ASTM E1448 E1448M-2009(2015) Standard Practice for Calibration of Systems Used for Measuring Vehicular Response to Pavement Roughness《测量车辆对道路粗糙程度时使用的系统标定的标准实施规程》.pdf

《ASTM E1448 E1448M-2009(2015) Standard Practice for Calibration of Systems Used for Measuring Vehicular Response to Pavement Roughness《测量车辆对道路粗糙程度时使用的系统标定的标准实施规程》.pdf》由会员分享，可在线阅读，更多相关《ASTM E1448 E1448M-2009(2015) Standard Practice for Calibration of Systems Used for Measuring Vehicular Response to Pavement Roughness《测量车辆对道路粗糙程度时使用的系统标定的标准实施规程》.pdf（9页珍藏版）》请在麦多课文档分享上搜索。

1、Designation: E1448/E1448M 09 (Reapproved 2015)Standard Practice forCalibration of Systems Used for Measuring VehicularResponse to Pavement Roughness1This standard is issued under the fixed designation E1448/E1448M; the number immediately following the designation indicates the yearof original adopti

2、on or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.A superscript epsilon () indicates an editorial change since the last revision or reapproval.1. Scope1.1 This practice describes equipment and procedures forthe calibration of sys

3、tems used for measuring vehicular re-sponse to pavement roughness. Such systems are referred to asresponse-type systems. (See Test Method E1082.)1.2 The response-type system includes the driven vehicle,the driver and contents of the vehicle, the towed trailer (if oneis used with the system), and a d

4、evice called a road meter thatmeasures the vehicle response to pavement roughness. Theroad meter may be mounted in an automobile, van, or in atowed trailer. Response-type (road meter) devices covered inthis practice include: devices measuring the relative axle-bodymotion of a vehicle, devices measur

5、ing the vertical accelera-tion of the vehicle body, and devices measuring the verticalacceleration of the vehicle axle.1.3 The calibration procedures described in this practice arelimited to the use of the simulations described in PracticeE1170.1.4 This practice is not intended to apply to pavementr

6、oughness measuring equipment whose output is not influencedby the response of the host vehicle.1.5 The values stated in either SI units or inch-pound unitsare to be regarded separately as standard. The values stated ineach system may not be exact equivalents; therefore, eachsystem shall be used inde

7、pendently of the other. Combiningvalues from the two systems may result in non-conformancewith the standard.1.6 This standard does not purport to address all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety

8、and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2E867 Terminology Relating to Vehicle-Pavement SystemsE950 Test Method for Measuring the Longitudinal Profile ofTraveled Surfaces with an Accelerometer EstablishedIn

9、ertial Profiling ReferenceE1082 Test Method for Measurement of Vehicular Responseto Traveled Surface RoughnessE1170 Practices for Simulating Vehicular Response to Lon-gitudinal Profiles of Traveled SurfacesE1215 Specification for Trailers Used for Measuring Vehicu-lar Response to Road RoughnessE1364

10、 Test Method for Measuring Road Roughness byStatic Level MethodE1926 Practice for Computing International Roughness In-dex of Roads from Longitudinal Profile Measurements3. Terminology3.1 Definitions:3.1.1 half-car roughness index (HRI)an index resultingfrom a mathematical simulation of vehicular re

11、sponse to thelongitudinal profile of two wheelpaths of a pavement using thehalf-car simulation model described in Practice E1170 and atraveling speed of 80 km/h 50 mph. Units are in millimetersper kilometer or inches per mile.3.1.2 international roughness index (IRI)an index result-ing from a mathem

12、atical simulation of vehicular response tothe longitudinal profile of one wheelpath of a pavement usingthe quarter-car simulation model described in Practice E1170and a traveling speed of 80 km/h 50 mph. Units are inmillimeters per kilometer or inches per mile.3.1.3 Additional definitions of terms r

13、elated to this practicemay be found in Definitions E867.3.2 Definitions of Terms Specific to This Standard:3.2.1 response type system number (RTSN)the raw mea-sured output from a response-type system being calibrated.1This practice is under the jurisdiction of ASTM Committee E17 on Vehicle -Pavement

14、 Systems and is the direct responsibility of Subcommittee E17.31 onMethods for Measuring Profile and Roughness.Current edition approved Sept. 1, 2015. Published December 2015. Originallyapproved in 1992. Last previous edition approved in 2009 as E1448 09. DOI:10.1520/E1448_E1448M-09R15.2For referenc

15、ed ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Con

16、shohocken, PA 19428-2959. United States1Units are arbitrary, being whatever the road meter in theresponse type system measures.4. Significance and Use4.1 Measures obtained by a response-type system dependprimarily on the vehicle design and condition, the load, themeasuring speed, and a host of envir

17、onmental conditions. Evenwith control of all significant variables, the response of everyvehicle is unique. Thus, raw measures from such a system arenot reproducible with other systems.4.2 The calibration described in this practice provides amethod for converting the raw output of a particular respo

18、nse-type system to a reproducible standard roughness scale.4.2.1 The response of a vehicle to road roughness is acomplex phenomenon that cannot be summarized in a labora-tory test. Therefore, the calibration is made through correlationwith standard roughness index values established for calibra-tion

19、 sites situated on representative roads. The data from thecalibration sites are analyzed to determine an equation toestimate the standard roughness index from an RTSN.4.3 The estimate of the standard roughness index made bytransforming an RTSN is subject to three types of error:4.3.1 Random Error of

20、 the Response-Type-System(Repeatability)This error includes operator error and vari-ability in the response of the vehicle and other components ofthe response-type system. It can be reduced by performingrepeated measurements with the response-type system andaveraging the individual measurements to e

21、stimate the trueRTSN for a site. Appendix X1 describes a test method fordetermining the magnitude of in-use repeatability error.NOTE 1The length of the site or sites used to estimate in-userepeatability shall be equal to the minimum length of the test sections tobe surveyed by the response-type syst

22、em. This may require test sites thatare longer than those profiled for the calibration.4.3.2 Bias Error in the Calibration EquationEstimates ofthe standard roughness index are biased if the calibrationequation is incorrect or if no calibration equation is used. Thepurpose of this standard practice i

23、s to reduce bias to anegligible level. If desired, the magnitude of bias remainingafter calibration can be estimated from data collected in thecalibration.4.3.3 Standard Error of the Estimate (Error Due to Inter-actions Between Site Effects and Response-Type SystemEffects)This error is constant (a b

24、ias) for a particular com-bination of response-type system and site, but it is random withsite selection. Ultimately it limits the accuracy of the estimateof the standard roughness of a site made with a response-typesystem. The error can be estimated from data collected in thecalibration.4.3.3.1 The

25、 standard error of the estimate estimates the errordue to physical differences in response between a particularresponse-type system and the standard roughness index. Itcannot be reduced by a mathematical transform.4.3.3.2 Three physical variables that are controllable andthat influence the standard

26、error of the estimate are vehicle testspeed, shock absorber damping stiffness, and vehicle tirepressure. For most vehicles, maximum reproducibility ofstandard roughness index estimates is obtained by adopting atest speed of 80 km/h 50 mph, by equipping the vehicle withstiff shock absorbers, and by m

27、aintaining a standard tirepressure. (See also 8.2.)4.4 Periodic verification is essential to ensure that thecalibration remains valid.5. Apparatus5.1 Calibration of the response-type system involves theresponse-type system being calibrated and additional apparatusto measure longitudinal profiles of

28、the calibration sites.5.2 Response-Type SystemAll response-type systems shallmeet the requirements of Test Method E1082. When a roadmeter is mounted in a car or truck, the host vehicle shall alsomeet the requirements of Test Method E1082. When a roadmeter is mounted in a trailer, the trailer shall m

29、eet therequirements of Test Method E1215, and although the actualconfiguration of the tow vehicle is not critical, the same towingvehicle should always be used between calibrations.5.3 Pavement Profile Measuring DeviceThe measurementof longitudinal profile can be made using static or dynamicmethods.

30、 The method for measuring shall comply with therequirements below for the resolution of the elevation data andfor the precision and bias of the computed standard roughnessindex, based on guidelines in World Bank Technical Paper No.46.35.3.1 ResolutionThe method used to determine the profile,measured

31、 as the sequence of vertical elevation points spaced at300 mm 12.0 in. intervals or less, shall have a staticresolution (minimum discernable change in the output of thedevice) within the minimum requirements shown below:Minimum Valid Roughnessmm/km IRI in./mile IRIStatic Resolution, mm in.0 0 0.25 #

32、0.01500 30 0.5 #0.021000 63 1.0 #0.043000 190 2.0 #0.085000 317 3.0 #0.127000 444 4.0 #0.16NOTE 2If the profile measuring device does not meet the resolutionrequired in the lowest ranges over which the calibration is to beperformed, the calibration will not normally comply with the precisionrequirem

33、ents over these ranges. A note identifying the range over whichthe profile resolution requirements do not comply with this practice mustbe included in the calibration report.5.3.2 Precision of Computed Standard Roughness IndicesThe precision of the standard roughness index values computedfrom the pr

34、ofile for each calibration site shall be within 5 %(coefficient of variation). When a static method is used it shallhave been demonstrated that it complies with the requirement.When a dynamic method is used the precision shall bedetermined through repeat measurements.5.3.3 Bias of Computed Standard

35、Roughness IndicesThebias of the standard roughness index values computed from theprofile shall be either within 5 % of the “true” standardroughness index or within 3.5 % of the standard roughnessindex determined by Class 1 measurements (See Note 3).3International Road Roughness Experiment “Guideline

36、s for Conducting andCalibrating Road Roughness Measurements,” World Bank Technical Paper, ISSN0253-7494, Number 46, p. 54, 1986.E1448/E1448M 09 (2015)2NOTE 3For the purposes of this practice, the computation of thestandard roughness index values from Class 1 measurements may be madeusing methods suc

37、h as described in Test Method E1364.6. Selecting Calibration Sites6.1 General ConsiderationsThis practice requires thatcalibration sites have roughness properties representative of thepavements routinely surveyed with the response-type system.Select calibration sites having minimum variation in long

38、itu-dinal roughness transversely, and that have approximatelyconstant roughness over their length. Locate calibration siteson pavements that are not likely to be repaired during theirperiod of use. Do not select pavements with potholes orextensive localized patching. Mark calibration sites clearly s

39、othey can be easily identified. In addition, all measurementsshould be made on dry pavement.6.2 Number and Length of Calibration SitesAll sites shallbe the same length, and that length shall be at least 0.3 km 0.2mile and no greater than 1.6 km 1.0 mile. The number ofsites required depends on the le

40、ngth, as shown below:Site Length, km mileMinimum Numberof Sites0.3 0.2 140.5 0.3 101.6 1.0 8NOTE 4The residual standard deviation associated with the regressionanalysis improves as the site length increases from 0.3 km 0.2 mile to 1.6km 1.0 mile.NOTE 5The length of the calibration sites may be diffe

41、rent from thelength of the typical test sections to be surveyed by the response-typesystem.6.3 Roughness RangeSelect calibration sites that coverthe range of longitudinal roughness encountered during normaluse. The calibration is valid only over the range of roughnesscovered by the calibration sites

42、. Extrapolation beyond thisrange is discouraged.6.4 Distribution of Roughness Among SitesThis calibra-tion method requires a uniform distribution of roughnessamong the calibration sites. Appendix X2 provides a guidelinefor selecting sites to achieve this objective.6.5 Site Approach and ExitEach cali

43、bration site shall havean approach at least 90 m 300 ft in length and an exit portionat least 15 m 50 ft in length that have a roughness similar tothe roughness of the site to ensure that the response-typesystem is not responding to some nonuniformity in the roadsurface as it enters the calibration

44、site and to allow for minorvariation in the starting and stopping points when profiling ormeasuring their roughness. If a test speed other than 80 km/h50 mph is adopted, the minimum approach length shall beadjusted to correspond to an approach time of at least 4 s.6.6 GeometryLocate calibration site

45、s on tangent sectionsof pavement which do not include bridges, railroad crossings,or intersections. Only if unavoidable should even a slightcurvature of the roadway be accepted. There shall be no abruptchange in grade on the site or the approach.7. Determining the Standard Roughness Index forCalibra

46、tion Sites7.1 Choice of Standard Roughness Index:7.1.1 For response-type systems with single wheels, the IRIis recommended. The wheel of the trailer of the response-typesystem should follow precisely the wheeltrack that is profiled.7.1.2 For response-type systems based on two-track ve-hicles (for ex

47、ample, passenger cars, vans, and two-wheeledtrailers) either, the average of the IRI in the right wheelpath andthe IRI in the left wheelpath, or the HRI may be used.NOTE 6For similar pavement types, based on available data, the HRIand the average of the IRI in the right wheelpath and the IRI in the

48、leftwheelpath are correlated. Typically, HRI values are lower than IRI-average values due to the cancellation of out-of-phase displacements fromthe two wheeltracks, with the ratios being about 0.96 for rigid pavements,0.90 for composite pavements and 0.80 for flexible pavements andunpaved roads. The

49、 best post-calibration conversion of HRI values toIRI-average values (that is, standard roughness) can be obtained using theconversion factors specific to pavement type groups as indicated above.7.2 Determining the Standard Roughness Index with aDynamic Profiling DeviceIf an inertial profiling device isused to measure pavement profile, operate the inertial profilingdevice as specified in Test Method E950. Most dynamicprofiling systems include software for automatically comput-ing one or more of the rec