An engineering vehicle management method and system for road construction

Abstract

The embodiments of the present invention relate to the technical field of road construction, and specifically disclose a method and system for engineering vehicle management in road construction. The embodiments of the present invention control and monitor the temperature of the screed of the paver through preheating; control the uniform paving of the paver, and adaptively adjust the height of the screed when there is an abnormal thickness; control the uniform initial compaction of the vibratory roller and monitor the initial compaction temperature; control the uniform double compaction of the pneumatic tyred roller, select the vibratory roller for corner compaction control, and monitor the double compaction temperature; control the uniform final compaction of the steel wheel roller, and during the final compaction process, monitor the pavement smoothness and perform final compaction adjustment processing. It can perform intelligent management in the preheating stage, paving stage, initial compaction stage, double compaction stage and final compaction stage, effectively improve the efficiency of road paving construction, thus effectively guarantee the construction accuracy, avoid error accumulation, and improve the final quality of road paving.

Description

Technical Field

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

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

[0003] In the prior art, the construction management, scheduling arrangement, on-site guidance, and specific operations of road paving construction highly rely on manual execution, lacking necessary intelligent auxiliary means, resulting in low efficiency of road paving construction, and it is difficult to accurately control and guarantee the construction precision, and error accumulation is likely to occur, 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 used in road construction, aiming to solve the problems raised in the background art.

[0005] To achieve the above purpose, the embodiments of the present invention provide the following technical solutions:

[0006] A method for managing engineering vehicles used in road construction, the method specifically includes the following steps:

[0007] Perform preheating control and temperature monitoring on the screed of the paver, preheat the screed to a preset preheating temperature threshold, and perform anti-sticking coating control on the receiving hopper of the paver;

[0008] Perform uniform paving control on the paver according to a preset paving speed, monitor the loose paving thickness in real time, and perform height adaptation adjustment on the screed when the thickness is abnormal;

[0009] Adopt a high-frequency and low-amplitude mode, perform uniform initial compaction control on the vibratory roller according to a preset initial compaction speed, and monitor the initial compaction temperature;

[0010] Adopt a kneading rolling mode, perform uniform recompaction control on the pneumatic tired roller according to a preset recompaction speed, select a vibratory roller for corner rolling control, and monitor the recompaction temperature;

[0011] Perform uniform final compaction control on the steel wheel roller according to a preset final compaction speed, and perform pavement smoothness monitoring and final compaction adjustment processing during the final compaction process.

[0012] An engineering vehicle management system for road construction, the system includes a preheating stage control unit, a paving stage control unit, a first compaction stage control unit, a second compaction stage control unit and a final compaction stage control unit, where:

[0013] The preheating stage control unit is used to control and monitor the temperature of the screed of the paver, preheat the screed to a preset preheating temperature threshold, and control the anti-sticking coating of the receiving hopper of the paver;

[0014] The paving stage control unit is used to control the uniform paving of the paver according to a preset paving speed, monitor the loose paving thickness in real time, and make a height adaptation adjustment to the screed when the thickness is abnormal;

[0015] The first compaction stage control unit is used to adopt a high-frequency and low-amplitude mode, control the uniform first compaction of the vibratory roller according to a preset first compaction speed, and monitor the first compaction temperature;

[0016] The second compaction stage control unit is used to adopt a kneading rolling mode, control the uniform second compaction of the tire roller according to a preset second compaction speed, select a vibratory roller for corner compaction control, and monitor the second compaction temperature;

[0017] The final compaction stage control unit is used to control the uniform final compaction of the steel wheel roller according to a preset final compaction speed, and monitor the pavement flatness and perform final compaction adjustment during the final compaction process.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] In the embodiment of the present invention, the temperature of the screed of the paver is controlled and monitored; the paver is controlled for uniform paving, and when the thickness is abnormal, a height adaptation adjustment is made to the screed; the vibratory roller is controlled for uniform first compaction, and the first compaction temperature is monitored; the tire roller is controlled for uniform second compaction, a vibratory roller is selected for corner compaction control, and the second compaction temperature is monitored; the steel wheel roller is controlled for uniform final compaction, and during the final compaction process, the pavement flatness is monitored and final compaction adjustment is performed. It can perform intelligent management in the preheating stage, paving stage, first compaction stage, second compaction stage and final compaction stage, effectively improve the efficiency of road paving construction, thus effectively ensuring the construction accuracy, avoiding error accumulation, and improving the final quality of road paving. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0021] Figure 1 The flowchart of the method provided by the embodiment of the present invention is shown.

[0022] Figure 2 The flowchart of preheating control and temperature monitoring in the method provided by the embodiment of the present invention is shown.

[0023] Figure 3 The flowchart of uniform paving control in the method provided by the embodiment of the present invention is shown.

[0024] Figure 4 The flowchart of uniform initial compaction control in the method provided by the embodiment of the present invention is shown.

[0025] Figure 5 The flowchart of uniform double compaction control in the method provided by the embodiment of the present invention is shown.

[0026] Figure 6 The flowchart of uniform final compaction control in the method provided by the embodiment of the present invention is shown.

[0027] Figure 7 The application architecture diagram of the system provided by the embodiment of the present invention is shown.

[0028] Figure 8 The structural block diagram of the preheating stage control unit in the system provided by the embodiment of the present invention is shown.

[0029] Figure 9 The structural block diagram of the paving stage control unit in the system provided by the embodiment of the present invention is shown.

[0030] Figure 10 The structural block diagram of the initial compaction stage control unit in the system provided by the embodiment of the present invention is shown. Detailed implementation manners

[0031] In order to make the purpose, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to 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 used to limit the present invention.

[0032] It can be understood that in the prior art, the construction management, scheduling arrangement, on-site guidance and specific operations of road paving construction all highly rely on manual execution, lacking necessary intelligent auxiliary means, resulting in low efficiency of road paving construction, and it is difficult to accurately control and guarantee the construction accuracy, and error accumulation is likely to occur, affecting the final quality of road paving.

[0033] To solve the above problems, in the embodiments of the present invention, preheating control and temperature monitoring are performed on the screed of the paver, the screed is preheated to a preset preheating temperature threshold, and anti-sticking coating control is performed on the receiving hopper of the paver; at a preset paving speed, uniform paving control is performed on the paver, the loose paving thickness is monitored in real time, and when there is an abnormal thickness, height adaptation adjustment is performed on the screed; the high-frequency and low-amplitude mode is adopted, and at a preset initial compaction speed, uniform initial compaction control is performed on the vibratory roller, and initial compaction temperature monitoring is carried out; the kneading and rolling mode is adopted, and at a preset recompaction speed, uniform recompaction control is performed on the pneumatic tire roller, and a vibratory roller is selected for corner compaction control, and recompaction temperature monitoring is carried out; at a preset final compaction speed, uniform final compaction control is performed on the steel wheel roller, and during the final compaction process, road surface flatness monitoring and final compaction adjustment processing are carried out. It is possible to perform intelligent management in the preheating stage, paving stage, initial compaction stage, recompaction stage and final compaction stage, effectively improve the efficiency of road paving construction, thereby effectively ensuring the construction accuracy, avoiding error accumulation, and improving the final quality of road paving.

[0034] Figure 1 The flowchart of the method provided by the embodiment of the present invention is shown.

[0035] Specifically, a method for managing engineering vehicles used in road construction, the method specifically includes the following steps:

[0036] Step S101, perform preheating control and temperature monitoring on the screed of the paver, preheat the screed to a preset preheating temperature threshold, and perform anti-sticking coating control on the receiving hopper of the paver.

[0037] In the embodiments of the present invention, temperature monitoring is performed on the screed of the paver to obtain temperature monitoring data, and then based on the temperature monitoring data, preheating control is performed on the screed of the paver to preheat the screed to a preset preheating temperature threshold, and cleaning control is performed on the receiving hopper of the paver. After the cleaning of the receiving hopper is completed, coating control of a thin-layer release agent or anti-adhesive agent is performed on the receiving hopper of the paver.

[0038] It can be understood that the preheating control can be to preheat the screed 0.5 h to 1 h in advance before paving so that its temperature is not lower than 100 °C.

[0039] Specifically, Figure 2 The flowchart of preheating control and temperature monitoring in the method provided by the embodiment of the present invention is shown.

[0040] Among them, in the preferred embodiment provided by the present invention, the performing preheating control and temperature monitoring on the screed of the paver, preheating the screed to a preset preheating temperature threshold, and performing anti-sticking coating control on the receiving hopper of the paver specifically includes the following steps:

[0041] Step S1011, monitor the temperature of the screed of the paver to obtain temperature monitoring data;

[0042] Step S1012, based on the temperature monitoring data, perform preheating control on the screed of the paver to preheat the screed to a preset preheating temperature threshold;

[0043] Step S1013, perform cleaning control on the hopper of the paver;

[0044] Step S1014, perform anti-sticking coating control on the hopper of the paver.

[0045] Specifically, the step of performing preheating control on the screed of the paver based on the temperature monitoring data to preheat the screed to a preset preheating temperature threshold specifically includes the following sub-steps:

[0046] Several independent heating elements are provided in the screed, and each heating element is equipped with an independent controller;

[0047] Determine the target preheating temperature and obtain the temperature monitoring data of each part of the screed;

[0048] Calculate the power values corresponding to different heating elements according to the difference between the current temperature and the target temperature and the thermal efficiency of the heating elements;

[0049] According to the power values corresponding to different heating elements, use the controller to perform control output on different heating elements;

[0050] When the current temperature of each part of the screed reaches or exceeds the target preheating temperature, stop heating to complete the preheating of the screed.

[0051] In the embodiment of the present invention, by providing several independent heating elements in the screed and each heating element being equipped with an independent controller, the temperature of each part of the screed can be controlled, ensuring the preheating effect of the screed.

[0052] Further, the engineering vehicle management method for road construction further includes the following steps:

[0053] Step S102, perform uniform paving control on the paver at a preset paving speed, monitor the loose paving thickness in real time, and perform height adaptation adjustment on the screed when the thickness is abnormal.

[0054] In an embodiment of the present invention, a paving control signal is generated according to a preset paving speed, and then, according to the paving control signal, the paver is controlled for uniform paving. During the uniform 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 height of the screed is adjusted adaptively.

[0055] Specifically, Figure 3 FIG. shows a flowchart of performing uniform paving control in the method provided by the embodiment of the present invention.

[0056] Among them, in a preferred embodiment provided by the present invention, the steps of controlling the paver for uniform paving according to a preset paving speed, monitoring the loose paving thickness in real time, and adaptively adjusting the height of the screed when there is a thickness abnormality specifically include the following steps:

[0057] Step S1021: Generate a paving control signal according to a preset paving speed;

[0058] Step S1022: Control the paver for uniform paving according to the paving control signal;

[0059] Step S1023: Monitor the loose paving thickness in real time;

[0060] Step S1024: Analyze the monitored loose paving thickness to determine whether there is a thickness abnormality;

[0061] Step S1025: When there is a thickness abnormality, adaptively adjust the height of the screed.

[0062] Specifically, the step of analyzing the monitored loose paving thickness to determine whether there is a thickness abnormality specifically includes the following sub-steps:

[0063] 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;

[0064] If the data volume is sufficient, convert the thickness measurement values into a two-dimensional array;

[0065] Construct an anomaly detection model based on the Isolation Forest model, train the anomaly detection model with the two-dimensional array as the input to learn the normal thickness features, and obtain the trained anomaly detection model;

[0066] Obtain a list of test thickness measurement values, and input it into the trained anomaly detection model for prediction to obtain prediction labels for different thickness measurement values. The prediction labels for different thickness measurement values include normal labels and anomaly labels;

[0067] Identify the index list corresponding to the abnormal thickness value according to the abnormal mark;

[0068] Calculate the relative deviation between the latest thickness value and all abnormal thickness values according to the index list;

[0069] 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 deviation between all abnormal thickness values and the latest thickness value is within the preset range, it is determined that no abnormality is detected.

[0070] In the embodiments of the present invention, the thickness measurement value is usually affected by multiple factors, such as material properties, environmental conditions, construction process, etc. Moreover, the thickness measurement data at the construction site is often affected by various interferences, such as equipment failures, operation errors, etc., resulting in the existence of noise. The present invention adopts the Isolation Forest, a machine learning model. The Isolation Forest model performs excellently in processing high-dimensional data, can find isolated points in the data without being affected by the data distribution, and can effectively process various noises and outliers without being disturbed by a single factor. And by combining historical thickness measurement data, the model can learn the characteristics of normal thickness, thus providing background information when judging new measurement values, and then realizing real-time monitoring and feedback, so as to timely discover possible quality problems and reduce the need for manual intervention.

[0071] Further, the engineering vehicle management method for road construction further includes the following steps:

[0072] Step S103, adopt a high-frequency and low-amplitude mode, and perform uniform initial compaction control on the vibratory roller according to the preset initial compaction speed, and monitor the initial compaction temperature.

[0073] In the embodiments of the present invention, according to the high-frequency and low-amplitude mode and the preset initial compaction speed, an initial compaction control signal is generated, and a vibratory roller is selected, and then the vibratory roller is subjected to uniform initial compaction control according to the initial compaction control signal, and during the uniform initial compaction process, the initial compaction temperature is monitored to ensure that the initial compaction is carried out under high-temperature conditions and the mixture temperature is not lower than 110°C.

[0074] Specifically, Figure 4 The flowchart of performing uniform initial compaction control in the method provided by the embodiments of the present invention is shown.

[0075] Among them, in the preferred embodiment provided by the present invention, the step of adopting a high-frequency and low-amplitude mode, performing uniform initial compaction control on the vibratory roller according to the preset initial compaction speed, and monitoring the initial compaction temperature specifically includes the following steps:

[0076] Step S1031, generate an initial compaction control signal according to the high-frequency and low-amplitude mode and the preset initial compaction speed;

[0077] Step S1032, select a vibratory roller;

[0078] Step S1033, perform uniform initial compaction control on the vibratory roller according to the initial compaction control signal;

[0079] Step S1034, monitor the initial compaction temperature.

[0080] Furthermore, the engineering vehicle management method for road construction further includes the following steps:

[0081] Step S104, adopt a kneading and rolling mode, perform uniform recompaction control on the pneumatic tyred roller according to the preset recompaction speed, select a vibratory roller to perform corner compaction control, and monitor the recompaction temperature.

[0082] In an embodiment of the present invention, according to the kneading and rolling mode and the preset recompaction speed, a recompaction control signal is generated, a pneumatic tyred roller is selected, and then uniform recompaction control is performed on the pneumatic tyred roller according to the recompaction control signal. During the uniform recompaction process, the recompaction temperature is monitored to ensure that during the recompaction process, the temperature of the mixture is not lower than 80°C to ensure good compaction effect. At the same time, a vibratory roller is selected to perform corner compaction control.

[0083] Specifically, Figure 5 shows a flowchart of performing uniform recompaction control in the method provided by the embodiment of the present invention.

[0084] Among them, in the preferred embodiment provided by the present invention, the step of adopting a kneading and rolling mode, performing uniform recompaction control on the pneumatic tyred roller according to the preset recompaction speed, selecting a vibratory roller to perform corner compaction control, and monitoring the recompaction temperature specifically includes the following steps:

[0085] Step S1041, generate a recompaction control signal according to the kneading and rolling mode and the preset recompaction speed;

[0086] Step S1042, select a pneumatic tyred roller;

[0087] Step S1043, perform uniform recompaction control on the pneumatic tyred roller according to the recompaction control signal;

[0088] Step S1044, monitor the recompaction temperature;

[0089] Step S1045, select a vibratory roller to perform corner compaction control.

[0090] Furthermore, the engineering vehicle management method for road construction further includes the following steps:

[0091] Step S105: Perform uniform final compaction control on the steel-wheel roller according to a preset final compaction speed, and during the final compaction process, monitor the pavement evenness and perform final compaction adjustment processing.

[0092] In an embodiment of the present invention, a final compaction control signal is generated according to a preset final compaction speed, a steel-wheel roller is selected, and then, according to the final compaction control signal, uniform final compaction control is performed on the steel-wheel roller. During the final compaction process, the pavement evenness is monitored to obtain evenness monitoring data. By analyzing the evenness monitoring data, it is determined whether vibration adjustment is required. When vibration adjustment is required, adaptive vibration adjustment is performed on the steel-wheel roller to ensure that the pavement can achieve the best surface evenness.

[0093] Specifically, Figure 6 FIG. shows a flowchart of performing uniform final compaction control in the method provided by an embodiment of the present invention.

[0094] Among them, in a preferred embodiment provided by the present invention, the step of performing uniform final compaction control on the steel-wheel roller according to a preset final compaction speed and monitoring the pavement evenness and performing final compaction adjustment processing during the final compaction process specifically includes the following steps:

[0095] Step S1051: Generate a final compaction control signal according to a preset final compaction speed;

[0096] Step S1052: Select a steel-wheel roller;

[0097] Step S1053: Perform uniform final compaction control on the steel-wheel roller according to the final compaction control signal;

[0098] Step S1054: During the final compaction process, monitor the pavement evenness to obtain evenness monitoring data;

[0099] Step S1055: Perform adaptive vibration adjustment on the steel-wheel roller according to the evenness monitoring data.

[0100] Specifically, the step of performing adaptive vibration adjustment on the steel-wheel roller according to the evenness monitoring data specifically includes the following sub-steps:

[0101] Construct an evenness prediction model through a linear regression algorithm and obtain historical evenness monitoring data;

[0102] Convert the historical evenness monitoring data into a time series format and input it into the evenness prediction model for training to obtain a trained evenness prediction model;

[0103] Set a target final compaction speed, an evenness threshold, and a cycle period;

[0104] Start the final compaction operation and obtain the current evenness data in real time;

[0105] Input the current flatness data into the trained flatness prediction model to obtain the predicted flatness value;

[0106] Compare the predicted flatness value with the flatness threshold. If the predicted flatness value is lower than the flatness threshold, it is determined that the road surface condition is poor, and then the target final compaction speed is reduced;

[0107] If the predicted flatness value is higher than the flatness threshold, maintain the current final compaction speed to achieve adaptive vibration adjustment of the steel-wheel roller.

[0108] In the embodiment of the present invention, the linear regression algorithm adopts the least squares method. This linear model is simple and effective and is suitable for simple flatness tasks. Through this linear model, real-time prediction is carried out according to the time series to dynamically adjust the final compaction speed and ensure the final compaction effect. It can not only give feedback according to the current road surface condition, but also make forward-looking adjustments based on historical performance, improve the overall construction efficiency and quality, and make it more intelligent and adaptable when facing complex road surface conditions.

[0109] Specifically, the steps of converting the historical flatness monitoring data into a time series format and inputting it into the flatness prediction model for training to obtain the trained flatness prediction model specifically include the following sub-steps:

[0110] Obtain a multi-dimensional array of historical flatness monitoring data. Each row in the multi-dimensional array represents a data point. The first column is the timestamp, and the second column is the corresponding flatness value;

[0111] Normalize the timestamp;

[0112] Use the normalized timestamp as feature data and form a separate column to form a feature matrix;

[0113] Use the corresponding flatness value as label data to form a label array;

[0114] Expand the normalized timestamp in the feature matrix into polynomial features to obtain a polynomial feature matrix;

[0115] Calculate the attention score for each time point in the polynomial feature matrix;

[0116] Normalize the attention scores of all time points in the polynomial feature matrix using the softmax function to obtain attention weights;

[0117] Weight each feature in the polynomial feature matrix with the attention weights to obtain weighted features;

[0118] Use the weighted features as the input of the flatness prediction model for prediction to obtain the prediction result;

[0119] Based on Lasso regression, a loss function is constructed with the prediction results and the corresponding label data in the label array.

[0120] 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.

[0121] In the embodiment of the present invention, the present invention introduces polynomial features, and the model can capture the non-linear relationship of features, improving the modeling ability for complex data structures. Moreover, the introduction of the regularization term can avoid the overfitting problem that may occur when introducing polynomial features, helping to limit the magnitude of the model coefficients, thereby improving the generalization ability of the model. To understand the importance of the time series features in the data, different importance weights are automatically assigned to different time points according to the dynamic changes in the time series data, which helps the model better understand the long-term dependence of the time series. While ensuring the model is simple enough, it still has good flatness prediction ability.

[0122] Furthermore, Figure 7 The application architecture diagram of the system provided by the embodiment of the present invention is shown.

[0123] Among them, in another preferred embodiment provided by the present invention, an engineering vehicle management system for road construction includes:

[0124] The preheating stage control unit 101 is used to control the preheating and monitor the temperature of the screed of the paver, preheat the screed to a preset preheating temperature threshold, and control the anti-sticking coating of the receiving hopper of the paver.

[0125] In the embodiment of the present invention, the preheating stage control unit 101 monitors the temperature of the screed of the paver, obtains the temperature monitoring data, and then based on the temperature monitoring data, controls the preheating of the screed of the paver, preheats the screed to a preset preheating temperature threshold, and controls the cleaning of the receiving hopper of the paver. After completing the cleaning of the receiving hopper, it controls the coating of a thin layer of release agent or anti-adhesive agent on the receiving hopper of the paver.

[0126] Specifically, Figure 8 The structural block diagram of the preheating stage control unit 101 in the system provided by the embodiment of the present invention is shown.

[0127] Among them, in the preferred embodiment provided by the present invention, the preheating stage control unit 101 specifically includes:

[0128] The temperature monitoring module 1011 is used to monitor the temperature of the screed of the paver and obtain the temperature monitoring data;

[0129] The preheating control module 1012 is configured to perform preheating control on the screed of the paver based on the temperature monitoring data, and preheat the screed to a preset preheating temperature threshold;

[0130] The cleaning control module 1013 is configured to perform cleaning control on the receiving hopper of the paver;

[0131] The coating control module 1014 is configured to perform anti-sticking coating control on the receiving hopper of the paver.

[0132] Furthermore, the engineering vehicle management system for road construction further includes:

[0133] The paving stage control unit 102 is configured to perform uniform paving control on the paver according to a preset paving speed, monitor the loose paving thickness in real time, and perform height adaptation adjustment on the screed when there is an abnormal thickness.

[0134] In the embodiment of the present invention, the paving stage control unit 102 generates a paving control signal according to the preset paving speed, and then performs uniform paving control on the paver according to the paving control signal. During the uniform 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 judged whether there is an abnormal thickness. When there is an abnormal thickness, height adaptation adjustment is performed on the screed.

[0135] Specifically, Figure 9 FIG. shows the structural block diagram of the paving stage control unit 102 in the system provided by the embodiment of the present invention.

[0136] Among them, in the preferred embodiment provided by the present invention, the paving stage control unit 102 specifically includes:

[0137] The paving control signal generation module 1021 is configured to generate a paving control signal according to the preset paving speed;

[0138] The paving control module 1022 is configured to perform uniform paving control on the paver according to the paving control signal;

[0139] The loose paving thickness monitoring module 1023 is configured to monitor the loose paving thickness in real time;

[0140] The thickness abnormality judgment module 1024 is configured to analyze the monitored loose paving thickness to judge whether there is an abnormal thickness;

[0141] The height adjustment module 1025 is configured to perform height adaptation adjustment on the screed when there is an abnormal thickness.

[0142] Furthermore, the engineering vehicle management system for road construction further includes:

[0143] The initial compaction stage control unit 103 is used to perform uniform initial compaction control on the vibratory roller in a high-frequency and low-amplitude mode at a preset initial compaction speed and monitor the initial compaction temperature.

[0144] In an embodiment of the present invention, the initial compaction stage control unit 103 generates an initial compaction control signal according to the high-frequency and low-amplitude mode and the preset initial compaction speed, selects the vibratory roller, and then performs uniform initial compaction control on the vibratory roller according to the initial compaction control signal. During the uniform initial compaction process, the initial compaction temperature is monitored to ensure that the initial compaction is carried out under high-temperature conditions and the mixture temperature is not lower than 110 °C.

[0145] Specifically, Figure 10 The block diagram of the initial compaction stage control unit 103 in the system provided by the embodiment of the present invention is shown.

[0146] Among them, in a preferred embodiment provided by the present invention, the initial compaction stage control unit 103 specifically includes:

[0147] The initial compaction control signal generation module 1031 is used to generate an initial compaction control signal according to the high-frequency and low-amplitude mode and the preset initial compaction speed;

[0148] The vibratory roller selection module 1032 is used to select the vibratory roller;

[0149] The initial compaction control module 1033 is used to perform uniform initial compaction control on the vibratory roller according to the initial compaction control signal;

[0150] The temperature monitoring module 1034 is used to monitor the initial compaction temperature.

[0151] Furthermore, the engineering vehicle management system for road construction further includes:

[0152] The re-compaction stage control unit 104 is used to perform uniform re-compaction control on the tire roller in a kneading and rolling mode at a preset re-compaction speed, select the vibratory roller for corner rolling control, and monitor the re-compaction temperature.

[0153] In an embodiment of the present invention, the re-compaction stage control unit 104 generates a re-compaction control signal according to the kneading and rolling mode and the preset re-compaction speed, selects the tire roller, and then performs uniform re-compaction control on the tire roller according to the re-compaction control signal. During the uniform re-compaction process, the re-compaction temperature is monitored to ensure that during the re-compaction process, the mixture temperature is not lower than 80 °C to ensure good compaction effect. At the same time, the vibratory roller is selected for corner rolling control.

[0154] The final compaction stage control unit 105 is used to perform uniform final compaction control on the steel wheel roller according to a preset final compaction speed, and monitor the pavement smoothness and perform final compaction adjustment processing during the final compaction process.

[0155] In an embodiment of the present invention, the final compaction stage control unit 105 generates a final compaction control signal according to a preset final compaction speed, selects the steel wheel roller, and then performs uniform final compaction control on the steel wheel roller according to the final compaction control signal. During the final compaction process, the pavement smoothness is monitored to obtain smoothness monitoring data. By analyzing the smoothness monitoring data, it is judged whether vibration adjustment is required, and when vibration adjustment is required, adaptive vibration adjustment is performed on the steel wheel roller to ensure that the pavement can achieve the best surface smoothness.

[0156] It should be understood that although the steps in the flowcharts of the embodiments of the present invention are shown in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, at least a part of the steps in each embodiment may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least a part of other steps or sub-steps or stages of other steps.

[0157] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. 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 methods. Among them, any reference to a memory, storage, database, or other medium used in the various embodiments provided in this application can include non-volatile and / or volatile memories. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of 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 (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0158] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0159] The above embodiments merely represent several implementation manners of the present invention. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several modifications and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention should be subject to the appended claims.

[0160] The above is only the preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, and improvements 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 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, the heating is stopped and the screed plate preheating is completed; The method of controlling the paver to pave at a uniform speed according to a 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; When there is abnormal thickness, the screed plate can be adjusted to adapt to the height; 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; 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; Adaptive vibration adjustment of the steel wheel roller is carried out according to the flatness monitoring data; 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 smoothness value is higher than the smoothness threshold, the current final pressure speed is maintained to achieve adaptive vibration adjustment of the steel wheel roller; 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.

2. A method for managing engineering vehicles for road construction according to claim 1, 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.

3. A method for managing engineering vehicles for road construction according to claim 2, 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.

4. A road construction engineering vehicle management system, the system is applied to the road construction engineering vehicle management method according to any one of claims 1 to 3, 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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