Pavement in-situ cold regeneration construction method and system based on PFWD detection

Abstract

The invention discloses a pavement in-situ cold-recycling construction method and system based on PFWD detection, and belongs to the technical field of electric digital data processing, and the method comprises the following steps: carrying out pavement state detection on a to-be-constructed pavement through PFWD to obtain a pavement state comprehensive evaluation value, carrying out matching to obtain a pavement paving initial speed, and executing in-situ cold-recycling construction; analyzing to obtain a demulsification trend index, obtaining a pavement pre-paving height and real-time detection parameters of each real-time detection point, and analyzing to obtain a pavement paving difficulty index; based on the demulsification trend index and the pavement paving difficulty index, carrying out comprehensive analysis to obtain a real-time reference paving speed of the construction material; the real-time laying speed of the construction material is obtained and analyzed with the real-time reference laying speed of the construction material, the real-time spraying speed of the construction material is obtained, the real-time spraying equipment and the real-time spraying speed are adjusted, and the problem that the laying speed of the construction material is not adjusted in time in the prior art is solved.

Description

Technical Field

[0001] The invention relates to the technical field of electrical digital data processing, and in particular to a pavement in-situ cold regeneration construction method and system based on PFWD detection. Background Art

[0002] With the development of road construction technology, the cold-in-situ pavement recycling technology has attracted wide attention due to its advantages of environmental protection and high efficiency. The existing cold-in-situ pavement recycling construction method is realized by analyzing the mechanical parameters of different materials and the proportion of recycled materials.

[0003] For example, the patent application with publication number: CN117010057A discloses a method for cold in-situ pavement recycling based on PFWD detection using a numerical model, which includes: using the PFWD test method to comprehensively evaluate the old cement concrete pavement, obtaining data on multiple performance indicators, and establishing the correlation between the bearing performance indicators based on this, so as to more accurately understand the condition of the old pavement and provide a basis for subsequent gravel transformation. By establishing a numerical model for finite element numerical simulation, a mechanical response analysis of the pavement after gravel transformation is performed, and the pavement structure performance under different conditions is evaluated. At the same time, the mechanical parameters of different materials are analyzed and the recycled material mix ratio design method is determined. Recycled materials and gravel technology are used to effectively utilize old cement concrete resources, reduce the consumption of natural resources, reduce the demand for traditional asphalt, and reduce environmental pollution.

[0004] For example, the invention patent with announcement number: CN116561876B announces a method for designing and calculating asphalt concrete pavement for on-site roads, including: S1. Basic data collection: obtaining the total transportation volume and transportation vehicle data, and calculating the number of vehicle transportations based on the total transportation volume divided by the vehicle load in the transportation vehicle data. The transportation vehicle data includes vehicle load, vehicle axle load, vehicle wheelbase, and number of vehicle axles. The total transportation volume is the total weight required to be transported during the on-site road construction; S2. Calculation of the cumulative number of times the design axle load acts; S3. Verification calculation.

[0005] However, in the process of implementing the technical solution of the invention in the embodiments of the present application, the present application found that the above technology has at least the following technical problems:

[0006] The existing in-situ cold recycling construction system for pavement only considers the mechanical parameters of different materials and the proportion of recycled materials. However, during the construction process in high-altitude and cold areas, the strength formation speed of the cold recycled mixture is not taken into account. Therefore, there is a problem of untimely adjustment of the laying speed of construction materials. Summary of the invention

[0007] The embodiments of the present application solve the problem of untimely adjustment of the laying speed of construction materials in the prior art by providing an in-situ cold regeneration construction method and system for pavement based on PFWD detection, and realize real-time adjustment of the laying speed of construction materials.

[0008] The embodiment of the present application provides a method for in-situ cold regeneration of a pavement based on PFWD detection, comprising the following steps: S1. When a construction equipment control center receives a pavement detection signal, a pavement state detection is performed on the pavement to be constructed through PFWD to obtain a comprehensive evaluation value of the pavement state, thereby matching the initial pavement laying speed, and performing in-situ cold regeneration construction; S2. Environmental parameters and construction material parameters are obtained, and the demulsification tendency index is obtained by analysis, and the real-time detection parameters of the pavement pre-laying height and each real-time detection point are obtained, and the pavement laying difficulty index is obtained by analysis; S3. Based on the demulsification tendency index and the pavement laying difficulty index, a comprehensive analysis is performed to obtain a real-time reference laying speed of the construction material; S4. The real-time laying speed of the construction material is obtained and analyzed with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and the real-time spraying equipment and the real-time spraying speed are adjusted.

[0009] The embodiment of the present application provides a road surface in-situ cold regeneration construction system based on PFWD detection, which includes: a road surface state evaluation module, a construction execution analysis module, a laying speed real-time adjustment module and a real-time spraying adjustment module; wherein the road surface state evaluation module is used to perform road surface state detection on the road surface to be constructed through PFWD after the construction equipment control center receives the road surface detection signal, obtain the comprehensive evaluation value of the road surface state, thereby matching the initial road surface laying speed, and performing in-situ cold regeneration construction; the construction execution analysis module is used to obtain environmental parameters and construction material parameters, analyze and obtain the demulsification tendency index, obtain the road surface pre-laying height and the real-time detection parameters of each real-time detection point, and analyze and obtain the road surface laying difficulty index; the laying speed real-time adjustment module is used to comprehensively analyze and obtain the real-time laying speed of the construction material based on the demulsification tendency index and the road surface laying difficulty index; the real-time spraying adjustment module is used to obtain the real-time laying speed of the construction material and analyze it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and adjust the real-time spraying equipment and the real-time spraying speed.

[0010] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0011] 1. The present invention obtains a laying adjustment coefficient based on the demulsification tendency index and the pavement laying difficulty index analysis, and then adjusts the initial pavement laying speed based on the laying adjustment coefficient and the laying speed adjustment judgment result, thereby realizing dynamic adjustment of the laying speed of construction materials according to the real-time construction status, and effectively solving the problem of untimely adjustment of the laying speed of construction materials in the prior art.

[0012] 2. The in-situ cold regeneration construction method of the pavement based on PFWD detection provided by the present invention obtains the real-time laying speed of the construction material and analyzes it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, so that the spraying speed of the construction material can dynamically match the change of the laying speed, thereby realizing real-time adjustment of the spraying speed of the construction material.

[0013] 3. The present invention obtains the pavement paving difficulty index by acquiring the pavement pre-paving height and the real-time detection parameter analysis of each real-time detection point, and obtains the demulsification tendency index by analyzing the environmental parameters and construction material parameters. Based on the pavement paving difficulty index and the demulsification tendency index, a comprehensive analysis is performed to obtain the paving speed adjustment judgment result and the paving adjustment coefficient, thereby realizing the accurate judgment of the real-time reference paving speed of the construction material.

[0014] 4. By obtaining the reference ratio threshold preset in the database and comparing it with the laying speed adjustment difference, the spraying adjustment ratio value is obtained, and then the current spraying speed of the construction material is adjusted based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction material, thereby achieving the matching of the real-time spraying speed of the construction material with the real-time reference laying speed of the construction material. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A flow chart of a pavement in-situ cold regeneration construction method based on PFWD detection provided in an embodiment of the present application;

[0016] Figure 2 A schematic diagram of the structure of a pavement in-situ cold regeneration construction system based on PFWD detection provided in an embodiment of the present application. DETAILED DESCRIPTION

[0017] The embodiment of the present application solves the problem of untimely adjustment of the laying speed of construction materials in the prior art by providing an in-situ cold regeneration construction method and system for pavement based on PFWD detection, thereby achieving real-time adjustment of the laying speed of construction materials.

[0018] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0019] like Figure 1As shown, it is a flow chart of the on-site cold regeneration construction method of the pavement based on PFWD detection provided by an embodiment of the present application, and the method includes the following steps: S1. When the construction equipment control center receives the pavement detection signal, the pavement state of the construction road is detected by PFWD to obtain a comprehensive evaluation value of the pavement state, thereby matching the initial pavement paving speed, and performing on-site cold regeneration construction; S2. Obtain environmental parameters and construction material parameters, analyze to obtain the demulsification tendency index, obtain the pavement pre-paving height and the real-time detection parameters of each real-time detection point, and analyze to obtain the pavement paving difficulty index; S3. Based on the demulsification tendency index and the pavement paving difficulty index, a comprehensive analysis is performed to obtain the real-time reference paving speed of the construction material; S4. The real-time paving speed of the construction material is obtained and analyzed with the real-time reference paving speed of the construction material to obtain the real-time spraying speed of the construction material, and the real-time spraying equipment and real-time spraying speed are adjusted.

[0020] In this embodiment, it should be noted that the emulsified asphalt material is SBS modified asphalt.

[0021] It should be noted that by detecting the pavement status through PFWD, a comprehensive evaluation value is obtained to match the initial paving speed, ensuring that the speed at the beginning of construction is reasonable, laying a good foundation for subsequent construction. Considering environmental parameters and construction material parameters, the demulsification tendency index is analyzed and obtained, and the paving difficulty index is obtained by combining the pre-paving height of the pavement and real-time detection parameters, so that the construction process can be flexibly adjusted according to actual conditions.

[0022] Based on the comprehensive analysis of the demulsification tendency index and the laying difficulty index, the real-time reference laying speed is obtained, and then compared with the actual laying speed to obtain the real-time spraying speed, so as to achieve dynamic optimization of the construction speed and improve the construction efficiency. The spraying equipment and spraying speed are adjusted in real time to ensure the uniform spraying of the construction materials, so as to avoid the failure to timely supply materials for laying due to the adjustment of the laying speed, which will cause the decline of construction quality.

[0023] By real-time monitoring and analysis of various parameters in the construction process, timely adjustment of construction strategies can be made to avoid construction interruptions or quality problems caused by parameter mismatch, ensure the continuity and stability of the construction process, accurately match the initial paving speed, and reasonably adjust the real-time reference paving speed and spraying speed, thereby reducing construction risks, reducing later maintenance costs, and improving project quality.

[0024] Furthermore, the pavement condition of the road to be constructed is detected by PFWD to obtain a comprehensive evaluation value of the pavement condition. The specific method is as follows: the road to be constructed is divided into several sub-areas, and detection points are arranged at the geometric center points of each sub-area, and marked as each detection point; the pavement condition of the road to be constructed is detected by PFWD to obtain the deflection value, pavement thickness and roadbed modulus of each detection point; the detection reference set preset in the database is obtained, and the detection reference set includes a deflection reference value, a pavement thickness reference value and a roadbed modulus reference value; based on the deflection value, pavement thickness and roadbed modulus of each detection point and performing differential evaluation with the detection reference set, a comprehensive evaluation value of the pavement condition is obtained; the comprehensive evaluation value of the pavement condition is to evaluate the degree of difference between the deflection value, pavement thickness and roadbed modulus of each detection point and the average level of the deflection value, the average level of the pavement thickness and the average level of the roadbed modulus of the detection point, and introduce the corresponding influence coefficient for coupling to obtain the comprehensive evaluation value of the pavement condition.

[0025] In this embodiment, the road surface to be constructed is divided into several sub-areas, and detection points are arranged at the geometric center points of each sub-area, which can cover the construction road surface more comprehensively and make the detection results more representative and accurate. The deflection value, road surface thickness and roadbed modulus of each detection point are detected by PFWD, which reflects the bearing capacity, structural integrity and deformation characteristics of the road surface from different angles, and provides comprehensive road surface state information for the formulation of subsequent construction plans. Based on the deflection value, road surface thickness and roadbed modulus of each detection point, a differentiated evaluation is carried out, which can accurately identify the difference in road surface state and provide a scientific basis for the adjustment of construction parameters in different areas. By introducing the corresponding influence coefficient, the difference between the parameters of each detection point and the average level is combined to obtain a comprehensive evaluation value of the road surface state, which provides a quantitative basis for the construction equipment control center to match the initial speed of road paving, making the construction more targeted and reasonable, avoiding construction repetitions and quality defects caused by improper initial condition setting, thereby improving the overall construction efficiency and quality.

[0026] By analyzing the deflection value, pavement thickness and subgrade modulus of each test point, a comprehensive evaluation value of the pavement condition is obtained, which takes into account the mutual influence relationship between these parameters. For example, the larger the subgrade modulus, the stiffer the subgrade material and the stronger its deformation resistance. Therefore, under the same load, the deflection value will be smaller. A thicker pavement layer can better distribute and buffer the load, reduce the pressure on the subgrade, and thus reduce the deflection value. The subgrade modulus and pavement thickness jointly determine the bearing capacity of the pavement structure. A high modulus subgrade can reduce the deformation of the subgrade, while sufficient pavement thickness can further disperse the load and protect the subgrade.

[0027] The comprehensive evaluation value of the road surface condition is obtained by:

[0028]

[0029] Where LZ represents the comprehensive evaluation value of road surface condition, LC i represents the deflection value of the i-th detection point, τLC represents the deflection reference value, i represents the number of the detection point, i=1,2,...,i max ,i max Indicates the total number of detection points, LD i represents the road thickness at the i-th detection point, τLD represents the reference value of road thickness, and LM i The subgrade modulus at the i-th detection point, τLM represents the reference value of the subgrade modulus, Indicates the average level of deflection value at the detection point, Indicates the average pavement thickness at the detection point, Indicates the average level of subgrade modulus at the detection point, α 1 Denotes the deflection value influencing factor, α 2 represents the pavement thickness influencing factor, α 3 Represents the influencing factor of roadbed modulus.

[0030] It should be noted that the deflection value influencing factor, pavement thickness influencing factor and subgrade modulus influencing factor can be obtained from a database. For example, the deflection value influencing factor can be obtained by obtaining the historical deflection values ​​stored in the database, and the deflection value influencing factors corresponding to the historical deflection values, thereby constructing a deflection value mapping set, wherein there is a one-to-one or many-to-one correspondence in the mapping set, and the deflection value influencing factor can be obtained by inputting the deflection value data to be used into the deflection value mapping set. Other influencing factors such as pavement thickness influencing factor and subgrade modulus influencing factor can also be obtained through the mapping set, wherein the pavement thickness influencing factor corresponds to the pavement thickness mapping set, and the subgrade modulus influencing factor corresponds to the subgrade modulus mapping set.

[0031] Furthermore, the initial speed of pavement paving is obtained by matching, and the specific steps include: obtaining the pavement condition comprehensive evaluation value intervals preset in the database and the pavement paving reference speeds corresponding to the pavement condition comprehensive evaluation value intervals, and comparing them with the pavement condition comprehensive evaluation value; if the pavement condition comprehensive evaluation value is within a preset pavement condition comprehensive evaluation value interval, then obtaining the pavement paving reference speed corresponding to the interval as the initial speed of pavement paving.

[0032] In this embodiment, by obtaining the preset comprehensive evaluation value interval of the road surface state and the corresponding reference speed for road paving from the database, it is possible to quickly match the appropriate initial speed for road paving, reduce the time for manual experience judgment, and improve construction efficiency. Matching based on the preset evaluation value interval and reference speed in the database makes the determination of the initial speed more scientific and reasonable, avoiding interference from human factors.

[0033] Through the preset multiple road condition comprehensive evaluation value intervals and corresponding reference speeds in the database, it can adapt to the construction needs of different road conditions and ensure that the appropriate initial speed can be matched under various conditions. Reasonable initial speed of pavement paving helps to ensure the stability and continuity of the construction process, avoid construction quality problems caused by improper initial speed, and improve the overall construction quality.

[0034] Furthermore, environmental parameters and construction material parameters are obtained, and the demulsification tendency index is obtained through analysis. The specific steps include: obtaining environmental parameters and construction material parameters; environmental parameters include construction environment temperature and construction environment humidity; construction material parameters include emulsified asphalt temperature, slow-setting cement humidity, composite mineral powder density and RAP material concentration; obtaining a preset environmental parameter reference set in the database, the environmental parameter reference set includes a construction environment reference temperature and a construction environment reference humidity; performing a difference degree analysis based on the environmental parameters and the environmental parameter reference set to obtain environmental change influencing factors; obtaining a preset demulsification tendency reference set in the database, the demulsification tendency The demulsification trend reference set includes the reference temperature of emulsified asphalt, the reference humidity of retarding cement, the reference value of composite mineral powder density and the reference value of RAP material concentration; a differentiated evaluation is performed based on the construction material parameters and the demulsification trend reference set, and combined with the influencing factors of environmental changes to obtain the demulsification trend index; the demulsification trend index is used to differentiate the emulsified asphalt temperature, retarding cement humidity, composite mineral powder density and RAP material concentration with the emulsified asphalt reference temperature, retarding cement reference humidity, composite mineral powder density reference value and RAP material concentration reference value, combine the influencing factors of environmental changes, and introduce the influence coefficient for coupling to obtain the demulsification trend index.

[0035] In this embodiment, it should be noted that the slow-setting cement moisture is slow-setting PO 42.5 cement moisture. The construction environment temperature can be measured by a temperature sensor, and the construction environment humidity can be measured by a humidity sensor.

[0036] The temperature of emulsified asphalt can be measured by a temperature sensor, the humidity of slow-setting cement can be measured by a moisture content meter, the density of composite mineral powder can be measured by the mineral powder rapid feeding device components in the construction equipment, and the concentration of RAP material can be measured by a thermogravimetric analyzer.

[0037] The influencing factors of environmental changes are obtained by:

[0038]

[0039] In the formula, HJ represents the environmental change influencing factor, HW represents the construction environment temperature, τHW represents the construction environment reference temperature, HS represents the construction environment humidity, τHS represents the construction environment reference humidity, σ 1 represents the construction environment temperature influence factor, σ 2Represents the influencing factor of construction environment humidity.

[0040] It should be noted that the construction environment temperature influencing factor and the construction environment humidity influencing factor can be obtained through the database. For example, the construction environment temperature influencing factor can be obtained by obtaining the historical construction environment temperature stored in the database, and the construction environment temperature influencing factor corresponding to the historical construction environment temperature, thereby constructing a construction environment temperature mapping set, wherein there is a one-to-one or many-to-one correspondence in the mapping set. The construction environment temperature influencing factor can be obtained by inputting the construction environment temperature data to be used into the construction environment temperature mapping set. The method for obtaining the construction environment humidity influencing factor is the same as the method for obtaining the construction environment temperature influencing factor, and can also be matched in the corresponding mapping set, wherein the construction environment humidity influencing factor corresponds to the construction environment humidity mapping set.

[0041] The environmental change influencing factors are obtained by analyzing the construction environment temperature and construction environment humidity. This is based on the impact of the construction environment temperature and construction environment humidity on the construction materials. The construction environment temperature will affect the emulsification speed of emulsified asphalt. The higher the temperature, the faster the emulsification speed. The construction environment humidity will affect the evaporation and loss of water in the construction materials, and therefore will affect the humidity of the construction materials. The higher the construction environment humidity, the higher the humidity of the construction materials and the slower the emulsification speed.

[0042] By analyzing the emulsified asphalt temperature, slow-setting cement humidity, composite mineral powder density and RAP material concentration, and combining the environmental change influencing factors to obtain the demulsification tendency index, the mutual influence relationship between these parameters is taken into account. For example, the increase in the temperature of emulsified asphalt will accelerate the evaporation and diffusion of water, reduce the humidity of slow-setting cement, thereby affecting the hydration reaction rate of cement, and then affecting the demulsification process of emulsified asphalt. Temperature changes will affect the density of composite mineral powder. High temperature will expand the air between mineral powder particles, resulting in a decrease in density, thereby changing the filling performance of mineral powder in the mixture and affecting the demulsification and stability of emulsified asphalt. The increase in temperature will reduce the viscosity of RAP material and enhance its fluidity, which will affect the interaction between RAP material and emulsified asphalt and accelerate the demulsification speed of emulsified asphalt. The change in humidity of slow-setting cement will affect its binding performance with composite mineral powder. When the humidity is high, the fluidity of cement paste increases, which will make the composite mineral powder particles disperse more evenly, change the porosity and density of the mixture, and then affect the demulsification environment of emulsified asphalt. The slow-setting cement with high humidity will increase the moisture content in the mixture, dilute the asphalt in the RAP material, change the ratio and interaction between the RAP material and the emulsified asphalt, and affect the demulsification trend of the emulsified asphalt. The high density of the composite mineral powder will play a more skeletal supporting role in the mixture, reduce the contact and fusion between the RAP material particles, and thus affect the adsorption and demulsification of the emulsified asphalt on the surface of the RAP material. Combined with the environmental change impact factor, the larger the environmental impact, the more unstable it is, so the greater the impact on the demulsification trend, and the easier it is to cause demulsification.

[0043] As the temperature of emulsified asphalt increases, the demulsification speed of emulsified asphalt increases, because high temperature accelerates the evaporation of water and molecular movement in emulsified asphalt, which reduces the performance of the emulsifier, resulting in enhanced interaction between asphalt particles and an increase in the demulsification tendency index. As the humidity of retarding cement increases, the demulsification tendency index decreases. High-density composite mineral powder particles can provide more surface area, absorb more emulsified asphalt and water, and promote the demulsification of emulsified asphalt. As the concentration of RAP material increases, the amount of emulsified asphalt adsorbed on its surface increases. Due to the absorption effect of the surface of RAP material, the demulsification of emulsified asphalt will be accelerated, resulting in an increase in the demulsification tendency index.

[0044] The larger the demulsification tendency index is, the easier it is for the emulsified asphalt to demulsify and the worse the stability of the material. The demulsification tendency index reflects the trend of the emulsified asphalt to change to the demulsified state. The larger the index is, the lower the stability of the emulsified asphalt is, and the easier it is to demulsify under external conditions. In road construction, emulsified asphalt usually needs to be sprayed and used before demulsification. At this time, the emulsified asphalt is in a stable emulsified state, has good fluidity and adhesion, can be evenly covered on the road surface, and fully combined with aggregates and other materials. If used after demulsification, the bonding performance and construction effect of the emulsified asphalt will be greatly affected, and the expected road construction quality cannot be achieved.

[0045] The demulsification tendency index is obtained by:

[0046]

[0047] Where, PR represents the demulsification tendency index, HJ represents the environmental change influencing factor, PW represents the emulsified asphalt temperature, τPW represents the emulsified asphalt reference temperature, PS represents the retarding cement humidity, τPS represents the retarding cement reference humidity, PM represents the composite mineral powder density, τPM represents the composite mineral powder density reference value, PD represents the RAP material concentration, τPD represents the RAP material concentration reference value, β 1 represents the temperature influence factor of emulsified asphalt, β 2 represents the humidity influence factor of slow-setting cement, β 3 Indicates the influence factor of composite mineral powder density, β 4 Represents the influencing factor of RAP material concentration.

[0048] The emulsified asphalt temperature influencing factor, the retarding cement humidity influencing factor, the composite mineral powder density influencing factor and the RAP material concentration influencing factor can be obtained from the database. For example, the emulsified asphalt temperature influencing factor can be obtained by obtaining the historical emulsified asphalt temperature stored in the database, and the emulsified asphalt temperature influencing factor corresponding to the historical emulsified asphalt temperature, thereby constructing an emulsified asphalt temperature mapping set, wherein there is a one-to-one or many-to-one correspondence in the mapping set. The emulsified asphalt temperature influencing factor can be obtained by inputting the emulsified asphalt temperature data to be used into the emulsified asphalt temperature mapping set. The acquisition method of the retarding cement humidity influencing factor, the composite mineral powder density influencing factor and the RAP material concentration influencing factor is the same as the acquisition method of the emulsified asphalt temperature influencing factor, and can all be matched in the corresponding mapping set, wherein the retarding cement humidity influencing factor corresponds to the retarding cement humidity mapping set, the composite mineral powder density influencing factor corresponds to the composite mineral powder density mapping set, and the RAP material concentration influencing factor corresponds to the RAP material concentration mapping set.

[0049] By comprehensively analyzing environmental parameters (including construction environment temperature and construction environment humidity) to obtain environmental change influencing factors, and based on environmental change influencing factors and construction material parameters to obtain demulsification trend index, the demulsification trend of emulsified asphalt can be predicted more accurately, thus providing a basis for adjusting the spraying and paving speed of construction materials. By analyzing various factors such as construction environment temperature, humidity, emulsified asphalt temperature, slow-setting cement humidity, etc., the construction process can better adapt to different environmental and material conditions, and improve the versatility and flexibility of the construction method. The environmental parameter reference set and demulsification trend reference set in the database are introduced. Through comparative analysis and influence coefficients, the determination of construction parameters is more scientific and reasonable, reducing the uncertainty of human experience judgment, helping to avoid construction quality problems caused by premature or late demulsification of emulsified asphalt, and reducing construction risks and the probability of later pavement diseases.

[0050] Furthermore, the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point are obtained, and the road surface paving difficulty index is obtained by analysis. The specific steps include: obtaining the detection points of the construction block where the construction equipment is located in the real-time position, and marking them as real-time detection points; obtaining the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, the real-time detection parameters of each real-time detection point include the deflection value and the roadbed modulus of each real-time detection point; obtaining the paving height reference value preset in the database, and performing a difference degree analysis with the pre-paving height of the road surface, and combining the real-time detection parameters of each real-time detection point to obtain the road surface paving difficulty index; the road surface paving difficulty index is to perform a difference degree analysis between the paving height reference value and the pre-paving height of the road surface, combining the difference degree between the real-time detection parameters of each real-time detection point and the real-time detection average level of the real-time detection point, and introducing the influencing factor and then coupling it to obtain the road surface paving difficulty index.

[0051] In this embodiment, the pre-paving height of the road surface can be obtained from the construction log.

[0052] By comparing and analyzing the paving height reference value with the pre-paving height of the pavement, and combining the deflection value and roadbed modulus of the real-time detection point for comprehensive calculation, the pavement paving difficulty index in different areas can be quantified, and then the construction parameters can be optimized to improve the construction adaptability. By introducing influencing factors to correct the construction data of each real-time detection point, it is ensured that the calculated pavement paving difficulty index is more reasonable and stable, so that the construction plan can be dynamically adjusted based on accurate pavement status information during the construction process, thereby improving construction quality, reducing construction errors, and improving construction efficiency.

[0053] The pavement pre-paving height and the real-time detection parameters of each real-time detection point are used to obtain the pavement paving difficulty index, which takes into account the mutual influence relationship between these parameters. For example, the higher the pavement pre-paving height, the more construction materials are required for paving, the higher the pavement paving difficulty, the larger the deflection value of each real-time detection point and the smaller the roadbed modulus, which indicates that the pavement condition at the real-time detection point is worse. Therefore, the higher the pavement paving difficulty, the worse the pavement, the greater the deflection value will be during pavement detection, the worse the pavement, the worse the roadbed quality, and the smaller the corresponding roadbed modulus will be.

[0054] It should be noted that the specific method for obtaining the road paving difficulty index is as follows:

[0055]

[0056] In the formula, LP represents the difficulty index of road paving, LC j represents the deflection value of the jth real-time detection point, τLC represents the deflection reference value, j represents the number of the real-time detection point, j = 1, 2, ..., j max , j max Indicates the total number of real-time detection points, LD j represents the road thickness at the jth real-time detection point, τLD represents the reference value of road thickness, and LM j The subgrade modulus of the jth real-time detection point, τLM represents the reference value of the subgrade modulus, Indicates the average level of deflection value at the real-time detection point. Indicates the average road thickness level at the real-time detection point. Indicates the average level of subgrade modulus at the real-time detection point, α 4 Indicates the influencing factor of laying deflection value, α 5 represents the influence factor of the pavement thickness, α 6 Represents the influencing factor of the paved roadbed modulus.

[0057] The influencing factors of the paved deflection value, the influencing factors of the paved pavement thickness and the influencing factors of the paved roadbed modulus can be obtained from the database. For example, the influencing factors of the paved deflection value can be obtained by obtaining the historical paved deflection values ​​stored in the database, and the paved deflection value influencing factors corresponding to the historical paved deflection values, thereby constructing a paved deflection value mapping set, wherein there is a one-to-one or many-to-one correspondence in the mapping set, and the paved deflection value influencing factors can be obtained by inputting the paved deflection value data to be used into the paved deflection value mapping set. Other influencing factors such as the influencing factors of the paved pavement thickness and the influencing factors of the paved roadbed modulus can also be obtained through the mapping set, wherein the influencing factors of the paved pavement thickness correspond to the paved pavement thickness mapping set, and the influencing factors of the paved roadbed modulus correspond to the paved roadbed modulus mapping set.

[0058] Furthermore, based on the demulsification tendency index and the pavement paving difficulty index, a comprehensive analysis is performed to obtain a real-time reference paving speed of the construction materials, and the specific steps include: obtaining a demulsification tendency index threshold preset in the database and comparing it with the demulsification tendency index, obtaining a pavement paving difficulty threshold and comparing it with the pavement paving difficulty index, thereby obtaining a paving speed adjustment judgment result; the paving speed adjustment judgment result includes a first paving speed adjustment result, a second paving speed adjustment result and a third paving speed adjustment result; based on the analysis of the paving speed adjustment judgment result, a real-time reference paving speed of the construction materials is obtained; if the demulsification tendency index is above the demulsification tendency index threshold, and the pavement paving difficulty index is less than the pavement paving difficulty threshold, then the paving speed adjustment judgment result is the first paving speed adjustment result; if the demulsification tendency index is less than the demulsification tendency index threshold, and the pavement paving difficulty index is above the pavement paving difficulty threshold, then the paving speed adjustment judgment result is the second paving speed adjustment result; otherwise, the paving speed adjustment judgment result is the third paving speed adjustment result.

[0059] In this embodiment, a real-time reference paving speed of construction materials is obtained through comprehensive analysis based on the demulsification tendency index and the pavement paving difficulty index. This can combine the real-time changes in the construction environment and material status to achieve precise control of the construction speed and avoid fluctuations in construction quality due to changes in environmental conditions or material properties.

[0060] Through classification processing of the paving speed adjustment judgment results, that is, obtaining the demulsification tendency index threshold preset in the database and comparing it with the demulsification tendency index, obtaining the pavement paving difficulty threshold and comparing it with the pavement paving difficulty index, the paving speed adjustment judgment result is obtained, and different paving speed adjustment strategies are matched to ensure that the construction speed can match the demulsification characteristics of the material and adapt to the paving difficulty of different road sections, thereby improving the construction adaptability and construction quality.

[0061] Furthermore, based on the analysis of the paving speed adjustment judgment result, the real-time reference paving speed of the construction material is obtained. The specific method is as follows: based on the demulsification tendency index and the pavement paving difficulty index, the demulsification tendency index threshold and the pavement paving difficulty threshold are coupled to analyze to obtain the paving adjustment coefficient; based on the paving speed adjustment judgment result, if the paving speed adjustment judgment result is the first paving speed adjustment result, then based on the paving adjustment coefficient, the pavement paving initial speed is adjusted upward to obtain the first reference paving speed; if the paving speed adjustment judgment result is the second paving speed adjustment result, then based on the paving adjustment coefficient, the pavement paving initial speed is adjusted downward to obtain the second reference paving speed; if the paving speed adjustment judgment result is the second paving speed adjustment result, then the pavement paving initial speed is adjusted downward to obtain the second reference paving speed; Assuming that the speed adjustment determination result is the third adjustment result of the paving speed, then based on the demulsification tendency index and the pavement paving difficulty index, compare with the demulsification tendency index threshold and the pavement paving difficulty threshold to obtain the adjustment direction determination result; based on the adjustment direction determination result, if the adjustment direction determination result is an upward adjustment, the third reference paving speed is obtained; if the adjustment direction determination result is a downward adjustment, the fourth reference paving speed is obtained; the first reference paving speed, the second reference paving speed, the third reference paving speed and the fourth reference paving speed are jointly marked as the reference paving speed; a proportional analysis is performed based on the initial pavement paving speed and the reference paving speed to obtain the real-time reference paving speed of the construction material.

[0062] In this embodiment, a proportional analysis is performed based on the initial pavement paving speed and the reference paving speed to obtain the real-time reference paving speed of the construction material. The specific method is: V σ =σ a *V 0 +σ b *V ca ; Where V σ Represents the real-time reference laying speed of construction materials, V 0 Indicates the initial speed of road paving, V ca represents the reference laying speed, σ a represents the initial speed influence factor of pavement paving, σ b Represents the reference laying speed influencing factor.

[0063] The pavement paving initial speed influence factor and the reference pavement paving speed influence factor can be obtained from a database. For example, the pavement paving initial speed influence factor can be obtained by obtaining the historical pavement paving initial speed stored in the database, and the pavement paving initial speed influence factor corresponding to the historical pavement paving initial speed, thereby constructing a pavement paving initial speed mapping set, wherein there is a one-to-one or many-to-one correspondence in the mapping set, and the pavement paving initial speed influence factor can be obtained by inputting the pavement paving initial speed data to be used into the pavement paving initial speed mapping set. The reference paving speed influence factor is obtained in the same manner as the pavement paving initial speed influence factor, and can also be obtained by matching in the corresponding mapping set, wherein the reference paving speed influence factor corresponds to the reference paving speed mapping set.

[0064] By coupling the demulsification tendency index and the pavement paving difficulty index with their thresholds, the paving adjustment coefficient is obtained, which realizes the intelligent adjustment of the construction speed, can adapt to different construction environments and material conditions, and improve the stability of construction quality. By adjusting the initial pavement paving speed upward or downward based on the paving speed adjustment judgment result, it can ensure that the construction speed accurately matches the construction conditions, avoid uneven material paving or insufficient rolling density due to too fast or too slow paving speed, and thus improve the construction effect.

[0065] Through the adjustment direction judgment mechanism, when the paving speed adjustment judgment result is the third adjustment result, the adjustment direction of the construction speed is dynamically determined by comprehensively analyzing the relationship between the demulsification tendency index and the pavement paving difficulty index and its threshold, thereby improving the rationality of the construction parameter adjustment and the construction adaptability.

[0066] By jointly marking multiple reference paving speeds and combining them with the initial pavement paving speed for proportional analysis, the error in the construction speed adjustment process can be effectively reduced, making the construction speed adjustment more scientific and accurate, ensuring the uniform quality of material laying during the construction process, and improving construction efficiency and stability.

[0067] It should be noted that the paving adjustment coefficient is obtained based on the coupling analysis of the demulsification tendency index and the pavement paving difficulty index with the demulsification tendency index threshold and the pavement paving difficulty threshold. The specific method is: subtract the demulsification tendency index threshold from the demulsification tendency index to obtain the demulsification tendency difference, and then divide the demulsification tendency difference by the demulsification tendency index threshold to obtain the demulsification tendency difference ratio; subtract the pavement paving difficulty threshold from the pavement paving difficulty index to obtain the pavement paving difficulty difference, and then divide the pavement paving difficulty difference by the pavement paving difficulty threshold to obtain the pavement paving difficulty difference ratio; obtain each demulsification tendency difference ratio interval preset in the database and each demulsification tendency difference The demulsification trend impact assessment coefficient corresponding to the ratio interval, if the demulsification trend difference ratio is within a certain demulsification trend difference ratio interval, then obtain the demulsification trend impact assessment coefficient corresponding to the interval; obtain the pavement paving difficulty difference ratio intervals preset in the database and the pavement paving difficulty impact assessment coefficients corresponding to the pavement paving difficulty difference ratio intervals, if the pavement paving difficulty difference ratio is within a certain pavement paving difficulty difference ratio interval, then obtain the pavement paving difficulty impact assessment coefficient corresponding to the interval; take the average of the demulsification trend impact assessment coefficient and the pavement paving difficulty impact assessment coefficient, take the absolute value, and obtain the paving adjustment coefficient. What is needed is that the demulsification trend impact assessment coefficient and the pavement paving difficulty impact assessment coefficient have been pre-processed before the analysis to obtain the paving adjustment coefficient (including data de-unitization and data dimension conversion, that is, the demulsification trend impact assessment coefficient and the pavement paving difficulty impact assessment coefficient are processed into the same dimension), so here the analysis to obtain the paving adjustment coefficient only needs numerical calculation.

[0068] If the paving speed adjustment judgment result is the third paving speed adjustment result, then the demulsification tendency index and the pavement paving difficulty index are compared with the demulsification tendency index threshold and the pavement paving difficulty threshold to obtain the adjustment direction judgment result. The specific method is:

[0069] The numerical value of the demulsification tendency impact assessment coefficient is compared with the numerical value of the road paving difficulty impact assessment coefficient. If the numerical value of the demulsification tendency impact assessment coefficient is greater than the numerical value of the road paving difficulty impact assessment coefficient, the adjustment direction determination result is upward adjustment, and the third reference paving speed is obtained. If the numerical value of the demulsification tendency impact assessment coefficient is less than the numerical value of the road paving difficulty impact assessment coefficient, the adjustment direction determination result is downward adjustment, and the fourth reference paving speed is obtained.

[0070] It should also be noted that if the paving speed adjustment determination result is the first paving speed adjustment result, the initial pavement paving speed is adjusted upward based on the paving adjustment coefficient to obtain the first reference paving speed. The specific method is: V c1 =V 0 *(1+r); where Vc1 represents the first reference laying speed, V 0 represents the initial speed of pavement paving, and r represents the paving adjustment coefficient.

[0071] The initial pavement paving speed is adjusted downward based on the paving adjustment coefficient to obtain the second reference paving speed. The specific method is: V c2 =V 0 *(1-r); where V c2 represents the second reference laying speed, V 0 represents the initial speed of pavement paving, and r represents the paving adjustment coefficient. Because r is a negative number, it is adjusted downward.

[0072] If the adjustment direction is determined to be upward, the third reference paving speed is obtained. The specific method is: V c3 =V 0 *(1+r); where V c3 represents the third reference laying speed, V 0 represents the initial speed of pavement paving, and r represents the paving adjustment coefficient.

[0073] If the adjustment direction is determined to be downward adjustment, the fourth reference paving speed is obtained. The specific method is: V c4 =V 0 *(1-r); where V c4 represents the fourth reference laying speed, V 0 represents the initial speed of pavement paving, and r represents the paving adjustment coefficient. Because r is a negative number, it is adjusted downward.

[0074] It should also be noted that the laying adjustment coefficient has different values ​​under different laying speed adjustment judgment results.

[0075] Furthermore, the real-time laying speed of the construction materials is obtained and analyzed with the real-time reference laying speed of the construction materials to obtain the real-time spraying speed of the construction materials. The specific steps include: obtaining the real-time laying speed of the construction materials, and performing a differentiated comparison with the real-time reference laying speed of the construction materials to obtain a laying speed adjustment difference; obtaining a laying speed adjustment threshold preset in the database, and comparing it with the laying speed adjustment difference to obtain a real-time spraying adjustment judgment result. If the laying speed adjustment difference is greater than the laying speed adjustment threshold, the real-time spraying adjustment judgment result is to execute the real-time spraying speed adjustment; if the laying speed adjustment difference is below the laying speed adjustment threshold, the real-time spraying adjustment judgment result is not to execute the real-time spraying speed adjustment; if the real-time spraying adjustment judgment result is to execute the real-time spraying speed adjustment, then a difference degree analysis is performed based on the laying speed adjustment difference to obtain the real-time spraying speed of the construction materials.

[0076] In this embodiment, by acquiring the laying speed of construction materials in real time and making a differentiated comparison with the real-time reference laying speed of construction materials, it is possible to promptly discover laying speed deviations caused by environmental changes or equipment status fluctuations during the construction process, thereby ensuring the dynamic adaptability of the construction process.

[0077] By calculating the paving speed adjustment difference and comparing it with the paving speed adjustment threshold preset in the database, intelligent judgment of the spraying speed adjustment is achieved, which can avoid unnecessary adjustments caused by minor errors and improve the stability and accuracy of construction control.

[0078] The real-time spraying adjustment judgment mechanism is adopted to ensure that the spraying speed adjustment is performed only when the paving speed adjustment difference exceeds the set threshold, which can not only optimize the uniformity of material spraying, but also reduce unnecessary spraying adjustments, improve the utilization rate of construction materials, and reduce construction costs. By analyzing the degree of difference based on the paving speed adjustment difference and accurately calculating the real-time spraying speed of construction materials, the construction conditions can be dynamically matched to ensure uniform spraying of emulsified asphalt, improve the bonding strength and construction quality of the cold recycled layer, and effectively improve the durability and overall performance of pavement construction.

[0079] Furthermore, a difference degree analysis is performed based on the laying speed adjustment difference to obtain the real-time spraying speed of the construction material. The specific method is: obtain the reference proportion threshold preset in the database and the current spraying speed of the construction material; compare the difference degree based on the laying speed adjustment difference and the reference proportion threshold, and map them with the database to obtain the spraying adjustment proportion value; based on the real-time laying speed of the construction material, compare it with the real-time reference laying speed of the construction material, if the real-time laying speed of the construction material is above the real-time reference laying speed of the construction material, then adjust the current spraying speed of the construction material downward based on the spraying adjustment proportion value to obtain the real-time spraying speed of the construction material; if the real-time laying speed of the construction material is less than the real-time reference laying speed of the construction material, then adjust the current spraying speed of the construction material upward based on the spraying adjustment proportion value to obtain the real-time spraying speed of the construction material.

[0080] In this embodiment, by obtaining the reference ratio threshold value preset in the database and analyzing it in combination with the current spraying speed of the construction material, it is ensured that the spraying adjustment is based on accurate data calculation rather than empirical judgment, making the spraying control more scientific and reasonable. By comparing the difference between the paving speed adjustment difference and the reference ratio threshold value and calculating the spraying adjustment ratio value, the adjustment range of the spraying speed of the construction material can be quantified, ensuring that the spraying amount of the emulsified asphalt can be accurately matched with the change of the construction speed, improving the material utilization rate and reducing construction waste.

[0081] By performing proportional analysis based on the current spraying speed of the construction material and the reference spraying execution speed, the real-time spraying speed of the construction material is dynamically calculated to ensure that the emulsified asphalt spraying amount during the construction process is always in the optimal state. Even when the construction environment or equipment status changes, the spraying strategy can be automatically adjusted to avoid problems such as excessive or insufficient local spraying, thereby improving construction quality and road durability.

[0082] It should be noted that the spraying adjustment ratio value is obtained by comparing the degree of difference between the paving speed adjustment difference and the reference proportion threshold and mapping them with the database. The specific method is: after difference processing based on the paving speed adjustment difference and the reference proportion threshold, the difference is divided by the reference proportion threshold to obtain the reference proportion threshold coefficient, and the reference proportion threshold coefficient intervals preset in the database and the spraying reference adjustment ratio values ​​corresponding to the reference proportion threshold coefficient intervals are obtained, and compared with the reference proportion threshold coefficient. If the reference proportion threshold coefficient is within a certain reference proportion threshold coefficient interval, the spraying reference adjustment ratio value corresponding to the interval is obtained as the spraying adjustment ratio value.

[0083] It should also be noted that if the real-time laying speed of the construction material is above the real-time reference laying speed of the construction material, the current spraying speed of the construction material is adjusted downward based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction material, for example: V p1 =V p0 *(1-r p );Wherein, V p1 Indicates the real-time spraying speed of construction materials, V p0 Indicates the current spraying speed of the construction material, r p Indicates the spraying adjustment ratio value.

[0084] If the real-time laying speed of the construction material is less than the real-time reference laying speed of the construction material, the current spraying speed of the construction material is adjusted upward based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction material, for example: V p1 =V p0 *(1+r p );Wherein, V p1 Indicates the real-time spraying speed of construction materials, V p0 Indicates the current spraying speed of the construction material, r p Indicates the spraying adjustment ratio value.

[0085] like Figure 2As shown, it is a structural schematic diagram of the in-situ cold regeneration construction system of the pavement based on PFWD detection provided by the embodiment of the present application. The in-situ cold regeneration construction system of the pavement based on PFWD detection provided by the embodiment of the present application includes: a pavement state evaluation module, a construction execution analysis module, a paving speed real-time adjustment module and a real-time spraying adjustment module; wherein the pavement state evaluation module is used to perform pavement state detection on the construction pavement through PFWD after the construction equipment control center receives the pavement detection signal, obtain the pavement state comprehensive evaluation value, thereby matching the initial pavement paving speed, and performing in-situ cold regeneration construction; the construction execution analysis module is used to obtain environmental parameters and construction material parameters, analyze and obtain the demulsification tendency index, obtain the pavement pre-paving height and the real-time detection parameters of each real-time detection point, and analyze and obtain the pavement paving difficulty index; the paving speed real-time adjustment module is used to comprehensively analyze and obtain the real-time paving speed of the construction material based on the demulsification tendency index and the pavement paving difficulty index; the real-time spraying adjustment module is used to obtain the real-time paving speed of the construction material and analyze it with the real-time reference paving speed of the construction material to obtain the real-time spraying speed of the construction material, and adjust the real-time spraying equipment and the real-time spraying speed.

[0086] To summarize, this embodiment obtains the real-time laying speed of the construction material and analyzes it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and adjusts the real-time spraying speed, so that the spraying speed of the construction material can dynamically match the changes in the laying speed, thereby realizing real-time adjustment of the laying speed of the construction material, and effectively solving the problem of untimely adjustment of the laying speed of the construction material in the prior art.

[0087] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0088] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0089] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0090] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0091] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0092] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. The in-situ cold regeneration construction method of pavement based on PFWD detection is characterized by: The following steps are involved: S1. When the construction equipment control center receives the road surface detection signal, it detects the road surface condition of the road surface to be constructed through PFWD, obtains the comprehensive evaluation value of the road surface condition, thereby matching the initial speed of road paving and performing in-situ cold regeneration construction; S2. Obtain environmental parameters and construction material parameters, analyze and obtain a demulsification tendency index, obtain the pre-paving height of the pavement and real-time detection parameters of each real-time detection point, and analyze and obtain a pavement paving difficulty index; S3. Based on the demulsification tendency index and the pavement paving difficulty index, a comprehensive analysis is performed to obtain the real-time reference paving speed of the construction materials; S4. Acquire the real-time laying speed of the construction material and analyze it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and adjust the real-time spraying equipment and the real-time spraying speed.

2. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The PFWD is used to detect the pavement condition of the road to be constructed, and a comprehensive evaluation value of the pavement condition is obtained. The specific method is as follows: Divide the road surface to be constructed into several sub-areas, arrange detection points at the geometric center points of each sub-area, and mark them as detection points; The pavement condition of the road to be constructed is tested by PFWD to obtain the deflection value, pavement thickness and roadbed modulus of each test point; Obtaining a detection reference set preset in a database, wherein the detection reference set includes a deflection reference value, a pavement thickness reference value, and a roadbed modulus reference value; Based on the deflection value, pavement thickness and subgrade modulus of each test point and differential evaluation with the test reference set, a comprehensive evaluation value of the pavement condition is obtained; The comprehensive evaluation value of the pavement condition is obtained by evaluating the difference between the deflection value, pavement thickness and roadbed modulus of each test point and the average deflection value, pavement thickness and roadbed modulus of the test point, respectively, and coupling them after introducing the corresponding influence coefficients to obtain the comprehensive evaluation value of the pavement condition.

3. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The matching to obtain the initial speed of road paving includes the following specific steps: Obtain the preset pavement condition comprehensive evaluation value intervals and the pavement paving reference speeds corresponding to the pavement condition comprehensive evaluation value intervals in the database, and compare them with the pavement condition comprehensive evaluation value; if the pavement condition comprehensive evaluation value is within a preset pavement condition comprehensive evaluation value interval, obtain the pavement paving reference speed corresponding to the interval as the pavement paving initial speed.

4. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The environmental parameters and construction material parameters are obtained and analyzed to obtain the demulsification tendency index, and the specific steps include: Obtain environmental parameters and construction material parameters; The environmental parameters include construction environment temperature and construction environment humidity; The construction material parameters include emulsified asphalt temperature, slow-setting cement humidity, composite mineral powder density and RAP material concentration; Obtaining a preset environmental parameter reference set in a database, wherein the environmental parameter reference set includes a construction environment reference temperature and a construction environment reference humidity; Based on the difference analysis between environmental parameters and environmental parameter reference set, the environmental change influencing factors are obtained; Obtaining a demulsification trend reference set preset in a database, wherein the demulsification trend reference set includes a reference temperature of emulsified asphalt, a reference humidity of slow-setting cement, a reference value of composite mineral powder density, and a reference value of RAP material concentration; Based on the construction material parameters and the demulsification trend reference set, a differentiated evaluation is performed, and combined with the environmental change influencing factors, the demulsification trend index is obtained; The demulsification tendency index is used to perform differential analysis on the emulsified asphalt temperature, retarding cement humidity, composite mineral powder density and RAP material concentration with the emulsified asphalt reference temperature, retarding cement reference humidity, composite mineral powder density reference value and RAP material concentration reference value, combined with the environmental change influencing factors, and introduce the influencing coefficient for coupling to obtain the demulsification tendency index.

5. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The step of obtaining the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point and analyzing to obtain the road surface paving difficulty index specifically includes: Obtain the detection points of the construction area where the real-time location of the construction equipment is located, and mark them as real-time detection points; Obtaining the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, wherein the real-time detection parameters of each real-time detection point include the deflection value and the roadbed modulus of each real-time detection point; Obtain the paving height reference value preset in the database, analyze the difference between the paving height and the pre-paving height of the road surface, and obtain the road paving difficulty index by combining the real-time detection parameters of each real-time detection point; The pavement paving difficulty index is obtained by analyzing the difference between the paving height reference value and the pre-paving height of the pavement, combining the difference between the real-time detection parameters of each real-time detection point and the real-time detection average level of the real-time detection point, and introducing the influencing factors and then coupling them to obtain the pavement paving difficulty index.

6. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The real-time reference paving speed of the construction material is obtained by comprehensive analysis based on the demulsification tendency index and the pavement paving difficulty index, and the specific steps include: Obtaining a demulsification tendency index threshold preset in a database and comparing it with the demulsification tendency index, obtaining a pavement paving difficulty threshold and comparing it with a pavement paving difficulty index, thereby obtaining a paving speed adjustment determination result; The paving speed adjustment determination result includes a first paving speed adjustment result, a second paving speed adjustment result and a third paving speed adjustment result; Based on the analysis of the laying speed adjustment judgment results, the real-time reference laying speed of the construction materials is obtained; If the demulsification tendency index is above the demulsification tendency index threshold, and the pavement paving difficulty index is less than the pavement paving difficulty threshold, the paving speed adjustment determination result is the first paving speed adjustment result; If the demulsification tendency index is less than the demulsification tendency index threshold value, and the pavement paving difficulty index is above the pavement paving difficulty threshold value, the paving speed adjustment determination result is the paving speed second adjustment result; Otherwise, the paving speed adjustment determination result is the third paving speed adjustment result.

7. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 6, characterized in that: The method for obtaining the real-time reference paving speed of the construction material based on the analysis of the paving speed adjustment judgment result is as follows: Based on the coupling analysis of the demulsification tendency index and the pavement paving difficulty index with the demulsification tendency index threshold and the pavement paving difficulty threshold, the paving adjustment coefficient is obtained; Based on the paving speed adjustment determination result, if the paving speed adjustment determination result is a first paving speed adjustment result, the initial pavement paving speed is adjusted upward based on the paving adjustment coefficient to obtain a first reference paving speed; If the paving speed adjustment determination result is the second paving speed adjustment result, the initial road paving speed is adjusted downward based on the paving adjustment coefficient to obtain a second reference paving speed; If the paving speed adjustment determination result is the third paving speed adjustment result, then based on the demulsification tendency index and the pavement paving difficulty index, the demulsification tendency index threshold and the pavement paving difficulty threshold are compared to obtain the adjustment direction determination result, and based on the adjustment direction determination result, if the adjustment direction determination result is an upward adjustment, the third reference paving speed is obtained, and if the adjustment direction determination result is a downward adjustment, the fourth reference paving speed is obtained; marking the first reference paving speed, the second reference paving speed, the third reference paving speed and the fourth reference paving speed jointly as a reference paving speed; A proportional analysis is performed based on the initial pavement paving speed and the reference paving speed to obtain the real-time reference paving speed of the construction materials.

8. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 1, characterized in that: The real-time laying speed of the construction material is obtained and analyzed with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and the specific steps include: Acquire the real-time laying speed of the construction material, and make a differential comparison with the real-time reference laying speed of the construction material to obtain a laying speed adjustment difference; Obtaining a paving speed adjustment threshold preset in a database, and comparing it with the paving speed adjustment difference, to obtain a real-time spraying adjustment determination result; if the paving speed adjustment difference is greater than the paving speed adjustment threshold, the real-time spraying adjustment determination result is to execute the real-time spraying speed adjustment; if the paving speed adjustment difference is less than the paving speed adjustment threshold, the real-time spraying adjustment determination result is not to execute the real-time spraying speed adjustment; If the real-time spraying adjustment judgment result is to execute the real-time spraying speed adjustment, a difference degree analysis is performed based on the paving speed adjustment difference to obtain the real-time spraying speed of the construction material.

9. The in-situ cold regeneration construction method of pavement based on PFWD detection as claimed in claim 8, characterized in that: The difference degree analysis is performed based on the paving speed adjustment difference to obtain the real-time spraying speed of the construction material. The specific method is: Obtaining a reference ratio threshold preset in a database and a current spraying speed of the construction material; Compare the difference between the paving speed adjustment difference and the reference ratio threshold, and map it with the database to obtain the spraying adjustment ratio value; Based on the real-time laying speed of the construction materials, and compared with the real-time reference laying speed of the construction materials, if the real-time laying speed of the construction materials is above the real-time reference laying speed of the construction materials, the current spraying speed of the construction materials is adjusted downward based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction materials; if the real-time laying speed of the construction materials is less than the real-time reference laying speed of the construction materials, the current spraying speed of the construction materials is adjusted upward based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction materials.

10. A system using the PFWD detection-based in-situ cold regeneration construction method of a pavement as claimed in any one of claims 1 to 9, characterized in that: include: Pavement status assessment module, construction execution analysis module, paving speed real-time adjustment module and real-time spraying adjustment module; The pavement condition evaluation module is used to detect the pavement condition of the road to be constructed through PFWD after the construction equipment control center receives the pavement detection signal, obtain a comprehensive evaluation value of the pavement condition, thereby matching the initial pavement paving speed and performing in-situ cold regeneration construction; The construction execution analysis module is used to obtain environmental parameters and construction material parameters, analyze to obtain the demulsification tendency index, obtain the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, and analyze to obtain the road surface paving difficulty index; The real-time paving speed adjustment module is used to comprehensively analyze and obtain the real-time paving speed of the construction material based on the demulsification tendency index and the road paving difficulty index; The real-time spraying adjustment module is used to obtain the real-time laying speed of the construction material and analyze it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material, and adjust the real-time spraying equipment and the real-time spraying speed.

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