention:

1, native system is based on B/S framework, provides a great convenience in user's use, only needs on a web browser, without the need to installing any other software, just can check the function such as evaluation, use formulation Maintenance Decision making detecting data; Server end adopts mysql database, and database server can store a large amount of detection data, so just as CPMS standalone version program, each use all need not will import and export a large amount of detection data; In addition, adopt B/S framework can reduce the calculated amount of client in a large number, accelerate surfing;

2, this system is for performance index, have employed negative exponent, revises S model and structure behavior model; In addition, system user of service can as required, and the parameter of a and the b of designated model reaches different prediction effects; For volume of traffic model, have employed increment and rate of growth two kinds of models, give the space that the Model Selection of scientific research is larger like this; Change for road network structure and cause the catastrophe of the volume of traffic, the Operation system setting maximum volume of traffic and the maximum coefficient of variation, make the prediction of the volume of traffic more reasonable like this;

3, this system is predicted that maintenance history combines with performance index and is analyzed; Due to highway can carry out frequently, the maintenance of short-term, the performance index that so detection data reflect just do not possess long characteristic, therefore, native system considers that maintenance historical data carries out regretional analysis, improve the accuracy of testing result, because the natural situation such as the hydrology in each section is not exclusively the same, so the performance index of prediction should difference to some extent, therefore, native system carries out matching according to the detection data of history after last time maintenance, select suitable model, improve the accuracy predicted the outcome;

4, highway is detected the unified storage of data divided lane by native system over the years, call each road 1 annual data according to demand at any time, realize same circuit, Different years Data Comparison, and identical section, Different years Data Comparison, program can draw development trend figure automatically according to historical data, comprise the decay situation of overall state, sub-indicator, adopt the figure such as histogram, trend map (optional) to store, export, and can inquire about by class (section);

5, the minimum length unit (evaluating precision) of native system road pavement performance evaluation is 200m, improves the resolution that former pavement state is evaluated, and in order to carry out further becoming more meticulous, Maintenance Design provides the foundation; Meanwhile, according to different demand, system also provides the Maintenance Decision making function of 500m, 1000m level;

6, data thematic map of the present invention is on Google Map, completes the Presentation Function of route, interval, section essential information; Decision-making thematic map, on Google Map, completes the Presentation Function of Pavement Performance evaluating data in route, interval, section;

7, the present invention adopts pavement structural strength PSSI, Road surface quality RQI, road surface breakage PCI, pavement track RDI tetra-indexs as Con trolling index, adopts rutting depth RD, friction factor SFC, cracking rate CR, functional breakage rate FDR as monodrome triggering indications.

Accompanying drawing explanation

Fig. 1 is the bituminous pavement modification scheme decision system structured flowchart of an embodiment of the present invention;

Fig. 2 is each piece of function division schematic diagram of an embodiment of the present invention;

Fig. 3 is the bituminous pavement modification scheme decision system method flow diagram of an embodiment of the present invention;

Fig. 4 is the evaluation index decision tree schematic diagram of an embodiment of the present invention;

Fig. 5 is that the benefit-cost ratio of an embodiment of the present invention calculates schematic diagram.

Embodiment

Below in conjunction with accompanying drawing, an embodiment of the present invention is described further.

Be described for the abundant highway engineering maintenance plan of brocade in the embodiment of the present invention;

As shown in Figure 1, in the embodiment of the present invention, bituminous pavement modification scheme decision system, this system, based on B/S framework, comprises master data module, road conditions detects data module, Pavement Performance interpretation and application module, geographical information platform module and modification scheme recommending module;

In the embodiment of the present invention, system based on B/S framework, the detection data that server end adopts mysql database realizing a large amount of;

As shown in Figure 2, in the embodiment of the present invention, the function of each module is as follows:

Master data module is for storing and the Back ground Information of display-object highway pavement;

Road conditions detect the history parameters that data module is used for the target highway pavement of storage of collected, comprise deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter; And determine evaluating precision according to the actual requirements, then determine the group number of all kinds of parameter according to evaluating precision and road section length, in many group parameters, calculate the typical value of every class parameter, according to the typical value of all kinds of parameter;

Pavement Performance interpretation and application module is used for the typical value according to all kinds of parameter, Calculation Estimation index, comprises pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate, annual average daily traffic and accumulative equivalent axles; And a point year divided lane storage is carried out to highway checking and appraising index over the years, by figure, highway checking and appraising index over the years is contrasted and predicted;

In the embodiment of the present invention, for deflection value, selection-evaluation time, evaluating precision (200 meters, 500 meters or 1000 meters), selection schemer, track, terminus pile No. (acquiescence does not extend this as completely), inquire about and show the numerical value of deliberated index, adopting cake chart, histogram and broken line graph display numerical value; And according to " highway technology status assessment standard " (JTG H20-2007), flexure is evaluated, evaluation result is as shown in table 1:

Table 1

Detect position	Excellent	In good	Secondary	Difference
					Left width runway	81.9％	11.4％1.9％	4.8％	0
Right width runway	80.2％	17.0％2.8％	0	0

When road pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate are predicted, the history evaluation index storing target highway pavement is substituting in performance trend model and carries out matching, and select model that matching gained related coefficient is the highest as final performance trend model, the predicted numerical value of evaluation index annual in years ahead is shown; Described performance trend model comprises negative exponent model, revises S type curve and structure behavior model; When calculating annual average daily traffic and accumulative equivalent axles and predict, select forecast model according to the actual requirements, comprise increment model and rate of growth model;

In the embodiment of the present invention, in the analyses and prediction module detecting data, user can specify time, route, interval, section, track.Selective data type comprises four overall targets: pavement structural strength PSSI, Road surface quality RQI, road surface breakage PCI, rut RDI and four monodrome triggering indications cracking rate CR, rutting depth RD, functional breakage rate FDR, cornering ratio SFC, these data types all by historical data for many years automatically (or artificial input-optional) complete the adjustment of performance trend model parameter, (using 1000m as a forecast model segment in the present embodiment after evaluation length 1000m, 500m or 200m evaluation can also be realized) add performance trend model.Selective types of models comprises negative exponent model, revises S type curve and structure behavior model three class, can revise according to actual conditions simultaneously.User according to matching smooth curves such as the negative exponents generated, can judge the development trend of corresponding detection data target, Timeliness coverage disease, evaluation and early warning.

Negative exponent model calculation formula is as follows:

y＝a·e ^-bx(1)

Wherein, y represents each desired value in road surface; X represents tenure of use; A, b represent model regression parameter;

Revise S type curve model computing formula as follows:

$y=\min +\frac{\max -\min }{1+a_0{e}^{a_{1}t}}---\left(2\right)$

Wherein, y represents each desired value in road surface; X represents that tenure of use, max represented pavement performance index maximal value, and value is 100; Min represents pavement performance index minimum value, and value is 30; a ₀, a ₁represent model regression parameter;

Structure behavior model computing formula is as follows:

$y_0[1-e^{(-{(a/x)}^b)}]---\left(3\right)$

Wherein, y represents each desired value in road surface; X represents tenure of use; y ₀represent road surface initial synthetic index, value is 100; A, b represent model regression parameter;

In the embodiment of the present invention, when annual average daily traffic and accumulative equivalent axles are calculated and predicted, select forecast model according to the actual requirements, comprise increment model and rate of growth model;

Increment model formation is as follows:

T＝t ₀+nδ (4)

Wherein, T represents the annual average daily traffic/accumulative equivalent axles of the prediction time limit; t ₀represent the annual average daily traffic/accumulative equivalent axles of the initial time limit; N represents the prediction time limit, year; δ represents average annual growth rate amount, equals historical data average annual growth rate amount.

Rate of growth model formation is as follows:

T＝t ₀(1+γ) ⁿ(5)

Wherein, γ represents annual average rate of increase, equals historical data annual average rate of increase.

Modification scheme recommending module is used for according to calculating the evaluation index obtained, select maintenance type, according to selected maintenance type, calculate the total cost expense of the maintenance type adopting different maintenance measure, total expenses and benefit-cost ratio, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type;

Geographical information platform module is used for query aim highway pavement Back ground Information, completes route, interval, the essential information in section and the display of Pavement Performance evaluating data in map, and display-object highway pavement image.

In the embodiment of the present invention, data thematic map, on Google Map, completes the Presentation Function of route, interval, section essential information; Decision-making thematic map, on Google Map, completes the Presentation Function of Pavement Performance evaluating data in route, interval, section;

In the embodiment of the present invention, the Back ground Information of highway pavement comprises route management parameters, interval management parameters, section management parameters, road surface transform parameter, roadbed management parameters, bridge tunnel management parameters, facilities management parameter and maintenance history parameters, wherein, described route management parameters comprises route name, route abbreviation, route start stake, the stake of route terminal, route start position, route final position and path length and trend are economized by state; Described interval management parameters comprises the coding of road section, interval winning peg, interval terminal stake, burst length, interval starting point, interval terminal, interval road surface types, interval carriageway type, interval affiliated administrative division and interval Yang Guan unit; Described section management parameters comprises section coding, starting point pile No., terminal pile No., road section length, carriageway type, road surface types, industrial grade, damage molded breadth; Described road surface transform parameter comprises section coding, surface layer, sealing, basic unit, cushion layer structure coding, road surface title, road surface thickness and road surface unit price; Described roadbed management parameters comprises route coding, roadbed starting point pile No., roadbed terminal pile No. and roadbed technology status; Described bridge tunnel management parameters comprises bridge tunnel and structure technology status, bridge type, tunnel culvert maintenance situation; Described facilities management parameter comprises route coding, terminal pile No., road section length, facility technology situation and protective equipment defect situation; Described maintenance history parameters comprises the maintenance historical information in route and section, and historical information comprises the maintenance type in maintenance time, the section numbering in route and section, route and the starting point pile No. in section, the some pile No. in whole route and section, Protocol Numbers, the maintenance plan in route and section, route and section.

Adopt the decision-making technique of bituminous pavement modification scheme decision system in the embodiment of the present invention, method flow diagram as shown in Figure 3, comprises the following steps:

Step 1, according to detection frequency, determine the target highway pavement section corresponding to each parameter kind;

In the embodiment of the present invention, the detection frequency of each parameter is different, wherein, to Fuxin highway, the every 50m of deflection value detects once, and the every 10m of rut value detects once, the every 20m of flatness value detects once, and the every 20m of friction factor detects once, and breakage detects once in units of 10m.

The parameter of step 2, collection target highway pavement, comprises deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter;

Wherein, deflection parameters comprises section starting point, road segment end, flexure measured value, surface temperature and flexure modified value, rut parameter comprises section starting point, road segment end and rut value, flatness parameter comprises section starting point, road segment end and flatness, friction factor parameter comprises section starting point, road segment end, friction factor measured value, the speed of a motor vehicle, surface temperature and friction factor modified value, road surface breakage parameter comprises section starting point, road segment end, chap light area, area in be full of cracks, the area that be full of cracks is heavy, the area that block crack is light, the area that block crack is heavy, the area that longitudinal crack is light, the area that longitudinal crack is heavy, the area that transverse crack is light, the area that transverse crack is heavy, the area that hole groove is light, the area that hole groove is heavy, loose light area, loose heavy area, the area that depression is light, the area that depression is heavy, the area that rut is light, the area that rut is heavy, wave gathers around the light area of bag, wave gathers around the area of Bao Chong, the area of bellding and the area of repairing, volume of traffic parameter comprises sampling time, a type car quantity, two type car quantity, three type car quantity, four type car quantity, a type goods quantity, two type goods quantity, three type goods quantity, four type goods quantity, five type goods quantity, standard load times and hybrid vehicle quantity,

In the embodiment of the present invention, the division being directed to dissimilar vehicle is as shown in table 2:

Table 2

Step 3, determine evaluating precision according to the actual requirements, the group number of all kinds of parameter is determined again according to evaluating precision and road section length, the typical value of every class parameter is calculated in many group parameters, according to the typical value of all kinds of parameter, Calculation Estimation index, comprises pavement structural strength PSSI, Road surface quality RQI, pavement skid resistance condition SRI, pavement damage PCI, pavement track RDI, cracking rate CR, functional breakage rate FDR, annual average daily traffic AADT and accumulative equivalent axles ESALC; Described evaluating precision comprises 1000m, 500m and 200m;

In the embodiment of the present invention, adopt 1000m as evaluating precision, namely the minimum length unit of road pavement performance evaluation is 1000m, by the road section length of 1000m divided by all kinds of parameter, obtain the group number of all kinds of parameter, in many group parameters, calculate the typical value of every class parameter, described typical value obtains according to the computing method in " highway subgrade road surface on-the-spot test code " (JTG E60-2008);

According to the typical value of all kinds of parameter, Calculation Estimation index, concrete formula is as follows:

Each deliberated index computing formula is as follows:

Pavement structural strength PSSI computing formula is as follows:

$\mathrm{PSSI}=\frac{100}{1+a_0{e}^{a_1\·\mathrm{SSI}}}---\left(6\right)$

$\mathrm{SSI}=\frac{l_d}{l_0}---\left(7\right)$

Wherein, SSI represents pavement structural strength coefficient (Structure Strength Coefficient), for Pavement Design flexure and actual measurement represent the ratio of flexure; l _drepresent Pavement Design flexure (mm); l ₀represent that actual measurement represents flexure (mm); a ₀represent model parameter, value is 15.71; a ₁represent model parameter, value is-5.19.

Road surface quality RQI computing formula is as follows:

$\mathrm{RQI}=\frac{100}{1+a_0{e}^{a_1\mathrm{IRI}}}---\left(8\right)$

Wherein, IRI represents international roughness index (International Roughness Index, m/km); a ₀represent model parameter, highway and Class I highway value are 0.026, and other standard highway values are 0.0185; a ₁represent model parameter, highway and Class I highway value are 0.65, and other standard highway values are 0.58.

Pavement skid resistance condition SRI computing formula is as follows:

$\mathrm{SRI}=\frac{100-{\mathrm{SRI}}_{\min }}{1+a_0{e}^{a_1\·\mathrm{SFC}}}+{\mathrm{SRI}}_{\min }---\left(9\right)$

Wherein, SFC represents cornering ratio (Side-way Force Coefficient); SRI _minrepresent calibrating parameters, value is 35.0; a ₀represent model parameter, value is 28.6; a ₁represent model parameter, value is-0.105.

Pavement damage PCI computing formula is as follows:

$\mathrm{PCI}=100-a_0{\mathrm{DR}}^{a_1}---\left(10\right)$

$\mathrm{DR}=100\×\frac{\underset{i=1}{\overset{i_0}{\mathrm{\Σ}}}{w}_i{A}_i}{A}---\left(11\right)$

Wherein, DR represents pavement damage ratio (Pavement Distress Ratio), is the number percent (%) amounting to impaired area sum and pavement investigation area of various damage; A _irepresent the area (m of the i-th class pavement damage ²); A represents that (investigation length and effective width of roadway is to be amassed, m for the road area of investigation ²); w _irepresent the weight of the i-th class pavement damage, bituminous pavement presses table 3 value; a ₀represent that bituminous pavement value is 15.00; a ₁represent that bituminous pavement value is 0.412; I represents i-th the pavement damage type considering damaged condition (gently, weighing); i ₀represent the types of damage sum comprising damaged condition (light, in, heavy), bituminous pavement value is 21.

Table 3

Pavement track RDI computing formula is as follows:

$\mathrm{RDI}=\left\{\begin{array}{c}100-a_0\mathrm{RD}(\mathrm{RD}\&le;{\mathrm{RD}}_a)\\ 60-a_1(\mathrm{RD}-{\mathrm{RD}}_a)({\mathrm{RD}}_a<\mathrm{RD}\&le;{\mathrm{RD}}_b)\\ 0\end{array}\right.---\left(12\right)$

Wherein, RD represents rutting depth (Rutting Depth, mm); RD _arepresent rutting depth parameter, value is 20mm; RD _brepresent rutting depth limit value, value is 35mm; a ₀represent model parameter, value is 2.0; a ₁represent model parameter, value is 4.0.

The calculating of cracking rate CR:

Refer to bituminous pavement be full of cracks, block crack, longitudinal direction, the area sum of transverse crack and the number percent of pavement investigation area;

The calculating of functional breakage rate FDR:

Loose, the pitted skin referring to that road surface occurs, the repairing treatment on oil-poor and former road surface, account for the number percent (%) of the investigation total area with damaged area;

Highway technology status score MQI computing formula is as follows:

MQI＝w _PQIPQI+w _SCISCI+w _BCIBCI+w _TCITCI (13)

Wherein, w _pQIrepresent the weight of PQI in MQI, value is 0.70; w _sCIrepresent the weight of SCI in MQI, value is 0.08; w _bCIrepresent the weight of BCI in MQI, value is 0.12; w _tCIrepresent the weight of TCI in MQI, value is 0.10.PQI represents Pavement Condition; SCI represents roadbed technology status, and BCI represents bridge, tunnel, culvert technology status, and TCI represents equipment along road technology status.

$\mathrm{SCI}=\underset{i=1}{\overset{8}{\mathrm{\&Sigma;}}}{\mathrm{\&omega;}}_i(100-{\mathrm{GD}}_{\mathrm{iSCI}})---\left(14\right)$

Wherein: GD _iSCIrepresent the total penalties that the i-th class roadbed damages, ω _irepresent the weight that the i-th class is damaged, i represents roadbed types of damage, and standard of deducting point and weight are with reference to " highway technology status assessment standard " (JTG H20-2007);

BCI＝min(100-GD _iBCT) (15)

Wherein: GD _iBCIrepresent the total penalties that the i-th class roadbed damages, i represents structure type, and standard of deducting point and weight are with reference to " highway technology status assessment standard " (JTG H20-2007);

$\mathrm{TCI}=\underset{i=1}{\overset{5}{\mathrm{\&Sigma;}}}{\mathrm{\&omega;}}_i(100-{\mathrm{GD}}_{\mathrm{iTCI}})---\left(16\right)$

Wherein: GD _iTCIrepresent the total penalties that the i-th class roadbed damages, ω _irepresent the weight that the i-th class facility damages, i represents facility types of damage, and standard of deducting point and weight are with reference to " highway technology status assessment standard " (JTG H20-2007);

Asphalt Pavement Performance Evaluation comprises pavement damage, flatness, rut, cling property and structural strength five Technologies content; Wherein, pavement structural strength is sampling deliberated index, and calculate separately and evaluation, evaluation scope is determined voluntarily according to the geologic condition etc. of road surface medium-capital overhauling maintenance demand, roadbed;

Pavement Condition (PQI) computing formula is as follows:

PQI＝w _PCIPCI+w _RQIRQI+w _RDIRDI+w _SRISRI (17)

Wherein, w _pCIrepresent the weight of PCI in PQI, by table 4 value; w _rQIrepresent the weight of RQI in PQI, by table 4 value; w _rDIrepresent the weight of RDI in PQI, by table 4 value; w _sRIrepresent the weight of SRI in PQI, by table 4 value.

Table 4

Step 4, the evaluation index obtained according to calculating, select maintenance type, specific as follows:

When pavement structural strength PSSI, Road surface quality RQI, pavement damage PCI and pavement track RDI are all more than or equal to 90, then adopt routine servicing scheme;

When pavement structural strength PSSI, Road surface quality RQI and pavement damage PCI are all less than 90, be more than or equal to 80, and pavement track RDI is less than 90, be more than or equal to 60, and when cracking rate CR >=1% or rutting depth RD >=10mm or functional damaged FDR >=0.6% or cornering ratio SFC≤40, then take preventive maintenance scheme;

When pavement structural strength PSSI is less than 80, or Road surface quality RQI is less than 80, or pavement damage PCI is less than 80, or pavement track RDI is less than 60, then adopt correction property maintenance plan;

Modification scheme commending system is core content of the present invention, by calling road condition acquiring database module, assay and prediction module, according to different pavement technique situations, determining current maintenance scheme, completing the formulation of maintenance plan.Comprise routine servicing, preventive maintenance and correction maintenance counterproposal, gather formation maintenance plan.And the pavement structure before and after the construction of maintenance scheme is depicted as structural drawing.

In the embodiment of the present invention, routine servicing refers to that road pavement is normally maintained, and comprises cleaning, deicing snow removing, repairs slight damage etc., such as pit repairing, crack disposal etc.Preventive maintenance refers to before the medium-capital overhauling maintenance of periodicity road surface, in pavement technique situation situation in shape, by selecting suitable opportunity, with maintenance measure that is suitable, lower cost, punishment asphalt pavement crack, slight rut, the slightly surface distress such as loose and improve pavement skid resistance condition, to delay pavement damage speed, extend the pavement usage cycle, to reduce maintenance process for the purpose of Life Cycle Cost.Concrete maintenance measure comprises micro-surface area, ultra-thin wearing layer etc.The maintenance of correction property refers to that Pavement Condition has dropped to reduced levels, can not be recovered the usability on road surface by preventive maintenance measure, need to surface layer even basic unit carry out milling and heavily spread process.Such as milling 7cm surface layer, overlays 7cm bituminous concrete, excavates 20cm basic unit, milling through thickness surface layer, overlays 20cm cement stabilized macadam base, 0.5cm slurry seal and 17.5cm bituminous concrete etc.

As shown in Figure 4, in the embodiment of the present invention, adopt the mode of decision tree under the various combination of the index of all Pavement Performance, display should take which kind of or which plant maintenance measure.User chooses pavement performance index according to demand, and under system is presented at this pavement performance index situation, maintenance program is planted in concrete employing which kind of or which.

System is by judging that comprehensive maintenance index and monodrome triggering indications carry out maintenance plan decision-making.Wherein, overall target comprises pavement structural strength PSSI, surface evenness RQI, road surface breakage PCI and rutting depth index RDI; Monodrome triggering indications comprises rut RD, cracking rate CR, functional damaged FDR and cling property SFC.One of above overall target and monodrome triggering indications reach setting will carry out next step flow process, and each index can be set to different value, Family administration, ensure can adjust at any time.

In the embodiment of the present invention, Jin Fu highway Yi County height estrade is to Qing Men river charge station section, up runway K76+000-K77+000 section is example, and to calculate PSSI value be 96.12, PCI value is 94.15, RDI is 91.71, RQI is 94.15, from four overall targets, can meet the index needs that preventive maintenance is carried out on road surface, whether carry out preventive maintenance, the monodrome triggering indications whether reaching preventive maintenance be seen.The analysis of monodrome triggering indications, CR is 1.9%, RD be 7.2mm, SFC be 48, FDR is 1.3%, CR, FDR two indexs reach preventive maintenance standard, and RD, SFC are less than preventive maintenance standard.Above four indices has one of them to reach standard just to be needed to carry out preventive maintenance, so this section of Jin Fu highway can adopt preventive maintenance measure.According to the maintenance measure in Maintenance Decision making database, select micro-surface area and ultra-thin wearing layer two kinds of preventive maintenance measures as alternative.

Step 5, according to selected maintenance type, calculate the total cost expense of the maintenance type adopting different maintenance measure, total expenses and benefit-cost ratio, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type; When the expense of paying close attention to be total cost expense or total expenses time, then select maintenance measure that generation expense is few as the maintenance measure being applicable to current maintenance type; When the expense of paying close attention to is benefit-cost ratio, then select to bring benefits expense than large maintenance measure as the maintenance measure being applicable to current maintenance type;

In the embodiment of the present invention, maintenance measure storehouse content comprises the maintenance measures of employing, construction costs budget, thickness, adopts the expected service life on this maintenance plan road surface.Select the pavement disease that different maintenance measures can solve.Minimum by total cost, total expenses is minimum and the maximum three kinds of methods of benefit-cost ratio to determine to adopt which kind of maintenance plan more scientific and reasonable.To can realize the technology and economy comparison between the different preventive maintenance measure in this section simultaneously and do not carry out preventive maintenance and carry out correction maintenance construction costs contrast between the two.

In the embodiment of the present invention, can carry out exporting two or more preventive maintenance scheme, maintenance plan export comprise gather need to carry out maintenance section, length, pavement technique situation, the maintenance measure of employing and the construction costs budget of maintenance plan.The maintenance of correction property except system itself normally decision-making, to have in technology bank can typing at any time, amendment, deletion and output maintenance measure function (as high-modulus asphalt concrete, rubber asphalt concrete), ensure the interlock between each module.

In the embodiment of the present invention, the life cycle management analytical approach model parameter of employing is set to open, and various parameter is convenient to adjust according to actual conditions.This result of calculation relates to the selection of maintenance plan, ensure the authenticity, the accuracy that calculate.

The minimum method of total cost:

The method only considers various maintenance costs, adopt Net Present Value, the net cash flow in year each in account period of project, convert the present worth sum of first stage of construction according to a given standard discount rate, possibility present worth is compared, finds the maintenance plan that expense is minimum.

Net present value method considers time value on assets and considers the economic conditions of project in whole life cycle comprehensively, and economic implications is clearly directly perceived, directly can represent the net proceeds of project with amount of currency.But first net present value method must determine a base earnings ratio meeting economic reality, and the determination of base earnings ratio is often more difficult.

The minimum method of total expenses:

Minimum method employing life cycle cost analysis (Life Cycle Cost Analysis) of total expenses is called for short LCCA and is carried out.Within certain period, evaluated the process of its economic worth by the initial cost and the later expense of discounting analyzing a certain section.The expense paying as much at different times has different economic worths, so be necessary to carry out economic analysis.The method analyzed is by the expense of different time expenditure in the analysis phase, is converted to present expense by a certain predetermined rate of discount.In the pavement life cycle, to the end of term in life-span from design, the capital cost that may comprise sees the following form, and comprises administrative authority's expense, customer charge and social cost three major parts.

Expense composition in the pavement life cycle is as shown in table 5:

Table 5

Note: the cost components that the expression native system beating √ is considered when maintenance policy development.

Benefit-cost ratio is maximum:

The benefit of maintenance is generally difficult to be quantified as currency to calculate, and way popular at present adopts Pavement Condition area under a curve to represent maintenance benefit, i.e. the integration of Pavement Performance curve and time.Pavement Condition is better, and the area surrounded is also larger, analysis result in this way meet theory and the rule of maintenance.

Benefit-cost ratio specifically calculates as shown in Figure 5, wherein, the benefit of 1.-first time maintenance, the benefit of 2.-second time maintenance, 3.-natural decay curve, 4. decay curve after maintenance, namely the benefit of certain maintenance be the time shaft of adjacent twice maintenance, the area that surrounds of the road surface decay curve after maintenance, road surface natural decay Curves.

In the embodiment of the present invention, the crack occurred for road surface, anti-slide performance decline, the surface disease such as oil-poor, and adopt micro-surface area and ultrathin overlay two kinds of preventive maintenances, the Technological Economy comparison of two schemes is as follows:

When carrying out life cycle cost and calculating, the computation model of the various expenses of employing is as follows:

Routine servicing expense:

$\mathrm{MC}=\underset{i=1}{\overset{N}{\mathrm{\&Sigma;}}}\left[\frac{{\mathrm{MC}}_i}{{(1+r)}^i}\right]---\left(18\right)$

Wherein, MC represents in life cycle or routine servicing expense total in the analysis phase; MC _irepresent the routine servicing expense of 1 year; R represents rate of discount; N represents life cycle or analysis phase.

Maintenance costs model:

MC _i＝0.34+3.44×10 ^-6×(100-PCI _i)×AADT _i(19)

In formula: MC _irepresent that 1 year routine servicing takes (unit/m ²); PCI _irepresent 1 year Pavement distress; AADT _irepresent the i-th annual average daily traffic (/ day).

Preventive maintenance expense and medium-capital overhauling expense:

$\mathrm{MRC}=\underset{i=1}{\overset{m}{\mathrm{\&Sigma;}}}\left[\frac{{\mathrm{MRC}}_i}{{(1+r)}^{t_i}}\right]---\left(20\right)$

In formula: MRC represents in life cycle or all maintenance measure costs in the analysis phase; MRC _irepresent the expense of i-th maintenance; R represents rate of discount; t _irepresent the enforcement time of i-th maintenance; M represents in life cycle or the number of times of maintenance in the analysis phase.

Measure cost residual value:

$C_u=\frac{N_e-N}{T_n}\&times;C_n---\left(21\right)$

In formula: C _urepresent measure cost residual value; T _nrepresent the life-span of last maintenance measure in maintenance scheme; N represents life cycle or analysis phase; N _erepresent the expected service life of maintenance scheme; C _nrepresent the expense of last maintenance measure in maintenance scheme.

Customer charge:

Mainly comprise the expense of fuel consumption, tire wear and guarantee material, its respective cost model is as follows:

Oil consumption model:

FL＝a+b×IRI (22)

In formula: FL represents fuel consumption per hundred kilometers (L/100km); A, b represent regression coefficient, and value reference table is as follows; IRI represents international roughness index, m/km.

Oil consumption-flatness relational expression parameter value is as shown in table 6:

Table 6

Vehicle	Minibus	Microbus	Motor bus	Low density cargo (gasoline)	Low density cargo (diesel oil)	Middle lorry	Heavy cargo car	Articulator
									a	9.78	14.87	23.80	17.42	8.03	23.00	19.00	35.39
b	0.1820	0.2344	0.2937	05685	0.2422	0.4341	0.2985	0.8926

Wheel consumption model:

$\mathrm{TC}=\mathrm{NT}\&times;[\frac{(1+\mathrm{RREC}\&times;\mathrm{NR})\&times;\mathrm{TWT}\&times;k_1}{(1+k_2)\&times;\mathrm{VOL}}+0.002]---\left(23\right)$

And for station wagon, because data cannot be investigated, so have to still adopt the model in HDM III, such as formula shown (24):

TC＝NT×(0.01165+0.001781×IRI) (24)

In formula: TC represents the equivalent new tire number (individual/thousand truck kilometers) that every thousand truck kilometers consume; NT represents the tire number of each car, bar; RREC represents tyre rebuilding expense once and the ratio of a new tire; NR represents the average renovation number of times of tire; TWT represents tread wear rate, dm3/ tire kilometer; Value is 0.23; K1, k2 represent correction factor, k2=0.77.

Wheel consumption model parameter is as shown in table 7:

Table 7

For straight section, can by the characteristic of various types of vehicles, the relation directly set up between tire consumption-flatness is shown in (25).

T _c＝a ₀+a ₁×IRI (25)

In formula, a ₀and a ₁for regression coefficient, value with table 8 for foundation.

The coefficient value of wheel consumption-flatness relational expression is as shown in table 8:

Table 8

Tire consumption costs computation model is then had to see (26):

$\mathrm{CTC}=P_t\&times;\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\mathrm{AAD}{T}_i\&times;T_{\mathrm{ci}}---\left(26\right)$

In formula: CTC represents that wheel expends use (unit/1000km); P _trepresent new tire price; T _cirepresent the equivalent tire number that one kilometer, i-th kind of vehicle 1000 car consumes.

Guarantee material consumption model is as follows:

Passenger vehicle class warranty charges model is such as formula (27):

$\mathrm{PC}=e\&times;k\&times;\exp (f\&times;\mathrm{IRI})\&times;{\mathrm{CKM}}^{K_p}---\left(27\right)$

Lorry class warranty charges model is such as formula (28):

$\mathrm{PC}=e\&times;k\&times;(1+f\&times;\mathrm{IRI})\&times;{\mathrm{CKM}}^{K_p}---\left(28\right)$

In formula: PC represents the maintenance cost of thousand truck kilometers and the ratio (accounting for new car price ratio/thousand truck kilometer) of this kind of vehicle new car price at that time; E, f represent the regression coefficient of model; K represents upkeep cost coefficient; K _prepresent car index in age or vehicle ages coefficient; CKM represents the accumulative stroke mileage of vehicle; IRI represents international roughness index, m/km.The value reference table 9 of each parameter in formula (28):

Maintenance cost model coefficient is as shown in table 9:

Table 9

Vehicle	k	e(10 -5)	f(10 -2)	Kp
					Car, light bus	1.54	2.77	17.81	0.308
Motor bus	2.86	0.60	4.63	0.483
					Light truck	2.86	0.60	327.33	0.371
Middle lorry	2.86	0.60	327.33	0.371
					Heavy cargo car	1.43	0.285	45.90	0.371
Articulator	1.43	0.285	45.90	0.371

The customer charge of 1 year of per kilometer of road can be calculated, shown in (29) according to above each cost model:

${\mathrm{UC}}_i={\mathrm{AADT}}_i\&times;365\&times;\underset{i=1}{\overset{k}{\mathrm{\&Sigma;}}}[n_i\&times;(\mathrm{py}\&times;{\mathrm{FL}}_i/100+{\mathrm{pt}}_i\&times;{\mathrm{TC}}_i/1000+{\mathrm{pv}}_i\&times;{\mathrm{PC}}_i\&times;10)]---\left(29\right)$

In formula: UC _irepresent every kilometer of customer charge (unit/km); AADT _irepresent the annual average daily traffic (/ day) of 1 year; Py represents fuel oil unit price (unit/L); Pt _irepresent the new tire unit price (unit /) of i-th kind of vehicle; Pv _irepresent the new car unit price (ten thousand yuan/of i-th kind of vehicle; FL _irepresent that the fuel oil of i-th kind of vehicle takes (unit/hundred kilometers); TC _irepresent that the wheel of i-th kind of vehicle expends (unit/thousand truck kilometers); PC _irepresent the guarantee material consumption expense (unit/thousand truck kilometers) of i-th kind of vehicle; n _irepresent that the annual average daily traffic of i-th kind of vehicle accounts for the ratio of all vehicles; K represents vehicle sum.

Because each ingredient of customer charge is all relevant with IRI, therefore the calculating of customer charge must know the value of IRI.Research shows, the conversion relational expression between IRI and the PSI in customer charge model is shown in formula (30):

IRI＝2-5.6×(1g0.2+1gPSI) (30)

Conversion relational expression between PSI and PCI is shown in formula (31):

PSI＝3.5×(PCI-50)/50+1.5 (31)

In formula: PSI represents current service ability index.Other meaning of parameters are the same.

Annual customer charge is converted to present worth by rate of discount, such as formula (32):

$\mathrm{UC}=\underset{i=1}{\overset{N}{\mathrm{\&Sigma;}}}\left[\frac{{\mathrm{UC}}_i}{{(1+r)}^i}\right]---\left(32\right)$

In formula: UC represents in life cycle or customer charge total in the analysis phase; UC _irepresent the customer charge of 1 year; R represents rate of discount; N represents life cycle or analysis phase.

In sum, the total expenses in life cycle or in the analysis phase can be calculated by formula (33).

C＝(MC+MRC-C _u)×LW×1000+UC (33)

In formula: C represents the total expenses (unit/kilometer) in life cycle or in the analysis phase; MC represents total routine servicing expense (unit/m2); MRC represents total maintenance measure cost (unit/m2); LW represents lane width (m); UC represents total customer charge (unit/kilometer); C _urepresent residual value expense.

In the embodiment of the present invention, for the abundant highway maintenance scheme of brocade, maintenance costs calculating is carried out to micro-surface area and super ultrathin overlay three kinds of schemes.

Three kinds of schemes adopt three kinds of cost analysis computing method results to gather as shown in the table:

Table 10

Analysis indexes	Micro-table	Ultra-thin
			Total cost (ten thousand yuan of km)	31.5	35.1
Routine servicing expense (ten thousand yuan of km)	3.83	3.11
			Oil consumption (ten thousand yuan of km)	615.74	616.50
Wheel consumption (ten thousand yuan of km)	60.81	60.47
			Maintenance material cost uses (ten thousand yuan of km)	278.19	275.56
Benefit value	60	66
			Total expenses (ten thousand yuan of km)	993.07	990.75
Benefit-cost ratio	6％	7％

Foundation result of calculation above, presses total cost sequence for three kinds of different maintenance plan: ultra-thin wearing layer > micro-surface area sorts by total expenses: micro-surface area > ultra-thin wearing layer; Sort by benefit-cost ratio: ultra-thin wearing layer > micro-surface area.

In the embodiment of the present invention, it is minimum that Fuxin highway requires to adopt total cost, therefore advises that Jin Fu highway adopts ultra-thin wearing layer cover.Expense of paying close attention to according to user is determined, the scheme that different Economic Analysis Model draws is inconsistent, such as require adopt total cost minimum, system recommendation be ultra-thin wearing layer, require that total expenses is minimum, system recommendation be exactly micro-surface area.

Step 6, user, according to final maintenance type and maintenance measure, carry out maintenance to target highway pavement.

Claims (6)

1. a bituminous pavement modification scheme decision system, is characterized in that: this system, based on B/S framework, comprises master data module, road conditions detect data module, Pavement Performance interpretation and application module, geographical information platform module and modification scheme recommending module; Wherein,

Master data module: for storing and the Back ground Information of display-object highway pavement;

Road conditions detect data module: for the history parameters of the target highway pavement of storage of collected, comprise deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter; And a point year divided lane storage is carried out to the data that detect over the years, show Testing index variation tendency over the years by figure;

Pavement Performance interpretation and application module: for determining evaluating precision according to the actual requirements, the group number of all kinds of parameter is determined again according to evaluating precision and road section length, the typical value of every class parameter is calculated in many group parameters, according to the typical value Calculation Estimation index of all kinds of parameter, comprise pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate, annual average daily traffic and accumulative equivalent axles; And a point year divided lane storage is carried out to highway checking and appraising index over the years, by figure, highway checking and appraising index over the years is contrasted and predicted;

When road pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate are predicted, the history evaluation index storing target highway pavement is substituting in performance trend model and carries out matching, and select model that matching gained related coefficient is the highest as final performance trend model, the predicted numerical value of evaluation index annual in years ahead is shown; Described performance trend model comprises negative exponent model, revises S type curve and structure behavior model;

When calculating annual average daily traffic and accumulative equivalent axles and predict, select forecast model according to the actual requirements, comprise increment model and rate of growth model;

Modification scheme recommending module: for the evaluation index obtained according to calculating, select maintenance type, according to selected maintenance type, calculate the total cost expense, total expenses and the benefit-cost ratio that adopt the maintenance type of different maintenance measure to produce, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type;

Geographical information platform module: for query aim highway pavement Back ground Information, completes route, interval, the Back ground Information in section and the display of Pavement Performance evaluating data in map, and display-object highway pavement image.

2. bituminous pavement modification scheme decision system according to claim 1, it is characterized in that: the Back ground Information of described highway pavement comprises route management parameters, interval management parameters, section management parameters, road surface transform parameter, roadbed management parameters, bridge tunnel management parameters, facilities management parameter and maintenance history parameters, wherein

Described route management parameters comprises route name, route abbreviation, route start stake, the stake of route terminal, route start position, route final position and path length and trend are economized by state;

Described interval management parameters comprises the coding of road section, interval winning peg, interval terminal stake, burst length, interval starting point, interval terminal, interval road surface types, interval carriageway type, interval affiliated administrative division and interval Yang Guan unit;

Described section management parameters comprises section coding, starting point pile No., terminal pile No., road section length, carriageway type, road surface types, industrial grade, damage molded breadth;

Described road surface transform parameter comprises section coding, surface layer, sealing, basic unit, cushion layer structure coding, road surface title, road surface thickness and road surface unit price;

Described roadbed management parameters comprises route coding, roadbed starting point pile No., roadbed terminal pile No. and roadbed technology status;

Described bridge tunnel management parameters comprises bridge tunnel and structure technology status, bridge type, tunnel culvert maintenance situation;

Described facilities management parameter comprises route coding, terminal pile No., road section length, facility technology situation and protective equipment defect situation;

Described maintenance history parameters comprises the maintenance historical information in route and section, and historical information comprises the maintenance type in maintenance time, the section numbering in route and section, route and the starting point pile No. in section, the some pile No. in whole route and section, Protocol Numbers, the maintenance plan in route and section, route and section.

3. the decision-making technique adopting bituminous pavement modification scheme decision system according to claim 1 to carry out, is characterized in that: comprise the following steps:

Step 1, according to detection frequency, determine the road section length of the target highway pavement corresponding to all kinds of parameter;

The parameter of step 2, collection target highway pavement, comprises deflection parameters, rut parameter, flatness parameter, friction factor parameter, road surface breakage parameter and volume of traffic parameter;

Wherein, deflection parameters comprises section starting point, road segment end, flexure measured value, surface temperature and flexure modified value, rut parameter comprises section starting point, road segment end and rut value, flatness parameter comprises section starting point, road segment end and flatness, friction factor parameter comprises section starting point, road segment end, friction factor measured value, the speed of a motor vehicle, surface temperature and friction factor modified value, road surface breakage parameter comprises section starting point, road segment end, chap light area, area in be full of cracks, the area that be full of cracks is heavy, the area that block crack is light, the area that block crack is heavy, the area that longitudinal crack is light, the area that longitudinal crack is heavy, the area that transverse crack is light, the area that transverse crack is heavy, the area that hole groove is light, the area that hole groove is heavy, loose light area, loose heavy area, the area that depression is light, the area that depression is heavy, the area that rut is light, the area that rut is heavy, wave gathers around the light area of bag, wave gathers around the area of Bao Chong, the area of bellding and the area of repairing, volume of traffic parameter comprises sampling time, a type car quantity, two type car quantity, three type car quantity, four type car quantity, a type goods quantity, two type goods quantity, three type goods quantity, four type goods quantity, five type goods quantity, standard load times and hybrid vehicle quantity,

Step 3, determine evaluating precision according to the actual requirements, the group number of all kinds of parameter is determined again according to evaluating precision and road section length, the typical value of every class parameter is calculated in many group parameters, according to the typical value of all kinds of parameter, Calculation Estimation index, comprises pavement structural strength, Road surface quality, pavement skid resistance condition, pavement damage, pavement track, cracking rate, functional breakage rate, annual average daily traffic and accumulative equivalent axles; Described evaluating precision comprises 1000m, 500m and 200m;

Step 4, the evaluation index obtained according to calculating, select maintenance type, specific as follows:

When pavement structural strength, Road surface quality, pavement damage and pavement track are all more than or equal to 90, then adopt routine servicing scheme;

When pavement structural strength, Road surface quality and pavement damage are all less than 90, be more than or equal to 80, and pavement track is less than 90, is more than or equal to 60, and when cracking rate >=1% or rutting depth >=10mm or functional breakage >=0.6% or cornering ratio≤40, then take preventive maintenance scheme;

When pavement structural strength is less than 80, or Road surface quality is less than 80, or pavement damage is less than 80, or pavement track is less than 60, then adopt correction property maintenance plan;

Described routine servicing: refer to that road pavement is normally maintained; Described preventive maintenance measure: refer to before the large-scale or medium-sized mastery in periodicity road surface is protected, adopts maintenance measure process asphalt pavement crack, slight rut, slightly loose pavement surfaces distress; Described correction maintenance measure: refer to when adopting preventive maintenance measure can not recover the usability on road surface, then carry out milling to the surface layer of highway pavement or basic unit and heavily spread process;

Step 5, according to selected maintenance type, calculate the total cost expense of the maintenance type adopting different maintenance measure, total expenses and benefit-cost ratio, and according to actual conditions, determine to pay close attention to expense in total cost expense, total expenses and benefit-cost ratio, select according to expense of paying close attention to the maintenance measure being applicable to current maintenance type;

When the expense of paying close attention to be total cost expense or total expenses time, then select maintenance measure that generation expense is few as the maintenance measure being applicable to current maintenance type; When the expense of paying close attention to is benefit-cost ratio, then select to bring benefits expense than large maintenance measure as the maintenance measure being applicable to current maintenance type;

Step 6, user, according to final maintenance type and maintenance measure, carry out maintenance to target highway pavement.

4. decision-making technique according to claim 2, it is characterized in that: the type car described in step 2 is the passenger vehicle of seating capacity≤7, two type cars are the passenger vehicle of seating capacity 8 ~ 19, three type cars are the passenger vehicle of seating capacity 20 ~ 39, four type cars are the passenger vehicle of seating capacity >=40, one type goods is the lorry of loading mass≤2t, two type goods are the lorry of loading mass 2t ~ 5t, three type goods are lorry or the 20 forty equivalent unit 40 lorries of loading mass 5t ~ 10t, four type goods are lorry or the 40 forty equivalent unit 40 lorries of loading mass 10t ~ 15t or load two 20 forty equivalent unit 40 lorries, five type goods are the lorry of loading mass > 15t.

5. decision-making technique according to claim 2, is characterized in that: the maintenance measure described in step 5 comprises micro-surface area, broken ultra-thin wearing layer, pit repairing, crack disposal, milling former road surface Paving Bituminous Concrete.

6. decision-making technique according to claim 2, is characterized in that: the total cost expense described in step 5 is the total investment cost of maintenance measure; Described total expenses adopts method of life cycle to calculate; Benefit-cost ratio is the ratio of maintenance benefit and total expenses, described maintenance benefit be Pavement Performance curve and between integration.