WO2021077899A1 - 路基动回弹模量的原位测试系统及其测试方法 - Google Patents

路基动回弹模量的原位测试系统及其测试方法 Download PDF

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Publication number
WO2021077899A1
WO2021077899A1 PCT/CN2020/112297 CN2020112297W WO2021077899A1 WO 2021077899 A1 WO2021077899 A1 WO 2021077899A1 CN 2020112297 W CN2020112297 W CN 2020112297W WO 2021077899 A1 WO2021077899 A1 WO 2021077899A1
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subgrade
load
displacement sensor
precision displacement
test
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PCT/CN2020/112297
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English (en)
French (fr)
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郑健龙
张军辉
彭俊辉
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长沙理工大学
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Priority to US17/617,451 priority Critical patent/US11913186B2/en
Publication of WO2021077899A1 publication Critical patent/WO2021077899A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/40—Investigating hardness or rebound hardness
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D1/00—Investigation of foundation soil in situ
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02D—FOUNDATIONS; EXCAVATIONS; EMBANKMENTS; UNDERGROUND OR UNDERWATER STRUCTURES
    • E02D1/00—Investigation of foundation soil in situ
    • E02D1/02—Investigation of foundation soil in situ before construction work
    • E02D1/022—Investigation of foundation soil in situ before construction work by investigating mechanical properties of the soil
    • 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
    • G01B21/02—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 length, width, or thickness
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
    • G01B7/00—Measuring arrangements characterised by the use of electric or magnetic techniques
    • G01B7/02—Measuring arrangements characterised by the use of electric or magnetic techniques for measuring length, width or thickness
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G01D5/14—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N3/00—Investigating strength properties of solid materials by application of mechanical stress
    • G01N3/32—Investigating strength properties of solid materials by application of mechanical stress by applying repeated or pulsating forces
    • G01N3/36—Investigating strength properties of solid materials by application of mechanical stress by applying repeated or pulsating forces generated by pneumatic or hydraulic means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/01—Satellite radio beacon positioning systems transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO

Definitions

  • the invention belongs to the technical field of traffic engineering, relates to an in-situ test system and a test method for subgrade dynamic resilience modulus, and is especially used for rail transit design and subgrade acceptance in the field of high-end equipment manufacturing.
  • the subgrade provides support for the pavement.
  • the elastic modulus of the subgrade is one of the important parameters of pavement design.
  • the indoor test method is mainly used
  • the preliminary design serves as a reference.
  • the in-situ test method is used for subgrade acceptance, which can more accurately evaluate the elastic modulus of the subgrade and play a decisive role in the quality control of the subgrade.
  • the in-situ test methods for the elastic modulus of the roadbed mainly include the bearing plate method and the Baker Man-beam method, drop-weight deflectometer (FWD) method and portable drop-weight deflectometer (PFWD) method.
  • the load-bearing plate method is to load and unload the soil foundation step by step on a steel plate with a diameter of 30 cm, test the rebound deformation under each load, and calculate the elastic modulus of the subgrade based on this.
  • the Beckman beam method uses the principle of leverage to test the rebound deflection value of the subgrade under the load of a car, and convert it to obtain the elastic modulus of the subgrade.
  • the measured results of these two methods are static elastic modulus, which have disadvantages such as a large number of inspection personnel and slow inspection speed.
  • the FWD method applies the impact load generated by the free fall of the falling hammer to the loading plate placed on the test point, and then uses the deformation information of the different test points to invert the elastic modulus of each structural layer (including the roadbed) of the road surface.
  • China's current asphalt pavement design specifications stipulate that FWD is used for the acceptance of the top surface of the roadbed with a load of 50kN and a bearing plate radius of 150mm. The calculation shows that the pressure on the bearing plate is 700kPa, which is equal to the standard tire pressure acting on the pavement surface in the asphalt pavement design.
  • the PFWD method is used to test the dynamic modulus of subgrade. Its test principle is similar to that of FWD.
  • the applied load is also an impact load and the load level is low.
  • a large number of field tests have shown that the dynamic modulus of PFWD is less than the static modulus measured by the bearing plate method. It is generally believed that the dynamic modulus of subgrade is greater than the static modulus under the same conditions, which indicates that the PFWD modulus is also dynamic.
  • the modulus of resilience under load is significantly different from the dynamic modulus of subgrade under repeated traffic loads.
  • the roadbed As the support of the pavement structure, the roadbed is not only affected by the traffic load, but also restrained by the pavement structure with a certain rigidity on it. This restraint will also affect the stress state of the roadbed. Therefore, whether it is FWD or PFWD, the impact load is applied, which is significantly different from the effect of repeated driving load on the subgrade and pavement, and the restraint effect of the pavement structure is not considered. This is inconsistent with the actual stress state of the subgrade. Although the test result is The dynamic resilience modulus under a certain load, but it is difficult to reflect the real situation of the subgrade structure, and the reliability is low.
  • the present invention provides an in-situ test system for subgrade dynamic resilience modulus, which simultaneously considers and truly simulates the repeated driving load and the restriction of the pavement structure on the subgrade, which is closer to the real stress state of the subgrade.
  • the application is stable and accurate, and achieves the technical purpose of more accurate and reliable test results of the dynamic resilience modulus of the roadbed, thereby improving the accuracy of road design and detection, and solving the problems in the prior art.
  • Another object of the present invention is to provide an in-situ test method for subgrade dynamic resilience modulus.
  • the invention provides an in-situ test system for subgrade dynamic resilience modulus, which includes a loading module, a data acquisition module, and a data processing module;
  • the loading module includes a test vehicle.
  • the servo cylinder is installed on the test vehicle.
  • the piston rod of the servo cylinder is connected to a bearing plate acting on the surface of the roadbed.
  • the bearing plate is provided with a ring-shaped loading plate outside the loading plate.
  • the loading plate is located in the center of the loading plate.
  • the plate is connected with the bearing plate on which the counterweight is placed through the force transmission rod;
  • the data acquisition module includes a second high-precision displacement sensor and a plurality of first high-precision displacement sensors.
  • the second high-precision displacement sensor is installed in the center of the bottom of the carrier board, and the first high-precision displacement sensor is installed on the surface of the loading board and the roadbed, respectively.
  • the test points of the second high-precision displacement sensor and all the first high-precision displacement sensors are located on the same straight line, all the first high-precision displacement sensors are installed on the beam, and the beam is installed on the test vehicle through the lifting device ;
  • the data processing module includes a computer, which is respectively connected to the signal input end of the servo cylinder, the output end of the first high-precision displacement sensor, and the output end of the second high-precision displacement sensor.
  • the computer is used to set the servo cylinder to pre-load the driving load. Load waveform, load size, load frequency and load times, and receive the rebound deformation displacement value tested by the second high-precision displacement sensor and the first high-precision displacement sensor, and calculate the dynamic rebound modulus value of the subgrade through software inversion.
  • the area of the bearing plate acting on the surface of the roadbed is the same size as the area of the road wheel contacting the road surface, and the gap between the bearing plate and the loading plate is 1 to 2 cm.
  • the carrying plate has a circular shape
  • the loading plate has a circular ring shape
  • the diameter of the carrying plate is 30 cm
  • the inner diameter of the load plate is 31-32 cm
  • the outer diameter is 60 cm.
  • the lower surfaces of the loading plate and the loading plate are flat and smooth.
  • the first high-precision displacement sensor is symmetrically arranged on both sides of the second high-precision displacement sensor, the horizontal distance between the first high-precision displacement sensor and the second high-precision displacement sensor on the upper surface of the loading plate is the smallest, and the remaining first The horizontal spacing of the high-precision displacement sensor gradually increases to both sides, and the distance between the first high-precision displacement sensor furthest from the center of the bearing plate and the center of the bearing plate is no more than 5m.
  • the probe of the first high-precision displacement sensor on the upper surface of the loading plate is in contact with the surface of the loading plate, and the probes of the remaining first high-precision displacement sensors pass through the steel sheet with a diameter of 5 cm and correspond to the test points on the subgrade soil. contact.
  • the base bodies of all the first high-precision displacement sensors pass through the crossbeam and are fixedly connected to the crossbeam through the second sensor clamp.
  • three vertical guard bars are evenly distributed around the counterweight, and the guard bars are restricted in position, and the counterweight, the transfer rod, the bearing plate, and the guard bar all exert a loading force on the surface of the subgrade.
  • the range is 0.25 ⁇ 5kN, and the load regulation grade is 0.25kN/level.
  • the magnetic linear displacement sensor is connected to the piston rod of the servo cylinder through the first sensor fixture, the needle of the magnetic linear displacement sensor is fixed on the frame plate of the test vehicle, and the magnetic linear displacement sensor is connected with the computer signal;
  • the computer is used to judge whether the piston rod extension of the servo cylinder is within the range according to the feedback of the piston rod position of the servo cylinder.
  • the piston rod of the servo cylinder is connected with the bearing plate through a connecting rod
  • a load sensor is installed between the piston rod and the connecting rod of the servo cylinder
  • the load sensor is connected with a computer signal.
  • the computer is used to compare the monitoring value of the load sensor with the load sensor.
  • the load value of the input servo cylinder is compared. When the two are different, the input load of the correction computer is the same as the monitoring value of the load sensor.
  • the servo cylinder is installed on the test vehicle through the first lifting cylinder, the bearing plate is located above the servo cylinder, the transfer rod passes through the frame plate of the test vehicle, and the bearing plate is installed on the test vehicle through the second lifting cylinder , The beam is installed on the test vehicle through the third lifting cylinder.
  • the maximum vertical amplitude of the servo cylinder is ⁇ 25mm
  • the indication accuracy is ⁇ 0.5%FS
  • the load range is 0-10kN
  • the measurement accuracy is ⁇ 1%FS
  • the loading frequency is 0.01-100HZ.
  • the measurement range of the first high-precision displacement sensor is 0-22 mm, the measurement resolution is 1 ⁇ m, and the measurement accuracy is ⁇ 0.5% FS.
  • test system also includes a Beidou positioning device or any one of GPS, Galileo satellite navigation system, and GLONASS system, used to accurately locate the test point coordinates of each in-situ test, and send the test point coordinates to the computer .
  • Beidou positioning device or any one of GPS, Galileo satellite navigation system, and GLONASS system, used to accurately locate the test point coordinates of each in-situ test, and send the test point coordinates to the computer .
  • test system also includes a trailer for towing the test vehicle; the fuel tank of the trailer provides oil source for the electro-hydraulic servo loading system and at the same time provides power for the test system; the electro-hydraulic servo loading system converts gasoline into a servo cylinder Load power.
  • the present invention provides an in-situ test method for subgrade dynamic resilience modulus, which is specifically carried out according to the following steps:
  • test points on the surface of the roadbed to be tested all the test points are on the same straight line, and level the surface of the roadbed;
  • the test vehicle Drag the test vehicle to the leveled subgrade surface to be tested so that the bearing plate and the loading plate are in full contact with the subgrade surface.
  • the bottom center of the bearing plate is located at the middle test point.
  • the second high-precision displacement sensor and the first The high-precision displacement sensors are respectively installed on the corresponding test points, the bearing plate and the loading plate are in a horizontal position and they are not in contact with each other; according to the self-weight load of the road structure layer, install a suitable counterweight to adjust the level and stability of the test vehicle;
  • the computer calculates the dynamic rebound of the subgrade through software inversion according to the magnitude of the driving load applied by the servo cylinder and the rebound deformation displacement values of each test point on the subgrade surface collected by the first high-precision displacement sensor and the second high-precision displacement sensor Modulus value.
  • the beneficial effect of the present invention is that the present invention can accurately simulate the effect of the driving load on the roadbed and the restriction of the overlying pressure of the pavement structure on the roadbed through the bearing plate and the loading plate, and at the same time consider the effect of the road driving load and the restriction of the road structure on the roadbed It is close to the real stress state of the subgrade; the dynamic load size of the test point and the displacement value of the subgrade structure layer are measured, and the dynamic elastic modulus value of the subgrade is calculated through software inversion by computer, which can reflect the dynamic load condition more truly The dynamic resilience modulus of the subgrade structure layer is more accurate and can provide better and reliable technical support for highway and railway design parameters.
  • the invention applies a cyclic load to the roadbed through a servo cylinder, simulates the dynamic load of driving, and the load is stable, and the stability and accuracy of the load application are further improved through the feedback calibration of the load.
  • Fig. 1 is a schematic diagram of the overall structure of the in-situ test system for subgrade dynamic resilience modulus in an embodiment of the present invention.
  • Figure 2 is a schematic structural diagram of a loading module in an embodiment of the present invention.
  • Fig. 3 is a schematic diagram of the structure of the data acquisition module and the control module in the embodiment of the present invention.
  • Fig. 4 is a typical load carrier graph of the servo cylinder in the embodiment of the present invention.
  • the in-situ test system for the dynamic resilience modulus of the subgrade in the embodiment of the present invention includes a loading module 1, a data acquisition module 2, and a data processing module 3.
  • Loading module 1 is used to simulate the semi-sine cyclic dynamic load transmitted by the driving load through the road surface and the static load of the road structure's own weight; as shown in Figure 2, it includes the test car 5, the servo cylinder 9 is installed on the test car 5, and the servo cylinder The piston rod of 9 is connected with the bearing plate 12 acting on the surface of the roadbed to simulate the semi-sine cyclic dynamic load transmitted by the driving load through the road surface; the bearing plate 12 is provided with a ring-shaped loading plate 22 on the outside of the loading plate 22 In the center of the load plate 22, the load plate 22 is connected to the load plate 19 on which the counterweight 18 is placed through the force transfer rod 20. The counterweight 18 transfers the load to the load plate 22 through the load plate 19 and the force transfer rod 20, and the load plate 22 acts On the surface of the roadbed, it is used to simulate the dead load of the pavement structure's own weight.
  • the area of the bearing plate 12 acting on the roadbed surface is matched with the area of the road wheel contacting the road surface to simulate the driving load; the distance between the bearing plate 12 and the loading plate 22 is 1 to 2 cm to ensure that the two are mutually connected during the test. It does not affect and can characterize the effect of the traffic load on the subgrade and the restriction of the overlying pressure of the pavement structure on the subgrade.
  • the lower surfaces of the load-bearing plate 12 and the load plate 22 are flat and smooth, which improves the loading accuracy.
  • the carrying plate 12 is circular, and the loading plate 22 is annular, so that the distance between the loading plate 22 and the center of the carrying plate 12 is equal to ensure the same self-gravity in any direction, which is closer to the real stress condition.
  • the loading plate 12 is a rigid plate with a diameter of 30 cm and a thickness of 5 cm
  • the loading plate 22 has an inner diameter of 31 ⁇ 32cm, outer diameter 60cm, thickness 5cm annular rigid plate, the load plate 22 diameter is too small to achieve the restraint of the road's own weight; too large diameter corresponds to the greater difference in the thickness and density of the pavement structure layer above the roadbed, reducing accuracy It is not economical and not easy to operate.
  • the servo cylinder 9 is installed on the test vehicle 5 through the first lifting cylinder 16, the bearing plate 19 is located above the servo cylinder 9, the transfer rod 20 passes through the frame plate of the test vehicle 5, and the bearing plate 19 is installed through the second lifting cylinder 21
  • the counterweight 18 is restricted by three guard bars 17; during operation, the loading plate 22 is moved down to contact with the surface of the roadbed by the second lifting cylinder 21, and the second lifting cylinder 21 is removed
  • the bearing plate 19 is only supported by the force transfer rod 20 and the loading plate 22.
  • a counterweight 18 is placed on the bearing plate 19, and the weight of the road structure is simulated by the loading plate 22.
  • the loading range of the counterweight 18 is 0 ⁇ 5kN ,
  • the load regulation grade is 0.25kN/ grade.
  • the maximum vertical amplitude of the servo cylinder 9 is ⁇ 25mm, and the indication accuracy is ⁇ 0.5% FS (FS is the range, that is, ⁇ 0.5% ⁇ range, for example, if the range is 50mm, the accuracy is ⁇ 0.25mm), and the load range is 0 ⁇ 10kN, measurement accuracy is ⁇ 1% FS, loading frequency is 0.01 ⁇ 100HZ.
  • FS is the range, that is, ⁇ 0.5% ⁇ range, for example, if the range is 50mm, the accuracy is ⁇ 0.25mm
  • the load range is 0 ⁇ 10kN
  • measurement accuracy is ⁇ 1% FS
  • loading frequency is 0.01 ⁇ 100HZ.
  • the load application of the indoor test is realized through the reaction frame, and the in-situ test cannot use the reaction frame.
  • the present invention applies a cyclic load to the subgrade through the servo cylinder 9 to simulate the dynamic load of driving, and the load is stable. In the actual test, there are many Therefore, the load feedback calibration is used to further improve the stability and accuracy of load application.
  • the following calibration system is set: the piston rod of the servo cylinder 9 is connected to the bearing plate 12 through the connecting rod 13, and the piston rod of the servo cylinder 9 is connected to A load sensor 14 is installed between the rods 13.
  • the load sensor 14 is connected to the piston rod of the servo cylinder 9 through the sensor connector 15 and the sensor connector 15 serves as a connection.
  • the load sensor 14 is connected to the computer 7 through internal wiring; the computer 7 connects the load
  • the monitoring value of the sensor 14 is compared with the load value of the input servo cylinder 9. When the two are different, the input load of the correction computer 7 is the same as the monitoring value of the load sensor 14; the input load of the servo cylinder 9 is based on the dynamic load of the driving load on the subgrade Determined, used to simulate roadbed traffic load.
  • the magnetic linear displacement sensor 10 is connected to the piston rod of the servo cylinder 9 through the first sensor fixture 11, the needle of the magnetic linear displacement sensor 10 is fixed on the frame plate of the test vehicle 5, and the magnetic linear displacement sensor 10 signals signals from the computer 7 Connection; when the piston rod of the servo cylinder 9 is displaced, the reading of the magneto-linear displacement sensor 10 will change to provide the computer 7 with feedback of the piston rod position of the servo cylinder 9.
  • the computer 7 is used to determine the position of the piston rod of the servo cylinder 9 Feedback to determine whether the piston rod of the servo cylinder 9 is within the range. When the range is exceeded, a warning command will be issued. Replace the connecting rod 13 with an appropriate length to ensure that the piston rod of the servo cylinder 9 is within the range to ensure that the data is loaded. accuracy.
  • the data collection module 2 is used to collect test process data; as shown in Figure 3, it includes a second high-precision displacement sensor 34 and a plurality of first high-precision displacement sensors 29.
  • the second high-precision displacement sensor 34 is mounted on the carrier board 12 At the center of the bottom, the first high-precision displacement sensor 29 is respectively installed on the test points on the upper surface of the loading plate 22 and the subgrade surface.
  • the second high-precision displacement sensor 34 and the first high-precision displacement sensor 29 are both signally connected to the computer 7.
  • the test points of the high-precision displacement sensor 34 and all the first high-precision displacement sensors 29 are located on the same straight line, so that the deflection basin curve can be measured, which facilitates the inversion calculation of the dynamic resilience modulus.
  • the first high-precision displacement sensor 29 is symmetrically arranged on both sides of the second high-precision displacement sensor 34.
  • the horizontal distance between the first high-precision displacement sensor 29 and the second high-precision displacement sensor 34 on the upper surface of the loading plate 22 is the smallest, and the remaining first
  • the horizontal spacing of the high-precision displacement sensor 29 gradually increases to both sides, and the distance between the first high-precision displacement sensor 29 furthest from the center of the load-bearing plate 12 and the center of the load-bearing plate 12 is no more than 5m; because at the load center, the displacement changes more Significantly, so the test point is encrypted, and far away from the load center, the displacement change is relatively gentle.
  • the displacement change is basically zero.
  • two first high-precision displacement sensors 29 are provided on the upper surface of the loading plate 22, and the horizontal distance from the second high-precision displacement sensor 34 is 23 cm-23.5 cm, and the 12 first high-precision displacement sensors 29 are provided on the upper surface of the loading plate 22.
  • the horizontal distance from the second high-precision displacement sensor 34 to the two sides is 40 cm, 80 cm, 80 cm, 80 cm, 80 cm, and 80 cm.
  • the loading plate 22 changes with its bottom displacement.
  • the probe of the first high-precision displacement sensor 29 on the upper surface of the loading plate 22 is in contact with the upper surface of the loading plate 22, and its displacement changes can be measured truly.
  • the probes of the high-precision displacement sensor 29 are in contact with the corresponding test points on the subgrade soil through a steel sheet with a diameter of 5cm. Due to the uneven surface of the roadbed, the steel sheet with a diameter of 5cm helps to measure the displacement far away from the center of the test point to ensure data
  • the measurement and accuracy of the first high-precision displacement sensor 29 passes through the cross beam 32 and is fixedly connected to the cross beam 32 through the second sensor fixture 31, and the cross beam 32 is installed on the test vehicle 5 through the third lifting cylinder 30; 32 and the second sensor clamp 31 are beneficial to the stable adjustment of the position of the first high-precision displacement sensor 29 and improve the measurement accuracy.
  • the second high-precision displacement sensor 34 and all the first high-precision displacement sensors 29 and the computer 7 may be connected wirelessly or wiredly. If a wired connection is adopted, the arrangement of the beam 32 is beneficial to the wiring arrangement of the first high-precision displacement sensor 29.
  • the second high-precision displacement sensor 34 is connected to the computer 7 through internal wiring, and can be arranged in the same wiring as the load sensor 14.
  • the first high-precision displacement sensor 29 has a measurement range of 0-22mm, a measurement resolution of 1 ⁇ m, and a measurement accuracy of ⁇ 0.5 %FS.
  • Data processing module 3 is used to set the loading waveform, load size, loading frequency and loading times of the pre-applied driving load, and perform inversion calculation according to the applied driving load and the collected springback deformation displacement value of each test point on the subgrade surface
  • the value of the dynamic resilience modulus of the subgrade including the computer 7, which is connected to the signal input terminal of the servo cylinder 9, and is used to set the input load of the servo cylinder 9, as shown in Figure 4 for the load carrier shape (sine wave, rectangular wave, Triangular wave), the abscissa is time t, which is determined according to the driving speed, and the ordinate is the magnitude of the loading force F, which is determined according to the weight of the vehicle.
  • sine waves are generally used to simulate driving Load, in order to enhance the applicability of the equipment and the perspective of scientific research, we also added other waveforms;
  • the computer 7 is connected to the output terminals of the first high-precision displacement sensor 29 and the second high-precision displacement sensor 34 to record the test points Rebound deformation displacement value, and calculate the dynamic resilience modulus value of subgrade through software inversion.
  • the test system also includes Beidou positioning device 33 or GPS, Galileo satellite navigation system, GLONASS system, which is used to accurately locate the test point coordinates of each in-situ test and send the test point coordinates to the computer 7; avoid It is difficult to identify the stake number caused by the opening of the road.
  • the coordinates of the test point are sent to the computer 7 for recording, which is convenient for data retrieval and calling.
  • the coordinate information can also be imported into the test report, which is clear and clear.
  • the test system also includes a trailer 6 for towing the test vehicle 5.
  • the data processing module 3 is installed in the trailer 6.
  • the fuel tank of the trailer 6 provides an oil source for the electro-hydraulic servo loading system 8, and at the same time provides electricity for the test system.
  • the total power is 11KW; the electro-hydraulic servo loading system 8 converts gasoline into the loading power of the servo cylinder 9.
  • the test system also includes a control module 4, which is used to realize the integration of various modules to meet the functions of data collection of various sensors, necessary overload and limit protection, and servo control.
  • the controller and control software used are known in the art.
  • Overload and limit protection On the one hand, it is the setting of the program. The setting cannot exceed a certain load and displacement.
  • the displacement of the piston rod of the servo cylinder 9 exceeds the range, a suitable connecting rod 13 needs to be replaced; if the first high-precision displacement The test data of the sensor 29 exceeds the measuring range of the sensor, an alarm is issued, and the contact distance between the first high-precision displacement sensor 29 and the corresponding test point is re-adjusted; on the other hand, there is a built-in correction system: the input value of the computer 7 and the measured value of the load sensor 14 The constant feedback and correction of the servo cylinder 9 improves the stability and accuracy of the force applied by the servo cylinder 9.
  • test method of the in-situ test system for subgrade dynamic resilience modulus is carried out according to the following steps:
  • test points on the surface of the roadbed to be tested are on the same straight line.
  • Use tools prry, shovel, knife, etc. to level the roadbed surface, and measure the level with a level to ensure that the roadbed surface to be tested is level.
  • cylinder support legs 23 are installed around the test vehicle 5, open and adjust the four cylinder support legs 23 to contact the ground, so that the test vehicle 5 is level and stable, and the purpose is to prevent application
  • the test car 5 jumps during driving load to ensure the stability of the entire test system; after the test is completed, the cylinder support leg 23 is retracted and close to the bottom surface of the test car 5.
  • S4 Start the servo cylinder 9 to apply the driving load under the specified parameters, and transmit the rebound deformation displacement value of each test point to the computer 7 through the first high-precision displacement sensor 29 and the second high-precision displacement sensor 34 to the computer 7 for storage.
  • the computer 7 records the test data every time the test system is tested, and compiles the existing inversion calculation method into a program to form software, which is installed in the computer 7.
  • the computer 7 uses the software according to the magnitude of the driving load applied by the servo cylinder 9, the highest
  • the precision displacement sensor 29 and the second high-precision displacement sensor 34 collect the springback deformation displacement values of each test point on the subgrade surface, and calculate the dynamic springback modulus value of the subgrade by inversion; generate 1 subgrade dynamic springback modulus every second
  • the first 1000 times of loading is the preloading stage, which is used to compact the subgrade structure, so that the performance of the subgrade structure is stable, and the plastic deformation during the loading process is eliminated.
  • the last 5 subgrade dynamic elastic modulus of the 100 loadings The average value is used as the test result.
  • the magnetic linear displacement sensor 10 monitors the position of the piston rod of the servo cylinder 9 in real time and feeds it back to the computer 7, which is used to feed back the position of the piston rod of the servo cylinder 9 , Judge whether the piston rod of the servo cylinder 9 is within the range, and make corresponding instructions; at the same time, the computer 7 compares the real-time monitoring value of the load sensor 14 with the load value input to the servo cylinder 9, and when the two are different, it is corrected in time The input load of the computer 7 is the same as the monitored value of the load sensor 14.
  • the indoor structural modulus should first be obtained through the indoor dynamic three-axis to obtain the dynamic resilience modulus of the subgrade soil, and then pass the calculation mentioned in the industry standard of the People’s Republic of China-"Highway Subgrade Design Code" (JTG D30-2015) Methods: Calculate the dynamic modulus of the subgrade structure layer; use the indoor dynamic three-axis instrument to carry out the dynamic resilience modulus test of the high liquid limit clay and the sand-containing low liquid limit clay, and calculate the subgrade structure layer dynamic return by the method of subgrade design specifications.
  • the elastic modulus value was compared with the field test data of Example 1 of the present invention, and the results are shown in Table 1.
  • Example 1 of the present invention the significance of the modulus difference in Example 1 of the present invention is to reflect that the results measured at the same location and the same soil quality have little difference, and the test accuracy is high.
  • the test result of Example 1 of the present invention is similar to the structural resilience modulus value of the indoor dynamic three-axis experiment, indicating that the accuracy and feasibility of the in-situ test system for subgrade dynamic resilience modulus of the present invention can be used for field detection.
  • Comparative Example 1 the counterweight 18, the bearing plate 19, the force transfer rod 20 and the loading plate 22 are omitted, and the restriction of the pavement structure overlying pressure on the subgrade is cancelled.
  • the other structures and test methods are the same as those in Example 1.
  • the test subgrade dynamic return The results of elastic modulus are shown in Table 2.
  • Comparative Example 1 does not consider the constraint of the overlying pressure of the pavement structure on the subgrade, resulting in the test result being smaller than the actual value.

Abstract

一种路基动回弹模量的原位测试系统及其测试方法，加载模块（1）包括测试车（5），伺服气缸（9）安装于测试车（5）上，伺服气缸（9）的活塞杆与作用于路基表面的承载板（12）连接，承载板（12）外部设有环形的加载板（22），加载板（22）通过传力杆（20）与放置有配重块（18）的承载盘（19）连接；数据采集模块（2）包括第二高精度位移传感器（34）和多个第一高精度位移传感器（29）；数据处理模块（3）包括计算机（7），计算机（7）分别与伺服气缸（9）的信号输入端、第一高精度位移传感器（29）的输出端、第二高精度位移传感器（34）的输出端连接，并通过软件反演计算路基的动回弹模量值。同时考虑并真实模拟重复作用的行车荷载和路面结构对路基的约束，更接近路基的实际受力状态，荷载施加稳定、准确，路基动回弹模量测试结果更可靠。

Description

路基动回弹模量的原位测试系统及其测试方法
本申请要求于2019年10月23日提交中国专利局、申请号为201911008905.2申请名称为“路基动回弹模量的原位测试系统及其测试方法”的中国专利申请的优先权。
技术领域
本发明属于交通工程技术领域，涉及一种路基动回弹模量的原位测试系统及其测试方法，尤其用于高端装备制造领域中轨道交通的设计及路基验收。
背景技术
路基作为道路的基础，为路面提供支撑，路基的回弹模量值是路面设计的重要参数之一，获取路基回弹模量主要有室内试验法和原位测试法，室内试验法主要用于初步设计，起参考作用，原位试验法用于路基验收，能够较为准确的评判路基的回弹模量，对路基的质量把控起到决定性作用。因此，如何准确测试路基的回弹模量值，尤其是原位测试路基的回弹模量值是非常关键的；目前，关于路基回弹模量的原位测试方法主要有承载板法、贝克曼梁法、落锤弯沉仪(FWD)法和便携式落锤弯沉仪(PFWD)法。
承载板法是在直径30cm的钢板上对土基逐级加载、卸载，测试每级荷载下的回弹变形，据此计算路基回弹模量。贝克曼梁法是利用杠杆原理测试汽车荷载作用下的路基回弹弯沉值，并换算得到路基回弹模量。这两种方法所测结果均为静回弹模量，存在所需检测人员多、检测速度慢等缺点。
FWD法是将落锤自由落体产生的冲击荷载施加于放置在测试点上的加载板上，进而通过不同测试点的变形信息反演路面各结构层(包括路基)的回弹模量。中国现行沥青路面设计规范(2017版)中规定，采用FWD进行路基顶面弯沉验收，其荷载为50kN、承载板半径为150mm。计算可知，承载板所受压力为700kPa，与沥青路面设计中作用于路面表面的标准胎压相等，但现有研究实测数据表明，即使是1.5倍的标准轴载在路基顶面产生的最大轴向应力也仅为21kPa，远小于路基弯沉验收时FWD施加的700kPa的荷载。
PFWD法用于测试路基的动回弹模量，其测试原理与FWD类似，施加的荷载也为冲击荷载且荷载量级低。大量的现场试验显示PFWD动模量均小于承载板法所测静模量，而通常认为，同等条件下路基动回弹模量大于静回弹模量，由此表明PFWD模量尽管也为动荷载下的回弹模量，但与重复行车荷载下的路基动回弹模量有显著差异。
路基作为路面结构的支撑，除受行车荷载作用外，还受到其上具有一定刚度的路面结构的约束作用，该约束也会对路基受力状态产生影响。因此，无论是FWD还是PFWD，均施加冲击荷载，与重复行车荷载对路基路面的作用有显著差异，且没有考虑路面结构的约束作用，这与路基的实际受力状态不相符，测试结果虽为一定荷载作用下的动回弹模量，但难以反映路基结构的真实情况，可靠性低。
综上所述，目前仍缺乏一种路基在真实受力状态下的动回弹模量原位测试系统，而这已成为公路、铁路建设中耐久性路面设计理论与方法研究的瓶颈。因此，亟需一种路基动回弹模量的原位测试系统及其测试方法，能够原位测试路基结构在行车荷载下的动回弹模量，满足轨道交通建设需要。
发明内容
为了解决上述问题，本发明提供一种路基动回弹模量的原位测试系统，同时考虑并真实模拟重复作用的行车荷载和路面结构对路基的约束，更接近路基的真实受力状态，荷载施加稳定、准确，实现了路基动回弹模量测试结果更精确、可靠的技术目的，从而提高道路设计和检测的准确性，解决了现有技术中的问题。
本发明的另一目的是，提供一种路基动回弹模量的原位测试方法。
本发明提供一种路基动回弹模量的原位测试系统，包括加载模块、数据采集模块、数据处理模块；
所述加载模块包括测试车，伺服气缸安装于测试车上，伺服气缸的活塞杆与作用于路基表面的承载板连接，承载板外部设有环形的加载板，承载板位于加载板的中心，加载板通过传力杆与放置有配重块的承载盘连接；
所述数据采集模块包括第二高精度位移传感器和多个第一高精度位移传感器，第二高精度位移传感器装于承载板底部中心，第一高精度位移传感器分别安装于加载板上表面以及路基表面的测试点上，第二高精度位移传感器和所有第一高精度位移传感器的测试点位于同一直线上，所有第一高精度位移传感器均安装于横梁上，横梁通过升降装置安装于测试车上；
所述数据处理模块包括计算机，计算机分别与伺服气缸的信号输入端、第一高精度位移传感器的输出端、第二高精度位移传感器的输出端连接，计算机用于设置伺服气缸预加行车荷载的加载波形、荷载大小、加载频率与加载次数，以及接收第二高精度位移传感器、第一高精度位移传感器测试的回弹变形位移值，并通过软件反演计算路基的动 回弹模量值。
进一步的，所述承载板作用于路基表面的面积和行车车轮接触路面的面积大小一致，承载板与加载板之间的间隙为1～2cm。
进一步的，所述承载板为圆形，加载板为圆环形。
进一步的，所述承载板的直径为30cm，加载板内径31～32cm、外径60cm。
进一步的，所述承载板、加载板的下表面均平整光滑。
进一步的，所述第一高精度位移传感器对称设于第二高精度位移传感器的两侧，加载板上表面的第一高精度位移传感器与第二高精度位移传感器的水平间距最小，其余第一高精度位移传感器的水平间距向两侧逐渐增大，距承载板中心最远的第一高精度位移传感器与承载板中心的距离不超过5m。
进一步的，所述加载板上表面的第一高精度位移传感器的探头与加载板上表面接触，其余第一高精度位移传感器的探头均通过直径为5cm的钢片与路基土上对应的测试点接触。
进一步的，所有所述第一高精度位移传感器的基体穿过横梁并通过第二传感器夹具与横梁固定连接。
进一步的，所述配重块的周围均布有3个竖直设置的护杆，通过护杆限位，配重块、传力杆、承载盘、护杆一起对路基表面施加加载力，加载范围为0.25～5kN，加载调节分级为0.25kN/级。
进一步的，磁致线性位移传感器通过第一传感器夹具与所述伺服气缸的活塞杆连接，磁致线性位移传感器的针头固定于测试车的车架板上，磁致线性位移传感器与计算机信号连接；计算机用于根据伺服气缸的活塞杆位置反馈，判断伺服气缸的活塞杆伸缩是否在量程范围内。
进一步的，所述伺服气缸的活塞杆通过连接杆与承载板连接，伺服气缸的活塞杆与连接杆之间安装有荷载传感器，荷载传感器与计算机信号连接，计算机用于将荷载传感器的监测值与输入伺服气缸的荷载值比较，当二者不同时，修正计算机的输入荷载与荷载传感器监测值相同。
进一步的，所述伺服气缸通过第一升降气缸安装于测试车上，承载盘位于伺服气缸的上方，传力杆穿过测试车的车架板，承载盘通过第二升降气缸安装于测试车上，横梁通过第三升降气缸安装于测试车上。
进一步的，所述伺服气缸竖向最大振幅为±25mm，示值精度为±0.5％FS，荷载范围为0～10kN，测量精度为±1％FS，加载频率为0.01～100HZ。
进一步的，所述第一高精度位移传感器测量范围为0～22mm，测量分辨率为1μm，测量精度为±0.5％FS。
进一步的，所述测试系统还包括北斗定位装置或GPS、伽利略卫星导航系统、GLONASS系统中的任意一种，用于精确定位每一次原位测试的测试点坐标，并将测试点坐标发送至计算机。
进一步的，所述测试系统还包括拖车，用于拖行测试车；拖车的油箱为电液伺服加载系统提供油源，同时为测试系统提供电力；电液伺服加载系统将汽油转化为伺服气缸的加载动力。
本发明提供一种路基动回弹模量的原位测试方法，具体按照以下步骤进行：
S1，在待测路基表面选定测试点，所有测试点在同一直线上，整平路基表面；
S2，将测试车拖至已整平的待测路基表面，使得承载板、加载板均与路基表面完全接触，承载板的底部中心位于中间的测试点上，第二高精度位移传感器和第一高精度位移传感器分别安装于对应测试点上，承载板、加载板处于水平位置且两者互不接触；根据路面结构层的自重荷载安装合适的配重块，调节测试车水平且稳定；
S3，通过计算机设置伺服气缸预加行车荷载的加载波形、荷载大小、加载频率以及加载次数；
S4，启动伺服气缸在指定的参数下施加行车荷载，通过第一高精度位移传感器、第二高精度位移传感器将各测试点的回弹变形位移值传输至计算机；
S5，计算机根据伺服气缸施加的行车荷载大小和第一高精度位移传感器、第二高精度位移传感器采集到的路基表面各测试点的回弹变形位移值，通过软件反演计算路基的动回弹模量值。
本发明的有益效果是，本发明通过承载板、加载板能够精确模拟行车荷载对路基的作用和路面结构上覆压力对路基的约束，同时考虑路面行车荷载作用和路面结构对路基的约束，更接近路基的真实受力状态；测得测试点的动荷载大小和路基结构层的位移值，利用计算机通过软件反演计算路基的动回弹模量值，能够更为真实地反映动荷载条件下的路基结构层的动回弹模量，准确性更高，能够为公路、铁路设计参数提供更佳可靠的技术支持。本发明通过伺服气缸对路基施加循环荷载，模拟行车动荷载，加载稳定，并 通过加载的反馈校准进一步提高荷载施加的稳定性和准确性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例中路基动回弹模量原位试验系统的整体结构示意图。
图2为本发明实施例中加载模块的结构示意图。
图3为本发明实施例中数据采集模块和控制模块的结构示意图。
图4为本发明实施例中伺服气缸的典型荷载波形图。
图中，1.加载模块，2.数据采集模块，3.数据处理模块，4.控制模块，5.测试车，6.拖车，7.计算机，8.电液伺服加载系统，9.伺服气缸，10.磁致线性位移传感器，11.第一传感器夹具，12.承载板，13.连接杆，14.荷载传感器，15.传感器连接头，16.第一升降气缸，17.护杆，18.配重块，19.承载盘，20.传力杆，21.第二升降气缸，22.加载板，23.气缸支撑腿，29.第一高精度位移传感器，30.第三升降气缸，31.第二传感器夹具，32.横梁，33.北斗定位装置，34.第二高精度位移传感器。
具体实施方式
下面将结合本发明实施例，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明实施例路基动回弹模量的原位测试系统，如图1-3所示，包括加载模块1、数据采集模块2、数据处理模块3。
加载模块1，用于模拟行车荷载经路面传递下来的半正弦循环动荷载和路面结构自重的静荷载；如图2所示，包括测试车5，伺服气缸9安装于测试车5上，伺服气缸9的活塞杆与作用于路基表面的承载板12连接，用于模拟行车荷载经路面传递下来的半正弦循环动荷载；承载板12外部设有环形的加载板22，承载板12位于加载板22的中心，加载板22通过传力杆20与放置有配重块18的承载盘19连接，配重块18通过承载盘19、传力杆20将荷载传递到加载板22上，加载板22作用于路基表面，用于模拟路面结构自重 的静荷载。
承载板12作用于路基表面的面积和行车车轮接触路面的面积大小相匹配，以此来模拟行车荷载；承载板12与加载板22之间的距离为1～2cm，保证测试过程中二者互不影响且能够表征行车荷载对路基的作用和路面结构上覆压力对路基的约束，承载板12、加载板22的下表面均平整光滑，提高加载精度。
优选的，承载板12为圆形，加载板22为圆环形，使得加载板22到承载板12中心的距离相等，保证在任意方向上都是相同的自重力，更接近真实受力情况，准确模拟路面的自重影响范围；为了真实模拟路面结构上覆压力对路基的约束，只需要保证模拟路基受到的路面静压强和实际的静压强相等，本发明通过配重块18和加载板22的面积控制，模拟真实路面结构的压强，设定路面结构层厚度h、密度ρ，m表示配重块18的质量，m 0表示传力杆20、承载盘19、护杆17的质量和，g表示重力加速度，S表示加载板22的作用面积，满足ρgh×S＝(m+m 0)g，实施例中承载板12为直径30cm、厚度5cm的刚性板，加载板22为内径31～32cm、外径60cm、厚度5cm的环形刚性板，加载板22直径过小不能实现路面自重的约束作用；直径过大，对应路基上方的路面结构层厚度、密度的差异性较大，降低准确性，同时不经济，不易操作。
伺服气缸9通过第一升降气缸16安装于测试车5上，承载盘19位于伺服气缸9的上方，传力杆20穿过测试车5的车架板，承载盘19通过第二升降气缸21安装于测试车5上，配重块18的周围通过三根护杆17限位；操作时，通过第二升降气缸21将加载板22向下移动至与路基表面接触，卸掉第二升降气缸21中的压缩空气，承载盘19仅通过传力杆20、加载板22支撑，在承载盘19上放置配重块18，通过加载板22模拟路面结构的重量，配重块18加载范围为0～5kN，加载调节分级为0.25kN/级。
伺服气缸9竖向最大振幅为±25mm，示值精度为±0.5％FS(FS为量程，即±0.5％×量程，比如此处量程为50mm，那么精度为±0.25mm)，荷载范围为0～10kN，测量精度为±1％FS，加载频率为0.01～100HZ。
室内试验的荷载施加通过反力架来实现，原位试验没办法用反力架，本发明通过伺服气缸9对路基施加循环荷载，模拟行车动荷载，加载稳定，在实际的试验中，有很多的不确定因素，因此采用加载的反馈校准进一步提高荷载施加的稳定性和准确性。为了使路基所承受的实际荷载与计算机7的输入荷载在数值上保持一致，设定以下校准系统：伺服气缸9的活塞杆通过连接杆13与承载板12连接，伺服气缸9的活塞杆与连接杆13 之间安装有荷载传感器14，荷载传感器14通过传感器连接头15与伺服气缸9的活塞杆连接，传感器连接头15起连接作用，荷载传感器14通过内部布线与计算机7连接；计算机7将荷载传感器14的监测值与输入伺服气缸9的荷载值比较，当二者不同时，修正计算机7的输入荷载与荷载传感器14监测值相同；伺服气缸9的输入荷载根据行车荷载对路基作用的动荷载确定，用于模拟路基行车荷载。
超限保护：伺服气缸9在保证精度的情况下，其活塞杆的长度不会太长，因此在伺服气缸9的活塞杆与承载板12之间连接有连接杆13，同时连接杆13的长度能够调整，以适应承载板12的不同高度位置。磁致线性位移传感器10通过第一传感器夹具11与伺服气缸9的活塞杆连接，磁致线性位移传感器10的针头固定于测试车5的车架板上，磁致线性位移传感器10与计算机7信号连接；当伺服气缸9的活塞杆发生位移时，磁致线性位移传感器10的读数就会变化，为计算机7提供伺服气缸9的活塞杆位置反馈，计算机7用于根据伺服气缸9的活塞杆位置反馈，判断伺服气缸9的活塞杆伸缩是否在量程范围内，当超出量程时发出警告指令，更换长度合适的连接杆13，保证伺服气缸9的活塞杆伸缩是在量程范围内，确保加载数据的准确性。
数据采集模块2，用于试验过程数据的采集；如图3所示，包括第二高精度位移传感器34和多个第一高精度位移传感器29，第二高精度位移传感器34装于承载板12底部中心，第一高精度位移传感器29分别安装于加载板22上表面和路基表面的测试点上，第二高精度位移传感器34、第一高精度位移传感器29均与计算机7信号连接，第二高精度位移传感器34和所有第一高精度位移传感器29的测试点位于同一直线上，这样能够测量出弯沉盆曲线，利于动回弹模量的反演计算。
第一高精度位移传感器29对称设于第二高精度位移传感器34的两侧，加载板22上表面的第一高精度位移传感器29与第二高精度位移传感器34的水平间距最小，其余第一高精度位移传感器29的水平间距向两侧逐渐增大，距承载板12中心最远的第一高精度位移传感器29与承载板12中心的距离不超过5m；因为在荷载中心处，位移变化较为显著，所以加密了测试点，而远离荷载中心，位移变化较平缓，当距离荷载中心超过5m时，位移变化基本为0。实施例中将2个第一高精度位移传感器29设于加载板22上表面，分别与第二高精度位移传感器34的水平间距为23cm～23.5cm，12个第一高精度位移传感器29设于路基表面的测试点上，与第二高精度位移传感器34的水平间距向两侧依次为40cm、80cm、80cm、80cm、80cm、80cm。在加载过程中，加载板22随着其底部位移 变化而变化，加载板22上表面的第一高精度位移传感器29的探头与加载板22上表面接触，能够真实测定其位移变化，其余第一高精度位移传感器29的探头均通过直径5cm的钢片与路基土上对应测试点接触，由于路基表面不平整，直径5cm的钢片有助于测量离测试点正中心远处的位移，保证数据的可测量和准确性；所有第一高精度位移传感器29的基体穿过横梁32并通过第二传感器夹具31与横梁32固定连接，横梁32通过第三升降气缸30安装于测试车5上；横梁32及第二传感器夹具31有利于第一高精度位移传感器29位置的稳定调节，提高测量精度。第二高精度位移传感器34和所有第一高精度位移传感器29与计算机7可以为无线连接或有线连接，如果采用有线连接，横梁32的设置有利于第一高精度位移传感器29的线路布置，第二高精度位移传感器34通过内部布线与计算机7连接，可以与荷载传感器14采用相同的线路布置；第一高精度位移传感器29测量范围为0～22mm，测量分辨率为1μm，测量精度为±0.5％FS。
数据处理模块3，用于设置预加行车荷载的加载波形、荷载大小、加载频率以及加载次数，并根据施加的行车荷载大小和采集到的路基表面各测试点回弹变形位移值，反演计算路基的动回弹模量值；包括计算机7，计算机7与伺服气缸9的信号输入端连接，用于设置伺服气缸9的输入荷载，如图4所示的荷载波形(正弦波、矩形波、三角波)，横坐标为时间t，根据行车速度确定，纵坐标为加载力的大小F，根据车辆的重量确定，不同的波形和荷载大小用于模拟不同的行车荷载；一般采用正弦波来模拟行车荷载，为了加强设备的适用性和科研的角度，同时我们还加入了其它波形；计算机7与第一高精度位移传感器29、第二高精度位移传感器34的输出端信号连接，记录各测试点的回弹变形位移值，并通过软件反演计算路基的动回弹模量值。
测试系统还包括北斗定位装置33或GPS、伽利略卫星导航系统(Galileo satellite navigation system)、GLONASS系统，用于精确定位每一次原位测试的测试点坐标，并将测试点坐标发送至计算机7；避免因道路通车导致的桩号难以辨认，将测试点坐标发送至计算机7记录，便于数据的检索和调用，也可以在测试报告上导入坐标信息，清晰明了。
测试系统还包括拖车6，用于拖行测试车5，数据处理模块3安装在拖车6内，拖车6的油箱为电液伺服加载系统8提供油源，同时为测试系统提供电力，测试系统的总功率为11KW；电液伺服加载系统8将汽油转化为伺服气缸9的加载动力。
测试系统还包括控制模块4，用于实现各模块集成，满足各类传感器的数据采集、必 要的超载和限位保护及伺服控制等功能，所采用的控制器和控制软件为本领域已知。超载和限位保护：一方面是程序的设定，设定不能超过一定的加载和位移，例如，伺服气缸9活塞杆的位移超过量程，需要更换合适的连接杆13；如果第一高精度位移传感器29测试数据超过传感器的测量范围，发出警报，重新调整第一高精度位移传感器29与对应测试点的接触距离；另一方面是内置的校正系统：通过计算机7输入值和荷载传感器14实测值的不断反馈、修正，提高伺服气缸9施加力的稳定性和准确性。
实施例1，
路基动回弹模量原位测试系统的测试方法，具体按照以下步骤进行：
S1，在待测路基表面选定测试点，所有测试点在同一直线上，采用工具(撬、铲、小刀等)整平路基表面，并用水平尺进行水平度测量，确保待测路基表面水平。
S2，利用拖车6将测试车5拖至已整平的待测路基表面，启动第一升降气缸16、第二升降气缸21、第三升降气缸30，分别将承载板12、加载板22和横梁32下降至对应位置，使得承载板12、加载板22均与路基表面完全接触，承载板12的底部中心位于中间的测试点上，第二高精度位移传感器34和第一高精度位移传感器29分别安装于对应测试点上，承载板12、加载板22水平且两者互不接触，保证测试过程中二者互不影响；根据路面结构层的自重荷载在承载盘19上安装合适的配重块18，保证路基上覆压力与路面结构层自重压力相同；测试车5四周安装有气缸支撑腿23，打开并调整四个气缸支撑腿23接触地面，使测试车5水平且稳定，目的是防止施加行车荷载时测试车5跳动，确保整个测试系统的稳定性；测试完成后，气缸支撑腿23收起并紧贴测试车5底面。
S3，检查并调试测试系统正常工作，通过计算机7设置伺服气缸9预加行车荷载的加载波形、荷载大小、加载频率以及加载次数，得出表1数据，采用的加载波形具体是图4中的半正弦波形，荷载大小设置为3kN、频率设置为1Hz、加载次数为1100次。
S4，启动伺服气缸9在指定的参数下施加行车荷载，通过第一高精度位移传感器29、第二高精度位移传感器34将各测试点的回弹变形位移值传输至计算机7存储。
S5，测试系统每测试一次，计算机7记录一次测试数据，将现有反演计算方法编写程序形成软件，安装于计算机7内，计算机7通过软件根据伺服气缸9施加的行车荷载大小，第一高精度位移传感器29、第二高精度位移传感器34采集到的路基表面各测试点的回弹变形位移值，反演计算路基的动回弹模量值；每秒钟生成1个路基动回弹模量，前面1000次加载为预加荷载阶段，用于压密路基结构，使得路基结构性能稳定，消除加 载过程的塑性变形，测试数据取后100次加载中最后5次路基动回弹模量的平均值，作为测试结果。
在路基动回弹模量原位测试系统测试过程中，磁致线性位移传感器10实时监测伺服气缸9的活塞杆位置，并反馈至计算机7，计算机7用于根据伺服气缸9的活塞杆位置反馈，判断伺服气缸9的活塞杆伸缩是否在量程范围内，并作出相应指令；同时，计算机7将荷载传感器14的实时监测值与输入伺服气缸9的荷载值比较，当二者不同时，及时修正计算机7的输入荷载与荷载传感器14监测值相同。
本发明技术效果验证：
室内结构模量的获取首先应通过室内动三轴，得到路基土的动回弹模量，然后通过中华人民共和国行业标准——《公路路基设计规范》(JTG D30-2015)中提到的计算方法计算路基结构层的动态模量；利用室内动三轴仪器对高液限黏土、含砂低液限黏土进行了动回弹模量试验，并通过路基设计规范的方法计算路基结构层动回弹模量值，与本发明实施例1的现场测试数据进行对比，结果如表1所示。
表1实施例1测试结果与室内动三轴试验结果的对比
Figure PCTCN2020112297-appb-000001
表1中，本发明实施例1模量差值的意义在于反映出同一位置，同一土质测得的结果差异不大，测试精度高。本发明实施例1的测试结果与室内动三轴实验的结构回弹模量值相近，表明本发明路基动回弹模量的原位测试系统的精度和可行性，能够用于现场检测。
对比例1，省去配重块18、承载盘19、传力杆20和加载板22，取消路面结构上覆压力对路基的约束，其它结构和测试方法与实施例1相同，测试路基动回弹模量的结果如表2所示。
表2实施例1、对比例1与室内动三轴试验结果的对比
Figure PCTCN2020112297-appb-000002
表2中，对比例1不考虑路面结构上覆压力对路基的约束，导致测试结果比实际值偏小。
本说明书中的各个实施例均采用相关的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于系统实施例而言，由于其基本相似于方法实施例，所以描述的比较简单，相关之处参见方法实施例的部分说明即可。
以上所述仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等，均包含在本发明的保护范围内。

Claims (17)

  1. 一种路基动回弹模量的原位测试系统，其特征在于，包括加载模块(1)、数据采集模块(2)、数据处理模块(3)；
    所述加载模块(1)包括测试车(5)，伺服气缸(9)安装于测试车(5)上，伺服气缸(9)的活塞杆与作用于路基表面的承载板(12)连接，承载板(12)外部设有环形的加载板(22)，承载板(12)位于加载板(22)的中心，加载板(22)通过传力杆(20)与放置有配重块(18)的承载盘(19)连接；
    所述数据采集模块(2)包括第二高精度位移传感器(34)和多个第一高精度位移传感器(29)，第二高精度位移传感器(34)装于承载板(12)底部中心，第一高精度位移传感器(29)分别安装于加载板(22)上表面以及路基表面的测试点上，第二高精度位移传感器(34)和所有第一高精度位移传感器(29)的测试点位于同一直线上，所有第一高精度位移传感器(29)均安装于横梁(32)上，横梁(32)通过升降装置安装于测试车(5)上；
    所述数据处理模块(3)包括计算机(7)，计算机(7)分别与伺服气缸(9)的信号输入端、第一高精度位移传感器(29)的输出端、第二高精度位移传感器(34)的输出端连接，计算机(7)用于设置伺服气缸(9)预加行车荷载的加载波形、荷载大小、加载频率与加载次数，以及接收第二高精度位移传感器(34)、第一高精度位移传感器(29)测试的回弹变形位移值，并通过软件反演计算路基的动回弹模量值。
  2. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，所述承载板(12)作用于路基表面的面积和行车车轮接触路面的面积大小一致，承载板(12)与加载板(22)之间的间隙为1～2cm。
  3. 根据权利要求2所述的一种路基动回弹模量的原位测试系统，其特征在于，所述承载板(12)为圆形，加载板(22)为圆环形。
  4. 根据权利要求3所述的一种路基动回弹模量的原位测试系统，其特征在于，所述承载板(12)的直径为30cm，加载板(22)内径31～32cm、外径60cm。
  5. 根据权利要求1-4任意一项所述的一种路基动回弹模量的原位测试系统，其特征在于，所述承载板(12)、加载板(22)的下表面均平整光滑。
  6. 根据权利要求1-4任意一项所述的一种路基动回弹模量的原位测试系统，其特征在于，所述第一高精度位移传感器(29)对称设于第二高精度位移传感器(34)的两侧，加载板(22)上表面的第一高精度位移传感器(29)与第二高精度位移传感器(34)的 水平间距最小，其余第一高精度位移传感器(29)的水平间距向两侧逐渐增大，距承载板(12)中心最远的第一高精度位移传感器(29)与承载板(12)中心的距离不超过5m。
  7. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，所述加载板(22)上表面的第一高精度位移传感器(29)的探头与加载板(22)上表面接触，其余第一高精度位移传感器(29)的探头均通过直径为5cm的钢片与路基土上对应的测试点接触。
  8. 根据权利要求7所述的一种路基动回弹模量的原位测试系统，其特征在于，所有所述第一高精度位移传感器(29)的基体穿过横梁(32)并通过第二传感器夹具(31)与横梁(32)固定连接。
  9. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，所述配重块(18)的周围均布有3个竖直设置的护杆(17)，通过护杆(17)限位，配重块(18)、传力杆(20)、承载盘(19)、护杆(17)一起对路基表面施加加载力，加载范围为0.25～5kN，加载调节分级为0.25kN/级。
  10. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，磁致线性位移传感器(10)通过第一传感器夹具(11)与所述伺服气缸(9)的活塞杆连接，磁致线性位移传感器(10)的针头固定于测试车(5)的车架板上，磁致线性位移传感器(10)与计算机(7)信号连接；计算机(7)用于根据伺服气缸(9)的活塞杆位置反馈，判断伺服气缸(9)的活塞杆伸缩是否在量程范围内。
  11. 根据权利要求10所述的一种路基动回弹模量的原位测试系统，其特征在于，所述伺服气缸(9)的活塞杆通过连接杆(13)与承载板(12)连接，伺服气缸(9)的活塞杆与连接杆(13)之间安装有荷载传感器(14)，荷载传感器(14)与计算机(7)信号连接，计算机(7)用于将荷载传感器(14)的监测值与输入伺服气缸(9)的荷载值比较，当二者不同时，修正计算机(7)的输入荷载与荷载传感器(14)监测值相同。
  12. 根据权利要求1或11所述的一种路基动回弹模量的原位测试系统，其特征在于，所述伺服气缸(9)通过第一升降气缸(16)安装于测试车(5)上，承载盘(19)位于伺服气缸(9)的上方，传力杆(20)穿过测试车(5)的车架板，承载盘(19)通过第二升降气缸(21)安装于测试车(5)上，横梁(32)通过第三升降气缸(30)安装于测试车(5)上。
  13. 根据权利要求11所述的一种路基动回弹模量的原位测试系统，其特征在于，所述 伺服气缸(9)竖向最大振幅为±25mm，示值精度为±0.5％FS，荷载范围为0～10kN，测量精度为±1％FS，加载频率为0.01～100HZ。
  14. 根据权利要求8所述的一种路基动回弹模量的原位测试系统，其特征在于，所述第一高精度位移传感器(29)测量范围为0～22mm，测量分辨率为1μm，测量精度为±0.5％FS。
  15. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，所述测试系统还包括北斗定位装置(33)或GPS、伽利略卫星导航系统、GLONASS系统中的任意一种，用于精确定位每一次原位测试的测试点坐标，并将测试点坐标发送至计算机(7)。
  16. 根据权利要求1所述的一种路基动回弹模量的原位测试系统，其特征在于，所述测试系统还包括拖车(6)，用于拖行测试车(5)；拖车(6)的油箱为电液伺服加载系统(8)提供油源，同时为测试系统提供电力；电液伺服加载系统(8)将汽油转化为伺服气缸(9)的加载动力。
  17. 一种路基动回弹模量的原位测试方法，其特征在于，采用如权利要求1-4、7-11、13-16任一项所述的一种路基动回弹模量的原位测试系统，具体按照以下步骤进行：
    S1，在待测路基表面选定测试点，所有测试点在同一直线上，整平路基表面；
    S2，将测试车(5)拖至已整平的待测路基表面，使得承载板(12)、加载板(22)均与路基表面完全接触，承载板(12)的底部中心位于中间的测试点上，第二高精度位移传感器(34)和第一高精度位移传感器(29)分别安装于对应测试点上，承载板(12)、加载板(22)处于水平位置且两者互不接触；根据路面结构层的自重荷载安装合适的配重块(18)，调节测试车(5)水平且稳定；
    S3，通过计算机(7)设置伺服气缸(9)预加行车荷载的加载波形、荷载大小、加载频率以及加载次数；
    S4，启动伺服气缸(9)在指定的参数下施加行车荷载，通过第一高精度位移传感器(29)、第二高精度位移传感器(34)将各测试点的回弹变形位移值传输至计算机(7)；
    S5，计算机(7)根据伺服气缸(9)施加的行车荷载大小和第一高精度位移传感器(29)、第二高精度位移传感器(34)采集到的路基表面各测试点的回弹变形位移值，通过软件反演计算路基的动回弹模量值。
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