WO2012012903A1 - Capteur d'analyse de contrainte de chaussée - Google Patents

Capteur d'analyse de contrainte de chaussée Download PDF

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Publication number
WO2012012903A1
WO2012012903A1 PCT/CA2011/050463 CA2011050463W WO2012012903A1 WO 2012012903 A1 WO2012012903 A1 WO 2012012903A1 CA 2011050463 W CA2011050463 W CA 2011050463W WO 2012012903 A1 WO2012012903 A1 WO 2012012903A1
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WO
WIPO (PCT)
Prior art keywords
plate
strain
sensor
sensors
pavement
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Application number
PCT/CA2011/050463
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English (en)
Inventor
Guy Dore
Original Assignee
Universite Laval
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Publication date
Application filed by Universite Laval filed Critical Universite Laval
Publication of WO2012012903A1 publication Critical patent/WO2012012903A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
    • G01B21/32—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring the deformation in a solid
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F11/00—Road engineering aspects of Embedding pads or other sensitive devices in paving or other road surfaces, e.g. traffic detectors, vehicle-operated pressure-sensitive actuators, devices for monitoring atmospheric or road conditions

Definitions

  • the improvements generally relate to the measurement of stress in pavements and more specifically in the surfacing layer thereof.
  • Road pavement typically includes a surfacing layer applied on a granular base.
  • the surfacing layer is typically made of asphalt concrete or Portland-cement concrete and bound.
  • the strain distribution in the surface layer is directly related to pavement performance.
  • Horizontal strains at the bottom of the bound surface layer are considered to be directly related to the development of fatigue cracking initiated at the bottom of the layer.
  • Tensile and compressive strains occurring near the surface of that layer are considered to be directly related to the initiation of fatigue cracking initiated at the surface of the layer and to the development of permanent deformation (rutting) in the layer.
  • a sensor for pavement stress analysis which can be used to instrument an existing pavement.
  • the sensor has a narrow plate having at least one set of strain gauges longitudinally interspaced therealong.
  • a correspondingly narrow slit is provided in the surfacing layer of the pavement, such as with a circular saw for instance, and the sensor plate can be engaged into the slit and adhered to the faces thereof.
  • the plate is of a material having mechanical behaviours similar to the material of the pavements (e.g. thermal expansion coefficient and elastic modulus) so as to be closely representative of the stress in the adjacent pavement surfacing layer material.
  • the strain gauges can be interconnected to a single cable which can extend in a longitudinal channel defined along one face of the plate, for instance.
  • a sensor for measuring strains in a pavement to be embedded in a slit provided in a surfacing layer of said pavement
  • the sensor comprising: a strain plate having a thickness dimension complementary to said slit width such that said strain plate substantially fills said slit, said strain plate being made of a material having an elastic modulus comparable to that of a material of said surfacing layer to be instrumented; and a set of sensors distributed longitudinally along said strain plate for measuring strains in said surfacing layer at multiple points along said strain plate.
  • a method of instrumenting a test pavement comprising : machining a slit in a surfacing layer of the test pavement in a direction transversal to a traffic direction; and adhering a plate with sensors in the slit, with two faces of the plate adhered to corresponding faces of the slit.
  • a pavement stress analysis sensor comprising an elongated plate having a length, a height, and a narrow thickness, and at least one set of sensors bonded to the elongated plate in a regularly interspaced manner along its length, whereby the pavement sensor system can be used to instrument a test pavement by adhering the plate with the sensors in a narrow slit previously machined therein.
  • Fig. 1 is a schematic view showing an example of a pavement stress analysis sensor in use on a test pavement
  • FIG. 2 is a perspective view, enlarged, of the sensor of Fig. 1 , having three sets of strain gauges;
  • Fig. 3 a graph showing an example strain signal as measured in time by one strain gauge of the sensor
  • Fig. 4 is a graph showing an example strain signal as measured in time by upper strain gauges (shown above) and corresponding lower strain gauges (shown below) both outside the tire (shown on the left) and under the tire (shown on the right);
  • Fig. 5 comprises four graphs showing example maximum horizontal strain measurement results obtained from the upper strain gauge set (shown above) and the lower strain gauge set (shown below) recorded during several passes of a single wide base tire (shown on the right) and of dual tires (shown on the left);
  • Fig. 1 illustrates a sensor 100 adapted for strain measurements in a pavement surfacing layer 220 at multiple points along its length.
  • the sensor 100 is designed to be mounted and bounded in a slit, or saw cut, performed in the surfacing layer 220 of an existing pavement with its length oriented transversally to the traffic direction 240 on the pavement.
  • the weight of the vehicle applies a downward force onto the adjacent pavement portions which causes a stress field, which, given the elastic deformation of the materials, imparts elastic mechanical deformation, or strain, in the pavement.
  • the bond between the strain plate 26 and the adjacent pavement portions contribute to making the strain in the strain plate correspond closely to the strain in the adjacent pavement portions.
  • the sensor 100 can have at least one set of strain gauges located at interspaced positions along the width of the tire and beyond, the sensor 100 can provide an indication of the strain at more than one position both below the tire and adjacent the tire.
  • a slit is first provided in a surfacing layer of the pavement along a transversal axis which is transversal to a traffic direction on the pavement.
  • This slit can be performed using a circular saw adapted to saw concrete or similar materials, for instance.
  • the slit is made such that it matches the dimensions of the sensor 100 and more specifically of the strain plate 26 as described hereinabove.
  • the sensor 100 is mounted in the saw slit such that the two opposite surfaces of the strain plate 26 are bound to two complementary walls of the saw slit for stresses in the surfacing layer to be transmitted to the strain plate 26.
  • the slit should be positioned in the pavement substantially under the wheel tracks of the pavement lane in order to make relevant measurements.
  • the thickness of the strain plate 26 is selected such for the strain plate 26 to be snugly complementary to width of the slit which is cut in the surfacing layer 220, such that the strain plate 26 essentially fills the slit and for its faces to be easily bondable to the corresponding faces, or walls, of the slit.
  • This feature can affect the precision of the measurements obtained.
  • the thickness of the strain plate 26 can be of 5 mm in this particular example.
  • the strain plate 26 can thus be adapted to be mounted in the saw slit performed in the pavement by binding the two opposite surfaces of the strain plate 26 to two complementary inside walls of the slit typically using epoxy glue other an other adhesive material, such as cement glue or the like, such that stresses in the surfacing layer are transmitted to the strain plate 26.
  • This allows measurement of horizontal and vertical strains in the surfacing layer with minimal disruption of the stress fields induced in the surfacing layer by vehicles moving on the pavement.
  • the glue used to bind the strain plate 26 is selected such that it also has an elasticity modulus similar to that of the surface layer, or more rigid than the surface layer, in order to ensure the transmission of stress and strain across the bonds.
  • the glue can more easily cover all the surface of the walls of the slit and all the surface ruggedness if it is selected to have low viscosity.
  • the glue can be an epoxy glue such as Sikadur ® -52 commercialized by SIKA. This glue is at least slightly stiffer than the materials it bond in order to assure full transmission of stress between the surfacing layer and the sensor 100.
  • the strain plate 26 can be made of a material having mechanical properties matching the mechanical properties of the surfacing layer 220. More specifically, the elastic modulus of the material of the strain plate 26 can be selected to be similar to that of the material of the surfacing layer to be instrumented, for both materials to mechanically behave in the same manner and allow transmission of the stress fields to be characterized by the sensor. Also, the material of the strain plate 26 is typically selected such that the coefficient of thermal expansion of the strain plate 26 and that of the surfacing layer correspond in the temperature range of the measurements to be performed.
  • the strain plate 26 can be made of a composite material or a polymer.
  • the strain plate 26 is made of high-density polyethylene.
  • the strain plate 26 is made of polyphenylene sulfide.
  • the height of the strain plate 26 can be selected to match the depth of the slit, which can correspond to the thickness of the surfacing layer 220 for instance.
  • the strain plate 26 can be mounted in the surfacing layer with the top edge 28 of the strain plate 26 is aligned with the external surface of surfacing layer 220 and the bottom edge 30 of the strain plate 26 is aligned with the bottom surface of the surfacing layer 220.
  • the thickness of the surfacing layer 220 is of about 100 mm and so is the height of the strain plate 26 in this particular example. Accordingly, the slit is performed so that its depth corresponds to the thickness of the surfacing layer 220.
  • Fig. 1 also shows how the pavement 200 can have a base layer 210 and a surfacing layer 220. It shows that the height of the strain plate 26 can be selected to match the thickness of the surfacing layer 220.
  • the sensor 100 can be used in the context of a pavement stress analysis system which can include a processor to receive and treat the data received, as well as auxiliary sensors, such as, for example, a multi-depth water content transducer 250, a water content sensor (road base) 260, an asphalt temperature sensor 270.
  • a positioning system 280 can also be used in combination with the stress analysis sensor 100 for the processor to match signals received from strain gauges in a given set with a position of a vehicle wheel 230, and thereby provide a relative strain indication, which may be more instructive than the absolute strain indications since over several passages, the wheel will likely not always pass on the position.
  • the sensor 100 comprises a strain plate 26 with three sets of strain gauges : a first set 1 -8 of upper horizontal strain gauges, a second set 9-16 of upper vertical strain gauges and a third set 17-24 of lower horizontal strain gauges.
  • Each set is distributed in an equally interspaced manner along the length of the strain plate 26 in a manner that each strain gauge is positioned at a longitudinal position corresponding to the position of corresponding strain gauges of the other sets.
  • either one, or both, of the upper strain gauge sets can be omitted for instance, if they are not required in view of the specific experiment at hand.
  • the strain gauges of the sets can be longitudinally misaligned if desired, keeping in mind that aligning the strain gauges with those of the other sets can allow specific analyses.
  • the sensor can have strain gauge sets positioned at an intermediary height along the plate, rather than upper or lower, and the sensors of any set can be oriented obliquely rather than horizontally or vertically, for instance.
  • the strain gauges 1 -24 can be fiber optic strain gauges and more specifically Fizeau interferometers. It is however noted that other fiber optic strain gauges, such as fiber Bragg grating sensors, can alternately be used in other embodiments, and that other types of strain gauges, such as electrical sensors, can also be used in alternate embodiments.
  • Fiber optic strain gauges are typically responsive to strains along their sensing axis.
  • the strain gauges 1 -8 of the first set are disposed with their sensing axis horizontal and are disposed close to the top 28 of the strain plate 26, such as at 20 mm from the top for instance in the case of an exemplary strain plate having a height of 100mm, in order to measure horizontal strains near the top surface of the surfacing layer.
  • the strain gauges 1 -8 of the first set are uniformly spaced along the longitudinal axis of the strain plate 26, such as by a spacing of 50 mm from one another for instance, in the case of an exemplary strain plate having a length of 500mm and 8 strain gauges in each set, for instance.
  • the horizontally positioned strain gauges of the first set allow measurement of top surface horizontal strains at multiple distributed points on the pavement across the vehicle movement line.
  • the strain gauges 9-16 of the second set are disposed with their sensing axis vertical and are also disposed close to the top 28 of the strain plate 26, such as 25 mm in the same example, in order to measure vertical strains near the top surface of the surfacing layer.
  • the strain gauges 9-16 of the second set are also uniformly spaced along the longitudinal axis of the strain plate 26, and allow measurement of top surface vertical strains at multiple distributed points which correspond to the multiple distributed points of the strain gauges of the first set.
  • the strain gauges 9-17 are respectively disposed closed to strain gauges 1 -8, and defining an x-axis as corresponding to the longitudinal axis of the strain plate 26, each of strain gauges 9-16 correspond in x with one of strain gauges 1 -8.
  • the strain gauges 17-24 of the third set are disposed with their sensing axis horizontal and are disposed close to the bottom 30 of the strain plate 26, such as at 5 mm therefrom following the same example, in order to measure horizontal strains near the bottom surface of the surfacing layer.
  • the strain gauges 17-24 of the second set are also uniformly spaced along the longitudinal axis of the strain plate 26, to allow measurement of bottom surface horizontal strains at multiple distributed points.
  • Each of strain gauges 17-24 also correspond in x with one of strain gauges 1 -8.
  • the strain gauges 1 -24 can be received in using cavities or grooves 32, 34, 36 defined in a face of the strain plate 26 and connected to a cable which can be received in a channel 38 defined longitudinally along the length of the strain plate 26.
  • the strain plate 26 has two flat opposite faces.
  • the main cable receiving channel 38 can extend on one of the faces, longitudinally to the strain plate 26 at an intermediary height thereof for instance.
  • Each cavity can have groove engraved or otherwise formed on the surface of the strain plate 26 which reaches the channel 38.
  • a first set of grooves 32 is provided to receive the strain gauges 1 -8 of the first set of strain gauges
  • a second set of grooves 34 is provided to receive the strain gauges 9-16 of the second set of strain gauges
  • a third set of grooves 36 is provided to receive the strain gauges 17-24 of the third set of strain gauges.
  • Each groove 32, 34, 36 connects to the main cable receiving channel 38.
  • Each of the grooves 32, 34, 36 is dimensioned to receive a strain gauge 1 -24 as well its corresponding connection optical fiber 44, or connection line. It has a fiber optic strain gauge receiving portion 40 with dimensions complementary to that of a fiber optic strain gauges 1 -24 and a connection fiber receiving portion 42 with dimension complementary to that of the connection optical fiber 44 of the fiber optic strain gauges.
  • the strain gauge receiving portion 40 is aligned either vertically or horizontally, for the sensing axis of its corresponding strain gauge to be properly oriented as described hereinabove.
  • the strain gauge receiving portion 40 receives a strain gauge 1 -24 and connects with the connection fiber receiving portion 42 which receives the connection optical fiber 44 and which it turn connects with the main channel 38 to guide the connection optical fiber 44 thereto.
  • connection optical fibers 44 meet in the main channel 38 which carries the connection optical fibers 44 into a main cable, to a connection output of the strain plate 26. At this output, the connection optical fibers 44 are all combined into the single optical fiber cable 46 which exits the strain plate 26 and connects to an external control and data acquisition unit (not shown).
  • the strain gauges 1 -24 and connection optical fibers 44 are bonded in their corresponding grooves 32, 34, 36. This can be achieved using epoxy glue or the like, for instance.
  • strain gauges 1 -24 are mounted on a same face of the strain plate 100 but it is noted that in alternate embodiments, some strain gauges may be mounted on the other face along with a second cable receiving channel.
  • strain plate the number of strain gauges, the number of sets of strain gauges, the spacing between strain gauges of a same set, etc. are provided for illustration purposes only, and are vary according to the specific needs of alternate embodiments. It is also noted that the arrangement of strain gauges may be modified to suit the needs such alternate embodiments.
  • the tests took place at the Laval University Road Experimental Site located at the Montmorency Forest in the province of Quebec, Canada.
  • This large scale pavement laboratory was built to study surfacing materials, pavement behaviour for various conditions (materials, drainage and climate) and heavy vehicles effects on experimental embankment materials.
  • a section called HVE is 100-m long and was used for the present study.
  • the pavement structure at this location consists of the following layers: 100-mm hot mix asphalt (HMA), a 200-mm granular base (MG-20), a 480-mm granular subbase (MG 1 12) and more than 1370-mm silty till (natural soil).
  • the sensor 100 was used.
  • the sensor was made with high-density polyethylene having an elastic modulus similar to asphalt concrete, allowing both materials to mechanically behave in a similar manner.
  • the sensor was positioned inside an 8-mm width saw slit in the road and fixed with epoxy resin. The groove width is minimal in order to minimize the asphalt concrete layer disturbance.
  • the sensor is instrumented with twenty-four optical fiber sensors located at various positions and levels. Eight sensors (sensor 1 -8) are placed horizontally at the top of the plate at 20 mm below the plate surface. Eight sensors (sensor 9-16) are positioned vertically at 5 mm under sensors 1 to 8.
  • sensors 17- 24 are positioned horizontally at the bottom of the plate, i.e. 95 mm below the plate surface.
  • the plate was installed perpendicularly according to traffic direction.
  • the sensors oriented in the X-direction (1 -8 and 17-24) measure the transversal strain while those (9-16) oriented in the Z-direction measure the vertical strain.
  • Fizeau fiber-optic strain gauges are temperature independent, insensitive to transversal strain and their design is miniature.
  • a fiber optic strain gauge is used at each 50 mm for each set.
  • a temperature/water content transducer 260 and a multi-depth water content transducer 250 were used to monitor these significant parameters.
  • the temperature measurement will give the asphalt concrete temperature, which is important to take into account considering the temperature sensitivity of asphalt concrete modulus.
  • thermal blankets were installed in the morning before each tests day in order to keep asphalt concrete temperature at 8°C. A variation of ⁇ 2°C was tolerated.
  • the blankets, which are connected to thermal baths, are removed from the pavement surface just before the truck passage and replace immediately after. This procedure allows keeping the asphalt concrete temperature quite constant.
  • the temperature/water content transducers 260 are positioned near the strain place 100, but outside the wheel path to ensure that these transducers cause no disturbance on the results.
  • the conventional dual tires 1 1 R24.5 type was compared to wide base tires 455/55R22.5.
  • the tire inflation pressure is maintained at a standard pressure of 100 psi for both types.
  • the vehicle speed during the tests was 30 km/h.
  • Preliminary tests were performed to evaluate the performance of the instrumentation and the influence of the tire type. During these preliminary tests, it was noticed that transversal strain variation is high near the edge of the tires. Therefore, in order to ensure the results quality, a visual positioning system 280 was installed and all the passages are recorded on video. The video is consulted image per image to precisely identify the position of the tire 230 according to the sensor 100.
  • the axe of the visual positioning system 280 is positioned according to the axe of the sensor 100 to precisely measure the distance of the tire according to the sensors 1 -24.
  • several passages are performed with various tire offsets in the X-direction.
  • the data acquisition is performed at 500 Hz using a RadSensTM control and data acquisition unit commercialized by Opsens, Quebec City, Canada.
  • the steering axle tires and load remained unchanged during all the tests.
  • the tire effect is evaluated by measuring the strain caused by the tridem equipped with the two different tire configurations.
  • a vehicle passage results in strain ( ⁇ ) versus time (s) graphs showing the sensors response to loading.
  • a data point is measured and recorded every 2 ms. Moving average is applied to the data and each of the six strain values of the truck axle is identified and analyzed. To obtain the strain, the difference between the maximum strain of the axle and the zero load value recorded between each axle group is calculated using a software was specially designed for this purpose.
  • Fig. 4 presents the results obtained for upper and lower transversal sensors. Depending on the sensor position according to the tire (center or edge), two characteristic signals can be obtained. Under the tire, upper transversal sensors response is negative which is associated with a compression zone, while lower sensors present a positive response which is associated with a traction zone. Therefore, a strain inversion takes place somewhere between the two instrumented levels within the asphalt concrete layer.
  • Table 1 shows the results of several test series having the same tire offset according to the sensors. The difference, expressed as percentages and micro-strains between the axle strain amplitudes, is calculated for each sensor. Then the average difference and standard deviation are calculated in percent and ⁇ . The second analysis consists in a strain comparison between various sensors at equivalent tire offsets, repeating the calculation for different tire offsets. This explains the larger number of samples used for this comparison between the sensors.
  • Fig. 5 shows an example result of the distribution of maximum horizontal strains at the top and at the bottom of the asphalt bound layer recorded during several passes of single and dual tires.
  • measurements at progressively increasing tire offset (X position) were performed.
  • the tires position and edges are also represented.
  • the analysis is performed on the first tridem axle only. This approach allows eliminating the influence of the second and the third axle (dash line in Fig. 4).
  • the transversal strain curve shows a maximum value of 155 ⁇ at tire's center for the wide base tire.
  • the strains reach two maximum values (143 ⁇ and 138 ⁇ ) at the center of each tire.
  • the strain caused by the dual tires reach a minimum value of -33 ⁇ at 260 mm of the outside tire's edge.
  • the negative value means that, between the dual tires, the layer is under compression.
  • the strain basins measured for the dual tires are also larger. As a matter of fact, the affected zone is more important due to the dual tires width.
  • the tensile strain zone is 510 mm wide for the wide base tire.
  • this zone is 552 mm wide (285 mm and 267 mm).
  • the maximum strain caused by wide base tires is higher to the ones induced by dual tires.
  • the strain variation is lower, which is explained by the fact that there is only two transitions from compression to traction for the wide-base tire.
  • the bottom of the asphalt concrete layer is subjected to two additional sign inversions on a short distance between the tires (100 mm).
  • a similar analysis is performed for the upper sensor.
  • the strain basin also seems symmetrical for each tire type.
  • a maximum compression strain value (-58 ⁇ ) is reached for the wide base tire.
  • the curve shows the first maximum strain at -43 ⁇ and the second at -41 ⁇ .
  • the signal remains negative under the load (compression).
  • the spacing found between the two tires causes a slight local strain reduction.
  • the compression zone width is 550 mm and 740 mm for the wide base tire and dual tires respectively.
  • the data scattering is important to notice for offsets higher than 400 mm, which is explained by road borders proximity.
  • the applied load starts to impose a compression to the asphalt concrete, the 245-mm tire offset being a good example.
  • a traction signal is recorded (maximum strain of 16.3 ⁇ ).
  • a compression signal is observed (maximum strain of -10.1 ⁇ ) and finally, during 0.06 second, a tensile strain is measured again.
  • the maximum compression strain value is reached at the middle of the spacing (275 mm). Between the X offsets of 275mm and 350mm, the compression effect decreases and the signal remains positive (traction).
  • the senor 100 was used to characterize the various compression and tensile strains occurring in asphalt concrete layers and to obtain the transversal strain basin for two tire types. Significant strain basin differences were measured between the two tire types.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
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  • Structural Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Length Measuring Devices By Optical Means (AREA)

Abstract

L'invention concerne un capteur qui comprend une plaque noyée dans une fente usinée dans une couche de revêtement d'une chaussée de test. La plaque a une épaisseur complémentaire à la largeur de fente de telle sorte qu'elle peut être liée aux deux faces opposées de la fente. La plaque est de préférence constituée d'un matériau ayant un module élastique correspondant à celui de ladite couche de revêtement. La plaque comporte au moins un ensemble de jauges de contrainte réparties longitudinalement sur sa longueur, pour obtenir des mesures de contrainte en plusieurs points le long de ladite plaque de contrainte.
PCT/CA2011/050463 2010-07-30 2011-07-28 Capteur d'analyse de contrainte de chaussée WO2012012903A1 (fr)

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US36914010P 2010-07-30 2010-07-30
US61/369,140 2010-07-30

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103743375A (zh) * 2013-12-23 2014-04-23 石家庄铁道大学 一种既有线隧道仰拱应变快速测试方法
CN103868492A (zh) * 2014-04-24 2014-06-18 东南大学 运营状态下斜拉桥竖向变形性能的退化报警方法
FR3008789A1 (fr) * 2013-07-22 2015-01-23 Commissariat Energie Atomique Procede de caracterisation de parametres mecaniques d'une chaussee
CN109459163A (zh) * 2018-12-18 2019-03-12 中交第二航务工程勘察设计院有限公司 一种路面结构层的温度应力监测装置
FR3100550A1 (fr) * 2019-09-11 2021-03-12 Eurovia Procédé d'entretien d'une route équipée d'un système de mesure
CN112681179A (zh) * 2020-12-17 2021-04-20 东南大学 一种基于智能颗粒结构的路面结构应力检测与养护预警方法
CN113186775A (zh) * 2021-04-09 2021-07-30 中路高科(北京)公路技术有限公司 一种地毯式沥青路面用智能粘结层及其制备方法和应用
CN113656856A (zh) * 2021-06-30 2021-11-16 南通大学 一种路面和嵌入装置之间的填充方法

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Publication number Priority date Publication date Assignee Title
WO2000012975A1 (fr) * 1998-08-26 2000-03-09 Idaho Transportation Department Systeme permettant de detecter et d'identifier des vehicules
CA2310149A1 (fr) * 2000-05-30 2001-11-30 International Road Dynamics Inc. Capteur d'essieu de vehicule sur la route
EP1360673A1 (fr) * 2001-02-15 2003-11-12 Qinetiq Limited Surveillance du trafic

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000012975A1 (fr) * 1998-08-26 2000-03-09 Idaho Transportation Department Systeme permettant de detecter et d'identifier des vehicules
CA2310149A1 (fr) * 2000-05-30 2001-11-30 International Road Dynamics Inc. Capteur d'essieu de vehicule sur la route
EP1360673A1 (fr) * 2001-02-15 2003-11-12 Qinetiq Limited Surveillance du trafic

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3008789A1 (fr) * 2013-07-22 2015-01-23 Commissariat Energie Atomique Procede de caracterisation de parametres mecaniques d'une chaussee
WO2015011067A1 (fr) * 2013-07-22 2015-01-29 Commissariat à l'énergie atomique et aux énergies alternatives Procede de caracterisation de parametres mecaniques d'une chaussee
CN103743375A (zh) * 2013-12-23 2014-04-23 石家庄铁道大学 一种既有线隧道仰拱应变快速测试方法
CN103868492A (zh) * 2014-04-24 2014-06-18 东南大学 运营状态下斜拉桥竖向变形性能的退化报警方法
CN109459163A (zh) * 2018-12-18 2019-03-12 中交第二航务工程勘察设计院有限公司 一种路面结构层的温度应力监测装置
CN109459163B (zh) * 2018-12-18 2023-09-29 中交第二航务工程勘察设计院有限公司 一种路面结构层的温度应力监测装置
FR3100550A1 (fr) * 2019-09-11 2021-03-12 Eurovia Procédé d'entretien d'une route équipée d'un système de mesure
CN112681179A (zh) * 2020-12-17 2021-04-20 东南大学 一种基于智能颗粒结构的路面结构应力检测与养护预警方法
CN113186775A (zh) * 2021-04-09 2021-07-30 中路高科(北京)公路技术有限公司 一种地毯式沥青路面用智能粘结层及其制备方法和应用
CN113656856A (zh) * 2021-06-30 2021-11-16 南通大学 一种路面和嵌入装置之间的填充方法
CN113656856B (zh) * 2021-06-30 2023-11-21 南通大学 一种路面和嵌入装置之间的填充方法

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