CN102162217B - Laser dynamic deflection survey vehicle - Google Patents
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Abstract
The invention provides a laser dynamic deflection survey vehicle. The survey vehicle comprises a mobile measuring table, a measuring cross beam, a running wheel, a velocity measuring wheel, an accelerometer and a data acquiring and processing device. The laser dynamic deflection survey vehicle provided by the invention has the following advantages: according to the laser Doppler velocity measurement principle and the inertia measurement principle, during the driving process of the vehicle at a normal traffic velocity (15-80km/h), a plurality of laser Doppler vibration meters arranged in the front of loading wheels of the vehicle synchronously measure the relative movement velocity of various measuring points on a road surface; the instantaneous deflection deformation velocity of the road surface is obtained through inertia compensation calculation; and a dynamic deflection value of the road surface is obtained through inversion by utilizing a road layered elastic mechanical model and used for general investigation and assessment of the bearing capacity of a road network.
Description
Technical Field
The invention relates to a deflection measuring vehicle, in particular to a laser dynamic deflection measuring vehicle which can be widely applied to deflection measurement of expressways, national and provincial roads, urban roads and airport runways in the field of traffic.
Background
Since 1960, the laser doppler technique has attracted attention because it has high spatial and temporal resolution in measurement, does not contact a measurement object, does not disturb a measurement object, and can measure an object that is difficult to measure by the conventional velocity measurement technique. In 1964, YEH and cumius published the 1 st paper about speed measurement by laser doppler technique, and this technique was immediately paid attention in all aspects and carried out a lot of theoretical analysis and experimental studies, and achieved remarkable results. After the 70 s, foreign vendors have begun to offer relatively complete products to the market and are continually updating. Laser doppler vibration measurement technology is now an essential test method in science and technology and many industries, and has evolved from velocity measurement of fluids and solids to the field of vibration measurement.
Vibration measurement is important in engineering because it reflects the dynamic characteristics of an object, particularly an object moving at high speed. Laser doppler vibrometers began with the invention of the institute of optical vibration, university of south ampton, 1983, and evolved from single-beam, cross-beam measurements to multi-beam measurements. The laser vibration measurement is the torsional vibration measurement by using a differential laser doppler velocimeter at the beginning, and then the theory of the laser torsional vibration meter is independently developed, so that great results are obtained. A world-known manufacturer B & K company that produces laser doppler vibrometers has studied and manufactured a laser torsional vibrometer of model 2523. A single laser interferometer is used in the product. The product in the 4000 series of the Polytec company in Germany, which is also known, comprises two laser interferometers, so that the measurement effect is further improved. Corresponding research is also carried out by research departments such as Tianjin university and Xian transportation university in China.
Laser doppler velocimetry (vibration measurement) technology was first developed from laser velocimetry. The physical principle is to detect the doppler shift of the reflected light scattered back from a moving object. Fig. 9 shows a single beam velocimetry path structure.
Laser beam with frequency f emitted by laser is incident on the measured surface via spectroscope, and reflected light will produce Doppler shift fD：
Where v is the surface motion velocity and n is the wavelength of the laser. Frequency of f + frOf a reference beam and a frequency of f + fDThe reflected light is mixed and projected onto a photodetector to produce a beat signal, which is passed through an electronic signalProcessing the system to obtain a final frequency fD-frThe beat frequency of the vibration signal is analyzed and processed to obtain the required vibration signal. Due to the mixing of the reference beams, the optical path structure can distinguish the motion direction of the measured surface.
The deflection basin is similar to basin-shaped deformation formed by the road surface under the action of load, is the sum of elastic deformation and plastic deformation of the road surface, and can effectively reflect the bearing capacity condition of the road surface. In the road surface design of China, the radius design value of a deflection basin of a flexible road surface is 3.6 meters, and the radius design value of the deflection basin of a semi-rigid road surface is 5.4 meters.
The detection of the road deflection is the basis for evaluating the road bearing capacity, is important for the control and the inspection of the engineering quality, and also determines the scientific level and the credibility of the road network maintenance decision, thereby directly influencing the maintenance fund distribution and the rationality of the old road reconstruction design. Although the apparatus and method of testing deflection varies from country to country, the understanding of the basic concept of deflection is the same. The definition of deflection generally refers to the total vertical deflection value (total deflection) or the vertical rebound deflection value (rebound deflection) generated at the wheel clearance position of a roadbed or a road surface under the load action of a specified standard vehicle, and the unit is 0.01 mm.
The reasonable definition of the bearing capacity of the pavement structure is as follows: the pavement structure can withstand the number of passes of a certain type of vehicle before reaching unacceptable structural or functional damage. It is generally believed that structural failure due to cracking of asphalt pavement is primarily related to the maximum tensile stress or strain in the overlay material, and functional failure due to rutting or reduced flatness of the pavement is primarily related to the maximum compressive stress or strain in the base layer or subgrade bulk material.
The flexible pavement design in China takes the modulus of resilience as a design parameter and deflection as a mechanical control index. The mechanics is defined as the surface vertical displacement component of the model under the action of vertical force, namely the vertical deformation of the top surface of the roadbed and the road surface under the action of load. Although the extensive practical and research data shows that the subgrade deflection does not have a simple linear relationship with the bearing capacity of the subgrade, the deflection reflects the bearing capacity of the subgrade and road surface to some extent. The direct application of surface deflection as an indicator for load bearing assessment has obvious advantages, since field measurements are easy and no additional computational analysis is required.
In recent 20 years, the development of international road detection and evaluation technology is very rapid, and the general trend is as follows: the development from manual detection to automatic detection technology, the development from damage detection to non-damage detection technology, and the development from general technology to high-tech technology.
Since deflection is an important index for reflecting the structural performance of a road surface, research and development of a road surface deflection detection technology has been widely regarded internationally. The traditional beckman beam has been gradually replaced by automatic deflectometers, vibratory deflectometers and Falling Weight Deflectometers (FWDs). Especially, FWD testing systems with fast speed measurement, high precision and convenient operation have been widely used in more than 60 countries in the world. The FWD is combined with practical road surface structure inverse analysis software, so that the scientific level of road surface deflection detection and bearing capacity evaluation is improved to a new stage.
With the continuous development of pavement detection and evaluation technology, the international importance on pavement tracking detection and long-term service performance research is increasing, and the detection and long-term service performance research is taken as a main way for improving pavement design. For example, 170 long-term observation road sections are established in original West Germany, tracking observation is carried out for 18 years, and deep and systematic knowledge is provided for semi-rigid pavement structures. 400 long-term observation road sections are established in the United kingdom, and a road surface design method is revised in 1986 according to the results of tracking observation and analysis research. The Strategic Highway Research Program (SHRP) started to be implemented in 1988 in the united states, and one of the main research contents is the road surface tracking test and long-term service performance study (LTPP).
Following FWD, a new generation of deflectometers RWD (Rolling Wheel deflectometers) is in the research phase. The method adopts high-frequency laser scanning to continuously record the deflection of a running test vehicle on a road surface, and the test speed is about 88.5 km/h. At present, organizations such as Dynatest (Denmark) and Quest Integrated (USA) are mainly cooperated, ARA (applied research Association) company of Missippi, USA and RDT of Sweden are engaged in the research and development work of RWD, and the first generation products are already published and have the precision suitable for the general survey of road network. The company GreenWood, denmark, also developed a high Speed laser automated Deflectometer (TSD) based on the laser doppler measurement principle.
Hitherto, domestic pavement detection still mainly depends on the Beckman beams introduced in the 60 s of the 20 th century, and the Beckman beams are slow in speed measurement, low in precision and poor in reliability and are only suitable for flexible pavements. The total mileage of the existing asphalt pavement in China exceeds 30 km, if a city road administration (place and total section) is used as a basic maintenance unit, the average maintenance mileage of each unit is about 900km, and the whole maintenance process needs 3-4 months when measured by a Beckman beam. Obviously, this detection means does not adapt to the actual needs of modern road management. The Beckman beam detection method directly restricts the improvement of the pavement bearing capacity evaluation and the reinforcement design level. Since the road surface structure is a multi-layer system, it is not sufficient to evaluate the load-bearing capacity of the road surface structure from only a single point (maximum) deflection detected by the beckmann beam. Theoretical analysis and engineering practice show that the maximum deflection of the road surface does not have a simple relationship with the bearing capacity.
The bearing capacity of the pavement structure mainly depends on the stress strain state of the pavement structure, and the evaluation of the bearing capacity of the pavement by the deflection observed by the Beckman beam has obvious irrationality. Since the 20 th century and the 80 th era, with the gradual and wide application of the drop weight deflectometer, the method for calculating the modulus of the pavement structure layer according to the information of the deflectometer and further evaluating the bearing capacity of the pavement is generally regarded internationally, and shows the huge economic and social benefits brought by high and new technologies. However, it is known that most FWD user units in China do not have matched analysis software, and FWD is only used as a high-precision deflection measuring instrument and does not play the due role.
The JG-2005 type laser automatic deflectometer developed by the research institute of highway of the department of transportation is used for carrying on the index detection of road surface intensity. The JG-2005 laser automatic deflectometer is composed of three parts of an equipment loading vehicle, a measuring mechanism and a data acquisition system. The loading vehicle adopts a special chassis with 6 meters long wheelbase for the red rock Steyr king. The measuring mechanism consists of a bilateral testing mechanism, a guide mechanism, a step-moving hoisting mechanism and a lifting mechanism. The data acquisition system consists of a data acquisition computer, a lower computer, a laser ranging sensor and a wireless data transmission system.
The JG-2005 type laser automatic deflectometer is an automatic form of a Beckman beam, a measuring frame is arranged below a ground pulling chassis, and the laser automatic deflectometer is formed by matching a guide mechanism, a curve measurement synchronous control system, a measuring mechanism stepping system and a data acquisition system.
The working principle of the JG-2005 type laser automatic deflectometer is the same as that of a Beckman beam, and the deformation of a road surface is measured through the displacement of a lever by utilizing the lever principle.
In the actual test process, the test jig is placed on the road surface, three front points of the test jig form a reference surface, the point of the measuring arm lever is pointed on the reference surface, and the laser sensor is also installed on the reference surface. When the rear wheel of the test vehicle runs forwards and the rear wheel of the test vehicle gradually approaches the test point, the vertical load borne by the road surface where the test point is located is gradually increased, and the ground sinks. Meanwhile, the rear end of the measuring arm placed on the measuring point moves downwards along with the sinking of the road surface, the laser reflecting surface is driven to move downwards, and the laser ranging sensor can measure the corresponding displacement at the measuring point, namely the deflection value of the road surface.
The automobile advances at a constant speed, and the measuring head of the measuring arm just aligns with wheel gaps of left and right rear wheels of the test vehicle under the action of the guide mechanism. The data acquisition system records the change process until the measuring head crosses 15cm of the central line of the rear axle, stops data acquisition and calculates the deflection curve and the deflection basin peak value of the process. After the detection period is finished, the step-moving winch drags the measuring mechanism forwards at the speed of 2 times of the vehicle speed until the guide post exceeds the front photoelectric pair tube, the beam pulling is stopped, and the next measurement is carried out. At this point, a complete measurement step is completed.
Disclosure of Invention
Firstly, the current mainstream deflection test means are less than 5 kilometers per hour in speed, and the test process has the defects of potential safety hazard, influence on normal traffic and the like; the invention mainly solves the problem of continuous deflection test under the condition of normal traffic speed, namely under the condition of 15-80 km/h;
secondly, the traditional deflection test adopts a high-precision laser ranging sensor to directly measure the deflection deformation of the road surface, and the method can only be used under a static condition and is not suitable for measurement under a dynamic condition due to the complex texture of the road surface; according to the invention, a plurality of common-beam laser Doppler velocity measurement sensors are adopted to measure the pavement deflection deformation speed at multiple points of the pavement, and then the dynamic deflection value of the pavement is calculated according to the elastic deformation theory and the model inversion of the pavement, so that the method can be suitable for measurement under the dynamic condition;
thirdly, since the vehicle will generate bumping vibration due to the unevenness of the road and the vehicle, the traditional method adopts the accelerometer to compensate, and since the accelerometer needs to obtain the displacement by twice integration of time, the drift of the compensation result along with the time is difficult to control, the measurement value of the laser displacement sensor can not be compensated in the dynamic driving process of the vehicle; the invention adopts the optical fiber gyroscope to measure the attitude changes of pitching, rolling and the like generated in the running process of the vehicle, and obtains the pitching and rolling angular speeds of the vehicle body so as to compensate the speed change generated between the vehicle motion and the ground.
Finally, the traditional method cannot measure the real dynamic deflection of the road surface, because the road surface has no good means to measure the instantaneous deformation at the moment of rolling the moving vehicle wheels; according to the invention, an accelerometer is pre-embedded on an actual road surface according to an accelerometer inertia measurement principle, the instantaneous deformation speed is obtained through acquiring the instantaneous acceleration value of a road surface point where a wheel passes through the accelerometer, and the deformation (namely the transient deflection value) is obtained through primary time integration and secondary integration.
The following table is a comparative table between the laser dynamic deflection measuring vehicle of the present invention and the conventional deflection measuring apparatus:
the traditional deflection measuring equipment mainly comprises a Beckman beam, a laser automatic deflection vehicle, a drop hammer type deflectometer and the like, has low measuring precision, slow speed and poor repeatability, generally has the measuring speed of less than 5 kilometers, wastes time and labor, has large use danger, and is basically unusable particularly on an expressway in application. The invention aims to realize rapid, high-precision and high-reliability deflection measurement.
In order to achieve the aim, the invention provides a laser dynamic deflection measuring vehicle which comprises a mobile measuring platform, a measuring beam, a working wheel, a speed measuring wheel, an accelerometer and a data acquisition and processing device, wherein the mobile measuring platform is connected with the working wheel;
wherein,
the mobile measuring platform comprises a tractor and a trailer and provides a carrying platform for the measuring beam, the synchronization and signal processing device and the data acquisition and processing device; the tractor pulls the trailer to advance, and the rear wheel of the trailer is a working wheel;
the measuring beam is positioned on the trailer, is arranged above a wheel gap of the working wheel, and mainly comprises a beam framework, a laser Doppler vibration meter and a fiber optic gyroscope, wherein a laser beam of the laser Doppler vibration meter is emitted to a road surface;
the number of the laser Doppler vibration meters is 4-7, and the laser Doppler vibration meters are arranged on the cross beam framework; one of the laser Doppler vibration meters is a reference laser Doppler vibration meter, and the distance between the reference laser Doppler vibration meter and the center of the working wheel is larger than the radius of the deflection basin; the other 3-6 laser Doppler vibration meters are laser Doppler vibration meters, and the distance between the laser Doppler vibration meters and the center of the working wheel is smaller than the radius of the deflection basin;
the angle theta between the central line of the laser emitted by the laser Doppler vibrometer and the vertical direction is 1.5 degrees to 2.5 degrees;
the number of the optical fiber gyroscopes is 3, the 3 optical fiber gyroscopes are in spatial orthogonal arrangement, the optical fiber gyroscopes are arranged on the beam framework, and the optical fiber gyroscopes are used for measuring the three-axis angular velocity of the beam framework in the inertial space and compensating the speed measurement error of the laser Doppler vibration meter caused by the angular motion of the beam framework;
the measurement results of the reference laser Doppler vibrometer, the measurement laser Doppler vibrometer and the optical fiber gyroscope are transmitted to the data acquisition and processing device;
the working wheel can ensure that laser is not shielded or interfered in the running process;
the speed measuring wheel mainly comprises a wheel, a wheel fixing frame and a photoelectric rotary encoder, and the wheel is fixed on the cross beam framework by the wheel fixing frame; the photoelectric rotary encoder is arranged on the wheel and used for measuring the instantaneous running speed of the wheel and transmitting the instantaneous running speed to the data acquisition and processing device;
the accelerometer is buried in the road surface and used for measuring the acceleration value when the mobile measuring platform passes through the road surface and transmitting the acceleration value to the data acquisition and processing device;
and the data acquisition and processing device is used for calculating the instantaneous deflection value of the road surface according to the received data.
Compared with the prior art, the dynamic deflection measuring vehicle for the road surface can continuously measure the deflection value of the road surface within the speed range of 15-80km/h, has high measuring speed and wide measuring speed variation range,
drawings
FIG. 1 is a block diagram of a laser dynamic deflection measuring vehicle according to the present invention;
FIG. 2 is a structural view of a measuring beam of the laser dynamic deflection measuring vehicle according to the present invention;
FIG. 3A is a schematic view of the deformation of a road surface under load;
FIG. 3B is a schematic view showing the distribution of the deformation speed of the road surface in the vicinity of the load application region;
FIG. 3C is a schematic view showing the distribution of road surface deformation in the vicinity of the load application region;
FIG. 4 is a schematic diagram of deformation slope S definition;
FIG. 5 is a schematic illustration of the compensation of the road surface deformation speed;
FIG. 6 is a schematic diagram of compensation of the optical fiber gyro of the present invention;
FIG. 7 is a simulated view of road deflection deformation;
FIG. 8A is a schematic view (top view) of an accelerometer installation of the present invention;
FIG. 8B is a schematic view (in cross-section) of an accelerometer installation of the present invention; .
Fig. 9 is a structure diagram of single beam velocimetry path.
Detailed Description
The laser dynamic deflection measuring vehicle utilizes a laser Doppler velocity measurement principle and an inertia measurement principle, a plurality of laser Doppler vibration measuring instruments arranged in front of vehicle load wheels are used for synchronously measuring the relative movement speed of the road surface of each measuring point in the process of driving the vehicle at a normal traffic speed (15-80 km/h), the instantaneous deflection deformation speed of the road surface is obtained after inertia compensation calculation, and then a road layered elastic mechanical model is used for obtaining the dynamic deflection value of the road surface through inversion, so that the dynamic deflection value is used for generally surveying and evaluating the bearing capacity of a road network.
As shown in fig. 1, the laser dynamic deflection measuring vehicle according to the present invention includes a mobile measuring platform, a measuring beam 11, a working wheel 12, a shelter 13, an environment maintaining device (not shown), a velocity measuring wheel, a counterweight 14, an accelerometer (not shown in fig. 1), a synchronization and signal processing device (not shown in fig. 1), a data collecting and processing device (not shown in fig. 1), and a power supply device;
the mobile measuring platform comprises a heavy tractor 101 and the trailer 102, and provides a carrying platform for each device for measuring road surface deflection. The heavy tractor 101 has strong traction force and good maneuverability; the trailer 102 has good rigidity and smoothness, the working wheel 12 is a rear wheel of the trailer 102, and an air spring shock absorption system is adopted for suspension.
The shelter 13 and the environment maintaining device provide a sealed and temperature-appropriate working environment for the measuring beam 11, the synchronization and signal processing device and the data acquisition and processing device.
The shelter 13 mainly comprises a steel skeleton, an aluminum section cover plate and a heat-preservation fireproof foam material, has good heat insulation, sound insulation and sealing performances, and is arranged on the trailer 102 and covered above the measuring beam 11;
the environment maintaining device mainly comprises a vehicle-mounted air conditioner, a warm air blower and an air compressor, is arranged in the square cabin 13, maintains a working environment of 25 +/-2 ℃ in the square cabin 13, and maintains the air pressure in the square cabin 13 to be 1.1-1.2 times of the air pressure outside the cabin.
As shown in fig. 2, the measuring beam 11 is located on the trailer 102, is installed above the wheel gap of the working wheel 12, and mainly comprises a beam frame 111, a laser doppler vibrometer 112 and a fiber optic gyroscope 113, and a laser beam of the laser doppler vibrometer 112 is emitted to the road surface;
the laser Doppler vibration meters 112 are 4-7 in number and are arranged on the cross beam framework 111; one of the laser doppler vibrometers 112 is a reference laser doppler vibrometer, and the distance between the reference laser doppler vibrometer and the center of the working wheel is greater than the radius of the deflection basin; the other 3-6 laser Doppler vibration meters 112 are laser Doppler vibration meters, and the distance between the laser Doppler vibration meters and the center of the working wheel 12 is smaller than the radius of a deflection basin;
the angle theta between the central line of the laser emitted by the laser doppler vibrometer 112 and the vertical direction is 1.5 degrees to 2.5 degrees;
the number of the optical fiber gyroscopes 113 is 1-3, the optical fiber gyroscopes 113 are arranged on the beam framework, and the optical fiber gyroscopes are used for measuring the motion instantaneous angular speed of the beam framework so as to compensate the additionally generated speed caused by the jolt generated in the motion process of the measuring beam;
preferably, the number of the optical fiber gyroscopes 113 is 3, the 3 optical fiber gyroscopes 113 are arranged orthogonally in space, the optical fiber gyroscopes 113 are disposed on the beam framework 111, and the optical fiber gyroscopes 113 measure the three-axis angular velocity of the beam framework 111 in the inertial space, so as to compensate the velocity measurement error of the laser doppler vibrometer caused by the angular motion of the beam framework 111;
the measurement results of the reference laser doppler vibrometer, the measurement laser doppler vibrometer and the optical fiber gyroscope 113 are transmitted to the data acquisition and processing device;
the accelerometer is buried in the road surface and used for measuring an acceleration value generated when the mobile measuring platform passes through the road surface and transmitting the acceleration value a to the data acquisition and processing device.
The acceleration value a data acquisition and processing device is used for processing the acceleration value a data acquisition and processing device to obtain the instantaneous speed v of the road surface according to the following formulatAnd a deformation value dt。
vt＝at
As shown in fig. 2, according to a specific embodiment, the measuring beam 11 is composed of a beam skeleton 111 made of steel, 4 laser doppler vibrometers 112, and 3 fiber optic gyroscopes 113. The measuring beam 11 is arranged above the wheel gap of the working wheel 12, and the laser beam of the optical Doppler vibrometer 112 is vertically emitted to the road surface;
three of the laser doppler vibrometers 112 are measurement laser doppler vibrometers, and one laser doppler vibrometer 112 is a reference laser doppler vibrometer;
the first measuring laser Doppler vibrometer is 100 mm away from the front of the center of the working wheel 12, the second measuring laser Doppler vibrometer is 300 mm away from the front of the center of the working wheel 12, the third measuring laser Doppler vibrometer is 750 mm away from the front of the center of the working wheel 12, and the fourth reference laser Doppler vibrometer is 3600 mm away from the front of the working wheel 12; the 3 optical fiber gyroscopes 113 are orthogonally fixed to the middle of the beam frame 111.
Preferably, there are three measuring laser doppler vibrometers, one measuring laser doppler vibrometer is 100 ± 10 mm away from the front of the center of the working wheel, another measuring laser doppler vibrometer is 300 ± 10 mm away from the front of the center of the working wheel, and another measuring laser doppler vibrometer is 750 ± 10 mm away from the front of the center of the working wheel; the distance between the reference laser Doppler vibration meter and the center of the working wheel is 3600 +/-100 mm;
the speed measuring wheel mainly comprises a wheel 151, a wheel fixing frame 152 and a photoelectric rotary encoder and is used for measuring the running speed and distance of the deflection measuring vehicle. The wheel 151 is fixed on the beam frame 111 by the wheel fixing frame 152; the photoelectric rotary encoder is mounted on the wheel 151 and used for measuring the instantaneous operating speed of the wheel 151 and transmitting the instantaneous operating speed to the data acquisition and processing device.
The working wheel 12 consists of two standard tires with modified hubs and a connecting piece, and is characterized in that the laser of an adjacent laser Doppler vibrometer can not be shielded or interfered in the running process.
The balancing weight 14 consists of a lead block with a certain weight and a fixed box and is detachably arranged on the working wheel; the weight of the balancing weight 14 can ensure that the pressure of the working wheel 12 to the ground is 100 kilonewtons, and meanwhile, the balancing weight can be conveniently installed and detached from the chassis of the working wheel 12.
The synchronization and signal processing device consists of a vehicle positioning and synchronization control circuit and a sensor signal processing circuit. The vehicle positioning and synchronization control circuit receives signals sent by a GPS and the photoelectric rotary encoder, establishes time and linear space reference after processing, and generates a sensor synchronization control signal; the sensor signal processing circuit is mainly used for converting signals of different types output by each sensor into standard voltage signals so as to facilitate the acquisition and processing of a data acquisition computer.
The data acquisition and processing device consists of a multi-channel data acquisition card, a data acquisition computer, a data processing computer and a network switch. The data acquisition and processing device acquires voltage signals output by each sensor through a multi-channel data acquisition card arranged in a data acquisition computer, and transmits the voltage signals to a data processing computer through a network switch for post-processing to obtain the instantaneous deflection value of the road surface.
The power supply device mainly comprises a hydraulic generator 161, a UPS (not shown in figure 1) and a switchboard (not shown in figure 1), and provides a stable power supply and a corresponding control mode for each electric device of the deflection measuring vehicle.
The laser dynamic deflection vehicle adopts a plurality of laser Doppler vibration meters to measure the road surface deformation speed. The sensor measures the speed of deformation of the road surface by measuring the frequency shift of the reflected laser light. The Doppler vibration meter is arranged on the rigid cross beam, so that the laser Doppler vibration meters move synchronously. The laser dynamic deflection vehicle is characterized in that three laser Doppler vibration meters are arranged inside a deflection basin, and one laser Doppler vibration meter is arranged outside the deflection basin and used as a reference value. Three laser doppler vibrometers mounted inside the deflection basin were placed 100, 300 and 750 millimeters in front of the center of the wheel. The optical fiber gyroscope is mounted on the beam to monitor the motion state of the beam.
Fig. 3A shows the road surface deformation velocity vector of the working wheel 12 under an axial load of 100 KN;
fig. 3B and 3C are the results of the deformation velocity distribution diagram of the load center region and the corresponding deflection basin (right) on the deformation slope, respectively.
The deformation slope S is defined as the ratio of the road surface deformation speed to the running speed, as shown in fig. 4. The deformation slope S is the deformation displacement derivative and can thus be used to calculate the displacement. This means that it can derive road load-bearing capacity parameters such as the structural bending index SCI300, (SCI300 — DO-D300) and the central deflection value (DO) based on measured deformation slope values.
Under ideal operating conditions, laser doppler vibrometers require continuous velocity input. This cannot be achieved by mounting the laser sensors in a perfectly vertical state, enabling them to measure wheel suspension movements of variable vehicle height. This problem is solved by mounting the laser doppler vibrometer at an angle of about 2 ° to the vertical from the laser centerline. This provides an approximately constant velocity input as the horizontal component of the velocity component of the vehicle, but has little effect on the measurement of vertical velocity. The laser was mounted at an angle of about 2 ° to the vertical so that the measured speed values included:
-measuring the horizontal movement speed of the vehicle;
-vertical and horizontal movement speed of the vehicle suspension;
-vertical deflection speed of the road surface.
As shown in FIG. 5, let the horizontal movement velocity of the measuring beam be vvThe included angle between the central line of the laser Doppler vibrometer and the vertical direction is theta, and the output of the laser Doppler vibrometer is measured as viThe output of the reference laser Doppler vibrometer is vverThen, there is the following formula:
vdi＝vi-vv×cosθ
vdver＝vver-vv×cosθ
since the detecting beam will generate pitching motion due to the unevenness of the road surface and the suspension during the operation of the measuring vehicle, and the angular velocity of the motion is set to ω, as shown in fig. 6, there is the following formula:
vdi＝vdef+vver+d×ω
where v isdefThe deflection deformation speed of the road surface under the action of load is as follows:
vdef＝vdi-vver-d×ω
the deformation model of the road surface adopts an assumption based on: the pavement structure is like a resilient beam arranged on the basis of springs, as shown in fig. 7. This can be expressed by the Euler-Bernoulli equation, where F is the positive pressure at that point, E is the stiffness, I is the current moment of inertia, h is the thickness of the road surface, and k is the modulus of elasticity.
The corresponding differential equation is as follows, w (x) is a deflection deformation function along the beam direction (x direction), and delta (x) is an impact response function of a force action point, namely;
the solution to the differential equation is a parametric model for A and B, where X ≧ 0, A > 0, and B > 0. Their solutions and road indices are shown in the table below.
Table: solution of two-parameter Euler-Bernoulli equation
The dynamic deflection measuring vehicle adopts the accelerometer to measure the dynamic deflection generated when the laser dynamic deflection measuring vehicle passes through a road surface so as to calibrate the parameters of the system. The scheme adopts an accelerometer to measure the dynamic deflection amount of the road surface. According to a specific embodiment, the accelerometer is selected from a Silicon Design model 2220-05 accelerometer with a range of ± 5 g.
As shown in fig. 8A, the accelerometer 83 is fixed on a steel mounting seat 82, the steel mounting seat 82 is the bottom surface of a steel disc, a round hole is dug on the road surface 81, the steel mounting seat 82 is embedded in the hole, and the power line of the steel mounting seat is led into a fixed junction box on the roadside through a cutting groove.
The accelerometer 83 is secured to a steel mounting block 82 by two M3 screws and glued using 702 glue. A step is arranged in a hole dug in the road surface, a steel mounting seat 82 is fixed on the step, and the upper surface of the steel mounting seat 82 is 2-5mm lower than the road surface. A deeper hole dug in the center is used to make room for the accelerometer 83 to prevent the accelerometer 83 from being damaged. The steel mount 82 is glued in the round hole of the road surface with black epoxy glue and the round hole is filled up to the same height of the road surface 81 with the glue.
The signal wires of the accelerometer 83 are routed to the roadside junction box through a 25mm deep, 5mm wide slot that is also filled with black epoxy glue when the signal wires are buried in the slot. The signal line terminal of the accelerometer 83 is placed in a junction box buried in the roadside, and a connection plug with a data acquisition card is prepared.
The output signal of the accelerometer 83 is input to a portable computer after passing through an A/D converter card, and the portable computer records the transient acceleration value a of the road surface and processes the acceleration value as follows to obtain the instantaneous speed v of the road surfacetAnd a deformation value dt。
vt＝at
According to a specific embodiment of the laser dynamic deflection measuring vehicle, the dynamic deflection value of the road surface is inversely calculated according to the deformation speeds of the road surface at positions 100 mm, 300 mm and 750 mm in front of the center of the wheel under the rolling pressure of the wheel with standard weight according to the Euler-Bernoulli equation of elasticity;
the laser dynamic deflection measuring vehicle adopts a plurality of laser Doppler vibration meters to measure the deformation speed of a road surface, wherein 3-6 laser Doppler vibration meters are arranged in a deflection basin, and the other laser Doppler vibration meter is arranged outside the deflection basin and is used as a reference value for speed measurement;
the laser dynamic deflection measuring vehicle adopts 1-3 optical fiber gyroscopes for monitoring the motion state of the measuring beam so as to compensate the angular motion of the measuring beam in the motion process;
the laser dynamic deflection measuring vehicle adopts a specially designed distance measuring wheel, and is provided with a photoelectric rotary encoder for measuring the instantaneous running speed of the vehicle; after the output signal of the photoelectric rotary encoder is subjected to frequency division processing, square wave pulse with the duty ratio of 1: 1 is obtained and is directly input into an A/D acquisition card to be subjected to high-frequency sampling, and the instantaneous speed of the detection vehicle is obtained;
the laser dynamic deflection measuring vehicle adopts a multi-channel synchronous data acquisition card to synchronously acquire a speed measurement signal, a gyroscope signal, a road surface temperature signal and a wheel encoder signal of a laser Doppler vibration meter;
the laser dynamic deflection measuring vehicle adopts the accelerometer pre-embedded on the test road surface to complete the dynamic calibration of the system.
The dynamic deflection measuring vehicle for the road surface can continuously measure the deflection value of the road surface within the speed range of 15-80km/h, and has high measuring speed and wide measuring speed variation range; (the traditional method is too slow, generally less than 5km/h, and basically belongs to static measurement)
The road surface dynamic deflection measuring vehicle has high sampling frequency, and generally has an output value of 0.1 m; (the sampling frequency is low in the conventional method, and is generally 20m measuring points or 50m measuring points)
The foregoing description is intended to be illustrative rather than limiting, and it will be appreciated by those skilled in the art that many modifications, variations or equivalents may be made without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (5)
1. A laser dynamic deflection measuring vehicle is characterized by comprising a mobile measuring platform, a measuring beam, a working wheel, a speed measuring wheel, an accelerometer and a data acquisition and processing device; wherein,
the mobile measuring platform comprises a tractor and a trailer and provides a carrying platform for the measuring beam, the synchronization and signal processing device and the data acquisition and processing device; the tractor pulls the trailer to advance, and the rear wheel of the trailer is a working wheel;
the measuring beam is positioned on the trailer, is arranged above a wheel gap of the working wheel, and mainly comprises a beam framework, a laser Doppler vibration meter and a fiber optic gyroscope, wherein a laser beam of the laser Doppler vibration meter is emitted to a road surface;
the number of the laser Doppler vibration meters is 4-7, and the laser Doppler vibration meters are arranged on the cross beam framework; one of the laser Doppler vibration meters is a reference laser Doppler vibration meter, and the distance between the reference laser Doppler vibration meter and the center of the working wheel is larger than the radius of the deflection basin; the other 3-6 laser Doppler vibration meters are laser Doppler vibration meters, and the distance between the laser Doppler vibration meters and the center of the working wheel is smaller than the radius of the deflection basin;
the angle theta between the central line of the laser emitted by the laser Doppler vibrometer and the vertical direction is 1.5 degrees to 2.5 degrees;
the number of the optical fiber gyroscopes is 3, the 3 optical fiber gyroscopes are in spatial orthogonal arrangement, the optical fiber gyroscopes are arranged on the beam framework, and the optical fiber gyroscopes are used for measuring the three-axis angular velocity of the beam framework in the inertial space and compensating the speed measurement error of the laser Doppler vibration meter caused by the angular motion of the beam framework;
the measurement results of the reference laser Doppler vibrometer, the measurement laser Doppler vibrometer and the optical fiber gyroscope are transmitted to the data acquisition and processing device;
the working wheel can ensure that laser is not shielded or interfered in the running process;
the speed measuring wheel mainly comprises a wheel, a wheel fixing frame and a photoelectric rotary encoder, and the wheel is fixed on the cross beam framework by the wheel fixing frame; the photoelectric rotary encoder is arranged on the wheel and used for measuring the instantaneous running speed of the wheel and transmitting the instantaneous running speed to the data acquisition and processing device;
the accelerometer is buried in the road surface and used for measuring the acceleration value when the mobile measuring platform passes through the road surface and transmitting the acceleration value to the data acquisition and processing device;
and the data acquisition and processing device is used for calculating the instantaneous deflection value of the road surface according to the received data.
2. The laser dynamic deflection measurement vehicle of claim 1, wherein there are three measurement laser doppler vibrometers and three fiber optic gyroscopes;
the distance between the measuring laser Doppler vibration meter and the front of the center of the working wheel is 100 +/-10 millimeters;
the other measuring laser Doppler vibration meter is 300 +/-10 mm away from the center of the working wheel;
the distance between the other measuring laser Doppler vibration meter and the front of the center of the working wheel is 750 +/-10 millimeters;
the distance between the reference laser Doppler vibration meter and the center of the working wheel is 3600 +/-100 mm;
and the three optical fiber gyroscopes are fixed in the middle of the beam framework in an orthogonal mode.
3. The laser dynamic deflection measurement vehicle of claim 1 or 2, further comprising a synchronization and signal processing device comprising a vehicle positioning and synchronization control circuit and a sensor signal processing circuit;
the vehicle positioning and synchronization control circuit receives GPS signals and signals sent by the photoelectric rotary encoder, establishes time and linear space reference after processing, and generates sensor synchronization control signals;
and the sensor signal processing circuit is used for converting signals output by the laser Doppler vibration meter, the optical fiber gyroscope, the photoelectric rotary encoder and the accelerometer into standard voltage signals and transmitting the voltage signals to the data acquisition and processing device.
4. The laser dynamic deflection measurement vehicle of claim 3, further comprising a shelter and an environmental maintenance device, wherein,
the shelter comprises a steel skeleton, an aluminum section cover plate and a heat-preservation fireproof foam material, is arranged on the trailer and covers the measuring beam;
the environment maintaining device is arranged in the shelter, comprises a vehicle-mounted air conditioner, a fan heater and an air compressor, maintains the working environment of 25 +/-2 ℃ in the shelter, and maintains the air pressure in the shelter to be 1.1-1.2 times of the air pressure outside the shelter.
5. The laser dynamic deflection measuring vehicle of claim 4, further comprising a weight block having a weight sized to ensure a ground pressure of 100KN against the working wheel, the weight block being removably mounted to the working wheel.
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