Engineering vehicle management method and system for road construction

Abstract

The embodiment of the invention relates to the technical field of road construction, and particularly discloses an engineering vehicle management method and system for road construction. According to the embodiment of the invention, preheating control and temperature monitoring are carried out on the screed plate of the paver; constant-speed paving control is conducted on the paver, and when the thickness is abnormal, height adaptive adjustment is conducted on an ironing plate; constant-speed initial pressure control is conducted on the vibratory roller, and initial pressure temperature monitoring is conducted; performing constant-speed re-pressing control on the pneumatic tire roller, selecting a vibratory roller to perform corner rolling control, and performing re-pressing temperature monitoring; and carrying out constant-speed final pressing control on the steel wheel road roller, and in the final pressing process, carrying out pavement flatness monitoring and final pressing adjustment treatment. According to the intelligent road paving system, intelligent management of a preheating stage, a paving stage, an initial pressing stage, a re-pressing stage and a final pressing stage can be carried out, and the efficiency of road paving construction is effectively improved, so that the construction precision is effectively guaranteed, error accumulation is avoided, and the final quality of road paving is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of road construction, and in particular relates to a method and system for managing engineering vehicles for road construction. Background Art

[0002] Road paving construction is a road construction technology that evenly lays materials (such as asphalt, cement concrete, gravel, etc.) on a predetermined road route and compacts them mechanically or manually to make them smooth, solid and beautiful. It is widely used in the construction of various types of roads such as urban roads, highways, and rural roads. At the same time, it is also widely used in the paving of squares, sidewalks, and other ground surfaces.

[0003] In the existing technology, the construction management, scheduling, on-site guidance and specific operations of road paving construction are highly dependent on manual execution and lack the necessary intelligent auxiliary means, resulting in low efficiency of road paving construction. The construction accuracy is difficult to accurately control and ensure, and errors are prone to accumulation, affecting the final quality of road paving. Summary of the invention

[0004] The purpose of the embodiments of the present invention is to provide a method and system for managing engineering vehicles for road construction, aiming to solve the problems raised in the background technology.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions: A method for managing engineering vehicles for road construction, the method specifically comprising the following steps: Carry out preheating control and temperature monitoring on the screed plate of the paver, preheat the screed plate to the preset preheating temperature threshold, and control the anti-sticking coating on the receiving hopper of the paver; According to the preset paving speed, the paver is controlled to spread at a uniform speed, the loose paving thickness is monitored in real time, and the height of the screed is adjusted to adapt when the thickness is abnormal; Adopt high-frequency and low-amplitude mode, control the initial pressure of the vibratory roller at a uniform speed according to the preset initial pressure speed, and monitor the initial pressure temperature; The kneading and rolling mode is adopted to control the tire roller to re-press at a uniform speed according to the preset re-pressing speed, and the vibratory roller is selected to control the corner rolling and monitor the re-pressing temperature; According to the preset final pressure speed, the steel wheel roller is controlled to have a uniform final pressure, and during the final pressure process, the road surface flatness is monitored and the final pressure is adjusted.

[0006] A management system for engineering vehicles for road construction, the system comprises a preheating stage control unit, a paving stage control unit, an initial pressure stage control unit, a re-pressure stage control unit and a final pressure stage control unit, wherein: The control unit in the preheating stage is used to perform preheating control and temperature monitoring on the screed plate of the paver, preheat the screed plate to a preset preheating temperature threshold, and perform anti-sticking coating control on the receiving hopper of the paver; The control unit in the paving stage is used to control the paver to pave at a uniform speed according to the preset paving speed, monitor the loose paving thickness in real time, and make height adaptation adjustments to the screed plate when there is an abnormal thickness; The control unit for the initial pressure stage is used to control the initial pressure of the vibratory roller at a uniform speed according to the preset initial pressure speed in a high-frequency and low-amplitude mode, and to monitor the initial pressure temperature; The control unit of the recompacting stage is used to adopt the kneading and rolling mode to control the tire roller to recompact at a uniform speed according to the preset recompacting speed, and select the vibratory roller to control the corner rolling and monitor the recompacting temperature; The final pressure stage control unit is used to control the steel wheel roller to perform uniform final pressure control according to the preset final pressure speed, and to monitor the road surface flatness and adjust the final pressure during the final pressure process.

[0007] Compared with the prior art, the present invention has the following beneficial effects: The embodiment of the present invention performs preheating control and temperature monitoring on the ironing plate of the paver; performs uniform speed paving control on the paver, and when there is an abnormal thickness, performs height adaptation adjustment on the ironing plate; performs uniform speed initial pressure control on the vibratory roller, and performs initial pressure temperature monitoring; performs uniform speed re-pressure control on the tire roller, and selects a vibratory roller to perform corner rolling control, and performs re-pressure temperature monitoring; performs uniform speed final pressure control on the steel wheel roller, and during the final pressure process, performs road surface flatness monitoring and final pressure adjustment processing. It is capable of intelligent management of the preheating stage, paving stage, initial pressure stage, re-pressure stage, and final pressure stage, effectively improving the efficiency of road paving construction, thereby achieving effective guarantee of construction accuracy, avoiding error accumulation, and improving the final quality of road paving. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0009] Figure 1 A flow chart of a method provided by an embodiment of the present invention is shown.

[0010] Figure 2 A flow chart of preheating control and temperature monitoring in the method provided by an embodiment of the present invention is shown.

[0011] Figure 3 A flow chart of uniform speed paving control in the method provided in an embodiment of the present invention is shown.

[0012] Figure 4 A flow chart of uniform speed initial pressure control in the method provided by an embodiment of the present invention is shown.

[0013] Figure 5 A flow chart of uniform speed re-pressure control in the method provided in an embodiment of the present invention is shown.

[0014] Figure 6 A flow chart of uniform speed final pressure control in the method provided in an embodiment of the present invention is shown.

[0015] Figure 7 The application architecture diagram of the system provided by the embodiment of the present invention is shown.

[0016] Figure 8 The structure block diagram of the control unit in the preheating stage of the system provided by the embodiment of the present invention is shown.

[0017] Fig. 9 A structural block diagram of a paving phase control unit in a system provided in an embodiment of the present invention is shown.

[0018] Fig.10 The structure block diagram of the initial pressure stage control unit in the system provided by the embodiment of the present invention is shown. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0020] It is understandable that in the existing technology, the construction management, scheduling, on-site guidance and specific operations of road paving construction are highly dependent on manual execution and lack the necessary intelligent auxiliary means, resulting in low efficiency of road paving construction. The construction accuracy is difficult to accurately control and ensure, and errors are prone to accumulation, affecting the final quality of road paving.

[0021] To solve the above problems, the embodiment of the present invention performs preheating control and temperature monitoring on the screed plate of the paver, preheats the screed plate to a preset preheating temperature threshold, and performs anti-sticking brushing control on the receiving hopper of the paver; performs uniform speed paving control on the paver according to the preset paving speed, monitors the loose paving thickness in real time, and performs height adaptive adjustment on the screed plate when there is thickness abnormality; adopts a high-frequency and low-amplitude mode, performs uniform speed initial pressure control on the vibratory roller according to the preset initial pressure speed, and monitors the initial pressure temperature; adopts a kneading and rolling mode, performs uniform speed re-pressure control on the tire roller according to the preset re-pressure speed, selects a vibratory roller, performs corner rolling control, and monitors the re-pressure temperature; performs uniform speed final pressure control on the steel wheel roller according to the preset final pressure speed, and performs road surface flatness monitoring and final pressure adjustment processing during the final pressure process. It can carry out intelligent management of the preheating stage, paving stage, initial compaction stage, re-compaction stage and final compaction stage, effectively improving the efficiency of road paving construction, thereby effectively ensuring construction accuracy, avoiding error accumulation, and improving the final quality of road paving.

[0022] Figure 1 A flow chart of a method provided by an embodiment of the present invention is shown.

[0023] Specifically, a method for managing engineering vehicles for road construction comprises the following steps: Step S101, preheating control and temperature monitoring are performed on the screed plate of the paver, the screed plate is preheated to a preset preheating temperature threshold, and anti-sticking coating control is performed on the receiving hopper of the paver.

[0024] In an embodiment of the present invention, the temperature of the screed plate of the paver is monitored to obtain temperature monitoring data, and then based on the temperature monitoring data, the screed plate of the paver is preheated to a preset preheating temperature threshold, and the receiving hopper of the paver is cleaned. After the receiving hopper is cleaned, the receiving hopper of the paver is controlled to be coated with a thin layer of isolation agent or anti-adhesive agent.

[0025] It is understandable that the preheating control may be to preheat the ironing plate 0.5h~1h in advance before paving so that its temperature is not lower than 100℃.

[0026] Specifically, Figure 2 A flow chart of preheating control and temperature monitoring in the method provided by an embodiment of the present invention is shown.

[0027] Among them, in the preferred embodiment provided by the present invention, the preheating control and temperature monitoring of the screed plate of the paver, preheating the screed plate to a preset preheating temperature threshold, and controlling the anti-sticking brushing of the receiving hopper of the paver specifically include the following steps: Step S1011, monitoring the temperature of the screed plate of the paver to obtain temperature monitoring data; Step S1012, based on the temperature monitoring data, preheating control is performed on the screed plate of the paver to preheat the screed plate to a preset preheating temperature threshold; Step S1013, cleaning control of the receiving hopper of the paver; Step S1014, performing anti-sticking coating control on the receiving hopper of the paver.

[0028] Specifically, based on the temperature monitoring data, the ironing plate of the paver is preheated and controlled, and the step of preheating the ironing plate to a preset preheating temperature threshold specifically includes the following sub-steps: Several independent heating elements are arranged in the screed, and each heating element is equipped with an independent controller; Determine the target preheating temperature and obtain temperature monitoring data for each part of the screed plate; The power values ​​corresponding to different heating elements are calculated based on the difference between the current temperature and the target temperature and the thermal efficiency of the heating element; According to the power values ​​corresponding to different heating elements, the controller is used to control the output of different heating elements; When the current temperature of each part of the screed plate reaches or exceeds the target preheating temperature, heating is stopped and the screed plate preheating is completed.

[0029] In the embodiment of the present invention, a plurality of independent heating elements are arranged in the ironing plate, and each heating element is equipped with an independent controller, so as to control the temperature of each part of the ironing plate and ensure the preheating effect of the ironing plate.

[0030] Furthermore, the road construction engineering vehicle management method further comprises the following steps: Step S102, controlling the paver to spread at a uniform speed according to a preset spreading speed, monitoring the loose spreading thickness in real time, and making height adaptive adjustments to the ironing board when the thickness is abnormal.

[0031] In an embodiment of the present invention, a paving control signal is generated according to a preset paving speed, and then the paver is controlled to perform uniform speed paving according to the paving control signal. During the uniform speed paving process, a laser or ultrasonic thickness measuring instrument is used to monitor the loose paving thickness in real time. By analyzing the monitored loose paving thickness, it is determined whether there is a thickness abnormality. When there is a thickness abnormality, the ironing plate is adjusted to be highly adaptive.

[0032] Specifically, Figure 3 A flow chart of uniform speed paving control in the method provided in an embodiment of the present invention is shown.

[0033] Among them, in the preferred embodiment provided by the present invention, the control of the paver to perform uniform paving according to the preset paving speed, real-time monitoring of the loose paving thickness, and the height adaptation adjustment of the ironing board when there is an abnormal thickness specifically include the following steps: Step S1021, generating a paving control signal according to a preset paving speed; Step S1022, controlling the paver to perform uniform speed paving according to the paving control signal; Step S1023, real-time monitoring of loose laying thickness; Step S1024, analyzing the monitored loose-laid thickness to determine whether there is a thickness abnormality; Step S1025: When there is an abnormal thickness, the ironing plate is adjusted to adapt to the height.

[0034] Specifically, the step of analyzing the monitored loose-laid thickness and determining whether there is thickness abnormality specifically includes the following sub-steps: Obtain a list of historical thickness measurement values, and detect the data volume of the thickness measurement values ​​in the list of historical thickness measurement values. If the data volume is insufficient, directly return information indicating that no abnormality is detected. If the amount of data is sufficient, the thickness measurement values ​​are converted into a two-dimensional array; An anomaly detection model is constructed based on the isolation forest model, and the anomaly detection model is trained with a two-dimensional array as input to learn normal thickness features, thereby obtaining a trained anomaly detection model; Obtain a list of test thickness measurement values, and input the list into a trained anomaly detection model for prediction to obtain prediction marks of different thickness measurement values, wherein the prediction marks of different thickness measurement values ​​include normal marks and abnormal marks; Identify the index list corresponding to the abnormal thickness value according to the abnormal mark; According to the index list, the relative deviation between the latest thickness value and all abnormal thickness values ​​is calculated; If the relative deviation between the latest thickness value and any abnormal thickness value exceeds the preset threshold, it is determined that an abnormality is detected; if the deviations between all abnormal thickness values ​​and the latest thickness value are within the preset range, it is determined that no abnormality is detected.

[0035] In an embodiment of the present invention, the thickness measurement value may be affected by multiple factors, such as material properties, environmental conditions, construction process, etc., and the thickness measurement data at the construction site is often subject to multiple interferences, such as equipment failure, operating errors, etc., resulting in the presence of noise. The present invention adopts the isolation forest machine learning model. The isolation forest model performs well in processing high-dimensional data. It can find isolated points in the data without being affected by the data distribution, and the isolation forest model can effectively handle various noises and outliers without being interfered by a single factor. In addition, by combining historical thickness measurement data, the model can learn the characteristics of normal thickness, thereby providing background information when making judgments on new measurement values, thereby achieving real-time monitoring and feedback, thereby timely discovering possible quality problems, and reducing the need for manual intervention.

[0036] Furthermore, the road construction engineering vehicle management method further comprises the following steps: Step S103, adopting a high-frequency and low-amplitude mode, performing uniform initial pressure control on the vibratory roller according to a preset initial pressure speed, and monitoring the initial pressure temperature.

[0037] In an embodiment of the present invention, an initial pressure control signal is generated according to the high-frequency low-amplitude mode and the preset initial pressure speed, and a vibratory roller is selected. Then, according to the initial pressure control signal, the vibratory roller is controlled to perform uniform initial pressure. During the uniform initial pressure process, the initial pressure temperature is monitored to ensure that the initial pressure is performed under high temperature conditions and the mixture temperature is not lower than 110°C.

[0038] Specifically, Figure 4 A flow chart of uniform speed initial pressure control in the method provided in an embodiment of the present invention is shown.

[0039] Among them, in the preferred embodiment provided by the present invention, the high-frequency low-amplitude mode is adopted to control the initial pressure of the vibratory roller at a uniform speed according to the preset initial pressure speed, and the initial pressure temperature is monitored, which specifically includes the following steps: Step S1031, generating an initial pressure control signal according to the high frequency and low amplitude mode and a preset initial pressure speed; Step S1032, selecting a vibratory roller; Step S1033, performing uniform speed initial pressure control on the vibratory roller according to the initial pressure control signal; Step S1034, monitor the initial pressure temperature.

[0040] Furthermore, the road construction engineering vehicle management method further comprises the following steps: Step S104, adopting the kneading and rolling mode, controlling the tire roller to perform uniform speed re-pressing according to the preset re-pressing speed, and selecting the vibratory roller to perform corner rolling control and re-pressing temperature monitoring.

[0041] In an embodiment of the present invention, a re-compaction control signal is generated according to the kneading and rolling mode and the preset re-compaction speed, and a tire roller is selected. Then, according to the re-compaction control signal, the tire roller is controlled to perform uniform speed re-compaction. During the uniform speed re-compaction, the re-compaction temperature is monitored to ensure that the mixture temperature is not lower than 80°C during the re-compaction process to ensure a good compaction effect. At the same time, a vibratory roller is selected to perform corner rolling control.

[0042] Specifically, Figure 5 A flow chart of uniform speed re-pressure control in the method provided in an embodiment of the present invention is shown.

[0043] Among them, in the preferred embodiment provided by the present invention, the kneading and rolling mode is adopted, and the tire roller is controlled to re-press at a uniform speed according to the preset re-pressing speed, and a vibratory roller is selected to perform corner rolling control, and the re-pressing temperature monitoring specifically includes the following steps: Step S1041, generating a re-pressing control signal according to the kneading and rolling mode and the preset re-pressing speed; Step S1042, selecting a tire roller; Step S1043, performing uniform speed re-pressure control on the tire roller according to the re-pressure control signal; Step S1044, performing re-pressurization temperature monitoring; Step S1045, select a vibratory roller to perform corner rolling control.

[0044] Furthermore, the road construction engineering vehicle management method further comprises the following steps: Step S105, performing uniform speed final pressure control on the steel wheel roller according to the preset final pressure speed, and performing road surface flatness monitoring and final pressure adjustment processing during the final pressure process.

[0045] In an embodiment of the present invention, a final pressure control signal is generated according to a preset final pressure speed, and a steel wheel roller is selected. Then, the steel wheel roller is subjected to uniform speed final pressure control according to the final pressure control signal. During the final pressure process, the road surface flatness is monitored to obtain flatness monitoring data. By analyzing the flatness monitoring data, it is determined whether vibration adjustment is required. If vibration adjustment is required, the steel wheel roller is subjected to adaptive vibration adjustment to ensure that the road surface can achieve optimal surface flatness.

[0046] Specifically, Figure 6 A flow chart of uniform speed final pressure control in the method provided in an embodiment of the present invention is shown.

[0047] Among them, in the preferred embodiment provided by the present invention, the steel wheel roller is controlled to have a uniform final pressure according to a preset final pressure speed, and during the final pressure process, the road surface flatness monitoring and final pressure adjustment processing are specifically performed including the following steps: Step S1051, generating a final pressure control signal according to a preset final pressure speed; Step S1052, selecting a steel wheel roller; Step S1053, performing uniform speed final pressure control on the steel wheel roller according to the final pressure control signal; Step S1054, during the final pressure process, the road surface flatness is monitored to obtain flatness monitoring data; Step S1055, performing adaptive vibration adjustment on the steel wheel roller according to the flatness monitoring data.

[0048] Specifically, the step of adaptively adjusting the vibration of the steel wheel roller according to the flatness monitoring data specifically includes the following sub-steps: A roughness prediction model is constructed through a linear regression algorithm, and historical roughness monitoring data is obtained; The historical roughness monitoring data is converted into a time series format and input into the roughness prediction model for training to obtain a trained roughness prediction model; Set the target final pressure speed, flatness threshold and cycle period; Start the final pressure operation and obtain the current flatness data in real time; Inputting the current flatness data into the trained flatness prediction model to obtain a predicted flatness value; The predicted flatness value is compared with the flatness threshold value. If the predicted flatness value is lower than the flatness threshold value, it is determined that the road surface condition is poor, and the target final pressure speed is reduced; If the predicted flatness value is higher than the flatness threshold, the current final compaction speed is maintained to achieve adaptive vibration adjustment of the steel wheel roller.

[0049] In the embodiment of the present invention, the linear regression algorithm adopts the least square method. The linear model is simple and effective, and is suitable for simple flatness tasks. The linear model is used to make real-time predictions according to the time series to dynamically adjust the final pressure speed to ensure the final pressure effect. It can not only provide feedback based on the current road conditions, but also make forward-looking adjustments based on historical performance to improve the overall construction efficiency and quality, so that it can be more intelligent and adaptable when facing complex road conditions.

[0050] Specifically, the historical flatness monitoring data is converted into a time series format and input into a flatness prediction model for training. The step of obtaining the trained flatness prediction model specifically includes the following sub-steps: Get a multidimensional array of historical flatness monitoring data. Each row in the multidimensional array represents a data point. The first column is the timestamp, and the second column is the corresponding flatness value. Normalize the timestamps; The normalized timestamps are used as feature data and are separated into columns to form a feature matrix; The corresponding flatness value is used as label data to form a label array; The normalized timestamps in the feature matrix are expanded into polynomial features to obtain a polynomial feature matrix; Calculate the attention score for each time point in the polynomial feature matrix; The attention scores of all time points in the polynomial feature matrix are normalized using the softmax function to obtain the attention weights; Weight each feature in the polynomial feature matrix with the attention weight to obtain the weighted feature; The weighted features are used as the input of the flatness prediction model to perform prediction and obtain the prediction results; Based on Lasso regression, the loss function is constructed by combining the prediction results with the corresponding label data in the label array; The parameters in the flatness prediction model are optimized by minimizing the loss. After the optimization is completed, the trained flatness prediction model is obtained.

[0051] In the embodiment of the present invention, the present invention introduces polynomial features, and the model can capture the nonlinear relationship of features, improve the modeling ability of complex data structures, and the introduction of regularization terms can avoid the overfitting problem that may occur when introducing polynomial features, which helps to limit the size of the model coefficients, thereby improving the generalization ability of the model. In order to understand the importance of time series features in the data, the importance weights of different time points are automatically assigned according to the dynamic changes in the time series data, which helps the model better understand the long-term dependence of the time series, and still has good flatness prediction capabilities while ensuring that the model is simple enough.

[0052] Furthermore, Figure 7 The application architecture diagram of the system provided by the embodiment of the present invention is shown.

[0053] Among them, in another preferred embodiment provided by the present invention, a road construction engineering vehicle management system includes: The preheating stage control unit 101 is used to perform preheating control and temperature monitoring on the screed plate of the paver, preheat the screed plate to a preset preheating temperature threshold, and perform anti-sticking coating control on the receiving hopper of the paver.

[0054] In the embodiment of the present invention, the control unit 101 in the preheating stage monitors the temperature of the screed plate of the paver, obtains the temperature monitoring data, and then performs preheating control on the screed plate of the paver based on the temperature monitoring data, preheats the screed plate to a preset preheating temperature threshold, and performs cleaning control on the receiving hopper of the paver. After the receiving hopper is cleaned, the receiving hopper of the paver is controlled to apply a thin layer of isolation agent or anti-adhesive agent.

[0055] Specifically, Figure 8 It shows a structural block diagram of the preheating stage control unit 101 in the system provided by an embodiment of the present invention.

[0056] Among them, in the preferred embodiment provided by the present invention, the preheating stage control unit 101 specifically includes: The temperature monitoring module 1011 is used to monitor the temperature of the screed plate of the paver and obtain temperature monitoring data; A preheating control module 1012 is used to perform preheating control on the screed plate of the paver based on the temperature monitoring data, and preheat the screed plate to a preset preheating temperature threshold; A cleaning control module 1013 is used to perform cleaning control on the receiving hopper of the paver; The brushing control module 1014 is used to control the anti-sticking brushing of the receiving hopper of the paver.

[0057] Furthermore, the road construction engineering vehicle management system also includes: The paving stage control unit 102 is used to control the paver to perform uniform paving at a preset paving speed, monitor the loose paving thickness in real time, and make height adaptive adjustments to the ironing plate when there is an abnormal thickness.

[0058] In an embodiment of the present invention, the paving stage control unit 102 generates a paving control signal according to a preset paving speed, and then controls the paver to perform uniform speed paving according to the paving control signal. During the uniform speed paving process, a laser or ultrasonic thickness measuring instrument is used to monitor the loose paving thickness in real time. By analyzing the monitored loose paving thickness, it is determined whether there is a thickness abnormality. When there is a thickness abnormality, the ironing plate is adjusted to be highly adaptive.

[0059] Specifically, Fig. 9 A structural block diagram of the paving phase control unit 102 in the system provided in an embodiment of the present invention is shown.

[0060] Among them, in the preferred embodiment provided by the present invention, the paving stage control unit 102 specifically includes: A paving control signal generating module 1021, used to generate a paving control signal according to a preset paving speed; A paving control module 1022, used to control the paving machine to perform uniform paving according to the paving control signal; The loose paving thickness monitoring module 1023 is used to monitor the loose paving thickness in real time; The thickness abnormality judgment module 1024 is used to analyze the monitored loose-laid thickness to determine whether there is a thickness abnormality; The height adjustment module 1025 is used to adjust the height of the ironing board when there is an abnormal thickness.

[0061] Furthermore, the road construction engineering vehicle management system also includes: The initial pressure stage control unit 103 is used to adopt a high-frequency and low-amplitude mode to perform uniform initial pressure control on the vibratory roller according to a preset initial pressure speed, and to monitor the initial pressure temperature.

[0062] In an embodiment of the present invention, the initial pressing stage control unit 103 generates an initial pressing control signal according to the high-frequency low-amplitude mode and the preset initial pressing speed, and selects a vibratory roller, and then performs uniform speed initial pressing control on the vibratory roller according to the initial pressing control signal, and monitors the initial pressing temperature during the uniform speed initial pressing process to ensure that the initial pressing is carried out under high temperature conditions and the mixture temperature is not lower than 110°C.

[0063] Specifically, Fig.10 It shows a structural block diagram of the initial pressure stage control unit 103 in the system provided by an embodiment of the present invention.

[0064] Among them, in the preferred embodiment provided by the present invention, the initial pressure stage control unit 103 specifically includes: The initial pressure control signal generating module 1031 is used to generate an initial pressure control signal according to the high frequency low amplitude mode and the preset initial pressure speed; A vibratory roller selection module 1032 is used to select a vibratory roller; The initial pressure control module 1033 is used to perform uniform initial pressure control on the vibratory roller according to the initial pressure control signal; The temperature monitoring module 1034 is used to monitor the initial pressure temperature.

[0065] Furthermore, the road construction engineering vehicle management system also includes: The control unit 104 in the re-compacting stage is used to adopt the kneading and rolling mode to perform uniform speed re-compacting control on the tire roller according to the preset re-compacting speed, and select the vibratory roller to perform corner rolling control and re-compacting temperature monitoring.

[0066] In an embodiment of the present invention, the control unit 104 of the re-compacting stage generates a re-compacting control signal according to the kneading and rolling mode and the preset re-compacting speed, and selects a tire roller, and then performs uniform speed re-compacting control on the tire roller according to the re-compacting control signal. During the uniform speed re-compacting process, the re-compacting temperature is monitored to ensure that the mixture temperature is not lower than 80°C during the re-compacting process to ensure a good compaction effect. At the same time, a vibratory roller is selected to perform corner rolling control.

[0067] The final pressure stage control unit 105 is used to perform uniform speed final pressure control on the steel wheel roller according to a preset final pressure speed, and to monitor the road surface flatness and adjust the final pressure during the final pressure process.

[0068] In an embodiment of the present invention, the final pressure stage control unit 105 generates a final pressure control signal according to a preset final pressure speed, selects a steel wheel roller, and then performs uniform speed final pressure control on the steel wheel roller according to the final pressure control signal. During the final pressure process, the road surface flatness is monitored to obtain flatness monitoring data. By analyzing the flatness monitoring data, it is determined whether vibration adjustment is required. When vibration adjustment is required, the steel wheel roller is adaptively adjusted to ensure that the road surface can achieve the best surface flatness.

[0069] It should be understood that, although each step in the flow chart of each embodiment of the present invention is shown in sequence according to the indication of the arrow, these steps are not necessarily performed in sequence according to the order indicated by the arrow. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be performed in other orders. Moreover, at least a portion of the steps in each embodiment may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and the execution order of these sub-steps or stages is not necessarily performed in sequence, but can be performed in turn or alternately with at least a portion of other steps or sub-steps or stages of other steps.

[0070] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a non-volatile computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0071] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0072] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the patent of the present invention. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

[0073] 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 and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for managing engineering vehicles for road construction, characterized in that: The method specifically comprises the following steps: Carry out preheating control and temperature monitoring on the screed plate of the paver, preheat the screed plate to the preset preheating temperature threshold, and control the anti-sticking coating on the receiving hopper of the paver; According to the preset paving speed, the paver is controlled to spread at a uniform speed, the loose paving thickness is monitored in real time, and the height of the screed is adjusted to adapt when the thickness is abnormal; Adopt high-frequency and low-amplitude mode, control the initial pressure of the vibratory roller at a uniform speed according to the preset initial pressure speed, and monitor the initial pressure temperature; The kneading and rolling mode is adopted to control the tire roller to re-press at a uniform speed according to the preset re-pressing speed, and the vibratory roller is selected to control the corner rolling and monitor the re-pressing temperature; According to the preset final pressure speed, the steel wheel roller is controlled to perform uniform final pressure, and during the final pressure process, the road surface flatness is monitored and the final pressure is adjusted; The preheating control and temperature monitoring of the screed plate of the paver, preheating the screed plate to a preset preheating temperature threshold, and controlling the anti-sticking coating of the receiving hopper of the paver specifically include the following steps: Monitor the temperature of the screed plate of the paver and obtain temperature monitoring data; Based on the temperature monitoring data, preheating control is performed on the screed plate of the paver to preheat the screed plate to a preset preheating temperature threshold; Clean and control the receiving hopper of the paver; Control the anti-sticking coating on the receiving hopper of the paver; The step of preheating the screed plate of the paver based on the temperature monitoring data to preheat the screed plate to a preset preheating temperature threshold specifically includes the following sub-steps: Several independent heating elements are arranged in the screed, and each heating element is equipped with an independent controller; Determine the target preheating temperature and obtain temperature monitoring data for each part of the screed plate; The power values ​​corresponding to different heating elements are calculated based on the difference between the current temperature and the target temperature and the thermal efficiency of the heating element; According to the power values ​​corresponding to different heating elements, the controller is used to control the output of different heating elements; When the current temperature of each part of the screed plate reaches or exceeds the target preheating temperature, heating is stopped and the screed plate preheating is completed.

2. A method for managing engineering vehicles for road construction according to claim 1, characterized in that: The method of controlling the paver to pave at a uniform speed according to the preset paving speed, monitoring the loose paving thickness in real time, and adjusting the height of the ironing board to adapt to the abnormal thickness specifically includes the following steps: Generate a paving control signal according to a preset paving speed; According to the paving control signal, the paver is controlled to pave at a uniform speed; Real-time monitoring of loose-laid thickness; Analyze the monitored loose-laid thickness to determine whether there is any thickness abnormality; In case of thickness anomalies, the screed is adjusted to suit its height.

3. A method for managing engineering vehicles for road construction according to claim 2, characterized in that: The step of analyzing the monitored loose-laid thickness to determine whether there is thickness abnormality specifically includes the following sub-steps: Obtain a list of historical thickness measurement values, and detect the data volume of the thickness measurement values ​​in the list of historical thickness measurement values. If the data volume is insufficient, directly return information indicating that no abnormality is detected. If the amount of data is sufficient, the thickness measurement values ​​are converted into a two-dimensional array; An anomaly detection model is constructed based on the isolation forest model, and the anomaly detection model is trained with a two-dimensional array as input to learn normal thickness features, thereby obtaining a trained anomaly detection model; Obtain a list of test thickness measurement values, and input the list into a trained anomaly detection model for prediction to obtain prediction marks of different thickness measurement values, wherein the prediction marks of different thickness measurement values ​​include normal marks and abnormal marks; Identify the index list corresponding to the abnormal thickness value according to the abnormal mark; According to the index list, the relative deviation between the latest thickness value and all abnormal thickness values ​​is calculated; If the relative deviation between the latest thickness value and any abnormal thickness value exceeds a preset threshold, it is determined that an abnormality is detected; If the deviations between all abnormal thickness values ​​and the latest thickness value are within a preset range, it is determined that no abnormality is detected.

4. A method for managing engineering vehicles for road construction according to claim 3, characterized in that: The method of adopting the high-frequency and low-amplitude mode, controlling the initial pressure of the vibratory roller at a uniform speed according to a preset initial pressure speed, and monitoring the initial pressure temperature specifically includes the following steps: Generate an initial pressure control signal according to the high frequency and low amplitude mode and a preset initial pressure speed; Choose a vibratory roller; According to the initial pressure control signal, the vibratory roller is subjected to uniform initial pressure control; Perform initial pressure temperature monitoring.

5. A method for managing engineering vehicles for road construction according to claim 4, characterized in that: The kneading and rolling mode is adopted to control the tire roller to perform uniform speed re-pressing according to the preset re-pressing speed, and the vibratory roller is selected to perform corner rolling control and re-pressing temperature monitoring, which specifically includes the following steps: Generate a re-pressing control signal according to the kneading and rolling mode and the preset re-pressing speed; Choose a tire roller; According to the re-pressure control signal, the tire roller is subjected to uniform speed re-pressure control; Conduct re-pressurization temperature monitoring; Choose a vibratory roller to control corner rolling.

6. A method for managing engineering vehicles for road construction according to claim 5, characterized in that: The method of controlling the steel wheel roller to perform uniform final pressure control according to the preset final pressure speed and performing road surface flatness monitoring and final pressure adjustment processing during the final pressure process specifically includes the following steps: Generate a final pressure control signal according to a preset final pressure speed; Choose a steel wheel roller; According to the final pressure control signal, the steel wheel roller is subjected to uniform speed final pressure control; During the final pressure process, the road surface flatness is monitored and the flatness monitoring data is obtained; Based on the flatness monitoring data, adaptive vibration adjustment is performed on the steel wheel roller.

7. A method for managing engineering vehicles for road construction according to claim 6, characterized in that: According to the flatness monitoring data, the steps of adaptive vibration adjustment of the steel wheel roller specifically include the following sub-steps: A roughness prediction model is constructed through a linear regression algorithm, and historical roughness monitoring data is obtained; The historical roughness monitoring data is converted into a time series format and input into the roughness prediction model for training to obtain a trained roughness prediction model; Set the target final pressure speed, flatness threshold and cycle period; Start the final pressure operation and obtain the current flatness data in real time; Inputting the current flatness data into the trained flatness prediction model to obtain a predicted flatness value; The predicted flatness value is compared with the flatness threshold value. If the predicted flatness value is lower than the flatness threshold value, it is determined that the road surface condition is poor, and the target final pressure speed is reduced; If the predicted flatness value is higher than the flatness threshold, the current final compaction speed is maintained to achieve adaptive vibration adjustment of the steel wheel roller.

8. A method for managing engineering vehicles for road construction according to claim 7, characterized in that: The steps of converting the historical roughness monitoring data into a time series format and inputting the roughness prediction model for training to obtain the trained roughness prediction model specifically include the following sub-steps: Get a multidimensional array of historical flatness monitoring data. Each row in the multidimensional array represents a data point. The first column is the timestamp, and the second column is the corresponding flatness value. Normalize the timestamps; The normalized timestamps are used as feature data and are separated into columns to form a feature matrix; The corresponding flatness value is used as label data to form a label array; The normalized timestamps in the feature matrix are expanded into polynomial features to obtain a polynomial feature matrix; Calculate the attention score for each time point in the polynomial feature matrix; The attention scores of all time points in the polynomial feature matrix are normalized using the softmax function to obtain the attention weights; Weight each feature in the polynomial feature matrix with the attention weight to obtain the weighted feature; The weighted features are used as the input of the flatness prediction model to perform prediction and obtain the prediction results; Based on Lasso regression, the loss function is constructed by combining the prediction results with the corresponding label data in the label array; The parameters in the flatness prediction model are optimized by minimizing the loss. After the optimization is completed, the trained flatness prediction model is obtained.

9. A road construction engineering vehicle management system, the system being applied to the road construction engineering vehicle management method according to any one of claims 1 to 8, characterized in that: The system comprises a preheating stage control unit, a paving stage control unit, an initial pressure stage control unit, a re-pressure stage control unit and a final pressure stage control unit, wherein: The control unit in the preheating stage is used to perform preheating control and temperature monitoring on the screed plate of the paver, preheat the screed plate to a preset preheating temperature threshold, and perform anti-sticking coating control on the receiving hopper of the paver; The control unit in the paving stage is used to control the paver to pave at a uniform speed according to the preset paving speed, monitor the loose paving thickness in real time, and make height adaptation adjustments to the screed plate when there is an abnormal thickness; The control unit for the initial pressure stage is used to control the initial pressure of the vibratory roller at a uniform speed according to the preset initial pressure speed in a high-frequency and low-amplitude mode, and to monitor the initial pressure temperature; The control unit of the recompacting stage is used to adopt the kneading and rolling mode to control the tire roller to recompact at a uniform speed according to the preset recompacting speed, and select the vibratory roller to control the corner rolling and monitor the recompacting temperature; The final pressure stage control unit is used to control the steel wheel roller to perform uniform final pressure control according to the preset final pressure speed, and to monitor the road surface flatness and adjust the final pressure during the final pressure process.

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