CN113984648B - Three-dimensional-based pavement friction coefficient measurement method - Google Patents
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Abstract
The application provides a three-dimensional-based pavement friction coefficient measuring method, which comprises the following steps: acquiring planar three-dimensional texture data of a pavement to be measured; the method comprises the steps of simulating the movement process of a tire, and acquiring a contact area between a road surface to be measured and a tread of the simulated tire according to planar three-dimensional texture data and the downward depth of the top surface of a preset road surface; according to the contact area, obtaining the friction characterization of the road surface texture through frequency analysis and preset division rules of the cross section of the contact area, wherein the friction characterization of the road surface texture comprises adhesive force response texture features and hysteresis force response texture features; and obtaining the road surface friction coefficient of the road surface to be measured according to the adhesive force response texture characteristic, the hysteresis force response texture characteristic and the road surface friction coefficient relation model. Aiming at the problem that the traditional road surface friction coefficient measurement result is easily affected by rubber performance, water film thickness, temperature, measurement speed, rubber aging and the like, the application realizes the non-contact measurement of the road surface friction coefficient by a more accurate three-dimensional texture characterization method.
Description
Technical Field
The application relates to the technical field of road surface friction coefficient measurement, in particular to a three-dimensional-based road surface friction coefficient measurement method.
Background
Friction between the tire and the road surface is a critical factor affecting road traffic safety. Road friction is the resistance generated by the relative motion between the tire and the road surface, and is caused by the combination of the two mechanisms of adhesion and hysteresis.
In the past few decades, by dragging a tire or rubber pad over a road or sample, this type of measurement method has remained the main method of measuring road slip resistance, and has two types of low-speed (static) measurement and high-speed measurement, wherein typical low-speed measurement equipment includes a pendulum tester (British Pendulum Tester, abbreviated as BPT) and a dynamic friction coefficient tester (Dynamic Friction Tester, abbreviated as DFT), both devices use a rotating rubber slider, and the speed of a pendulum or a rotating head is slowed down by friction between the rubber slider and the road surface, and a static measurement mode is adopted for each measurement point, so that the measurement device is often used for measuring a region of interest. The high-speed measuring instrument comprises a longitudinal friction force (Longitudinal Friction Coefficient, abbreviated as LFC) measuring device and a transverse friction force (Transverse Friction Coefficient, TFC) measuring device, wherein typical longitudinal friction force measuring equipment comprises ADHERA, BV-11, grip-test, ICC and the like, and main transverse friction force measuring equipment comprises SCRIM, SKM and the like. High-speed measurement devices typically employ a specific test tire that is subjected to a controlled slip process by applying a braking force.
However, all existing high-speed test equipment requires water consumption and test tires to collect road surface friction data, and the friction between the rubber wheel and the wet road surface is measured. Common to them is that they are relatively complex and costly, and current slip resistance measurements are typically made at the project level. Because a truck with a large tank is typically required to wet a surface with a defined layer of water, their single measurement is limited in range due to the limited amount of water they can carry, and the measurement results are also dependent on factors such as film thickness, temperature, measurement speed, rubber aging, rubber wear and even road flatness, all of which can make the measurement results difficult to control. Therefore, there is a need for a three-dimensional-based road surface friction coefficient measurement method to solve the above problems.
Disclosure of Invention
Aiming at the problems existing in the prior art, the application provides a three-dimensional-based pavement friction coefficient measuring method.
The application provides a three-dimensional-based pavement friction coefficient measuring method, which comprises the following steps:
acquiring planar three-dimensional texture data of a pavement to be measured;
the process of simulating the movement of the tire is carried out, and the contact area between the road surface to be measured and the tread of the simulated tire is obtained according to the planar three-dimensional texture data and the downward depth of the top surface of the preset road surface;
according to the contact area, obtaining the friction characterization of the road surface texture through frequency analysis and preset division rules of the cross section of the contact area, wherein the friction characterization of the road surface texture comprises adhesive force response texture features and hysteresis force response texture features;
and obtaining the road surface friction coefficient of the road surface to be measured according to the adhesive force response texture feature, the hysteresis response texture feature and a road surface friction coefficient relation model, wherein the road surface friction coefficient relation model is constructed by a regression analysis method through the history actual measurement road surface friction coefficient, the sample adhesive force response texture feature and the sample hysteresis response texture feature.
According to the three-dimensional-based road surface friction coefficient measuring method provided by the application, after the planar three-dimensional texture data of the road surface to be measured is obtained, the method further comprises the following steps:
and carrying out data preprocessing on the planar three-dimensional texture data, wherein the data preprocessing comprises system error correction, abnormal measuring point processing and measurement gesture correction.
According to the three-dimensional-based road surface friction coefficient measurement method provided by the application, the process of simulating tire movement obtains the contact area between the road surface to be measured and the tread of the tire according to the planar three-dimensional texture data and the preset downward depth of the top surface of the road surface, and the method comprises the following steps:
in the process of moving the simulated tire, acquiring a contact point of the simulated tire and the road surface to be measured according to a peak area of the contact between the simulated tire and the road surface to be measured, wherein the peak area is determined based on a peak height;
and determining the contact area between the road surface to be measured and the tread of the simulated tire from the contact range of the simulated tire and the road surface to be measured through the downward depth of the top surface of the preset road surface according to the preset contact point range value and the contact point.
According to the three-dimensional-based road surface friction coefficient measurement method provided by the application, according to the contact area, the friction characterization of road surface textures is obtained through frequency analysis and preset division rules of the cross section of the contact area, and the method comprises the following steps:
acquiring a high-frequency signal of the cross section outline of the contact area, and generating adhesive force response texture features according to the average amplitude information of the high-frequency signal;
dividing the section of the contact area into an ascending area and a descending area, and generating hysteresis response texture features according to the corresponding slopes and distances of the ascending area and the descending area.
According to the three-dimensional-based road surface friction coefficient measuring method provided by the application, hysteresis response texture features are generated according to the corresponding slopes and distances of the uphill region and the downhill region, and the method comprises the following steps:
acquiring a first accumulated value according to the accumulated value of the product of the slope of the uphill region and the distance, and acquiring a first average value according to the average value of the product of the slope of the uphill region and the distance;
acquiring a second accumulated value according to the accumulated value of the product of the slope of the downhill region and the distance, and acquiring a second average value according to the average value of the product of the slope of the downhill region and the distance;
generating a hysteresis force responsive texture feature from the first cumulative value, the first average value, the second cumulative value, and the second average value.
According to the three-dimensional-based road surface friction coefficient measuring method provided by the application, the historical actual measurement road surface friction coefficient is obtained through one or more of a pendulum type friction meter, a dynamic friction coefficient tester, a longitudinal friction force measuring device and a transverse friction force measuring device.
According to the three-dimensional-based pavement friction coefficient measurement method provided by the application, the regression analysis method comprises one or more of linear regression, logistic regression, polynomial regression, stepwise regression and exponential regression.
According to the three-dimensional-based road surface friction coefficient measuring method, the non-contact measurement of the road surface friction coefficient is realized by a more accurate three-dimensional texture characterization method aiming at the problem that the traditional road surface friction coefficient measuring result is easily affected by rubber performance, water film thickness, temperature, measuring speed, rubber aging and the like, water consumption and tire testing are avoided for collecting road surface friction data in the existing high-speed test equipment, and the problems of limited measuring range, relatively complexity and high cost in the existing single measurement are solved.
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In order to more clearly illustrate the application or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a three-dimensional-based road surface friction coefficient measurement method provided by the application;
FIG. 2 is a schematic view of a contact area with a contact depth of 0.5mm provided by the present application;
FIG. 3 is a schematic diagram showing the relationship between the measured value of the road friction coefficient and the reference friction coefficient according to the present application;
FIG. 4 is a graph showing the relationship between the micro texture characteristic value and the friction force according to the present application;
fig. 5 is a schematic diagram illustrating the division of an uphill region and a downhill region according to the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the existing high-precision pavement texture research, amplitude and wavelength related parameters are mostly simply used, however, the usability of the parameters in the skid resistance evaluation is still controversial, and no skid resistance prediction model based on pavement texture is successfully applied in engineering practice at present. Based on the problems, the application provides a road surface friction coefficient measuring method based on high-precision planar textures.
Fig. 1 is a schematic flow chart of a three-dimensional-based road surface friction coefficient measurement method provided by the application, and as shown in fig. 1, the application provides a three-dimensional-based road surface friction coefficient measurement method, which comprises the following steps:
step 101, obtaining planar three-dimensional texture data of a pavement to be measured.
In the application, the planar three-dimensional texture data of the pavement to be measured can be obtained by utilizing the high-precision line scanning three-dimensional measuring sensor. Specifically, the application collects pavement texture data by using a high-precision line scanning three-dimensional measuring sensor (consisting of a laser and a CCD camera), and mainly consists of a three-dimensional measuring sensor, a measuring carrier and a data collecting computer, wherein the three-dimensional measuring sensor is used for measuring the contour depth information of the pavement surface, the measuring carrier is used for controlling the measuring sensor to move along the measuring direction, and the data collecting computer is used for controlling the measuring sensor to work and storing the measuring data. In the measuring work, the three-dimensional measuring sensor is based on the triangulation principle, line laser is vertically projected to a measured pavement, a camera and the laser form a certain included angle to observe a laser line, and the surface contour elevation of a measured object at the corresponding position of the laser line is extracted through a built-in algorithm. Further, the line scanning three-dimensional measuring sensor can obtain elevation information of all measuring points of the section of the pavement to be measured at the same time through single measurement, so that planar three-dimensional texture data can be obtained.
Step 102, simulating the tire moving process, and acquiring the contact area between the road surface to be measured and the tread of the simulated tire according to the planar three-dimensional texture data and the downward depth of the top surface of the preset road surface.
In the present application, in the three-dimensional texture data of a planar road surface, the road surface friction coefficient is measured by simulating the contact between the road surface and the tire. Specifically, since the road surface is actually rugged, by simulating the process of tire movement, a region where contact is generated between the tire and the road surface, namely, a data region where the downward depth of the road surface top surface (where the convex exists on the road surface) is less than the downward depth T of the preset road surface top surface is defined, and fig. 2 is a schematic view of a contact region with a contact depth of 0.5mm provided by the present application, and as shown in fig. 2, an example of a contact region from the road surface top surface to 0.5mm is obtained based on planar road surface three-dimensional texture data. In the application, the road surface top surface is a plane (if the number of the contact points is more than 3, a triangle network mode is adopted to respectively determine the plane corresponding to each triangle area) determined by a plurality of contact points (the number of the contact points is more than or equal to 3) with the area larger than a preset contact point range value A in the range of a contact area (L x W) between the tire and the road surface in the process of simulating the movement of the tire, and the contact point is a crest area of the contact area, wherein any one contact point can be composed of 1 or more than 1 measurement point. In the present application, the higher the peak height is, the higher the priority is, and the peak area to be preferentially contacted is determined.
And 103, according to the contact area, obtaining the friction characterization of the road surface texture through frequency analysis and preset division rules of the cross section of the contact area, wherein the friction characterization of the road surface texture comprises adhesive force response texture features and hysteresis force response texture features.
In the present application, the frictional force characteristic of the road surface texture is characterized by the texture characteristic of the contact area between the road surface and the tire tread, and comprises a sticking force response texture characteristic and a hysteresis force response texture characteristic. The adhesive force response texture features are generated through frequency analysis according to data of a contact area between a road surface and a tire tread; the hysteresis response texture features are generated by analyzing and simulating the change features of the road surface of the tire when the tire is in running according to the cross section corresponding to the contact area data between the road surface and the tire tread.
And 104, obtaining the road surface friction coefficient of the road surface to be measured according to the adhesive force response texture feature, the hysteresis response texture feature and a road surface friction coefficient relation model, wherein the road surface friction coefficient relation model is constructed by a regression analysis method through the history actual measurement of the road surface friction coefficient, the sample adhesive force response texture feature and the sample hysteresis response texture feature.
Specifically, the regression analysis method includes one or more of linear regression, logistic regression, polynomial regression, stepwise regression, and exponential regression. According to the application, a regression analysis method is utilized, and a relation model of adhesive force response texture characteristics, hysteresis response texture characteristics and actually measured road friction coefficients, namely a road friction coefficient relation model is established through road history texture characteristic data, so that subsequent road friction coefficient measurement is realized. In an embodiment, the performance of the regression model under the condition of combining different influence factors is counted, and the final model influence factor is determined, and the five-membered primary regression model established in the embodiment is as follows:
wherein Y is a predicted value (estimated value) of regression analysis, and F is an actually measured road friction coefficient; b 0 Constant term of regression model, b i Is a regression coefficient, (i=1, 2, …, 5); x is X 1 X is a micro-texture influence factor (average amplitude of high-frequency signals in the profile of the cross section of the contact area) 2 Is the accumulated value of the product of the slope of the 'uphill region' and the distance, X 3 Is the average value of the product of the slope of the 'uphill region' and the distance, X 4 Is the accumulated value of the product of slope and distance of 'downhill region', X 5 For the average value of the slope and distance product of the 'downhill area', epsilon is an error term conforming to standard normal distribution, i is a mark sequence number of an influence factor, j is an observation sample sequence number, n is the total number of observation samples, and x ij And the characteristic observed value of the j sample corresponding to the i-th influence factor. It should be noted that, the uphill region and the downhill region are divided based on the contact region interruption surface, which is described in the following description of the present application.
Further, on the basis of the above embodiment, the historic measured road surface friction coefficient is obtained by one or more of a pendulum type friction meter, a dynamic friction coefficient tester, a longitudinal friction force measuring device and a transverse friction force measuring device.
In the application, the historical actual measured road friction coefficient is obtained by one or more of a pendulum friction tester (BPT), a dynamic friction coefficient tester (DFT), a longitudinal friction force measuring device (ADHERA, BV-11, grip-test, ICC) and a transverse friction force measuring device (SCRIM, SKM). In this embodiment, a pendulum friction tester (BPT) will be described. Because the pendulum friction instrument (BPT) adopts a discrete measurement mode, 25 measuring point values are selected as reference values (comprising sample adhesive force response texture features and sample hysteresis response texture features) from 5 different types of test road sections in the process of establishing a road friction coefficient relation model, and then the road friction coefficient of the road to be measured is calculated through the model, the adhesive force response texture features and the hysteresis response texture features, and in the embodiment, the road friction coefficient relation model has the specific formula:
Y＝-0.1219+44.2942X 1 -0.000102X 2 +24.67X 3 +0.000115X 4 -27.7607X 5 ；
fig. 3 is a schematic diagram showing a relationship between a measured value of a road friction coefficient and a reference friction coefficient according to the present application, where the regression effect can be shown with reference to fig. 3, where the horizontal axis is a regression analysis target value (reference value) and the vertical axis is a predicted value (i.e., a measured value calculated by a road friction coefficient relationship model) Y of the regression analysis. The observation shows that the predicted value and the reference value have good consistency.
According to the road surface friction coefficient measuring method, aiming at the problems that the traditional road surface friction coefficient measuring result is easily affected by rubber performance, water film thickness, temperature, measuring speed, rubber aging and the like, the non-contact measurement of the road surface friction coefficient is realized through a more accurate three-dimensional texture characterization method, the problems that water consumption and tire testing are needed to collect road surface friction data in the existing high-speed testing equipment are avoided, and the problems of limited measuring range, relatively complexity and high cost in the existing single measurement are solved.
On the basis of the above embodiment, after the obtaining of the planar three-dimensional texture data of the road surface to be measured, the method further includes:
and carrying out data preprocessing on the planar three-dimensional texture data, wherein the data preprocessing comprises system error correction, abnormal measuring point processing and measurement gesture correction.
In the application, the data preprocessing is also required to be carried out on the planar three-dimensional texture data of the pavement to be measured before the contact area between the pavement and the tire tread is acquired. The data preprocessing comprises system error correction, abnormal measuring point processing and measurement posture correction. Specifically, the systematic error correction includes sensor measurement error correction and sensor installation error correction; the abnormal measuring point processing comprises dead zone measuring point processing and foreign matter measuring point processing.
On the basis of the above embodiment, the process of simulating tire movement, according to the planar three-dimensional texture data and the preset top surface downward depth of the road surface, obtains the contact area between the road surface to be measured and the tread of the simulated tire, includes:
in the process of moving the simulated tire, acquiring a contact point of the simulated tire and the road surface to be measured according to a peak area of the contact between the simulated tire and the road surface to be measured, wherein the peak area is determined based on a peak height;
and determining the contact area between the road surface to be measured and the tread of the simulated tire from the contact range of the simulated tire and the road surface to be measured through the downward depth of the top surface of the preset road surface according to the preset contact point range value and the contact point.
In the present application, in the three-dimensional texture data of a planar road surface, a region where contact is generated between the tread of a tire and the road surface to be measured is simulated as a data region where the top surface downward depth of the road surface is less than the preset top surface downward depth T (t=0.5 mm of the present application). The top surface of the road surface is selected to have an area larger than the preset contact point range A (selected to be 400 mm) from the contact area (selected to be 126mm by 34 mm) of the tire and the road surface in the process of simulating the movement of the tire 2 ) The number of contact points (contact points is 3 or more) and the plane (if the number of contact points is 3 or more, the plane corresponding to each triangular area is determined by adopting a triangular network mode). Further, the contact point is a peak area where the tire is preferentially contacted with the road surface within the contact area range, wherein any one contact point can be composed of 1 measuring point or a plurality of measuring points. In the present application, the higher the peak height of the peak region of preferential contact, the higher the priorityThe higher.
On the basis of the above embodiment, the obtaining, according to the contact area, the frictional force representation of the road texture by frequency analysis and preset division rules of the cross section of the contact area includes:
acquiring a high-frequency signal of the cross section outline of the contact area, and generating adhesive force response texture features according to the average amplitude information of the high-frequency signal;
dividing the section of the contact area into an ascending area and a descending area, and generating hysteresis response texture features according to the corresponding slopes and distances of the ascending area and the descending area.
In the application, the adhesive force response texture features are obtained by extracting high-frequency signals in the profile of the section through frequency analysis according to the data of the contact area between the road surface and the tire tread, and taking the average amplitude information of the high-frequency signals as the adhesive force response texture features. Fig. 4 is a schematic diagram of the relationship between the micro texture feature value and the friction force provided by the present application, and the average amplitude information of the high frequency signal in the contact area data is used as the adhesion response texture feature, which can be shown in fig. 4.
On the basis of the embodiment, the method for extracting the high-frequency signal in the section profile according to the data of the contact area between the pavement and the tire tread through frequency analysis comprises the following specific steps:
step S1, preprocessing data of a contact area between a road surface and a tire tread to obtain corresponding section data, and filtering the section data through a preset low-pass filter to obtain filtered frequency domain data, wherein the passband range of the preset low-pass filter is [ N/2-f ] c *N/2,N/2+f c *N/2]N represents the length of the section data obtained after pretreatment, f c Representing the cut-off frequency of a preset low-pass filterR x For the resolution of the section data obtained after pretreatment in the measuring width direction, W x The value range of (2) is 0.1 m-1 m);
s2, performing inverse Fourier transform on the filtered frequency domain data to obtain filtered low-frequency component data;
step S3, subtracting the filtered low-frequency component data from the section data obtained in the step to obtain high-frequency component data of the section data;
and S4, cutting out high-frequency component data in the contact area range between the road surface and the tire tread according to the high-frequency component data, and obtaining a high-frequency signal in the section profile.
On the basis of the foregoing embodiment, the generating a hysteresis response texture feature according to the slope and the distance corresponding to the uphill region and the downhill region respectively includes:
acquiring a first accumulated value according to the accumulated value of the product of the slope of the uphill region and the distance, and acquiring a first average value according to the average value of the product of the slope of the uphill region and the distance;
acquiring a second accumulated value according to the accumulated value of the product of the slope of the downhill region and the distance, and acquiring a second average value according to the average value of the product of the slope of the downhill region and the distance;
generating a hysteresis force responsive texture feature from the first cumulative value, the first average value, the second cumulative value, and the second average value.
In the application, hysteresis response texture features are obtained by dividing a section into an 'uphill region' and a 'downhill region' according to data of a contact region between a road surface and a tire tread in the process of simulating tire travelling, and then respectively extracting products of slopes and distances of the 'uphill region' and the 'downhill region', namely obtaining a first accumulation value, a first average value, a second accumulation value and a second average value as the hysteresis response texture features. Fig. 5 is a schematic diagram of division of an ascending area and a descending area according to the present application, and the division of a section based on a contact area can be shown with reference to fig. 5.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (5)
1. A three-dimensional-based road surface friction coefficient measurement method, comprising:
acquiring planar three-dimensional texture data of a pavement to be measured;
the process of simulating the movement of the tire is carried out, and the contact area between the road surface to be measured and the tread of the simulated tire is obtained according to the planar three-dimensional texture data and the downward depth of the top surface of the preset road surface;
according to the contact area, obtaining the friction characterization of the road surface texture through frequency analysis and preset division rules of the cross section of the contact area, wherein the friction characterization of the road surface texture comprises adhesive force response texture features and hysteresis force response texture features;
obtaining the road surface friction coefficient of the road surface to be measured according to the adhesive force response texture feature, the hysteresis response texture feature and a road surface friction coefficient relation model, wherein the road surface friction coefficient relation model is constructed by a regression analysis method from the historical actual measured road surface friction coefficient, the sample adhesive force response texture feature and the sample hysteresis response texture feature;
according to the contact area, the friction characterization of the road surface texture is obtained through frequency analysis and preset division rules of the cross section of the contact area, and the method comprises the following steps:
acquiring a high-frequency signal of the cross section outline of the contact area, and generating adhesive force response texture features according to the average amplitude information of the high-frequency signal;
dividing the section of the contact area into an ascending area and a descending area, and generating hysteresis response texture features according to the corresponding slopes and distances of the ascending area and the descending area;
generating a hysteresis response texture feature according to the slope and the distance corresponding to the uphill region and the downhill region respectively, comprising:
acquiring a first accumulated value according to the accumulated value of the product of the slope of the uphill region and the distance, and acquiring a first average value according to the average value of the product of the slope of the uphill region and the distance;
acquiring a second accumulated value according to the accumulated value of the product of the slope of the downhill region and the distance, and acquiring a second average value according to the average value of the product of the slope of the downhill region and the distance;
generating a hysteresis force responsive texture feature from the first cumulative value, the first average value, the second cumulative value, and the second average value.
2. The three-dimensional based road surface friction coefficient measuring method according to claim 1, wherein after the obtaining of the planar three-dimensional texture data of the road surface to be measured, the method further comprises:
and carrying out data preprocessing on the planar three-dimensional texture data, wherein the data preprocessing comprises system error correction, abnormal measuring point processing and measurement gesture correction.
3. The three-dimensional road surface friction coefficient measuring method according to claim 1, wherein the process of simulating tire movement, according to the planar three-dimensional texture data and a preset road surface top surface downward depth, obtains a contact area between the road surface to be measured and a simulated tire tread, comprises:
in the process of moving the simulated tire, acquiring a contact point of the simulated tire and the road surface to be measured according to a peak area of the contact between the simulated tire and the road surface to be measured, wherein the peak area is determined based on a peak height;
and determining the contact area between the road surface to be measured and the tread of the simulated tire from the contact range of the simulated tire and the road surface to be measured through the downward depth of the top surface of the preset road surface according to the preset contact point range value and the contact point.
4. The three-dimensional-based road surface friction coefficient measuring method according to claim 1, wherein the historic measured road surface friction coefficient is obtained by one or more of a pendulum type friction meter, a dynamic friction coefficient tester, a longitudinal friction force measuring device and a transverse friction force measuring device.
5. The three-dimensional-based road surface friction coefficient measurement method of claim 1, wherein the regression analysis method comprises one or more of linear regression, logistic regression, polynomial regression, stepwise regression, and exponential regression.
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