CN112114120A - Method for testing road performance of newly-paved asphalt pavement - Google Patents
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Abstract
The invention relates to the technical field of performance test of simulated asphalt pavements, in particular to a method for testing the performance of a newly paved asphalt pavement, which comprises the following steps: s1, continuously draining water to the surface of the asphalt pavement to be detected according to a constant flow, calculating the seepage velocity of the water on the asphalt pavement, and judging whether the seepage velocity is greater than a first threshold value; s2, collecting a road surface image of the road surface to be detected, inputting the road surface image into the neural network model to calculate the friction coefficient, and judging whether the friction coefficient is larger than a second threshold value; s3, performing a braking test on the asphalt pavement to be tested, measuring a braking distance, and judging whether the braking distance is greater than a third threshold value; and S4, performing a braking test on the asphalt pavement to be tested, measuring the braking time, and judging whether the braking time is greater than a fourth threshold value. The invention considers seepage velocity, braking distance and braking time, and solves the technical problem that the anti-skid performance of the asphalt pavement can not be accurately measured in rainy days or under the condition that water is accumulated on the pavement in the prior art.
Description
Technical Field
The invention relates to the technical field of performance test of simulated asphalt pavements, in particular to a method for testing the performance of a newly paved asphalt pavement.
Background
The anti-skid performance of the asphalt pavement is usually expressed by a friction coefficient, and is a key performance evaluation index of the asphalt pavement, and the high and low friction coefficients directly influence the safety of high-speed running of an automobile. At present, the friction coefficient of road surfaces of road sections is mainly measured by a pendulum instrument, which is applicable to cement road surfaces. However, since the anti-skid performance of the asphalt pavement is affected by seasons and temperatures, the measurement result of the pendulum instrument cannot fully reflect the anti-skid performance of the pavement on the road section.
In contrast, the document CN109671077A discloses a method for detecting the skid resistance of an asphalt pavement, which includes: acquiring a neural network model, wherein the neural network model is a trained neural network model which takes an asphalt pavement image as input and takes the friction resistance value of the asphalt pavement as output; collecting a pavement image of a pavement to be detected by using a CCD industrial camera; inputting the road surface image into a neural network model, and determining the friction resistance value of the road surface to be detected; acquiring temperature information of a road surface to be detected; and correcting the friction resistance value according to the temperature information to obtain the corrected friction resistance value of the road surface to be detected so as to further obtain the skid resistance of the road surface to be detected.
In order to improve the safety of driving in rainy days, drainage asphalt is widely adopted at present, such a road surface has a good drainage function, rainwater can be discharged through the interior of the road surface body, and a water film on the road surface in rainy days is eliminated or obviously reduced. In rainy days or under the condition that water is accumulated on the road surface, the friction between the wheels and the road surface can be reduced by rain water, and the real skid resistance can not be accurately reflected by neglecting the influence of the road surface permeability. That is, the prior art cannot accurately determine the skid resistance of asphalt pavement in rainy days or under the condition that water is accumulated on the pavement.
Disclosure of Invention
The invention provides a method for testing the pavement performance of a newly paved asphalt pavement, which solves the technical problem that the anti-skid performance of the asphalt pavement cannot be accurately measured in rainy days or under the condition that water is accumulated on the pavement in the prior art.
The basic scheme provided by the invention is as follows: a method for testing the pavement performance of a newly paved asphalt pavement comprises the following steps:
s1, continuously draining water to the surface of the asphalt pavement to be detected according to a constant flow, calculating the seepage velocity of the water on the asphalt pavement, and judging whether the seepage velocity is greater than a first threshold value: if the seepage speed is less than a first threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the seepage velocity is greater than or equal to the first threshold value, carrying out the next step;
s2, collecting a road surface image of the road surface to be detected, inputting the road surface image into the neural network model to calculate the friction coefficient, and judging whether the friction coefficient is larger than a second threshold value: if the friction coefficient is smaller than a second threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the friction coefficient is larger than or equal to the second threshold value, carrying out the next step;
s3, performing a braking test on the asphalt pavement to be tested, measuring the braking distance, and judging whether the braking distance is greater than a third threshold value: if the braking distance is greater than or equal to the third threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the braking distance is smaller than the third threshold value, the next step is carried out;
s4, performing a braking test on the asphalt pavement to be tested, measuring the braking time, and judging whether the braking time is greater than a fourth threshold value: if the braking time is greater than or equal to the fourth threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; and if the braking time is less than the fourth threshold value, judging that the anti-skid performance of the asphalt pavement meets the requirement.
The working principle and the advantages of the invention are as follows: for dry asphalt pavement in sunny days, whether the anti-skid performance meets the requirement can be judged according to the friction coefficient; for wet asphalt pavement in rainy days, the existence of a road surface water film can reduce the friction between wheels and the pavement, and whether the anti-skid performance meets the requirement cannot be accurately judged only through the friction coefficient. Therefore, the seepage speed, the braking distance and the braking time are also considered: firstly, the size of the seepage velocity reflects the whole drainage effect of the pavement; secondly, the braking distance reflects the shortest distance required by braking; and thirdly, the braking time reflects the shortest time required by braking. By the method, whether the anti-skid performance of the asphalt pavement meets the requirement or not can be accurately measured even in rainy days.
The invention considers seepage velocity, braking distance and braking time, and solves the technical problem that the anti-skid performance of the asphalt pavement can not be accurately measured in rainy days or under the condition that water is accumulated on the pavement in the prior art.
Further, in S1, water is allowed to freely flow over the asphalt pavement to be tested, and when the area of the flow surface does not change any more, the perimeter of the flow surface and the thickness of the drainage layer are measured, and the seepage speed is constant flow/(perimeter of the flow surface × thickness of the drainage layer).
Has the advantages that: by the method, the whole permeability of the asphalt pavement can be accurately measured, and the obtained calculation result is accurate and reliable.
Further, the thickness of the drainage layer is 0.2-1.0 cm.
Has the advantages that: the thickness of the drainage layer is set to be 0.2-1.0 cm, the thickness of the drainage layer accords with the accumulated water thickness of the asphalt pavement in rainy days, and the accumulated water condition of the asphalt pavement can be truly reflected.
Further, when the area of the overflowing surface is not changed any more, the length of the intersection line of the drainage layer and the asphalt pavement is measured by a thin line to be used as the circumference of the overflowing surface.
Has the advantages that: because the shape of the diffuse flow surface is usually irregular, the accuracy is high and the error is small by measuring the length of the intersection line of the drainage layer and the asphalt pavement through a thin line.
Further, in the step S3, the test is carried out on the asphalt pavement with the preset water film thickness, so that the test vehicle enters the appointed point at a constant speed in a preset speed and simultaneously starts the brake, and the distance between the appointed point and the stopping point is measured as the braking distance.
Has the advantages that: in this way, the braking distance is measured when a water film is present on the asphalt pavement, and the sliding distance of the asphalt pavement during braking in rainy days can be accurately reflected.
Further, in the step S4, the test is carried out on the asphalt pavement with the preset water film thickness, so that the test vehicle enters the appointed point at a constant speed in a preset speed and simultaneously starts the brake, and the time between the appointed point and the stopping point is measured as the brake time.
Has the advantages that: in this way, the braking time is measured when a water film is present on the asphalt pavement, and the sliding time of the asphalt pavement during braking in rainy days can be accurately reflected.
Further, the preset speed is 30-35 km/h.
Has the advantages that: the relevant regulations indicate that the driving speed of a motor vehicle on rainy days does not usually exceed 30km/h, so that this arrangement corresponds to the actual traffic situation.
And further, the level of the asphalt pavement to be detected.
Has the advantages that: in this way, the influence of the road surface gradient on the anti-skid performance can be ignored.
Further, the third threshold is 50-100 meters.
Has the advantages that: the relevant regulations indicate that the following distance of the motor vehicle must not be less than 50 meters, so that this arrangement corresponds to the actual traffic situation.
Further, the fourth threshold is 2.5-3 seconds.
Has the advantages that: according to the analysis of the reaction characteristics of the driver, the total time from sensing, judging and starting braking to the generation effectiveness of braking is between 2.5 and 3.0 seconds, and the arrangement is in accordance with traffic safety engineering.
Drawings
FIG. 1 is a flow chart of an embodiment of the method for testing the road performance of a newly paved asphalt road.
Detailed Description
The following is further detailed by the specific embodiments:
example 1
The embodiment of the method for testing the road performance of the newly paved asphalt pavement is basically shown as the attached figure 1, and comprises the following steps:
s1, continuously draining water to the surface of the asphalt pavement to be detected according to a constant flow, calculating the seepage velocity of the water on the asphalt pavement, and judging whether the seepage velocity is greater than a first threshold value: if the seepage speed is less than a first threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the seepage velocity is greater than or equal to the first threshold value, carrying out the next step;
s2, collecting a road surface image of the road surface to be detected, inputting the road surface image into the neural network model to calculate the friction coefficient, and judging whether the friction coefficient is larger than a second threshold value: if the friction coefficient is smaller than a second threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the friction coefficient is larger than or equal to the second threshold value, carrying out the next step;
s3, performing a braking test on the asphalt pavement to be tested, measuring the braking distance, and judging whether the braking distance is greater than a third threshold value: if the braking distance is greater than or equal to the third threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the braking distance is smaller than the third threshold value, the next step is carried out;
s4, performing a braking test on the asphalt pavement to be tested, measuring the braking time, and judging whether the braking time is greater than a fourth threshold value: if the braking time is greater than or equal to the fourth threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; and if the braking time is less than the fourth threshold value, judging that the anti-skid performance of the asphalt pavement meets the requirement.
The specific implementation process is as follows:
s1, continuously draining water to the surface of the asphalt pavement to be detected according to the constant flow, calculating the seepage velocity of the water on the asphalt pavement, and judging whether the seepage velocity is greater than a first threshold value.
On the test site, water is led from the water spraying vehicle to the asphalt road surface to be measured by using water pipe, a flowmeter is mounted at the water outlet close to the water pipe, and the measured water flow Q is 1.2 x 10-3m3And s. After being introduced to the surface of the asphalt pavement, the water flows around to form a water film with the thickness H of the drainage layer of 0.02 m. Until the diffuse flow of the asphalt pavement is stabilized, i.e.When the area of the overflowing surface is not changed any more, the length of an intersection line of the drainage layer and the asphalt pavement is measured by a thin line to serve as the circumference L of the overflowing surface, namely the length of the thin line is measured after the thin line surrounds the boundary of the overflowing surface for one circle, and a tape can also be directly used for directly reading the circumference of the overflowing surface, wherein L is 3 m.
Based on this, the seepage velocity V of the water on the asphalt pavement can be calculated, that is, the seepage velocity V is a constant flow rate Q/(the perimeter L of the flooding surface × the thickness H of the drainage layer) is 1.2 × 10-3/(3×0.02)＝0.02m/s。
In this embodiment, the first threshold value is 0.015m/s, the seepage speed is 0.02m/s, and is greater than the first threshold value by 0.02m/s, which indicates that water on the asphalt pavement can flow away in time in rainy days, so that a water film is not formed, and the skid resistance of the asphalt pavement may meet the requirement, so that the next step of judgment is required; on the contrary, if the seepage velocity is 0.01m/s and is less than the first threshold value of 0.015m/s, the water on the asphalt pavement in rainy days cannot flow away in time, so that a water film with a certain thickness is formed, the friction between the wheels and the pavement is reduced, and the condition that the anti-skid performance of the asphalt pavement cannot meet the requirement can be directly judged.
S2, collecting a road surface image of the road surface to be detected, inputting the road surface image into the neural network model to calculate the friction coefficient, and judging whether the friction coefficient is larger than a second threshold value.
The CCD industrial camera is used for collecting a pavement image of the asphalt pavement to be detected, and a layer of water film with the thickness of 0.02m is ensured on the asphalt pavement in order to be attached to the actual situation. And after the acquisition is finished, inputting the road surface image into the neural network model, and determining the friction resistance value, namely the friction coefficient, of the asphalt road surface to be detected. The rainwater is usually transparent, and the water film is very thin, so that the recognition of the neural network model on the picture cannot be influenced. The machine vision learning method in the neural network model performs machine learning on various asphalt pavement images, and then performs detection analysis on the asphalt pavement images to obtain the friction coefficient of the asphalt pavement to be detected, which can be specifically performed by referring to the prior art or a file CN109671077A, and is not described herein again.
In this embodiment, the second threshold value is 0.5, and if the obtained friction coefficient is 0.4 and is less than the second threshold value 0.5, it indicates that the skid resistance of the asphalt pavement is not strong, and it can be directly determined that the skid resistance of the asphalt pavement does not meet the requirement; on the contrary, if the obtained friction coefficient is 0.6 and 0.5 is greater than or equal to the second threshold value 0.5, it indicates that the skid resistance of the asphalt pavement is sufficient, and the skid resistance of the asphalt pavement may meet the requirement, so that the next judgment is needed.
And S3, performing a braking test on the asphalt pavement to be tested, measuring the braking distance, and judging whether the braking distance is greater than a third threshold value.
And paving a water film with the thickness of 0.02m on the asphalt pavement to be detected, and calibrating a specified point. The test vehicle is driven to enter a designated point at a constant speed of 30km/h, and the brake is started just before the designated point is reached, so that the test vehicle gradually decelerates and stops, and the stop point is the position where the test vehicle stops. And finally, measuring the distance between the designated point and the stopping point by using a measuring tape, wherein the distance is the braking distance.
In this embodiment, the third threshold is 50m, and if the measured braking distance is 60m and 50m, which is greater than or equal to the third threshold 50m, it indicates that the sliding distance is too long when the vehicle is braked, which is not favorable for driving safety, and it can be directly determined that the anti-skid performance of the asphalt pavement does not meet the requirement; on the contrary, if the measured braking distance is 45m and is smaller than the third threshold value 50m, it is indicated that the skid resistance of the asphalt pavement may meet the requirement, and therefore the next judgment is needed.
And S4, performing a braking test on the asphalt pavement to be tested, measuring the braking time, and judging whether the braking time is greater than a fourth threshold value.
And paving a water film with the thickness of 0.02m on the asphalt pavement to be detected, and calibrating a specified point. The test vehicle is driven to enter a designated point at a constant speed of 30km/h, and the brake is started just before the designated point is reached, so that the test vehicle gradually decelerates and stops, and the stop point is the position where the test vehicle stops. And measuring the time period between the designated point and the stopping point by using a stopwatch, wherein the time period is the braking time.
In this embodiment, the fourth threshold is 3 seconds, and if the measured braking time is 4 seconds, 3 seconds, which is greater than or equal to the fourth threshold 3 seconds, it indicates that the vehicle has too long sliding time during braking, which is not beneficial to driving safety, and it can be directly determined that the anti-sliding performance of the asphalt pavement does not meet the requirement; and on the contrary, if the measured braking time is 2.8 seconds and is less than the fourth threshold value for 3 seconds, the anti-skid performance of the asphalt pavement is judged to meet the requirement.
Example 2
The difference from the embodiment 1 is only that the third threshold value is 100m, and if the measured braking distance is 110m and 100m and is greater than or equal to the third threshold value 100m, it indicates that the sliding distance is too long when the vehicle is braked, which is not beneficial to driving safety, and the anti-sliding performance of the asphalt pavement can be directly judged to be not satisfactory; on the contrary, if the measured braking distance is 95m and is smaller than the third threshold value 100m, the skid resistance of the asphalt pavement is possibly met, and therefore the next judgment is carried out.
Example 3
The difference from example 2 is that the pavement performance test in this example was conducted indoors, and a small test piece was first made of asphalt and laid on a 100m × 4m pavement before the small test piece was completely cooled. Specifically, the small test piece was produced as follows: firstly, forming a test piece of a lower horizontal layer by adopting a test mold of 300mm multiplied by 50mm, wherein the test piece of the lower horizontal layer can be asphalt mixture with different grain diameters and can also be base layer materials such as cement stabilized macadam and the like; after a test piece of the lower horizontal layer is formed, the test piece is placed into a test mould of 300mm multiplied by 100mm and is placed at the bottom, and the top surface of the test piece of the lower horizontal layer is sprayed with adhesive layer emulsified asphalt; and then, after the lower lying layer is laid and the emulsified asphalt adhesive layer is sprayed, manually paving an asphalt mixture layer to a corresponding height of the loose paving coefficient exceeding the design requirement, and obtaining the small test piece.
In addition, the influence of the construction environment temperature is also taken into consideration. Specifically, there are two differences between the actual construction process and the indoor simulation experiment: first, the actual construction process is carried out outdoors, and the temperatures in four seasons and the temperatures in the north and south regions are greatly different. For example, the temperature in the Chongqing area is about 10 ℃ in winter, about 37 ℃ in summer, and about-30 to-20 ℃ in the same winter. Second, indoor simulation experiments are performed on small test pieces, which are much smaller than actual road surfaces. According to the theory related to heat transfer, the size of the test piece can influence the relative size of the convective heat transfer and the heat conduction radiation intensity. By combining the two points, for the simulation experiment performed indoors, the influence of the heat dissipation effect on the test result is ignored.
In this embodiment, not only the influence of the temperature in four seasons and the temperature difference in the north and south regions but also the influence of the size of the test piece are considered:
firstly, the influence of the temperature in four seasons and the temperature difference in the north and south regions is considered, and the temperature in the simulation test room is adjusted to be equal to the temperature of the actual construction environment by adopting an air conditioner. For example, the temperature in a simulation laboratory is adjusted to 37 ℃ by simulating the construction environment in summer in Chongqing; the temperature in the simulation laboratory is adjusted to-30 to-20 ℃ by simulating the construction environment of Harbin in winter.
And then, considering the influence of the size of the test piece, namely ensuring that the fluid mechanics similarity criteria of the flow field near the indoor small test piece and the flow field of the actual construction environment are equal. For example, in an actual construction environment, most of heat dissipation of asphalt is performed by heat conduction, and a small amount of heat dissipation is performed by convection heat transfer, so that the planter number (Pr) of a flow field near an indoor small test piece is required to be equal to that of the flow field in the actual construction environment, and a method for determining a hydromechanical similarity criterion of a wind tunnel experiment can be specifically referred to.
Through the mode, the influence of the temperature difference and the size of the test piece on the test result is considered, and the performance of the newly paved asphalt pavement can be simulated more accurately.
The foregoing is merely an example of the present invention, and common general knowledge in the field of known specific structures and characteristics is not described herein in any greater extent than that known in the art at the filing date or prior to the priority date of the application, so that those skilled in the art can now appreciate that all of the above-described techniques in this field and have the ability to apply routine experimentation before this date can be combined with one or more of the present teachings to complete and implement the present invention, and that certain typical known structures or known methods do not pose any impediments to the implementation of the present invention by those skilled in the art. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several changes and modifications can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicability of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.
Claims (10)
1. A method for testing the road performance of a newly paved asphalt pavement is characterized by comprising the following steps:
s1, continuously draining water to the surface of the asphalt pavement to be detected according to a constant flow, calculating the seepage velocity of the water on the asphalt pavement, and judging whether the seepage velocity is greater than a first threshold value: if the seepage speed is less than a first threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the seepage velocity is greater than or equal to the first threshold value, carrying out the next step;
s2, collecting a road surface image of the road surface to be detected, inputting the road surface image into the neural network model to calculate the friction coefficient, and judging whether the friction coefficient is larger than a second threshold value: if the friction coefficient is smaller than a second threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the friction coefficient is larger than or equal to the second threshold value, carrying out the next step;
s3, performing a braking test on the asphalt pavement to be tested, measuring the braking distance, and judging whether the braking distance is greater than a third threshold value: if the braking distance is greater than or equal to the third threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; if the braking distance is smaller than the third threshold value, the next step is carried out;
s4, performing a braking test on the asphalt pavement to be tested, measuring the braking time, and judging whether the braking time is greater than a fourth threshold value: if the braking time is greater than or equal to the fourth threshold value, judging that the anti-skid performance of the asphalt pavement does not meet the requirement; and if the braking time is less than the fourth threshold value, judging that the anti-skid performance of the asphalt pavement meets the requirement.
2. The method for testing the road performance of a newly-paved asphalt road as defined in claim 1, wherein water is allowed to freely flow over the asphalt road surface to be tested in S1, the perimeter of the flooding surface and the thickness of the drainage layer are measured when the area of the flooding surface is not changed, and the seepage rate is constant flow/(perimeter of the flooding surface x thickness of the drainage layer).
3. The method for testing the pavement performance of a newly-paved asphalt pavement according to claim 2, wherein the thickness of the drainage layer is 0.2 to 1.0 cm.
4. The method for testing the pavement performance of a newly-paved asphalt pavement according to claim 3, wherein the length of the intersection line of the drainage layer and the asphalt pavement is measured as the perimeter of the flooding surface by using a thin wire when the area of the flooding surface is not changed any more.
5. The method for testing the road performance of a newly paved asphalt road as defined in claim 4, wherein in step S3, the test vehicle is driven to enter the designated point at a constant speed and simultaneously the brake is activated by testing on an asphalt road with a predetermined water film thickness, and the distance between the designated point and the stopping point is measured as the braking distance.
6. The method for testing the road performance of a newly paved asphalt road according to claim 5, wherein the test is performed on an asphalt road with a preset water film thickness in step S4, the test vehicle is driven to enter a specified point at a constant speed and simultaneously the brake is started, and the time between the specified point and the stopping point is measured as the braking time.
7. The method for testing the pavement performance of a newly paved asphalt pavement according to claim 6, wherein the preset speed is 30 to 35 km/h.
8. The method for testing the road performance of a newly-paved asphalt road according to claim 7, wherein the level of the asphalt road is measured.
9. The method for testing the road performance of a newly-paved asphalt pavement according to claim 8, wherein the third threshold value is 50 to 100 m.
10. The method for testing the road performance of a newly-paved asphalt road according to claim 9, wherein the fourth threshold value is 2.5 to 3 seconds.
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