A method for optimizing the environmental benefits of asphalt pavement

Abstract

The present invention provides an environmental benefit optimization method for asphalt pavement, and relates to the technical field of energy conservation and emission reduction in road engineering. The present invention comprises: obtaining the energy consumption factor and carbon emission factor of the asphalt pavement to calculate the total energy consumption and the total carbon emission; obtaining the key element set and the spare element set based on the ratio analysis method and the sensitivity analysis method; establishing a primary scheme based on the asphalt pavement design parameters and the key element set, and updating the primary scheme and the key element set based on the spare element set to obtain a complete element set; establishing an optimization scheme based on the asphalt pavement design parameters and the complete element set. The present invention can not only comprehensively evaluate the environmental benefits of asphalt pavement, but also provide a calculation framework for pavement structures combined with multiple low-carbon technologies, thereby comparing and evaluating the environmental benefits of different carbon reduction schemes, achieving carbon reduction optimization, and having important practical significance for the construction of lower-carbon and green road projects.

Description

Technical Field

[0001] The invention relates to the technical field of energy conservation and emission reduction in road engineering, and in particular to a method for optimizing the environmental benefits of an asphalt pavement. Background Art

[0002] In today's era, the construction of transportation infrastructure plays a vital role in the rapid economic development and the continuous development of society. Asphalt pavement is widely used in road paving construction due to its advantages such as flatness, durability and driving comfort, and plays an indispensable role in people's daily travel and cargo transportation. However, while enjoying the convenience brought by asphalt pavement, we cannot ignore the many impacts of asphalt pavement on the environment during its entire life cycle (construction, operation, maintenance, and demolition). However, the optimization of the environmental benefits of asphalt pavement in existing technologies is mostly limited to a single link or a single stage, and it is difficult to comprehensively consider and analyze it throughout the entire life cycle. Therefore, it is urgent to provide a solution to improve the above problems. Summary of the invention

[0003] In view of the shortcomings of the existing problems, the purpose of the present invention is to provide an environmental benefit optimization method for asphalt pavement, which can comprehensively analyze the environmental benefits of asphalt pavement throughout its entire life cycle, and can also provide a calculation framework in combination with different asphalt pavement design parameters to accurately quantify the environmental benefits and provide optimization plans, thereby achieving carbon reduction and emission reduction optimization, which has important practical significance for the construction of low-carbon and environmentally friendly asphalt pavements.

[0004] To achieve the above object, the present invention provides a method for optimizing the environmental benefits of an asphalt pavement, comprising the following steps:

[0005] Obtain the optimizable amount of the asphalt pavement and the energy consumption factor and carbon emission factor corresponding to each optimizable amount, and calculate the total energy consumption and total carbon emission of the asphalt pavement in its entire life cycle based on the energy consumption factor and the carbon emission factor; the optimizable amount is each raw material and each energy used in the asphalt pavement in its entire life cycle;

[0006] The impact ratio of the optimizable amount to the total energy consumption and the total carbon emission is calculated based on the ratio analysis method, and the ratio key set is screened based on the preset ratio; the sensitivity coefficient of the optimizable amount to the total energy consumption and the total carbon emission is calculated based on the sensitivity analysis method, and the sensitive key set is screened based on the preset coefficient; the intersection of the ratio key set and the sensitive key set is taken as the key element set, and the difference between the ratio key set and the sensitive key set is taken and combined as the spare element set;

[0007] A primary scheme is established based on asphalt pavement design parameters and key element sets, and the primary energy consumption and primary carbon emissions under the primary scheme are calculated; an upgraded scheme is obtained by optimizing the primary scheme based on the backup element set, and the energy consumption optimization rate and carbon emission optimization rate under the upgraded scheme compared with the primary energy consumption and primary carbon emissions are calculated. When the energy consumption optimization rate and carbon emission optimization rate are greater than the preset threshold, the elements in the corresponding backup element set are combined with the key element set into a complete element set, and all elements in the backup element set are iterated;

[0008] Establish optimization scheme based on asphalt pavement design parameters and complete element set.

[0009] The environmental benefit optimization method of asphalt pavement provided by the present invention fully considers the energy consumption and carbon emissions at different stages in the entire life cycle of the asphalt pavement, so as to comprehensively consider the optimization direction of the asphalt pavement at different stages. At the same time, the ratio analysis method and the sensitivity analysis method can comprehensively consider the influence of different optimizable quantities on the total energy consumption and total carbon emissions, so as to comprehensively screen key information, so as to effectively formulate a more reasonable optimization strategy, and can also combine a variety of low-carbon technologies and carbon reduction schemes for analysis. In addition, the environmental optimization method provided by the present invention can not only be applied to newly built asphalt pavements, but also can be used to optimize the environmental benefits of existing asphalt pavements at other stages in their life cycle.

[0010] Preferably, obtaining the optimizable quantity of the asphalt pavement includes: obtaining all raw materials used in the entire life cycle of the asphalt pavement based on the pavement structure design parameters of the asphalt pavement, and obtaining all energy used in the entire life cycle of the asphalt pavement based on the mechanical equipment information used in the entire life cycle of the asphalt pavement; the pavement design parameters include the length, width, thickness, structural layer material ratio, mixture dry density, loose square dry density of the asphalt pavement, and the mechanical equipment information includes equipment type, number of shifts, and unit energy consumption.

[0011] Preferably, the calculation of the impact ratio of the optimizable amount on the total energy consumption and the total carbon emissions based on the ratio analysis method includes:

[0012] Taking the energy consumption factor and carbon emission factor of the optimizable quantity as the benchmark, the energy consumption optimization interval and carbon emission optimization interval corresponding to each optimizable quantity are obtained after positive and negative adjustments;

[0013] Random sampling is performed in the energy consumption optimization interval and the carbon emission optimization interval to obtain multiple energy consumption sample factors and multiple carbon emission sample factors;

[0014] Calculate the average contribution value of the optimization quantity under different energy consumption sample factors and different carbon emission sample factors respectively;

[0015] Based on multiple energy consumption contribution values ​​and multiple energy consumption contribution values, SHAP interpretability analysis is used to calculate the impact ratio of each optimizable amount on the total energy consumption and total carbon emissions.

[0016] Preferably, when calculating the optimized average contribution value of the optimizable amount under different energy consumption sample factors and different carbon emission sample factors, the following formula is shown:

[0017]

[0018] in, For the The average contribution value of the optimization of the optimizable quantities, For the The optimizable quantity is Energy consumption sample factor or The absolute value of the optimization contribution when there are 1 carbon emission sample factor.

[0019] Preferably, when using SHAP interpretability analysis to calculate the impact ratio of each optimizable amount on the total energy consumption and total carbon emissions, it is as shown in the following formula:

[0020]

[0021] in, For the The impact ratio of an optimizable quantity.

[0022] Preferably, when calculating the sensitivity coefficient of the optimizable amount to the total energy consumption and the total carbon emission based on the sensitivity analysis method, it includes:

[0023] Adjust the energy consumption factor and carbon emission factor corresponding to each optimizable amount positively or negatively respectively, and calculate the total energy consumption change rate and the total carbon emission change rate;

[0024] The energy consumption sensitivity coefficient is calculated based on the total energy consumption change rate and the energy consumption factor change rate, and the carbon emission sensitivity coefficient is calculated based on the total carbon emission change rate and the carbon emission factor change rate;

[0025] The energy consumption sensitivity coefficient and the carbon emission sensitivity coefficient are combined to obtain the sensitivity coefficient corresponding to each optimizable amount.

[0026] Preferably, when the energy consumption factor and carbon emission factor corresponding to each optimizable quantity are adjusted forward or reversely, an interval range of 10%-30% is adjusted forward or reversely based on the numerical values ​​of the energy consumption factor and carbon emission factor of each optimizable quantity.

[0027] Preferably, when the energy consumption sensitivity coefficient is calculated based on the total energy consumption change rate and the energy consumption factor change rate, it is as shown in the following formula:

[0028]

[0029] in, For the The energy sensitivity coefficient of the optimizable quantity is For the The total energy consumption change rate of the energy consumption factor that can be optimized after positive or negative adjustment, For the The rate of change of energy consumption factor of an optimizable quantity.

[0030] Preferably, when the carbon emission sensitivity coefficient is calculated based on the total carbon emission change rate and the carbon emission factor change rate, it is as shown in the following formula:

[0031]

[0032] in, For the The carbon emission sensitivity coefficient that can be optimized is For the The total carbon emission change rate of each optimizable carbon emission factor after positive or negative adjustment, For the The rate of change of carbon emission factor that can be optimized.

[0033] Preferably, the entire life cycle includes a construction phase, an operation phase, a maintenance phase and a demolition phase; the construction phase includes five processes, namely, raw material production, raw material transportation, mixture production, mixture transportation and construction; the maintenance phase includes seven processes, namely, pavement milling, milling material transportation, raw material production, raw material transportation, mixture production, mixture transportation and construction; the demolition phase includes two processes, namely, mechanical demolition and waste transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0035] Figure 1 A schematic diagram of a process flow of the method for optimizing the environmental benefits of an asphalt pavement provided by the present invention;

[0036] Figure 2 A schematic diagram of the entire life cycle of an asphalt pavement provided by the present invention;

[0037] Figure 3 A specific flow chart of step S3 in the method for optimizing the environmental benefits of asphalt pavement provided by the present invention;

[0038] Figure 4 This is a specific flow chart of step S4 in the method for optimizing the environmental benefits of asphalt pavement provided by the present invention. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention. Unless otherwise defined, the technical terms or scientific terms used herein should be the common meanings understood by people with general skills in the field to which the present invention belongs.

[0040] See also Figure 1 The present invention provides a method for optimizing the environmental benefits of an asphalt pavement, comprising the following steps:

[0041] S1. Obtain the optimizable amount of the asphalt pavement and the energy consumption factor and carbon emission factor corresponding to each optimizable amount;

[0042] S2. Based on the energy consumption factor and carbon emission factor, calculate the total energy consumption and carbon emission of the asphalt pavement in its entire life cycle;

[0043] S3. Calculate the impact ratio of the optimizable amount on the total energy consumption and the total carbon emission based on the ratio analysis method, and select the ratio key set based on the preset ratio;

[0044] S4. Calculate the sensitivity coefficient of the optimizable amount to the total energy consumption and the total carbon emission based on the sensitivity analysis method, and select the sensitive key set based on the preset coefficient;

[0045] S5. Take the intersection of the ratio key set and the sensitive key set as the key element set, take the difference between the ratio key set and the sensitive key set as the backup element set;

[0046] S6. Establish a primary scheme based on the asphalt pavement design parameters and key element set, and calculate the primary energy consumption and primary carbon emissions under the primary scheme;

[0047] S7. Optimize the primary solution based on the backup element set to obtain an upgraded solution, and calculate the energy consumption optimization rate and carbon emission optimization rate under the upgraded solution compared with the primary energy consumption and the primary carbon emission. When the energy consumption optimization rate and the carbon emission optimization rate are greater than a preset threshold, combine the elements in the corresponding backup element set with the key element set into a complete element set, and iterate through all elements in the backup element set;

[0048] S8. Establish an optimization scheme based on asphalt pavement design parameters and complete element set.

[0049] In fact, the amount that can be optimized in step S1 is each raw material and each energy used in the entire life cycle of the asphalt pavement. Since different types of raw materials and energy have different physical and chemical properties, when applied to the entire life cycle of the asphalt pavement, they can have different degrees of impact on the total energy consumption and total carbon emissions.

[0050] In fact, when obtaining each raw material used in the entire life cycle of the asphalt pavement in step S1, it is obtained based on the statistics of the asphalt pavement design parameters. Specifically, through the pavement structure design parameters of the engineering example, the length, width and thickness of each structural layer in the asphalt pavement, as well as the material mix ratio in each structural layer of the asphalt pavement, the dry density of the compacted pavement mixture, and the loose density of the pavement material are determined, so as to calculate the specific amount of each raw material used in the entire life cycle of the asphalt pavement, and the calculation is performed according to the following formula:

[0051] ;

[0052] ;

[0053] in, Asphalt pavement The total mass of raw materials of the layer structure layer, in t; Asphalt pavement Layer structure layer raw material compacted dry density, unit is t / m 3 ; is the length of the asphalt pavement, in meters; Asphalt pavement The width of the layer structure layer, in m; Asphalt pavement The thickness of the layer structure layer, in m; Asphalt pavement Layer structure layer required The amount of raw materials used, in t; Asphalt pavement Layer structure layer The usage ratio of similar raw materials.

[0054] In some embodiments, when the amount of raw materials used in the asphalt pavement during its entire life cycle is calculated in units of volume, the calculation is performed according to the following formula:

[0055] ;

[0056] in, Asphalt pavement Layer structure layer The loose dry density of the raw material, in t / m 3 .

[0057] In some embodiments, when obtaining the optimizable energy consumption factor and carbon emission factor in step S1, relevant literature on the environmental benefits of asphalt pavement, field data records, "Highway Engineering Budget Quotas" (JTG / T 3832-2018), "Highway Engineering Machinery Unit Cost Quotas" (JTG / T 3833-2018) and General Rules for Comprehensive Energy Consumption Calculation (GB / T 2589-2020) and other materials can be used to determine the various mechanical equipment information, energy consumption factors and carbon emission factors of various raw materials and various energy sources used in the entire life cycle of the asphalt pavement.

[0058] In some embodiments, the energy consumption factors and carbon emission factors of the raw materials and energy commonly used in the entire life cycle of the asphalt pavement are shown in Table 1 and Table 2, respectively.

[0059] Table 1 Energy consumption factor and carbon emission factor of common raw materials

[0060] ,

[0061] Table 2 Energy consumption factors and carbon emission factors of common energy sources

[0062] ,

[0063] Specifically, see Figure 2 The entire life cycle of asphalt pavement includes the construction stage, operation stage, maintenance stage and demolition stage. The construction stage includes five processes: raw material production, raw material transportation, mixture production, mixture transportation and pavement construction. The operation stage includes the vehicle driving process. The maintenance stage includes seven processes: pavement milling, milling material transportation, maintenance raw material production, maintenance raw material transportation, maintenance mixture production, maintenance mixture transportation and pavement maintenance construction. The demolition stage includes two processes: mechanical demolition and waste transportation.

[0064] Specifically, in step S2 of calculating the total energy consumption and total carbon emissions of the asphalt pavement during its entire life cycle, the energy consumption and carbon emissions of the asphalt pavement during the construction stage, operation stage, maintenance stage and demolition stage are calculated respectively, and the total energy consumption and total carbon emissions are obtained by summarizing them.

[0065] Specifically, when calculating the energy consumption and carbon emissions of asphalt pavement during the construction phase, the construction phase is divided into five processes: raw material production, raw material transportation, mixture production, mixture transportation and pavement construction, and the energy consumption and carbon emissions in the five processes are calculated separately.

[0066] Specifically, the energy consumption during the construction phase Energy consumption for raw material production , Energy consumption of raw material transportation , Energy consumption of mixture production , Energy consumption of mixed material transportation and energy consumption of pavement construction The sum is as follows:

[0067] .

[0068] In fact, when calculating the energy consumption of raw material production When, as shown below:

[0069] ;

[0070] ;

[0071] in, The energy consumption of raw material production in the construction stage of asphalt pavement, in MJ; Asphalt road surface Energy consumption for production of pavement materials, in MJ; In the process of raw material production Unit energy consumption factor of raw materials; For the The required first The amount of raw materials used, in t or m 3 .

[0072] In fact, when calculating the energy consumption of raw material transportation When, as shown below:

[0073] ;

[0074] in: It is the first step in the transportation of raw materials for asphalt pavement during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of raw materials in the transportation process of asphalt pavement during the construction phase. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first material used in the transportation of raw materials during the construction of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0075] In fact, when calculating the energy consumption of mixed material production When, as shown below:

[0076] ;

[0077] in: It is the first step in the production of mixture for asphalt pavement during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of mixture production in the asphalt pavement construction phase. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first material used in the production of mixtures during the construction phase of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0078] In fact, when calculating the energy consumption of mixed material transportation When, as shown below:

[0079] ;

[0080] in: It is the first step in the transportation of mixture during the construction phase of asphalt pavement. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first amount of material consumed in the transportation of the mixture during the construction phase of the asphalt pavement. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first material used in the transportation of mixture during the construction phase of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0081] In fact, when calculating the energy consumption of pavement construction When, as shown below:

[0082] ;

[0083] in: Asphalt pavement is the first step in the construction process of the pavement during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of asphalt pavement during the construction process. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first material used in the construction process of asphalt pavement during the construction phase. The number of machine shifts of this type, in units of machine shifts.

[0084] Specifically, the carbon emissions during the construction phase Carbon emissions from raw material production , Carbon emissions from raw material transportation , Carbon emissions from mixed material production , Carbon emissions from mixed material transportation and carbon emissions from road construction The sum is as follows:

[0085] .

[0086] In fact, when calculating the carbon emissions of raw material production When, as shown below:

[0087] ;

[0088] ;

[0089] in: The carbon emissions from the production of raw materials for asphalt pavement during the construction phase, in kgCO 2 e; Asphalt road surface Carbon emissions from the production of pavement materials, in kgCO 2 e; In the process of raw material production Equivalent carbon emission factor of raw materials, unit is kgCO 2 e / t or kgCO 2 e / m 3 ; For the The required first The amount of raw materials used, in t or m 3 .

[0090] In fact, when calculating the carbon emissions of raw material transportation When, as shown below:

[0091] ;

[0092] in: It is the first step in the transportation of raw materials for asphalt pavement during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; The first half of the amount of raw material consumed during the construction of asphalt pavement is Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh; It is the first material used in the transportation of raw materials during the construction of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0093] In fact, when calculating the carbon emissions of mixed material production When, as shown below:

[0094] ;

[0095] in: It is the first step in the production of mixture for asphalt pavement during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of mixture production in the asphalt pavement construction phase. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh; It is the first material used in the production of mixtures during the construction phase of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0096] In fact, when calculating the carbon emissions of mixed material transportation When, as shown below:

[0097] ;

[0098] in: It is the first step in the transportation of mixture during the construction phase of asphalt pavement. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first amount of material consumed in the transportation of the mixture during the construction phase of the asphalt pavement. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh; It is the first material used in the production of mixtures during the construction phase of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0099] In fact, when calculating the carbon emissions of road construction When, as shown below:

[0100] ;

[0101] in: Asphalt pavement is the first step in the pavement construction process during the construction phase. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of asphalt pavement during the construction process. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh; It is the first material used in the production of mixtures during the construction phase of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0102] Specifically, the energy consumption and carbon emissions of asphalt pavement during the operation stage are related to factors such as the fuel consumption of different types of vehicles traveling on the asphalt pavement during the operation stage and traffic flow.

[0103] For example, when calculating the energy consumption of asphalt pavement during the operation phase When, as shown below:

[0104] ;

[0105] in: is the energy consumption of asphalt pavement during the operation stage, in MJ; It is the average fuel consumption per 100 kilometers of vehicles on asphalt pavement during the operation stage, in L / 100km. It is the traffic flow of vehicles running on the asphalt pavement during the operation stage, in units of vehicles; The density of the fuel used by the vehicle, in kg / L; The average lower calorific value of the fuel used by the vehicle, in MJ / kg; is the length of the asphalt road surface in km.

[0106] For example, when calculating the carbon emissions of asphalt pavement during the operation phase When, as shown below:

[0107] ;

[0108] in: The carbon emissions of asphalt pavement during the operation phase; is the equivalent carbon emission factor of the fuel used by the vehicle, in kgCO 2 e / kg.

[0109] Specifically, the choice of maintenance timing during the maintenance stage of the asphalt pavement has a direct impact on the overall carbon emissions of the asphalt pavement. If the maintenance is postponed until the condition of the asphalt pavement is seriously deteriorated, it will not only increase the required raw materials and energy, but also lead to an increase in carbon emissions. Therefore, in order to improve environmental protection, in some embodiments, a pavement performance decay model can also be used to predict the performance of the asphalt pavement, so as to determine the best maintenance time for the asphalt pavement, as shown in the following formula:

[0110] ;

[0111] in, is the damage index of asphalt pavement, is the initial damage index of asphalt pavement, is the road age of the asphalt pavement, , is the pavement performance decay parameter.

[0112] In fact, by using the asphalt pavement damage index Compared with the preset damage threshold, when the damage index When the damage threshold is less than or equal to the preset damage threshold, the asphalt pavement can be maintained. Specifically, the preset damage threshold can be set to 70.

[0113] Specifically, when using the pavement performance decay model to predict the performance status of asphalt pavement, , It can be expressed as follows:

[0114] ;

[0115] ;

[0116] ;

[0117] ;

[0118] ;

[0119] in, is the initial deflection value of the asphalt pavement, is the surface thickness of the asphalt pavement, is the number of daily equivalent axle load actions on the asphalt pavement, , , , , , , , , , , , , are independent regression coefficients.

[0120] Specifically, when using the pavement performance decay model to predict the performance status of asphalt pavement, , , , , , , , , , , , , The values ​​of the regression coefficients can be shown in Table 3 below.

[0121] Table 3 Regression coefficient values

[0122] ,

[0123] In fact, after using the pavement performance decay model to determine the maintenance timing of the asphalt pavement, when calculating the energy consumption and carbon emissions of the asphalt pavement during the maintenance stage, the maintenance stage can be divided into seven processes: pavement milling, milling material transportation, maintenance raw material production, maintenance raw material transportation, maintenance mixture production, maintenance mixture transportation and pavement maintenance construction, and the energy consumption and carbon emissions in the seven processes can be calculated separately.

[0124] Specifically, the energy consumption of asphalt pavement during the maintenance stage Energy consumption for road milling , Energy consumption of milling material transportation , Energy consumption of raw material production , Energy consumption of transportation of maintenance materials , Energy consumption of curing mixture production , Energy consumption of transportation of curing mixture and energy consumption of pavement maintenance construction The sum is as follows:

[0125] .

[0126] In fact, when calculating the energy consumption of road milling When, as shown below:

[0127] ;

[0128] in: is the energy consumption component of pavement milling during the maintenance stage of asphalt pavement, in MJ; It is the first step in the milling process of asphalt pavement during the maintenance stage. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the amount of asphalt pavement consumed during the milling process during the maintenance stage. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first milling process used in the maintenance stage of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0129] In fact, when calculating the energy consumption of milling material transportation When, as shown below:

[0130] ;

[0131] in: is the energy consumption of transporting milling materials during the maintenance stage of asphalt pavement, in MJ; It is the first step in the transportation of milling materials during the maintenance stage of asphalt pavement. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of milling material transportation in the maintenance stage of asphalt pavement. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is used in the transportation of milling materials during the maintenance stage of asphalt pavement. The number of machine shifts of this type, in units of machine shifts.

[0132] In fact, when calculating the energy consumption of raw material production When, as shown below:

[0133] ;

[0134] ;

[0135] in: It is the energy consumption of raw material production in the maintenance stage of asphalt pavement, in MJ; Asphalt road surface Energy consumption of raw material production for pavement maintenance, in MJ; To maintain the raw material production process Unit energy consumption factor of raw materials; For the The required first The amount of curing raw materials, in t or m 3 .

[0136] In fact, when calculating the energy consumption of raw material transportation for curing When, as shown below:

[0137] ;

[0138] in: The energy consumption of transporting raw materials for asphalt pavement during the maintenance stage, in MJ; It is the first step in the transportation of raw materials for asphalt pavement during the maintenance stage. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first consumption of raw materials in the maintenance process of asphalt pavement. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is used in the transportation of raw materials for asphalt pavement during the maintenance stage. The number of machine shifts of this type, in units of machine shifts.

[0139] In fact, when calculating the energy consumption of curing mixture production When, as shown below:

[0140] ;

[0141] in: It is the energy consumption of the production of the curing mixture of the asphalt pavement during the curing stage, in MJ; It is the first step in the production of curing mixture for asphalt pavement during the curing stage. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first amount of material consumed in the production of the curing mixture of asphalt pavement during the curing stage. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is used in the production process of the curing mixture of asphalt pavement during the curing stage. The number of machine shifts of this type, in units of machine shifts.

[0142] In fact, when calculating the energy consumption of curing mixture transportation When, as shown below:

[0143] ;

[0144] in: is the energy consumption of transporting the maintenance mixture of asphalt pavement during the maintenance stage, in MJ; It is the first step in the transportation of maintenance mixture for asphalt pavement during the maintenance stage. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the first amount of material consumed in the transportation of the maintenance mixture of asphalt pavement during the maintenance stage. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is used in the transportation of the maintenance mixture of asphalt pavement during the maintenance stage. The number of machine shifts of this type, in units of machine shifts.

[0145] In fact, when calculating the energy consumption of pavement maintenance construction

[0146] ;

[0147] in: is the energy consumption of pavement maintenance construction during the maintenance stage of asphalt pavement, in MJ; It is the first step in the maintenance process of asphalt pavement during the maintenance stage. Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; It is the amount of asphalt pavement consumed during the maintenance process. The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; It is the first material used in the maintenance process of asphalt pavement during the maintenance stage. The number of machine shifts of this type, in units of machine shifts.

[0148] Specifically, the carbon emissions of asphalt pavement during the maintenance stage Carbon emissions from road milling , Carbon emissions from milling material transportation , Carbon emissions from raw material production , Carbon emissions from transportation of maintenance materials , Carbon emissions from curing mixture production , Carbon emissions from transportation of curing mixture and carbon emissions from road maintenance construction The sum is as follows:

[0149] .

[0150] In fact, when calculating the carbon emissions from road milling When, as shown below:

[0151] ;

[0152] in: is the carbon emission from pavement milling during the maintenance phase of asphalt pavement, in kgCO 2 e; It is the amount of asphalt pavement consumed during the milling process during the maintenance stage. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0153] In fact, when calculating the carbon emissions of milling material transportation When, as shown below:

[0154] ;

[0155] in: The carbon emission of milling material transportation during the maintenance stage of asphalt pavement, unit: kgCO 2 e; It is the first consumption of milling material transportation in the maintenance stage of asphalt pavement. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0156] In fact, when calculating the carbon emissions of raw material production When, as shown below:

[0157] ;

[0158] ;

[0159] in: The carbon emission produced by the maintenance materials of asphalt pavement during the maintenance stage, in kgCO 2 e; Asphalt road surface Carbon emissions from the production of raw materials for pavement maintenance, in kgCO 2 e; To maintain the raw material production process Equivalent carbon emission factor of raw materials, unit is kgCO 2 e / kg or kgCO 2 e / kwh.

[0160] In fact, when calculating the carbon emissions of raw material transportation When, as shown below:

[0161] ;

[0162] in: The carbon emission produced by the maintenance materials of asphalt pavement during the maintenance stage, in kgCO 2 e; It is the first consumption of raw materials in the production process of asphalt pavement during the maintenance stage. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0163] In fact, when calculating the carbon emissions of curing mixture production When, as shown below:

[0164] ;

[0165] in: The carbon emission produced by the maintenance mixture of asphalt pavement during the maintenance stage, in kgCO 2 e; It is the first consumption in the production process of the curing mixture of asphalt pavement during the curing stage. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0166] In fact, when calculating the carbon emissions of curing mixture transportation When, as shown below:

[0167] ;

[0168] in: The carbon emission of the maintenance mixture transportation of asphalt pavement during the maintenance stage, in kgCO 2 e; It is the first amount of material consumed in the transportation of the maintenance mixture of asphalt pavement during the maintenance stage. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0169] In fact, when calculating the carbon emissions of pavement maintenance construction When, as shown below:

[0170] ;

[0171] in: It is the carbon emission of the asphalt pavement during the maintenance stage, in kgCO2 e; It is the amount of asphalt pavement consumed during the maintenance process. Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0172] Specifically, the demolition phase of asphalt pavement can be divided into two phases: mechanical demolition and waste transportation. Therefore, when calculating the energy consumption of the demolition phase, It can be calculated based on the following formula:

[0173] ;

[0174] in: is the energy consumption during the demolition phase, in MJ; It is the energy consumption in the waste transportation stage, in MJ.

[0175] In fact, when calculating the energy consumption during the demolition phase When, as shown below:

[0176] ;

[0177] in: Asphalt pavement in the demolition phase Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; The first The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; The first The number of machine shifts of this type, in units of machine shifts.

[0178] In fact, when calculating the energy consumption of the waste transportation stage When, as shown below:

[0179] ;

[0180] in: Asphalt pavement is the first in the waste transportation stage Type of machine shift consumption Energy consumption of this type, in kg / shift or kWh / shift; The first waste consumed in the waste transportation stage of asphalt pavement The average lower calorific value of the energy source, in MJ / kg or MJ / kwh; The first step in the waste transportation phase of asphalt pavement The number of machine shifts of this type, in units of machine shifts.

[0181] Specifically, when calculating the carbon emissions during the demolition phase It can be calculated based on the following formula:

[0182] ;

[0183] in: is the carbon emission during the demolition phase, in kgCO 2 e; is the carbon emission during the waste transportation stage, in kgCO 2 e.

[0184] In fact, when calculating the carbon emissions during the demolition phase When, as shown below:

[0185] ;

[0186] in: The first Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0187] In fact, when calculating the carbon emissions of the waste transportation stage When, as shown below:

[0188] ;

[0189] in: The first waste consumed in the waste transportation stage of asphalt pavement Equivalent carbon emission factor of energy source, in kgCO 2 e / kg or kgCO 2 e / kwh.

[0190] Therefore, when calculating the total energy consumption of asphalt pavement over its entire life cycle, When, as shown below:

[0191]

[0192] Therefore, when calculating the total carbon emissions of asphalt pavement over its entire life cycle, When, as shown below:

[0193]

[0194] In fact, see Figure 3 In step S3, when calculating the impact ratio of the optimizable amount on the total energy consumption and the total carbon emission based on the ratio analysis method, it includes:

[0195] S3.1. Taking the energy consumption factor and carbon emission factor of the optimizable quantity as the benchmark, make positive and negative adjustments to obtain the energy consumption optimization interval and carbon emission optimization interval corresponding to each optimizable quantity;

[0196] S3.2. Perform random sampling in the energy consumption optimization interval and the carbon emission optimization interval to obtain multiple energy consumption sample factors and multiple carbon emission sample factors;

[0197] S3.3. Calculate the average contribution value of the optimization quantity under different energy consumption sample factors and different carbon emission sample factors respectively;

[0198] S3.4. Based on multiple energy consumption sample values ​​and multiple energy consumption sample values, use SHAP interpretability analysis to calculate the energy consumption impact ratio and carbon emission impact ratio of each optimizable amount to the total energy consumption and total carbon emissions.

[0199] In some embodiments, when performing forward and reverse adjustments in step S3.1, forward and reverse adjustments are made by 10-30% based on the reference value. For example, when the energy consumption factor of the optimizable amount is A and the carbon emission factor is B, forward and reverse adjustments are made based on A as the energy consumption reference, and the energy consumption optimization interval is [70%A, 130%A], and forward and reverse adjustments are made based on B as the carbon emission reference, and the carbon emission optimization interval is [70%B, 130%B].

[0200] In fact, when the reference value is adjusted in the positive and negative directions, the ratio of the positive adjustment to the negative adjustment is independent of each other. In addition, when making adjustments, the interval size can be adjusted arbitrarily according to the actual situation. In fact, by adjusting the positive and negative adjustment amplitudes of the reference value, the value amplitude can be changed, thereby balancing the accuracy of the calculation of the ratio of the current optimizable amount, as well as the calculation time and complexity.

[0201] In some embodiments, after performing random sampling in step S3.2, the number of energy consumption sample factors and carbon emission sample factors obtained is 10,000. Specifically, the number of sample factors obtained during random sampling can be adjusted arbitrarily according to actual calculation requirements. In fact, by adjusting the number of energy consumption sample factors and carbon emission sample factors obtained, the density of the values ​​in the optimization interval can be changed, thereby balancing the calculation accuracy and operation time of the ratio.

[0202] In some embodiments, when executing step S3.3 to calculate the optimized average contribution value of the optimizable amount, it is as shown in the following formula:

[0203]

[0204] in, For the The average contribution value of the optimization of the optimizable quantities, For the The optimizable quantity is Energy consumption sample factor or The absolute value of the optimization contribution when there are 1 carbon emission sample factor.

[0205] In fact, for example, When the absolute value of the optimization contribution of the optimizable quantity under the nth energy consumption sample factor is calculated in advance using SHAP interpretable analysis, The contribution value of the optimizable quantity to the total energy consumption at the nth energy consumption sample factor is positively converted to the absolute value to obtain the absolute value of the optimization contribution.

[0206] In fact, by executing step S3.3 to calculate the optimized average contribution value of the optimizable quantity, it is possible to know the influence of the optimizable quantity on the overall value when adjusting the sample factor in the total energy consumption or total carbon emissions. Therefore, it can be considered that the larger the absolute value of the optimization contribution, the greater the impact of the corresponding optimizable quantity on the total carbon emissions and / or total energy consumption.

[0207] In fact, when executing step S3.3 to calculate the optimized average contribution value of the optimizable quantity, the optimized average contribution value of the optimizable quantity to the total carbon emissions and the optimized average contribution value to the total energy consumption can be calculated separately, and the optimized average contribution value of carbon emissions and the optimized average contribution value of energy consumption of the optimizable quantity can be weighted together to obtain the comprehensive optimized average contribution value.

[0208] In fact, by calculating the comprehensive optimization average contribution value, the impact ratio on the total carbon emissions and the total energy consumption can be comprehensively considered. At the same time, by adjusting the weighting coefficient when weighting the carbon emission optimization average contribution value and the energy consumption optimization average contribution value, carbon emissions and energy consumption can be given priority consideration, thereby improving the applicability and adjustability of the environmental benefit optimization method provided by the present invention.

[0209] In some embodiments, when executing step S3.4, the impact ratio of each optimizable quantity is calculated using SHAP interpretability analysis, as shown in the following formula:

[0210]

[0211] in, For the The impact ratio of an optimizable quantity.

[0212] In fact, by calculating the impact ratio of the optimizable amount, we can know the The amount of optimization is The influence coefficient of the total carbon emission and total energy consumption within the optimizable quantity. In fact, it is understandable that when The larger the value, the The greater the impact of an optimizable quantity on the total carbon emissions and total energy consumption.

[0213] In fact, when comparing the impact ratios of different optimizable quantities, the impact ratios can be used to sort them by their numerical values, for example: This can intuitively demonstrate the importance of the impact of different optimizable quantities, making it easier to select the desired optimizable quantities.

[0214] In fact, when comparing the impact ratios of different optimizable quantities, the importance of the same optimizable quantity in the total carbon emissions and the importance of the impact on the total energy consumption can be ranked separately. This is conducive to intuitively showing the different degrees of impact of the same optimizable quantity on the total carbon emissions and the total energy consumption.

[0215] In fact, when executing step S3 to screen the ratio key set based on the preset ratio, the number of optimizable quantities in the ratio key set obtained by screening and the degree of influence of the optimizable quantity on the total energy consumption and the total carbon emission can be controlled by adjusting the preset ratio. Specifically, the preset ratio can be preset by a professional, or after sorting the influence ratios, a value of a certain influence ratio is selected as the preset ratio.

[0216] In some embodiments, see Figure 4 , when executing step S4, including:

[0217] S4.1. Adjust the energy consumption factor and carbon emission factor corresponding to each optimizable amount in a positive or negative direction respectively, and calculate the total energy consumption change rate and the total carbon emission change rate;

[0218] S4.2. Calculate the energy consumption sensitivity coefficient based on the total energy consumption change rate and the energy consumption factor change rate, and calculate the carbon emission sensitivity coefficient based on the total carbon emission change rate and the carbon emission factor change rate;

[0219] S4.3. Comprehensive energy consumption sensitivity coefficient and carbon emission sensitivity coefficient are used to obtain the sensitivity coefficient corresponding to each optimizable quantity.

[0220] In fact, when executing step S4.1 to positively or negatively adjust the energy consumption factor and carbon emission factor corresponding to the optimizable amount, the adjustment directions of the energy consumption factor and the carbon emission factor are independent of each other. That is, when facing a certain optimizable amount, its energy consumption factor can be positively adjusted and its carbon emission factor can be negatively adjusted, or its carbon emission factor and energy consumption factor can be positively / negatively adjusted at the same time.

[0221] In fact, when executing step S4.1 to positively or negatively adjust the energy consumption factor and carbon emission factor corresponding to the optimizable amount, the amplitude of the positive or negative adjustment is in the range of 10%-30%. Specifically, the original energy consumption factor and carbon emission factor of the optimizable amount are used as the numerical basis, and positive or negative adjustments are made on this basis. For example, when the original energy consumption factor of a certain optimizable amount is A and the carbon emission factor is B, after the energy consumption factor is positively adjusted, its energy consumption factor changes to 1.1A-1.3A, and after the carbon emission factor is negatively adjusted, its carbon emission factor changes to 0.7B-0.9B.

[0222] In fact, when executing step S4.1 to positively or negatively adjust the energy consumption factor and carbon emission factor corresponding to the optimizable quantity, the adjustment directions of the energy consumption factors and carbon emission factors of different optimizable quantities are independent of each other. For example, the energy consumption factor and carbon emission factor of the optimizable quantity A can be positively adjusted, and the energy consumption factor and carbon emission factor of the optimizable quantity B can be negatively adjusted.

[0223] In fact, when executing step S4.1 to positively or negatively adjust the energy consumption factor and carbon emission factor corresponding to the optimizable quantity, the adjustment ranges of the energy consumption factors and carbon emission factors of different optimizable quantities are independent and random. For example, when the energy consumption factor a of the optimizable quantity A is positively adjusted, the adjusted energy consumption factor can change to 1.2a, and when the energy consumption factor b of the optimizable quantity B is positively adjusted, the adjusted energy consumption factor can change to 1.3b.

[0224] In fact, when executing step S4.1 to calculate the total energy consumption change rate, it is as shown in the following formula:

[0225]

[0226] in, For the The total energy consumption change rate of the energy consumption factor that can be optimized after positive or negative adjustment, For the The total energy consumption of the energy consumption factor that can be optimized after positive or negative adjustment, For the The total amount of energy consumed by an optimizable energy factor before making positive or negative adjustments.

[0227] In fact, when executing step S4.2 to calculate the total carbon emission change rate, it is as shown in the following formula:

[0228]

[0229] in, For the The total carbon emission change rate of each optimizable carbon emission factor after positive or negative adjustment, For the The total amount of carbon emissions after positive or negative adjustment of the carbon emission factors that can be optimized is: For the The total amount of carbon emissions before positive or negative adjustments are made to an optimizable carbon emission factor.

[0230] Specifically, when executing step S4.2 to calculate the energy consumption sensitivity coefficient based on the total energy consumption change rate and the energy consumption factor change rate, the energy consumption factor change rate is pre-calculated as shown in the following formula:

[0231]

[0232] in, For the The change rate of energy consumption factor of the optimizable quantity, For the The energy consumption factor value of the optimizable quantity after positive or negative adjustment, For the The energy consumption factor value of an optimizable quantity before positive or negative adjustment.

[0233] Specifically, when executing step S4.2 to calculate the energy consumption sensitivity coefficient, it is as shown in the following formula:

[0234]

[0235] in, For the The energy consumption sensitivity coefficient of the optimizer. When it is greater than 0, it means The total energy consumption of an optimizable quantity changes in the same direction as its energy consumption factor. When it is less than 0, it means The total energy consumption of an optimizable quantity changes in the opposite direction to its energy consumption factor. The larger the value, the greater the total energy consumption. The more sensitive the optimizer is, the The more obvious the impact of an optimizable quantity on the total energy consumption.

[0236] Specifically, when executing step S4.2 to calculate the carbon emission sensitivity coefficient based on the total carbon emission change rate and the carbon emission factor change rate, the carbon emission factor change rate is pre-calculated as shown in the following formula:

[0237]

[0238] in, For the The change rate of carbon emission factor that can be optimized, For the The carbon emission factor value of the optimizable carbon emission factor after positive or negative adjustment, For the The carbon emission factor value of an optimizable carbon emission factor before positive or negative adjustment.

[0239] Specifically, when executing step S4.2 to calculate the carbon emission sensitivity coefficient, it is as shown in the following formula:

[0240]

[0241] in, For the There are several carbon emission sensitivity coefficients that can be optimized. When it is greater than 0, it means The total amount of carbon emissions of an optimizable quantity changes in the same direction as its carbon emission factor. When it is less than 0, it means The total amount of carbon emissions of an optimizable quantity changes in the opposite direction to its carbon emission factor. The larger the value, the greater the total carbon emissions. The more sensitive the optimizer is, the The more obvious the impact of an optimizable quantity on the total carbon emissions.

[0242] Specifically, when executing step S4.3 to obtain the sensitivity coefficient corresponding to each optimizable quantity, the energy consumption sensitivity coefficient and the carbon emission sensitivity coefficient of each optimizable quantity may be sorted separately, for example:

[0243]

[0244]

[0245] In fact, when executing step S4.3 to obtain the sensitivity coefficient corresponding to each optimizable quantity, the energy consumption sensitivity coefficient and the carbon emission sensitivity coefficient of each optimizable quantity can be weighted and integrated, so that a more comprehensive sensitivity coefficient of the optimizable quantity can be obtained, so that the degree of influence of the optimizable quantity on the total energy consumption and the total carbon emission can be comprehensively considered in a sorting process. In addition, when the energy consumption sensitivity coefficient and the carbon emission sensitivity coefficient of the optimizable quantity are weighted and integrated, by adjusting the weighted coefficients of the two, different degrees of emphasis can be placed on energy consumption and carbon emission.

[0246] Specifically, when executing step S4 to screen the sensitive key set based on the preset coefficient, the number of optimizable quantities in the screened sensitive key set and the degree of influence of the optimizable quantity on the total energy consumption and the total carbon emission can be controlled by adjusting the preset coefficient. Specifically, the preset coefficient can be pre-set by a professional, or summarized and set according to actual conditions, and a certain sensitive coefficient value can be selected as the preset coefficient after sorting in order of the size of the sensitive coefficient.

[0247] In fact, when executing step S5, by summarizing the results of step S3 and step S4, the impact of different optimizable quantities on the total energy consumption and total carbon emissions can be comprehensively considered, thereby improving the accuracy of obtaining the optimizable quantities, and further helping to formulate a more reasonable asphalt pavement optimization strategy.

[0248] Specifically, the intersection of the ratio key set and the sensitive key set is taken as the key element set, so that the optimizable quantities screened by different methods can be integrated, and the optimizable quantities that are more relevant to the total energy consumption and total carbon emissions can be selected. The difference between the ratio key set and the sensitive key set is combined into a spare element set, which can supplement the key element set and serve as an adjustment set of optimizable quantities, which can be applied to environmental benefit optimization solutions in different actual situations.

[0249] In some embodiments, when executing step S5, when the ratio key set is {optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D, optimizable quantity E, optimizable quantity F}, and the sensitive key set includes {optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D, optimizable quantity G, optimizable quantity H}, the key element set is {optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D}, and the backup element set is {optimizable quantity E, optimizable quantity F, optimizable quantity G, optimizable quantity H}.

[0250] Specifically, when executing step S6 to establish a primary scheme based on the asphalt pavement design parameters and the key element set, the asphalt pavement design parameters may be the pavement structure design parameters of the asphalt pavement. In fact, when establishing the primary scheme, low-energy consumption and low-carbon emission energy or raw materials are selected for use according to the optimizable amount in the key element set, so that after establishing the primary scheme, a primary scheme with lower energy consumption and lower carbon emission than the original scheme can be obtained.

[0251] Specifically, when executing step S6 to establish the primary scheme, conventional means can be used for all optimizable quantities in the primary scheme except for the optimizable quantities in the key element set. In fact, when executing step S6 to calculate the primary energy consumption and primary carbon emissions under the primary scheme, the energy consumption and carbon emissions corresponding to the primary scheme can be obtained when the construction is carried out according to the primary scheme, thereby providing a data basis for the subsequent optimization of the primary scheme.

[0252] In some embodiments, when performing step S7 to optimize the primary solution based on the backup element set to obtain the upgraded solution, a random optimizable quantity is selected from the backup element set and is used in the primary solution using low energy consumption and low carbon emission energy or raw materials to obtain the optimized solution. In fact, the number of optimizable quantities considered in the optimized solution is supplemented compared to the primary solution.

[0253] Specifically, when executing step S7 to calculate the energy consumption optimization rate and carbon emission optimization rate under the upgraded scheme compared with the primary energy consumption and the primary carbon emissions, the energy consumption and carbon emissions under the upgraded scheme can be known, and by calculating the energy consumption optimization rate and the carbon emission optimization rate, the optimization rate of the upgraded scheme for energy consumption and carbon emissions compared with the primary scheme can be intuitively known.

[0254] In fact, when executing step S7 to calculate the energy consumption optimization rate of the upgraded solution compared to the primary energy consumption, it is as shown in the following formula:

[0255]

[0256] in, is the energy consumption optimization rate of the upgraded solution compared to the primary solution, is the primary energy consumption under the primary scheme, is the energy consumption under the upgrade scenario.

[0257] In fact, after executing step S7 to calculate the energy consumption optimization rate of the upgrade solution, when When it is greater than 0, it means that the upgraded solution has lower energy consumption than the primary solution. When it is equal to 0, it means that the upgraded solution has no effect on energy consumption compared with the primary solution. When it is less than 0, it means that the energy consumption of the upgraded solution increases compared to the primary solution.

[0258] In fact, when executing step S7 to calculate the carbon emission optimization rate of the upgraded solution compared to the primary carbon emission, it is as shown in the following formula:

[0259]

[0260] in, is the carbon emission optimization rate of the upgraded solution compared to the primary solution, is the primary carbon emissions under the primary scenario, is the carbon emissions under the upgrade scenario.

[0261] In fact, after executing step S7 to calculate the carbon emission optimization rate of the upgrade solution, when When it is greater than 0, it means that the upgraded solution has lower carbon emissions than the primary solution. When it is equal to 0, it means that the upgraded solution has no effect on carbon emissions compared with the primary solution. When it is less than 0, it means that the upgraded solution has increased carbon emissions compared to the primary solution.

[0262] Specifically, when executing step S7, when both the energy consumption optimization rate and the carbon emission optimization rate are greater than the preset threshold, it means that the upgraded solution has a significant improvement over the initial solution, and can comprehensively optimize energy consumption and carbon emissions, so that the upgraded solution is a better choice than the initial solution. In fact, when either the energy consumption optimization rate or the carbon emission optimization rate of the upgraded solution is less than the preset threshold, it means that the upgrade solution is not significantly improved over the initial solution, so the upgraded solution can be ignored.

[0263] In fact, when establishing the environmental benefit optimization scheme of asphalt pavement, based on the design parameters of asphalt pavement, when the number of optimizable quantities to be considered is greater, the complexity of the scheme and the cost of the scheme are in an uncontrollable state. Therefore, selecting a reasonable number of optimizable quantities and optimizable quantities with significant impact has a significant optimization effect on the optimization of the overall scheme. Therefore, when the energy consumption optimization rate and carbon emission optimization rate of the upgraded scheme in step S7 are both greater than the preset threshold, the optimizable quantities and key element sets considered in the optimization scheme are combined into a complete element set.

[0264] Specifically, when executing step S7, the key factor set considered by the primary plan is {optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D}, and the backup factor set is {optimizable quantity E, optimizable quantity F, optimizable quantity G, optimizable quantity H}, the optimizable quantities considered in the optimization plan may be optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D, and optimizable quantity E, and when it is found after calculation that the energy consumption optimization rate and carbon emission optimization rate of the optimization plan are both greater than the preset threshold, the optimizable quantity E and the key factor set are combined into a complete factor set, and the complete factor set is {optimizable quantity A, optimizable quantity B, optimizable quantity C, optimizable quantity D, optimizable quantity E}.

[0265] In fact, when executing step S7 to compare the energy consumption optimization rate and carbon emission optimization rate of the upgrade solution with the preset threshold, the preset threshold can be preset by professionals, and by adjusting the preset threshold, the number of optimizable quantities in the complete element set can be controlled, thereby adjusting the number of optimizable quantities that need to be considered when optimizing the asphalt pavement. Specifically, when comparing the preset thresholds, the preset thresholds compared with the energy consumption optimization rate and the carbon emission optimization rate are independent of each other.

[0266] In some embodiments, when executing step S7 to iterate through all elements in the spare element set, the primary solution is reconstructed based on the asphalt pavement design parameters and the optimizable quantities in the complete data set, and another optimizable quantity in the spare element set is selected to construct an optimization solution, and after cyclic iteration, the final complete data set is obtained. In fact, when the final complete data set is obtained, the complete data set can be regarded as a set of optimal optimizable quantities under the current asphalt pavement design parameters.

[0267] Specifically, after executing step S8 to construct an optimization scheme based on the asphalt pavement design parameters and the complete data set, the energy consumption and carbon emissions of the optimization scheme are in a relatively low range, so the environmental benefits of the asphalt pavement can be optimized for carbon reduction and emission reduction. In fact, when executing step S8, the energy-saving and carbon-reduction benefits that can be obtained after executing the optimization scheme can also be calculated, so that the environmental benefits that can be obtained by the optimization scheme compared with the traditional scheme can be intuitively known.

[0268] Specifically, when calculating the environmental benefits that can be obtained by the optimization scheme, it is shown as follows:

[0269]

[0270]

[0271] in: The total amount of energy consumption that can be saved when the optimization scheme is adopted, in MJ; is the total energy consumption when the traditional solution is adopted, in MJ; is the total energy consumption when the optimization scheme is adopted, in MJ; The total amount of carbon emissions that can be saved by adopting the optimization plan, in kgCO 2 e; is the total carbon emissions when the traditional solution is adopted, in kgCO 2 e; is the total carbon emissions when the optimization scheme is adopted, in kgCO 2 e.

[0272] In fact, when executing step S6 to establish a primary plan based on the asphalt pavement design parameters and key element sets, a primary plan corresponding to the entire life cycle of the asphalt pavement can be established, or a primary plan corresponding to the construction stage, operation stage, maintenance stage, and demolition stage can be established, which can improve the universality of the environmental benefit optimization method provided by the present invention. In addition, when calculating the environmental benefits obtained by the optimization plan in step S8, the environmental benefits of the asphalt pavement during the entire life cycle can be directly calculated, or the environmental benefits at different stages can be calculated separately.

[0273] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for optimizing the environmental benefits of an asphalt pavement, characterized in that: The following steps are involved: Obtain the optimizable amount of the asphalt pavement and the energy consumption factor and carbon emission factor corresponding to each optimizable amount, and calculate the total energy consumption and total carbon emission of the asphalt pavement in its entire life cycle based on the energy consumption factor and the carbon emission factor; the optimizable amount is each raw material and each energy used in the asphalt pavement in its entire life cycle; The impact ratio of the optimizable amount to the total energy consumption and the total carbon emission is calculated based on the ratio analysis method, and the ratio key set is screened based on the preset ratio; the sensitivity coefficient of the optimizable amount to the total energy consumption and the total carbon emission is calculated based on the sensitivity analysis method, and the sensitive key set is screened based on the preset coefficient; the intersection of the ratio key set and the sensitive key set is taken as the key element set, and the difference between the ratio key set and the sensitive key set is taken and combined as the spare element set; A primary scheme is established based on asphalt pavement design parameters and key element sets, and the primary energy consumption and primary carbon emissions under the primary scheme are calculated; an upgraded scheme is obtained by optimizing the primary scheme based on the backup element set, and the energy consumption optimization rate and carbon emission optimization rate under the upgraded scheme compared with the primary energy consumption and primary carbon emissions are calculated. When the energy consumption optimization rate and carbon emission optimization rate are greater than the preset threshold, the elements in the corresponding backup element set are combined with the key element set into a complete element set, and all elements in the backup element set are iterated; Establish optimization scheme based on asphalt pavement design parameters and complete element set; When calculating the ratio of the impact of the optimizable amount on the total energy consumption and total carbon emissions based on the ratio analysis method, it includes: Taking the energy consumption factor and carbon emission factor of the optimizable quantity as the benchmark, the energy consumption optimization interval and carbon emission optimization interval corresponding to each optimizable quantity are obtained after positive and negative adjustments; Random sampling is performed in the energy consumption optimization interval and the carbon emission optimization interval to obtain multiple energy consumption sample factors and multiple carbon emission sample factors; Calculate the average contribution value of the optimization quantity under different energy consumption sample factors and different carbon emission sample factors respectively; Based on multiple energy consumption contribution values ​​and multiple energy consumption contribution values, SHAP interpretability analysis is used to calculate the impact ratio of each optimizable amount on the total energy consumption and total carbon emissions; When calculating the sensitivity coefficient of the optimizable amount to the total energy consumption and total carbon emissions based on the sensitivity analysis method, it includes: Adjust the energy consumption factor and carbon emission factor corresponding to each optimizable amount positively or negatively respectively, and calculate the total energy consumption change rate and the total carbon emission change rate; The energy consumption sensitivity coefficient is calculated based on the total energy consumption change rate and the energy consumption factor change rate, and the carbon emission sensitivity coefficient is calculated based on the total carbon emission change rate and the carbon emission factor change rate; The energy consumption sensitivity coefficient and the carbon emission sensitivity coefficient are combined to obtain a sensitivity coefficient corresponding to each optimizable amount; When obtaining the optimizable quantity of asphalt pavement, it includes: obtaining all raw materials used in the entire life cycle of the asphalt pavement based on the pavement structure design parameters of the asphalt pavement, and obtaining all energy used in the entire life cycle of the asphalt pavement based on the mechanical equipment information used in the entire life cycle of the asphalt pavement; the pavement design parameters include the length, width, thickness, structural layer material ratio, mixture dry density, loose square dry density of the asphalt pavement, and the mechanical equipment information includes equipment type, number of shifts, and unit energy consumption.

2. The optimization method according to claim 1, characterized in that: The average contribution values ​​of the optimization under different energy consumption sample factors and different carbon emission sample factors are calculated as shown in the following formula: ； in, For the The average contribution value of the optimization of the optimizable quantity is For the The optimizable quantity is Energy consumption sample factor or The absolute value of the optimization contribution when there are 1 carbon emission sample factor.

3. The optimization method according to claim 2, characterized in that: When using SHAP interpretability analysis to calculate the impact ratio of each optimizable amount on total energy consumption and total carbon emissions, the following formula is shown: ； in, For the The impact ratio of an optimizable quantity.

4. The optimization method according to claim 1, characterized in that: When adjusting the energy consumption factor and carbon emission factor corresponding to each optimizable quantity positively or negatively, adjust the interval range of 10%-30% positively or negatively based on the values ​​of the energy consumption factor and carbon emission factor of each optimizable quantity.

5. The optimization method according to claim 4, characterized in that: When calculating the energy consumption sensitivity coefficient based on the total energy consumption change rate and the energy consumption factor change rate, the following formula is shown: ； in, For the The energy sensitivity coefficient of the optimizable quantity is For the The total energy consumption change rate of the energy consumption factor that can be optimized after positive or negative adjustment, For the The rate of change of energy consumption factor of the optimizable quantity; And / or, when calculating the carbon emission sensitivity coefficient based on the total carbon emission change rate and the carbon emission factor change rate, the following formula is shown: ； in, For the The carbon emission sensitivity coefficient that can be optimized is For the The total carbon emission change rate of each optimizable carbon emission factor after positive or negative adjustment, For the The rate of change of carbon emission factor that can be optimized.

6. The optimization method according to claim 1, characterized in that: The entire life cycle includes the construction stage, operation stage, maintenance stage and demolition stage; the construction stage includes five processes: raw material production, raw material transportation, mixture production, mixture transportation and construction; the maintenance stage includes seven processes: road milling, milling material transportation, raw material production, raw material transportation, mixture production, mixture transportation and construction; the demolition stage includes two processes: mechanical demolition and waste transportation.

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