CN115655375B - Highway transition section smoothness detection and evaluation method - Google Patents
Highway transition section smoothness detection and evaluation method Download PDFInfo
- Publication number
- CN115655375B CN115655375B CN202211389796.5A CN202211389796A CN115655375B CN 115655375 B CN115655375 B CN 115655375B CN 202211389796 A CN202211389796 A CN 202211389796A CN 115655375 B CN115655375 B CN 115655375B
- Authority
- CN
- China
- Prior art keywords
- transition section
- test
- road
- dynamic
- highway
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000007704 transition Effects 0.000 title claims abstract description 60
- 238000001514 detection method Methods 0.000 title claims abstract description 37
- 238000011156 evaluation Methods 0.000 title abstract description 7
- 230000001133 acceleration Effects 0.000 claims abstract description 48
- 238000006073 displacement reaction Methods 0.000 claims abstract description 34
- 238000012544 monitoring process Methods 0.000 claims abstract description 19
- 230000008859 change Effects 0.000 claims abstract description 15
- 238000012360 testing method Methods 0.000 claims description 56
- 238000000034 method Methods 0.000 claims description 18
- 238000005070 sampling Methods 0.000 claims description 15
- 238000007689 inspection Methods 0.000 claims description 6
- 230000005284 excitation Effects 0.000 claims description 5
- 238000001914 filtration Methods 0.000 claims description 3
- 230000036541 health Effects 0.000 claims description 3
- 230000009467 reduction Effects 0.000 claims description 3
- 230000003068 static effect Effects 0.000 abstract description 5
- 239000002344 surface layer Substances 0.000 abstract description 4
- 230000007547 defect Effects 0.000 abstract description 3
- 230000006872 improvement Effects 0.000 description 9
- 230000008901 benefit Effects 0.000 description 6
- 238000010276 construction Methods 0.000 description 4
- 230000009191 jumping Effects 0.000 description 4
- 239000000463 material Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 239000002689 soil Substances 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000013049 sediment Substances 0.000 description 1
- 238000004062 sedimentation Methods 0.000 description 1
- 230000004083 survival effect Effects 0.000 description 1
Abstract
The application discloses a highway transition section smoothness detection and evaluation method, which is characterized in that dynamic displacement and acceleration values generated when tires at different positions of a highway transition section surface layer are excited are obtained through a detection vehicle, the dynamic displacement and acceleration values are converted into the equivalent dynamic stiffness and vibration acceleration change rate distribution conditions of a transition section through a computer terminal, the reasonable relation between a numerical value interval and the excellent grade of the transition section smoothness is determined, the transition section smoothness is judged according to the measured values, the monitoring precision is obviously improved, and the defects that the highway transition section smoothness is mainly based on static standards and subjectively standardized by dynamic standards are overcome.
Description
Technical Field
The application belongs to the technical field of differential settlement control of expressway transition sections, and particularly relates to a highway transition section smoothness detection and evaluation method.
Background
The problem of 'jumping' of the transition section gradually becomes an important research subject in the engineering field of expressways at home and abroad. According to statistics, the phenomenon of transition section 'jumping' of different degrees exists in the main expressway network of five longitudinal and seven transverse directions which are being built in China. Such problems are evident in the transition sections of highways such as Shangrong high speed, jiangxin high speed, yuzhang high speed, hangzhen high speed, too old high speed and the like. In Canada and the United states, 25% of highway transitions are severely affected by the phenomenon of "bouncing," which costs billions of dollars per year for highway maintenance.
The root cause of easy occurrence of the jumping phenomenon is mainly that each part of structural matters forming the line and the corresponding disposal foundations have great differences in the aspects of strength, rigidity, material structural characteristics and the like, and uneven settlement is generated under the cyclic action of traffic load, so that the line at the joint is directly unsmooth. The phenomenon of "bouncing" at the transition between structures or foundations of different handling modes is common. In contrast, the problem of "jumping" on the expressway in soft soil areas is more prominent. As the coastal sediment soft soil is widely distributed in coastal areas of China, the strength is low, the deformation is large, and a plurality of difficulties are brought to the operation and maintenance of the expressway.
At present, the smoothness of the transition section of the expressway is mainly monitored by on-site static force, and the smoothness of the transition section is measured by the sedimentation longitudinal slope ratio. However, on-site monitoring equipment such as a settlement plate and the like has low survival rate, so that a great amount of manpower, materials and cost are consumed, and in addition, the arrangement of related monitoring equipment causes great interference to construction and influences the construction quality. On the other hand, the settlement monitoring feedback is lagged, so that the settlement longitudinal slope ratio as a static index cannot efficiently reflect the characteristic of the smooth space-time change of the transition section in real time. The existing transition section smoothness dynamic evaluation index mainly takes driving comfort as a main part, and the index mainly shows subjective feeling of passengers riding, and is weak in objectivity.
Therefore, development of a novel means and method for testing smoothness of transition sections is needed.
Disclosure of Invention
The application aims to provide a highway transition section smoothness detection and evaluation method, which is characterized in that dynamic displacement and acceleration values generated when a tire-road surface at different positions of a surface layer of a highway transition section are excited are obtained through a detection vehicle, the dynamic displacement and acceleration values are converted into the equivalent dynamic stiffness and vibration acceleration change rate distribution conditions of the transition section through a computer terminal, the reasonable relation between a numerical value interval and the excellent grade of the smoothness of the transition section is determined, and the smoothness of the transition section is judged according to the measured values, so that the technical problems related in the background technology can be solved.
In order to solve the technical problems, the application is realized as follows:
a highway transition section smoothness detection and evaluation method comprises the following steps:
step one, determining a testing mileage range of a transition section of a highway to be detected, and respectively defining test channels named as 'left-1', 'left-2', 'left-3', 'right-1', 'right-2', 'right-3' on a left road and a right road, wherein the width of each test channel is equal;
step two, adding a counterweight of the detection vehicle to enable the detection vehicle to reach a full-load state, enabling the detection vehicle to pass through the test channels under the condition that the detection vehicle is in the full-load state and the running speed is 100km/h, and enabling each test channel to run for 3 times;
step three, collecting and storing dynamic displacement and vibration acceleration test signals generated by tyre-road surface excitation when the detection vehicle passes through the test channel, and carrying out filtering and noise reduction treatment on the test signals;
Step four, according to the formula (1), determining the sampling frequency, and extracting the dynamic displacement and the acceleration amplitude every 0.036s, wherein the formula (1) is as follows:
t=Δl/v （1）
Wherein: t is the sampling time interval; Δl is the sampling interval, 1m is taken; v is the detected vehicle speed, v=100 km/h;
fifthly, converting equivalent dynamic stiffness and vibration acceleration change rate of each test channel according to the formula (2) and the formula (3), wherein the formula (2) and the formula (3) are as follows:
K=Q/s （2）
Wherein: k is equivalent dynamic stiffness; q is a single wheel load, and the standard axle load has 2 tires on one side, so that Q takes 25kN; s is the measured displacement value;
η=Δa /Δl （3）
Wherein: η is the rate of change of vibration acceleration; Δa is the vibration acceleration difference between two adjacent sampling points; Δl is the sampling interval, 1m is taken;
step six, 6 test channels are taken, and the average value of 18 groups of calculation results is accumulated to be used as a test result;
Step seven, selecting a general road section, a culvert section, a bridge section, a culvert transition section and a road-bridge transition section of the road in a normal use state, wherein the operation period is 1, 3 and 5 years respectively, as samples, the sample capacity is 5, repeating the steps one to six, and determining the equivalent dynamic stiffness and the value range of the vibration acceleration change rate of the road section with good smoothness in the normal use state;
And step eight, comparing the average value obtained in the step six with the value range determined in the step seven, thereby evaluating the smoothness performance of the road transition section to be measured.
As a preferred modification of the present application, the inspection vehicle includes:
the differential displacement sensor is arranged on tires on two sides of a rear axle of the detection vehicle;
The triaxial acceleration sensor is arranged on tires on two sides of a rear axle of the detection vehicle;
a counterweight chamber in which a counterweight for adjusting the load of the detection vehicle is arranged; and
And the test signal acquisition chamber is provided with a dynamic signal acquisition module.
As a preferred improvement of the present application, 8 differential displacement sensors are mounted on each side of the tire on two tire tread surfaces, 4 each, each 90 degrees apart.
As a preferable improvement of the present application, 8 triaxial acceleration sensors are respectively installed on each side of the tire on two tire rolling surfaces, 4 for each tire surface, and each tire surface is separated by 90 degrees.
As a preferred improvement of the present application, the triaxial acceleration sensor on each of the tire treads is disposed 45 degrees apart from the differential displacement sensor.
As a preferable improvement of the application, a test console is installed in the test signal acquisition chamber, and the dynamic signal acquisition module is arranged in the test console.
As a preferable improvement of the application, the detection vehicle further comprises a computer terminal connected with the dynamic signal acquisition module, and a structural health monitoring system is arranged in the computer terminal.
As a preferred improvement of the application, the inspection vehicle is a standard on-board (BZZ-100) two-axle truck.
As a preferred improvement of the present application, the highway is an expressway.
The application has the advantages that:
1. The embodiment of the application relates to a highway transition section smoothness detection vehicle, wherein monitoring equipment such as a sensor and the like are arranged on a tire; compared with the traditional method that the monitoring equipment is buried in the roadbed body, the method has the advantages that the problems that a large amount of manpower, material resources, financial resources and the like are consumed in field monitoring are greatly reduced, the monitoring precision is remarkably improved, the roadbed construction quality is not affected, and a new possibility is provided for monitoring and evaluating the highway transition section.
2. The differential displacement sensor and the triaxial acceleration sensor provided by the embodiment of the application monitor the dynamic displacement and the acceleration generated by the excitation of the tire and the road surface, and have the advantages of simple principle, small volume, easy installation, good durability and environment resistance, wide working temperature and humidity range, stability in a vibration state and great improvement of the monitoring precision.
3. According to the method for detecting and evaluating the smoothness of the highway transition section, dynamic displacement and acceleration values generated when the tire-road surface at different positions of the surface layer of the highway transition section is excited are obtained through the detecting vehicle, the dynamic displacement and acceleration values are converted into the equivalent dynamic stiffness and vibration acceleration change rate distribution conditions of the transition section through the computer terminal, the reasonable relation between the numerical interval and the excellent grade of the smoothness of the transition section is determined, and the defect that the smoothness of the highway transition section is mainly based on static standards and subjectivity of dynamic standards is overcome.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a detection vehicle according to an embodiment of the present application;
fig. 2 is a schematic diagram of connection between a sensor of a detection vehicle and a signal acquisition module and a computer terminal according to an embodiment of the present application;
FIG. 3 is a schematic view of a transition section according to an embodiment of the present application;
FIG. 4 is an equivalent dynamic stiffness distribution diagram of a transition section according to an embodiment of the present application;
FIG. 5 is a graph showing the rate of change of vibration acceleration of a transition section according to an embodiment of the present application.
Wherein 1, a differential displacement sensor; 2. a three-axis acceleration sensor; 3. a counterweight chamber; 4. a test signal acquisition chamber; 5. a dynamic signal acquisition module; 6. and a computer terminal.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The terms first, second and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged, as appropriate, such that embodiments of the present application may be implemented in sequences other than those illustrated or described herein, and that the objects identified by "first," "second," etc. are generally of a type, and are not limited to the number of objects, such as the first object may be one or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.
The method for detecting and evaluating the smoothness of the highway transition section provided by the embodiment of the application is described in detail through specific embodiments and application scenes thereof by combining the accompanying drawings.
Referring to fig. 1 and 2, an embodiment of the present application provides a test vehicle for performing smoothness test on a highway transition section, where the test vehicle is a standard axle-loaded (BZZ-100) dual-axle truck. The truck rear axle design parameters are shown in table 1:
TABLE 1
The detection vehicle comprises a differential displacement sensor 1, a triaxial acceleration sensor 2, a counterweight chamber 3, a test signal acquisition chamber 4, a dynamic signal acquisition module 5 and a computer terminal 6.
The differential displacement sensor 1 is mounted on two side tires on the rear axle of the test vehicle.
In some embodiments, 8 differential displacement sensors 1 are mounted on each side of the tire on two tire tread surfaces, 4 each, each 90 degrees apart.
The triaxial acceleration sensor 2 is mounted on two side tires on the rear axle of the test vehicle.
In some embodiments, 8 of the three-axis acceleration sensors are mounted on each side of the tire on two tire tread surfaces, 4 each, spaced 90 degrees apart.
Further, the triaxial acceleration sensor on each tire tread is arranged at 45 degrees from the differential displacement sensor. And acquiring vertical dynamic displacement and vibration acceleration signals during tire-road surface interaction through the differential displacement sensor 1 and the triaxial acceleration sensor 2.
The weight chamber 3 is internally provided with a weight block for adjusting the load of the detection vehicle, and the number of the weight blocks is adjusted to realize the control of detecting the vehicle-mounted weight.
The test signal acquisition chamber 4 is provided with a dynamic signal acquisition module 5, and can acquire test signals in real time. The dynamic signal acquisition module 5 is connected with the computer terminal 6.
The test signal acquisition chamber 4 is internally provided with a test control console, and the dynamic signal acquisition module 5 is arranged in the test control console.
The counterweight chamber 3 and the test signal collection chamber 4 are formed by dividing the cabin of the inspection vehicle by a diaphragm. And the counterweight chamber 3 is positioned at the rear part of the carriage and is provided with a loading and unloading door, so that the counterweight is convenient to load and unload. The test signal acquisition room 4 is located the carriage right side, sets up the emergency exit, makes things convenient for operating personnel to come in and go out.
In some embodiments, the computer terminal 6 is a notebook computer terminal, which has a built-in structural health monitoring system.
Based on the detection vehicle, the method for detecting and evaluating smoothness of the highway transition section provided by the embodiment of the application is characterized in that the highway is a highway and comprises the following steps:
step one, determining a testing mileage range of a transition section of a highway to be detected, and respectively defining test channels named as 'left-1', 'left-2', 'left-3', 'right-1', 'right-2', 'right-3' on a left road and a right road, wherein the width of each test channel is equal;
step two, adding a counterweight of the detection vehicle to enable the detection vehicle to reach a full-load state, enabling the detection vehicle to pass through the test channels under the condition that the detection vehicle is in the full-load state and the running speed is 100km/h, and enabling each test channel to run for 3 times;
It should be noted that, in the present embodiment, the foundation treatment mode and the structure distribution of the transition section to be measured are shown in table 2 and fig. 3.
TABLE 2
Step three, collecting and storing dynamic displacement and vibration acceleration test signals generated by tyre-road surface excitation when the detection vehicle passes through the test channel, and carrying out filtering and noise reduction treatment on the test signals;
Step four, according to the formula (1), determining the sampling frequency, and extracting the dynamic displacement and the acceleration amplitude every 0.036s, wherein the formula (1) is as follows:
t=Δl/v （1）
Wherein: t is the sampling time interval; Δl is the sampling interval, 1m is taken; v is the detected vehicle speed, v=100 km/h;
fifthly, converting equivalent dynamic stiffness and vibration acceleration change rate of each test channel according to the formula (2) and the formula (3), wherein the formula (2) and the formula (3) are as follows:
K=Q/s （2）
Wherein: k is equivalent dynamic stiffness; q is a single wheel load, and the standard axle load has 2 tires on one side, so that Q takes 25kN; s is the measured displacement value;
η=Δa /Δl （3）
Wherein: η is the rate of change of vibration acceleration; Δa is the vibration acceleration difference between two adjacent sampling points; Δl is the sampling interval, 1m is taken;
step six, 6 test channels are taken, and the average value of 18 groups of calculation results is accumulated to be used as a test result;
step seven, selecting a general road section, a culvert section, a bridge section, a culvert transition section and a road bridge transition section of a road in a normal use state, wherein the operation period is 1,3 and 5 years respectively, as samples, the sample capacity is 5, repeating the steps one to six, and determining the equivalent dynamic stiffness and the value range of the vibration acceleration change rate of the road section with good smoothness in the normal use state, wherein the value range can be particularly shown in fig. 4 and 5;
in this embodiment, the range of the corresponding index of the road with good smoothness is shown in table 3.
TABLE 3 Table 3
And step eight, comparing the average value obtained in the step six with the value range determined in the step seven, thereby evaluating the smoothness performance of the road transition section to be measured.
The application has the advantages that:
1. The embodiment of the application relates to a highway transition section smoothness detection vehicle, wherein monitoring equipment such as a sensor and the like are arranged on a tire; compared with the traditional method that the monitoring equipment is buried in the roadbed body, the method has the advantages that the problems that a large amount of manpower, material resources, financial resources and the like are consumed in field monitoring are greatly reduced, the monitoring precision is remarkably improved, the roadbed construction quality is not affected, and a new possibility is provided for monitoring and evaluating the highway transition section.
2. The differential displacement sensor and the triaxial acceleration sensor provided by the embodiment of the application monitor the dynamic displacement and the acceleration generated by the excitation of the tire and the road surface, and have the advantages of simple principle, small volume, easy installation, good durability and environment resistance, wide working temperature and humidity range, stability in a vibration state and great improvement of the monitoring precision.
3. According to the method for detecting and evaluating the smoothness of the highway transition section, dynamic displacement and acceleration values generated when the tire-road surface at different positions of the surface layer of the highway transition section is excited are obtained through the detecting vehicle, the dynamic displacement and acceleration values are converted into the equivalent dynamic stiffness and vibration acceleration change rate distribution conditions of the transition section through the computer terminal, the reasonable relation between the numerical interval and the excellent grade of the smoothness of the transition section is determined, and the defect that the smoothness of the highway transition section is mainly based on static standards and subjectivity of dynamic standards is overcome.
The embodiments of the present application have been described above with reference to the accompanying drawings, but the present application is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present application and the scope of the claims, which are to be protected by the present application.
Claims (9)
1. The method for detecting and evaluating the smoothness of the highway transition section is characterized by comprising the following steps of:
step one, determining a testing mileage range of a transition section of a highway to be detected, and respectively defining test channels named as 'left-1', 'left-2', 'left-3', 'right-1', 'right-2', 'right-3' on a left road and a right road, wherein the width of each test channel is equal;
step two, adding a counterweight of the detection vehicle to enable the detection vehicle to reach a full-load state, enabling the detection vehicle to pass through the test channels under the condition that the detection vehicle is in the full-load state and the running speed is 100km/h, and enabling each test channel to run for 3 times;
step three, collecting and storing dynamic displacement and vibration acceleration test signals generated by tyre-road surface excitation when the detection vehicle passes through the test channel, and carrying out filtering and noise reduction treatment on the test signals;
Step four, according to the formula (1), determining the sampling frequency, and extracting the dynamic displacement and the acceleration amplitude every 0.036s, wherein the formula (1) is as follows:
t=Δl/v （1）
Wherein: t is the sampling time interval; Δl is the sampling interval, 1m is taken; v is the detected vehicle speed, v=100 km/h;
fifthly, converting equivalent dynamic stiffness and vibration acceleration change rate of each test channel according to the formula (2) and the formula (3), wherein the formula (2) and the formula (3) are as follows:
K=Q/s （2）
Wherein: k is equivalent dynamic stiffness; q is a single wheel load, and the standard axle load has 2 tires on one side, so that Q takes 25kN; s is the measured displacement value;
η=Δa /Δl （3）
Wherein: η is the rate of change of vibration acceleration; Δa is the vibration acceleration difference between two adjacent sampling points; Δl is the sampling interval, 1m is taken;
step six, 6 test channels are taken, and the average value of 18 groups of calculation results is accumulated to be used as a test result;
Step seven, selecting a general road section, a culvert section, a bridge section, a culvert transition section and a road-bridge transition section of the road in a normal use state, wherein the operation period is 1, 3 and 5 years respectively, as samples, the sample capacity is 5, repeating the steps one to six, and determining the equivalent dynamic stiffness and the value range of the vibration acceleration change rate of the road section with good smoothness in the normal use state;
And step eight, comparing the average value obtained in the step six with the value range determined in the step seven, thereby evaluating the smoothness performance of the road transition section to be measured.
2. The method of claim 1, wherein the inspection vehicle comprises:
the differential displacement sensor is arranged on tires on two sides of a rear axle of the detection vehicle;
The triaxial acceleration sensor is arranged on tires on two sides of a rear axle of the detection vehicle;
a counterweight chamber in which a counterweight for adjusting the load of the detection vehicle is arranged; and
And the test signal acquisition chamber is provided with a dynamic signal acquisition module.
3. The method of claim 2, wherein 8 of said differential displacement sensors are mounted on each of said tires on each side of said tire on two tire tread surfaces, 4 each, spaced 90 degrees apart.
4. A method according to claim 3, wherein 8 of said three-axis acceleration sensors are mounted on each of said tires on each side, 4 on each tread, each 90 degrees apart.
5. The method of claim 4, wherein the tri-axial acceleration sensor on each of the tire treads is disposed 45 degrees apart from the differential displacement sensor.
6. The method of claim 2, wherein a test console is installed in the test signal acquisition chamber, and the dynamic signal acquisition module is disposed in the test console.
7. The method of claim 2, wherein the inspection vehicle further comprises a computer terminal connected to the dynamic signal acquisition module, the computer terminal having a built-in structural health monitoring system.
8. The method of claim 1, wherein the inspection vehicle is a standard axle-loaded two-axle truck.
9. The method of claim 1, wherein the highway is an expressway.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211389796.5A CN115655375B (en) | 2022-11-08 | Highway transition section smoothness detection and evaluation method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211389796.5A CN115655375B (en) | 2022-11-08 | Highway transition section smoothness detection and evaluation method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115655375A CN115655375A (en) | 2023-01-31 |
| CN115655375B true CN115655375B (en) | 2024-07-05 |
Family
ID=
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2892987A1 (en) * | 2014-03-19 | 2015-09-19 | Komatsu Ltd. | Road surface condition determining method, road surface condition outputting method, road surface condition determining device and road surface condition output equipment |
| CN105000033A (en) * | 2015-08-13 | 2015-10-28 | 哈尔滨工业大学 | Inspection and evaluation system for track geometric irregularity |
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CA2892987A1 (en) * | 2014-03-19 | 2015-09-19 | Komatsu Ltd. | Road surface condition determining method, road surface condition outputting method, road surface condition determining device and road surface condition output equipment |
| CN105000033A (en) * | 2015-08-13 | 2015-10-28 | 哈尔滨工业大学 | Inspection and evaluation system for track geometric irregularity |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10753827B2 (en) | Method and system for measuring vertical wheel impact force in real-time based on tire pressure monitoring | |
| Cebon | Vehicle-generated road damage: a review | |
| CN106441530B (en) | A kind of bridge dynamic weighing method and dynamic weighing system based on long gauge length optical fibre grating sensing technique | |
| CN102735320B (en) | Method for identifying weights of cars based on dynamic strain of bridges | |
| CN106710242B (en) | Method based on bridge dynamic strain identification fleet vehicle number | |
| CN104215421A (en) | Quick bridge impact coefficient determination method | |
| CN112051048B (en) | Hollow slab bridge hinge joint rapid evaluation method based on action of power of moving vehicle | |
| CN104792937A (en) | Bridge head bump detection evaluation method based on vehicle-mounted gravitational acceleration sensor | |
| CN112347541B (en) | Method for rapidly testing bearing capacity of asphalt pavement under normal traffic of vehicle | |
| CN106895900B (en) | Method based on the bridge dynamic strain identification bicycle number of axle | |
| CN112964551B (en) | Dynamic test method for road surface bearing capacity based on strain and frequency | |
| CN101762319B (en) | Balance weight tyre and road noise detecting trailer | |
| CN114896767B (en) | Asphalt pavement rut depth prediction method based on refined axle load effect | |
| CN101576477B (en) | Pavement friction coefficient testing car | |
| CN114295310B (en) | "no-frequency" detection vehicle for strengthening bridge indirect measurement efficacy and design method | |
| CN201530980U (en) | Pavement flatness checking device | |
| CN111400793A (en) | Movable intelligent rapid monitoring and bearing capacity evaluation algorithm for viaduct bridge | |
| CN115655375B (en) | Highway transition section smoothness detection and evaluation method | |
| CN105372080B (en) | A kind of tramcar and its embedded tracks Coupled Dynamics test device and method | |
| CN108489599B (en) | Noise testing method for drainage asphalt pavement | |
| CN110987499A (en) | Bridge dynamic load test method | |
| CN115655375A (en) | Method for detecting and evaluating smoothness of highway transition section | |
| CN201434818Y (en) | Road surface friction coefficient testing carriage | |
| CN115081927A (en) | Road surface friction coefficient evaluation and prediction method | |
| CN115840876A (en) | Bridge multi-order frequency indirect identification method based on vehicle-road-bridge information decoupling |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant |