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首页> 外文会议>NDE/NDT for Highways and Bridges >Characterizing Point-Based Transverse Pavement Rut Measurement Errors Using Emerging 3D Continuous Profile-Based Laser Technology
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Characterizing Point-Based Transverse Pavement Rut Measurement Errors Using Emerging 3D Continuous Profile-Based Laser Technology

机译：基于点的基于点的横向路面RUT测量误差使用新出现的3D连续型材的激光技术

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Pavement rutting is an important pavement distress that affects driving experience and driving safety. Traditional field straight-edge measurement is labor-intensive, time-consuming, costly, and dangerous. Transverse pavement profiles are measured using point-based rut bar systems (e.g. 3-point and 5-point rut bar), and rut depth is computed using the ASTM and AASHTO standards. These methods have been implemented by highway agencies to acquire rut depth information. However, transportation agencies have concerns about the accuracy of the derived rut information because the point-based rut bar systems cannot measure the continuous transverse pavement profiles, and sensors may not be exactly on top of pavement ruts due to the wandering of the survey vehicle and the variation of rut locations. The reliability of rut information derived from the point-based methods is not accurately characterized and quantified. Therefore, there is a need to quantify the measurement errors so that highway agencies can use the derived information to confidently support their pavement management decision-making. With the emerging laser technology, continuous transverse pavement profiles (e.g. 4,000 3D data points for each transverse profile on a single lane) can be obtained instead of using the profiles with limited measurements. The continuous transverse profiles provide an excellent basis to assess the rut depth measurement error caused by different point-based rut bar systems. This paper presents the preliminary results from a research project sponsored by the U.S. DOT Research and Innovation Technology Administration (RITA) Commercial Remote Sensing and Spatial Information (CRS&SI) technology program. Using the actual 3D continuous transverse profile data collected on a road section as the ground truth, an experimental test was performed to assess the rut depth measurement errors caused by different rut bar systems that included 3-point, 5-point and other equally-spaced systems with number of sensors from 7 to 40. Based on our preliminary test on 2,000 half-lane transverse profiles, the results show that 3-point and 5-point rut bar systems are unreliable with average measurement errors of 63% and 44%. If the number of sensors increases to more than 25, the measurement error drops to a value below 10%.
机译：路面车辙是一种重要的路面困境，影响驾驶经验和驾驶安全性。传统的外地直边测量是劳动密集型，耗时，昂贵，昂贵和危险。横向路面配置文件是使用基于点的车辙杆系统测量（例如3点和5点辙巴），和车辙深度使用ASTM和AASHTO标准计算。这些方法已由公路机构实施，以获取RUT深度信息。然而，由于基于点的车辙棒系统不能测量连续的横向路面曲线，并且传感器由于调查车辆的浪费和漫步而无法测量连续的横向路面曲线，并且传感器可能不会完全位于路面车辆顶部的源极限信息的准确性。车辙位置的变化。源自基于点的方法的RUT信息的可靠性不准确地表征和量化。因此，需要量化测量误差，使高速公路机构可以利用所推导的信息来自信地支持其路面管理决策。利用新出现的激光技术，可以获得连续横向路面型材（例如，单个车道上的每个横向曲线的4,000d 3D数据点），而不是使用测量有限的曲线。连续横向配置提供了优异的基础，以评估由基于不同点的车辙棒系统引起的车辙深度测量误差。本文提出了由美国DOT研究和创新技术管理（RITA）商业遥感和空间信息（CRS＆SI）技术计划赞助的研究项目的初步结果。使用在路段上收集的实际3D连续横档数据作为地面真理，进行了实验测试，以评估由包含3点，5点和其他同等间隔的不同RUT栏系统引起的车辙深度测量误差从7到40的传感器数量的系统。根据我们对2,000个半车道横向剖面的初步测试，结果表明，3点和5点车辙棒系统与平均测量误差为63％和44％。如果传感器的数量增加到超过25，则测量误差下降到低于10％的值。

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