模板 外文翻译

二 ○ 一 六 届毕业论文

外 文 翻 译

学 院： 工程机械学院

专 业： 机械设计制造及其自动化

姓 名：

学 号：

指导教师： 完成时间： 2016 年 3 月 15 日

Intelligent pothole maintenance vehicle

introduction

1.1 introduction

Vehicular traffic has been rapidly growing over the recent years with more privately owned vehicles taking to the streets each day. Today, trucks weigh significantly more than ever before and are capable of carrying much larger payloads. The situation is further exacerbated by the decline of railroads. These factors in conjunction with inclement weather result in a major challenge that transportation departments throughout the country face - road damage in the form of potholes.

Potholes are not only the cause of significant damage to vehicle suspension systems but may, in severe cases, result in serious accidents and permanent injury. Year- round pothole repairs is also a major reason for the depletion of state funds. The United States alone spends billions of dollars every year on pavement maintenance. Thus there is an impending need for pothole repair techniques that are cost effective as well as long lasting.

This chapter begins with a description of the causes for pothole formation in Section 1.2. This is followed by a description of the types of materials and techniques commonly used for pothole repair. The spray injection technique of pothole repair is discussed in some detail leading to the need for an automated pothole repair vehicle. Section 1.3 delineates the research objectives of this thesis. Section 1.4 lists the major contributions.

This thesis follows the style of IEEE Transactions on Automatic Control. The

final section provides an overview of the organization of the thesis.

1.2 Potholes-causes and repair methodology

“A pothole is any pavement defect involving the surface or the surface and base, to the extent that it causes significant noticeable impact on vehicle tires and vehicle handling. All potholes are the result of the interaction of water and traffic on pavement. Most are found on local road and street systems: 80% of the nation’s roads are local roads and are more apt to have “just grown” rather than being planned from the start and are much more likely to have water, gas and other utilities underneath. ”

1.2.1Pothole formation

The development of potholes is due to the simultaneous presence of two factors, water and traffic. These factors may cause potholes in two basic ways. Fatigue failure occurs due to excessive flexing of the pavement. Water due to melting snow, rainfall, or bad drainage weakens the soil below the pavement. In this weakened condition, traffic on the pavement causes the pavement to start flexing. This flexing eventually leads to cracks followed by breakage. Thinner pavements are more prone to this type of potholing . Figure 1.1 shows a pothole cause by fatigue failure.

Raveling failure occurs when water on the pavement washes away the adhesive asphalt films that hold the stone aggregate together. Traffic on such

pavements causes a gradual raveling away of the stone particles. Such a condition occurs when water has a chance to permeate a pavement that lacks sufficient density to prevent water penetration .

The best way to minimize road damage is to follow a carefully planned preventive maintenance system. This includes the laying-out of well-planned roads, using proper resurfacing methods, ensuring adequate drainage facilities, regularly checking drains for blocks, and carrying out road repairs as soon as possible to prevent further deterioration.

Figure 1.1 a pothole caused by fatigue failure

Despite the best measures taken by state transport authorities, the development of potholes is inevitable. Preventive maintenance can at best delay their occurrence. It is thus essential to simultaneously focus on continuously improving pothole repair methods.

1.2.2 Pothole repair methodology

Current research on pothole repair can be divided into two broad categories.

1) Repair Materials - Typically the different types of mixes that are used for pothole patching are hot-mixes, cold-mixes, heated cold-mixes, and recycled mixes. Hot-mixes from an asphalt plant are the best material for patching potholes . However the use of hot-mixes is limited due to their unavailability in the winter season as asphalt plants are closed at the time. Also, hot-mixes do not perform satisfactorily when used in wet potholes .

Most agencies make use of one or more of three types of cold asphalt mixes that are available to them - cold-mixes produced by local asphalt plants using locally available aggregate and binder, cold-mixes produced according to agency specifications including acceptable types of aggregate and asphalt, and proprietary cold-mixes that use specifically formulated binders . The latter two types of cold-mixes have to be checked for the compatibility of the binder and the aggregate. Proprietary cold-mixes include high-performance mixes with anti-stripping and adhesive agents. While being more expensive, these high-performance mixes significantly increase the service life of the repair and are a better alternative for pothole repair .

2) Repair Techniques - Four types of repair techniques are commonly utilized for pothole patching as described in .

a) Throw-and-roll - This method consists of placing the patching material into the pothole and then compact the patch using truck tires. The compacted patch must have a crown between 3 mm and 6 mm. Figure 1.2 shows the filling stage of the throw-and- roll method.

Figure 1.2 the throw-and-roll procedure - material placement

b) Semi-permanent - This method consists of removing the water and debris from the pothole. The sides of the patch area are then squared-up and the mixture is placed into the pothole. This is followed by compact the mixture.

c) Spray Injection - This method consists of blowing water and debris from the pothole. The sides and bottom of the pothole are then sprayed with a tack coat of binder. Next, aggregate is simultaneously premixed with heated asphalt emulsion and sprayed into the pothole, and finally the patched area is covered with a layer of aggregate. The spray injection method does not require compacting.

d) Edge Seal - Like throw-and-roll, this method consists of placing the mixture in the pothole and compact it using truck tires. Once the patch has dried, a ribbon of asphaltic tack material is placed on the patch edge and a layer of sand is placed on the tack material.

Another method often used is the throw-and-go method . This involves the placing of mixture into potholes followed by little or no compaction. While this is the most expedient way of pothole repair, it is also the least effective. The throw-and-go method can significantly increase long term expenditures and must not be used as a means for pothole repair.

The throw-and-roll method has proved to be very effective when performed using high-performance mixes. With high quality mixes the throw-and-roll method has been shown to be as effective as the semi-permanent method and is also comparatively less labor intensive . The semi-permanent method also has higher equipment cost and lower productivity .

The spray injection method is a very effective and widely accepted method for pothole patching. It offers potential for greater productivity and efficiency and can operate in extreme cold weather . Along with the throw-and-roll method it produces the highest quality repairs and is the most cost effective in the long run .

1.2.3 Spray injection patching

There are three types of units used for spray injection pothole patching as

described in [9].

1) Trailer-Type Unit - In this unit, a dump truck pulls a trailer and feeds aggregate through a modified tailgate into the trailer unit. A minimum of two people are required. One person works behind the trailer to control a delivery hose suspended from a boom on the rear of the unit .

2) Modified-Truck Unit - Here the patching equipment is mounted on the chassis of an existing Department of Transportation (DOT) truck. The need for a trailer is eliminated; the spray injection hose and boom are still operated from the rear of the truck .

3) Self-Contained Unit - Only one person is required to patch the pothole. The spray injection equipment is built into the truck chassis. Patching is carried out by the truck operator using a joystick to remotely control the spraying operations. The boom and attached hose extend from the front of the truck . Figure 1.3 shows a self-contained unit.

The self-contained unit has been found to perform extremely satisfactorily in all conditions. However, a major disadvantage of this type of unit is the initial capital expenditure in the range of $120,000 . This is off-set if long term operational costs are taken into account. The “IDOT (Illinois Department of Transportation) has estimated that using one self-contained truck unit in seven maintenance districts would result for each district, in a labor savings of 53 person years over a 10-year cycle; material and equipment savings would be $1.05

million. ”

Figure 1.3 Spray injection device-self-contained unit

As is evident from the preceding discussion, over the years, advancement in technology has played a tremendous role in increasing the lifetime of repair patches while at the same time reducing costs. High-performance materials and equipment (like self-contained units) are replacing conventional repair methods. The next logical advancement in pothole repair techniques is the automation of road repair. Automation will eliminate the need for expensive labor and produce consistent results. Cost savings that can be derived by using an automated road repair process are estimated in . Thus far, impediments in the success of automated road repair vehicles have been their high initial cost and the complexity of pothole detection.

This thesis describes the design and construction of a novel prototype

road-repair vehicle that automates road repair providing an easy-to-construct, cost-effective mechanical means of pothole detection.

1.3 Thesis objectives

The key objective of this thesis is the design and construction of a semiautonomous mobile vehicle capable of automatically detecting and filling potholes on road surfaces. The vehicle is called the Intelligent Pothole Repair Vehicle (IPRV) and is capable of being maneuvered remotely over a wireless local-area network (LAN). The main objective of this thesis can further be broken down into the following objectives:

1 design and construction of the autonomous vehicle

2 design and construction of the pothole detection and filling mechanism

3 design of an interface to control the position and direction of the IPRV

4 development of a software platform to control the IPRV hardware

5 writing of an algorithm to automatically detect and fill potholes encountered by the IPRV

6 interfacing the IPRV with a LAN

7 selection of a transport protocol to be used for the network interface

1.4 Thesis contributions

The most significant contributions of this thesis are listed below.

1. The IPRV is remotely operable over a wireless LAN. It is also capable of semiautonomous operation wherein it detects and fills potholes without operator assistance. Thus far, all existing automatic road repair vehicles have required an operator inside the vehicle.

2. The IPRV uses an easy-to-construct, mechanical means of pothole detection. This significantly reduces the processing requirements of the controller, which in turn reduces construction costs. Automated vehicles in the past used video image processing to detect potholes, which is a computationally intensive method requiring large processing capabilities.

1.5 Thesis organization

Chapter I describe the causes of pothole formation and the most common repair materials and techniques used in pothole repair. It provides a brief comparison among the various materials and techniques available in terms of pothole repair lifetime expectancy and cost effectiveness. The spray injection technique is described in some detail leading to the need for automation in pothole repair.

Chapter II presents all the relevant literature reviewed by the author. The

literature review is divided into 3 categories, pothole repair materials and techniques, pothole detection, and automated road repair vehicles.

Chapter III describes in detail the mechanical design of the IPRV. The description is categorized according to the 3 stages of development of the IPRV: Semi-autonomous mobile vehicle design, pothole detection module design, and pothole-filling module design.

Data acquisition and interfacing is described in Chapter IV. This chapter begins with an introduction section followed by a description of the PCMDIO data acquisition card being used. The next three sections describe the interfacing of the laptop computer with the motor controller, the filler valve, and the onboard sensors.

Chapter V describes in detail the software design. The choice of the programming language for the thesis is discussed followed by a detailed description of the algorithms employed for controlling the various components of the IPRV hardware. This is followed by a description of the network interface designed to remotely control the IPRV. The final section describes the client-side user interface.

Chapter VI starts with a description of the operation of the IPRV as a single unit integrating all the aspects of the design. The next section contains all the experiments conducted for the measurement, calibration, and testing of the IPRV.

Chapter VII summarizes the achievements of this thesis. The current limitations of the IPRV are provided and future work towards further developing of the IPRV is proposed.

Literature review

2.1 Introduction

Potholing presents a major challenge for all national and state agencies involved in the maintenance of roads and pavements. This has motivated a significant amount of research for the development of higher-quality materials and better techniques to combat road damage and increase road-repair life expectancy.

In 1987, the U.S. Congress established a 5-year applied research program called the Strategic Highway Research Program (SHRP). The SHRP functioned as a unit of the National Research Council, with its goal being to improve the performance, safety, and efficiency of the nation’s highway system. Relevant projects of the SHRP are reviewed in this chapter. In addition, this chapter also reviews previous work done in the field of pothole detection and automated road repair vehicles.

2.2 Pothole repairing materials and techniques

The U.S. Army Corps of Engineers Cold Regions Research and Engineering

Laboratory (CRREL) in 1981 sponsored the preparation of a manual to assist in the understanding and management of pothole problems in asphalt pavements. The manual by Eaton et al. was revised in 1989 . This manual describes the factors that contribute to the increase in pothole occurrence. These include factors such as lack of financing, traffic growth, weather and insufficient drainage facilities. The two mechanisms, fatigue failure and raveling failure that lead to pothole development are described. The use of preventive- maintenance programs and pavement inventories are recommended to ensure an organized and cost-effective way to preserve, repair, and restore roadway systems.

Smith et al. presented the research conducted under the SHRP Project H-105, Innovative Materials and Equipment for Pavement Surface Repairs . This research effort was divided into five categories: asphalt concrete (AC) pothole repair, AC crack repair, Portland cement concrete (PCC) spall repair, PCC joint resealing, and PCC crack sealing. Proprietary bituminous mixes were found to have a life expectancy significantly longer than conventional cold-mixes. It was found that proprietary mixes are more advantageous over conventional mixes in colder conditions as compared with warmer conditions. The use of permanent hot-mixes in dry potholes was found to have the longest life expectancy; however, hot-mixes did not perform satisfactorily when placed in wet potholes.

Preliminary findings of the SHRP project H-106, Innovative Materials Development and Testing, are presented by Evans et al. in . Four main areas were investigated, pothole repair in asphalt pavements, crack treatment in asphalt pavements, joint sealing in PCC pavements, and spall repair in PCC pavements. It

was found that the throw-and-roll technique was as effective as the semi-permanent procedure when using high-performance cold-mixes. The spray injection method was found to be a viable method for pothole repair in asphalt pavements.

Wilson et al. conducted an extensive pothole-repair experiment as part of the SHRP project H-106 . Tests were focused on cold-mix asphalt patching materials, the most commonly used materials for winter- and spring-time pothole repairs. The goal of this project was to identify the most cost-effective materials and techniques. Twelve- hundred-and-fifty pothole patches were placed at eight test sites across the United States and Canada. These patches were placed using different types of cold-mixes and different installation techniques. Patches placed in the dry-freeze region performed better than those placed in the wet-freeze region. The throw-and-roll technique was found to be as effective as the semi-permanent technique for the same materials. The throw-and-roll and spray injection methods produced the highest-quality repairs in all cases and were found to be the most cost-effective. The choice of the material proved to have a dramatic effect on the life of the patch, and it was recommended using only high-performance cold-mixes.

Based on the SHRP research projects H-105 and H-106, Wilson et al. prepared a compendium of good practices for pothole repair . The manual describes the different types of cold-mixes available and the procedures used for pothole repair in asphalt surfaced pavements. Guidelines have been provided to calculate the expected average life and overall cost effectiveness of the various repair materials

and techniques.

Following the SHRP research projects, the Federal Highway Administration’s (FHWA) Long Term Pavement Performance (LTPP) program conducted five years of additional research on pothole repair. Wilson et al. in prepared an update to that further validated the repair materials and techniques described in.

Griffith conducted a literature search and survey of nine transportation agencies to determine the kinds of specialized equipment being used to perform pothole repair. The results showed that spray injection patching was a very effective and widely accepted method of pothole repair. The report also described three types of spray injection patching equipment: trailer-type units, modified-truck units, and self-contained units.

2.3 Pothole detection

Karuppuswamy et al. used a non-contact vision approach to detect potholes. In their approach, a histogram of the environment is used to determine a brightness threshold to determine if a pothole is within the field of view. Large white potholes more than 2 feet in diameter were detected.

Matthies et al. demonstrated the use of thermal signature for night-time negative obstacle (pothole) detection. Their work is based on the fact that interiors of negative obstacles generally remain warmer than the surrounding terrain throughout the night.

2.4 Automated road repair vehicles

In 1992, the department of civil engineering at Carnegie Mellon University developed a prototype for an automatic crack-filling robot. The robot utilized video imaging to identify areas of potential cracks and range sensing, with an infra-red laser range sensor, was used to confirm the location of the cracks. An onboard air lance was then used to clean the cracks, and a sealant wand was used to fill the cracks. In field trials, the located cracks were filled with an accuracy of less than 1 cm. However, the frame of view was narrow, thus requiring multiple runs over the same area. The robot was also very slow, requiring two minutes to complete a range scan of a captured frame.

The Advanced Highway Maintenance and Construction Technology Research Center (AHMCT) at UC Davis developed an Automated Crack Sealing Machine (ACSM) in 1993 as part of SHRP project 107A. The ACSM is shown in Figure 2.1. According to the report by Velinsky, the machine comprised of two systems, one for longitudinal cracks and joints and the other for random or transverse cracks and joints. A vision system was used for crack detection. Once the crack was located, hot blowing and sealing were performed automatically. The ACSM was dismantled in 1998 due to the complexities in running and maintenance.

Figure 2.1 The ACSM developed by the AHMCT at UC Davis

The Basic Industries Research Laboratory (BIRL) of Northwestern University developed an Automated Pavement Repair Vehicle (APRV) in a 28-month research project as part of SHRP project 107B. The final report by Blaha describes the fabrication and testing of the APRV. The driver located the potholes to be repaired and used a pavement cutter operated by a joystick to cut and shape the holes if required. Next, a vision system scanned the area to be repaired and a telescoping robotic arm used a vacuum nozzle to clear the pothole of water and debris. The robotic arm then used a hot-air lance to heat the surface and bonding edges. This was followed by automatic spray patching of the pothole. The Northwestern University BIRL study did not achieve the anticipated results. “The prototype machine was not effective in field trials. It operated slowly and was costly to use.”

Mara of Sandia National Laboratories patented the design of a Rapid Road Repair Vehicle in June 1998. According to his design, on-board image processing would be used to distinguish between holes, bumps, and manhole covers or cracks.

Next, nozzles would pass over the pothole delivering the filling material. “The mixture would be tamped into place, dusted with grit to provide traction, and vacuumed. Finally, another row of scanners would check the quality of the repair.” He estimated the cost of his vehicle to be between $300,000 and $325,000.

智能坑槽修补车

绪论

1.1 引言

最近几年的交通迅速发展，更多的私有车辆每天不断地走向街头。今天，卡车的重量比以往任何时候都要多的多，而且能够承载更大的有效载荷。铁路的衰落进一步加剧了这种情况。这些因素与恶劣天气使得全国各地交通主管部门面临的一个重大挑战，以坑槽为主的道路破坏形式。

凹坑不仅会造成车辆悬架系统巨大的损害，在严重的情况下还可能导致严重的事故和永久的损伤。每年用于坑槽的修补也是国家资金消耗的主要原因。在美国每年单独花费数十亿美元用于路面养护。因此，亟需一种成本效益高并且效果持久的坑槽修补技术。

本章的1.2节首先描述坑槽的形成原因。紧随其后的是描述坑槽修补常用的材料和技术。对用于坑槽修补的喷雾注射技术的详细描述使得急需一种自动化坑槽修补车。1.3节描述本文的研究目标。1.4节列出了主要的贡献。

本文遵循IEEE Transactions期刊在自动控制方面的风格。最后一部分概述论文的组织

结构。

1.2 坑槽的产生原因和修补方法

“坑槽是任何路面的都有的缺陷包括路面或路面和路基，某种程度上它会对车辆轮胎和车辆行驶产生显著的影响。所有路面发生的坑槽都是水和车辆行驶之间相互作用的结果。大多数的坑槽被发现在当地的道路和街道系统：国家的道路中有80%是地方公路并且更倾向于“刚刚兴起”，而不是从一开始就计划和考虑到在地下会安装水、天然气和其他公共设备”

1.2.1 坑槽的形成

坑槽的发展是由于同时出现的两个因素：水和交通载荷。这些因素可能会以两种基本方式导致坑槽。由于道路的过度弯曲导致疲劳失效发生，由于融化的雪水、降雨或排水系统的泄露削弱了路面下的土壤。在这种削弱的条件下，道路上的交通载荷导致路面开始弯曲。这种弯曲最终导致紧随其后产生裂缝破损。越薄的路面更会产生这种坑槽。

当道路的水流冲洗掉结合集料的沥青膜时便产生剥落。车辆行驶在这种道路时将会导致石料的逐渐剥落。当路面缺乏足够的密度防止渗水时，水流就有机会渗透路面，便会发生这种情况。

减少道路损坏的最好方式是遵循一个精心设计的预防性维护系统。这些包括具有精心划线的道路，使用适当的表面重修方法，确保充足的排水设施，定期检查街区的下水道，还有尽快进行道路维修，以避免道路进一步恶化。

图1.1疲劳破坏导致的坑槽

尽管交通运输局采取了最好的方法，但坑槽的发展是不可避免的。预防性维修可以尽量延迟坑槽的发生。因此必须同时关注不断提高坑槽修补的方法。

1.2.2 坑槽修补方法

当前的研究坑槽修复方法可分为两大类。

1) 修复材料，通常用于修复坑槽的不同混合料有：热拌料、冷拌料、加热的冷料还有再生混合料。从沥青拌合厂生产的热拌混合料是修补坑槽最好的材料。然而由于它们的可用性，使用热拌混合料也是由限制的，因为沥青厂在冬季关闭了。同时，当热拌料用于湿的坑槽时效果并不让人满意。

大多数的机构采用它们可以获得的三种类型的冷拌沥青混合料中的一种，或更多种类型--由当地沥青厂使用本地的骨料和粘结剂生产的冷拌沥青，根据生产规范采用可接受的类型的骨料和沥青生产的冷拌沥青，还有使用特殊配方粘结剂生产的具有专利冷拌沥青。

后面的两种类型的冷拌混合料必须检查粘结剂和骨料的密实性。具有专利的冷拌沥青使用高性能的具有抗剥落和粘附剂的调拌料。然而却更加昂贵，这些高性能的混合料显著的提高了修复道路的服务寿命，也是坑槽修复更好的选择。

2) 修复技术，四种类型的修复技术通常用于坑槽修补。

a) 轮胎压实，该方法包括将修补材料放置到坑槽然后使用卡车轮胎密实坑槽。压实的修补段必须有3mm到6mm的路拱。图1.2显示了轮胎压实方法的填充的阶段。

图1.2 轮胎压实过程中的——材料放置

b) 半永久性修补，该方法包括将水和碎石从坑槽移除。修补区域的边缘被修成正方形然后将混合料倒入坑槽中，随后将混合料密实。

c) 喷射注入，该方法包括将水和碎石从坑槽吹走。之后在坑槽的两侧和底部喷洒粘结层。接下来，预混合加热的沥青乳液被喷洒到坑槽内，最终坑槽被一层混合料覆盖。喷洒

注射方法不需要压实。

d) 边沿密封，类似轮胎压实，这种方法将混合料放在坑槽，然后用卡车轮胎压实。一旦修补材料干了，带状沥青封层材料被放置在坑槽边沿，然后在上面放置一层沙子。

常用的另一种方法是无需压实方法。这种方法将混合物放到坑槽中，之后不需要或轻微压实。虽然这是坑槽最便利的修补方法，但却是效果最差的。无需压实的方法会显著的增加长期的修复经费，不能作为坑槽修补的方法。

当使用的是高性能的混合料时，轮胎压实 的方法被证实是很有效的。使用高性能混合料时轮胎压实的方法被证实和半永久性修补一样高效，并且相对来说使用更少劳动力。半永久性修补也有着更高的设备成本和更低的生产力。

喷洒注射技术是一种很有效并被广泛接受的修补坑槽的方法。它提供了更大潜力的生产力和效率，并能在极端寒冷的天气操作。轮胎压实的方法有着最高的维修质量，从长远来看也是最划算的。

1.2.3 喷注修补坑槽

有三种类型的设备用于喷雾注射坑槽修补。

1)拖式设备，在这种设备，一辆自卸卡车牵引拖车并且物料通过改良的后挡板进入拖车。这种设备至少需要两个人，一个人在拖车后面工作，控制一条悬挂在设备末端吊杆上的输送管。

2) 改装卡车，坑槽修补设备安装在现有的运输部卡车的底盘上。摆脱了对于拖车的需

求；喷砂注射软管和吊杆依然是在卡车末端进行操作。

3)独立单元，只需要一个人来进行坑槽修补。喷雾注射设备安装在卡车底盘内部。修补工作是由卡车司机使用操纵杆来远程控制喷涂操作。吊杆和连接软管被扩展到卡车的前面。图1.3显示了一个独立单元。

独立单元被发现在所有场合的表现都令人非常满意。然而，这种类型的独立单元的主要缺点是初始资金投入在120000美元。如果考虑长期运营成本，这种将不会被采用。“伊利诺伊州交通部预计在七个维护地区使用设备齐全的卡车将会为每个地区带来成效，在10年间每年能节省53个劳动力，材料和设备能节省105万美元。”

图1.3 喷雾注射设备。

从前面的讨论能明显知道，多年以来，技术的进步在增加修复区域的使用周期和降低成本发挥了巨大的作用。高性能材料和设备(如功能齐全的装备)正在取代传统的修复方法。修复技术下一个合乎逻辑的发展将是自动化的道路维修技术。自动化将不需要昂贵的劳动

力并能有相同的结果。通过使用自动化的道路修复过程节约的成本来评估。迄今为止，自动化道路维修车辆成功的阻碍是初始的高成本和故障检测的复杂性。

本文描述了一种新型的道路修补车的原形，具有容易施工和低成本的坑槽检测设备的自动道路修复车。

1.3 论文目标

本文的主要目的是设计和建造一种半自动车辆能够自动检测和修补路面的坑槽。这种车辆称为智能坑槽修补车并且能够通过无限局域网来操纵。本论文的主要目标可以进一步被分解成以下目标：

1 设计和制造自主汽车

2 设计和制造坑槽检测和填充机械

3 设计一个接口来控制智能坑槽修补车的方位

4 开发一个软件平台来控制智能坑槽修补车的硬件

5编写一种算法来自动检测和填补智能坑槽修补车遇到的坑槽

6 通过局域网和智能坑槽修补车进行连接

7选择用于网络接口的传输协议

1.4 论文的贡献

下面列出了本文最重要的贡献。

1. 智能坑槽修补车通过无线局域网进行远程操作。无论在何处，当智能修补车没有操作人员的帮助时也能够半自动检测和填补坑槽。到目前为止，所有现存的自动道路维修车辆都需要配备一名操作员。

2. 智能坑槽修补车使用容易实施的机械检测坑槽的方法。这会显著减少控制器的工艺要求，进而降低建造成本。在过去，自动车辆使用视频图像处理检测坑槽，这是一个需要大的处理能力的计算方法。

1.5 论文结构

第一章描述了坑槽产生的原因和用于坑槽修补最常见的材料与技术。在坑槽修补预期寿命和成本效益方面提供了关于不同材料和技术的比较。对用于坑槽修补的喷雾注射技术的详细描述使得急需对坑槽进行自动化修补。

第二章提供关于作者所有相关的文献回顾。文献综述分为三类，坑槽修复材料和技术、坑槽检测和自动道路修补车。

第三章详细描述了智能坑槽修补车的机械设计。说明书根据智能坑槽修补车的三个发展阶段分类：半自动汽车的设计，坑槽检测模块设计，还有坑槽填补模块的设计。

第四章中描述的是数据采集和连接。本章开头是介绍部分，紧随其后将描述PCMDIO数据采集卡的使用。接下来的三个部分描述的是笔记本电脑与电机控制器、填充阀和机载

传感器的连接。

第五章详细描述了软件设计。本文编程语言是根据详细的算法选择的，这些算法用于用于控制智能坑槽修补车硬件的各种组件。紧随其后的是描述用于远程控制智能坑槽修补车的网络接口的设计。文章的最后部分描述了客户端用户界面。

第六章首先描述智能坑槽修补车的运作，作为独立单元整合了设计的所有方面。下一部分将包含所有的测量实验，智能坑槽修补车的校准和测试。

第七章总结了本文的成果。当前的智能坑槽修补车具有局限性，在未来对于智能坑槽修补车要作出进一步发展。

文献综述

2.1 引言

对于所有参与道路维修的国家和政府机构，道路的坑槽将是一个重大的挑战。这将促使大量的高质量材料和更好的技术来应对道路损坏，并且增加维护道路的使用寿命。

1987年，美国国会制定了一个取名为公路战略研究计划的5年应用研究项目。公路战略研究计划作为国家研究委员会的一部分，凭借它的目标逐渐改善了国家高速公路系统的性能和安全性。本章综述了公路战略研究计划的有关项目。此外，本章还回顾以前关于坑槽检测和自动道路维修车辆所做的工作。

2.2坑槽修复材料和技术

1981年美国陆军寒冷地区研究与工程实验室赞助了准备手册用于在认识和管理沥青路面坑槽问题方面提供帮助。伊顿等人于1989年修订了手册。这本手册描述了导致增加坑槽产生的因素。这些因素包括缺乏资金、交通增长、天气和排水设施不足。疲劳断裂和剥落这两个导致坑槽产生的因素也在手册中描述了。建议使用预防性的维护计划和道路详细目录以确保一个有组织的和经济性的方式来维持、修复和恢复破损的道路系统。

史密斯等人在公路战略研究计划H-105下进行了一项研究项目，用于路表修复的创新材料和设备。这一研究工作分为五类:沥青混凝土(AC)坑槽修复、沥青混凝土(AC)裂纹修复，水泥混凝土(PCC)剥落修复，水泥混凝土(PCC)接缝再密封和水泥混凝土(PCC)裂纹密封。专用沥青混合料比传统冷拌混合料的寿命更长。相比温暖的条件在寒冷天气专用的混合料更优于传统混合料。在干燥的坑槽使用耐久的热拌混合料具有更长的使用寿命；然而，在湿的坑槽使用时结果却不令人满意。

由埃文斯等人展示的公路战略研究计划H-106关于新型材料开发和测试的初步调查结果.主要从四个领域进行调查：沥青路面坑槽的修复、沥青路面裂缝处理、水泥混凝土接缝密封、水泥混凝土路面破碎修复。当使用高性能冷拌混合料时轮胎压实技术被发现和半永久式方法一样有效率。喷雾注射方法被发现是一个可用于沥青路面坑槽修补的方法。

威尔逊等人进行了大量的沥青坑槽修补实验作为公路战略研究计划H-106的一部分。测试重点在冷拌沥青修补材料，作为冬季和春季坑槽修补的最常用材料。这个项目的目标是确定最经济的材料和技术。1250个修补的坑槽被放置在全美国和加拿大的八个测试地点。这些放置的修补区域使用不同的冷拌混合料和不同的修补技术。放置在干燥地区的补丁比放在潮湿地区的表现的更好。使用相同材料时，能发现轮胎压实技术和半永久式的技术一样有效率。轮胎压实技术和喷洒注射的方法在所有场合都能有最高的质量，而且成本也是最划算的。材料的选择对修补区的寿命产生巨大的影响已被证实，并建议只使用高性

能的冷拌料。

基于公路战略研究计划的H-105和H-106项目，威尔逊等人准备了一个良好实践的纲要来进行坑槽修补。手册描述了可以使用的不同类型冷拌混合料还有沥青路表坑槽修补的程序。指导方针提供了计算预期平均寿命和使用各种维修材料和技术的成本效率。

依照公路战略研究计划研究项目，联邦公路管理局的路面长期性能项目进行了为期五年的关于坑槽修补的额外研究。威尔逊等人准备为内容进行更新，进一步确认描述的修复材料和技术。

格里菲斯进行了文献研究并调查了九个运输机构来确定各种用来修复坑槽的专用设备。结果表明，喷注修补是一种非常有效的并被广泛接受的坑槽修补方法。该报告还描述了三种类型的喷注修补设备:拖车式设备，改装卡车设备，和多功能的设备。

2.3坑槽的检测

Karuppuswamy等人使用了非接触式的视觉方法来检测坑槽。在他们的方法中，使用环境的直方图来确定一个亮度阈值最终确定坑槽是否在视野之内。直径超过2英尺的巨型白色坑槽将被检测到。

Matthies等人演示了使用热态成像用于夜间的坑槽检测。它们的工作原理是基于坑槽内部夜间温度通常比周围的地形更加高。

2.4自动道路维修车辆

1992年，卡内基梅隆大学土木工程系开发了一个自动坑槽修补机器人的原型机。机器

人利用视频图像识别区域中潜在的裂纹并测知裂缝范围，利用红外激光测距传感器确定裂纹的位置。之后使用车载空气压缩机来清理裂缝，然后裂缝使用密封胶带来填补。在实地试验中，裂缝填充的精度小于1cm。然而，由于机器人视野狭窄，因此需要在同一块区域进行反复操作。机器人也非常缓慢，需要两分钟完成捕获帧的范围扫描。

1993年位于加州大学戴维斯分校的高级公路养护和建设技术研究中心(AHMCT)开发了一种自动化的裂缝密封机 (ACSM) 作为公路战略研究计划项目107A的一部分。自动化的裂缝密封机在图片2.1中显示，根据Velinsky的报告，机器由两个系统组成的，一个用于纵向裂缝和接缝，另一个用于任意的或横向裂缝和接缝。在裂缝检测中使用了视觉系统。一旦裂纹位置被确定，热鼓风和密封将自动进行。由于运行和维护的复杂性，在1998年自动化的裂缝密封机被废除。

图片2.1 显示的是在加州大学戴维斯分校开发的自动化的裂缝密封机

西北大学的基础工业研究实验室在为期28个月的研究中开发了一种自动化道路修补车，作为公路战略研究计划项目107B的一部分.最后由Blaha进行报告，报告描述了自动化道路修补车制造和测试详情。司机对需要修补的坑槽进行定位，如果必要的话可以使用

操纵杆操作路面切缝机对坑槽进行切割和整形。接下来，视觉系统对于需要修复的区域进行扫描，然后一个可伸缩的机械臂使用真空喷嘴清除坑槽中的水和残渣。然后机械臂使用热空气喷枪加热表面并粘合边沿。其次是对坑槽进行自动喷洒。西北大学的研究并没有取得预期的成果。“坑槽修补车在实地实验并不有效，它操作起来缓慢并且使用陈本也高。”

在1998年六月桑迪亚国家实验室的Mara申请了一种道路快速修补车的专利。根据他的设计，车载图像处理过程将用于区分坑槽，鼓包，井盖或裂缝。接下来，喷嘴会通过坑槽传送填充材料。“混合物将会被夯实到位，洒上砂砾来提供牵引力并用真空进行清扫 。最后，另一行的扫描仪将会检查修复的质量。”他估计他的车辆的成本在300000美元和325000美元之间。