Pavement cold in-place recycling construction method and system based on PFWD detection

Abstract

The application discloses a pavement cold in-place recycling construction method and system based on PFWD detection, and belongs to the technical field of electric digital data processing, and comprises the following steps: detecting the pavement state of a pavement to be constructed by a PFWD to obtain a pavement state comprehensive evaluation value, thereby matching an initial pavement paving speed and performing cold in-place recycling construction; obtaining a demulsification tendency index, acquiring a pavement pre-paving height and real-time detection parameters of each real-time detection point, and analyzing a pavement paving difficulty index; based on the demulsification tendency index and the pavement paving difficulty index, comprehensively analyzing a real-time reference paving speed of construction materials; acquiring the real-time paving speed of the construction materials and analyzing the real-time reference paving speed of the construction materials to obtain a real-time spraying speed of the construction materials, and adjusting the real-time spraying equipment and the real-time spraying speed, thereby solving the problem that the paving speed adjustment of the construction materials is not timely in the prior art.

Description

Technical Field

[0001] This invention relates to the field of electronic digital data processing technology, and in particular to a method and system for in-situ cold recycling of road surfaces based on PFWD detection. Background Technology

[0002] With the development of road construction technology, in-situ cold recycling technology for road surfaces has received widespread attention due to its advantages such as environmental protection and high efficiency. Existing in-situ cold recycling construction methods are achieved by analyzing the mechanical parameters of different materials and the mix proportions of recycled materials.

[0003] For example, the patent application CN117010057A discloses a method for in-situ cold recycling of pavement based on PFWD testing using a numerical model. This method includes: comprehensively evaluating old cement concrete pavement using the PFWD testing method, obtaining data on multiple performance indicators, establishing the correlation between various bearing capacity indicators, more accurately understanding the condition of the old pavement, and providing a basis for subsequent aggregate redevelopment; conducting finite element numerical simulation using a numerical model to analyze the mechanical response of the aggregate-redeveloped pavement, evaluating the pavement structural performance under different conditions, and simultaneously analyzing the mechanical parameters of different materials and determining the mix design method for recycled materials. By using recycled materials and aggregate redevelopment technology, the method effectively utilizes old cement concrete resources, reduces the consumption of natural resources, lowers the demand for traditional asphalt, and reduces environmental pollution.

[0004] For example, the invention patent announcement CN116561876B discloses a design calculation method for asphalt concrete pavement of on-site roads, which includes: S1. Basic data collection: acquiring 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 to be transported during the construction of on-site roads; S2. Calculation of cumulative action times of design axle load; S3. Verification calculation.

[0005] However, in the process of implementing the inventive technical solution in the embodiments of this application, it was found that the above-mentioned technology has at least the following technical problems:

[0006] Existing in-situ cold recycling construction systems only consider the mechanical parameters of different materials and the mix ratio of recycled materials. However, during construction in high-altitude and cold regions, the strength formation rate of cold recycled mixtures is not taken into account, resulting in the problem of untimely adjustment of the paving speed of construction materials. Summary of the Invention

[0007] This application provides a method and system for in-situ cold recycling of road surfaces based on PFWD detection, which solves the problem of untimely adjustment of the laying speed of construction materials in the prior art and realizes real-time adjustment of the laying speed of construction materials.

[0008] This application provides a method for in-situ cold recycling of road surfaces based on PFWD detection, including the following steps: S1. After the construction equipment control center receives the road surface detection signal, it uses PFWD to detect the road surface condition of the road surface to be constructed, obtains a comprehensive evaluation value of the road surface condition, and thereby matches the initial road surface paving speed and performs in-situ cold recycling construction; S2. It acquires environmental parameters and construction material parameters, analyzes and obtains the demulsification tendency index, acquires the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, and analyzes and obtains the road surface paving difficulty index; S3. Based on the demulsification tendency index and the road surface paving difficulty index, it comprehensively analyzes and obtains the real-time reference paving speed of the construction materials; S4. It acquires the real-time paving speed of the construction materials and analyzes it with the real-time reference paving speed of the construction materials to obtain the real-time spraying speed of the construction materials, and adjusts the real-time spraying equipment and real-time spraying speed.

[0009] This application provides a pavement cold recycling construction system based on PFWD detection, comprising: a pavement condition assessment module, a construction execution analysis module, a real-time paving speed adjustment module, and a real-time spraying adjustment module. The pavement condition assessment module, upon receiving a pavement detection signal from the construction equipment control center, performs pavement condition detection using PFWD to obtain a comprehensive pavement condition assessment value, thereby matching the initial pavement paving speed and executing in-situ cold recycling construction. The construction execution analysis module acquires environmental parameters and construction material parameters, analyzes to obtain a demulsification tendency index, acquires the pre-paving height and real-time detection parameters of each real-time detection point, and analyzes to obtain a pavement paving difficulty index. The real-time paving speed adjustment module, based on the demulsification tendency index and the pavement paving difficulty index, comprehensively analyzes to obtain the real-time paving speed of the construction materials. The real-time spraying adjustment module acquires the real-time paving speed of the construction materials and analyzes it with a real-time reference paving speed of the construction materials to obtain the real-time spraying speed of the construction materials, and adjusts the real-time spraying equipment and real-time spraying speed.

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

[0011] 1. This invention obtains a paving adjustment coefficient based on the demulsification tendency index and the pavement paving difficulty index. Based on the paving adjustment coefficient and the paving speed adjustment judgment result, the initial paving speed of the pavement is adjusted, thereby realizing the dynamic adjustment of the paving speed of the construction material according to the real-time construction status, effectively solving the problem of untimely adjustment of the paving speed of the construction material in the prior art.

[0012] 2. The in-situ cold recycling method for road surface based on PFWD detection provided by this 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. This allows the spraying speed of the construction material to dynamically match the changes in the laying speed, thereby realizing the real-time adjustment of the spraying speed of the construction material.

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

[0014] 4. By obtaining the preset reference ratio threshold in the database and comparing it with the difference in laying speed, the spraying adjustment ratio value is obtained. Based on the spraying adjustment ratio value, the current spraying speed of the construction material is adjusted to obtain the real-time spraying speed of the construction material, thereby achieving the matching between the real-time spraying speed of the construction material and the real-time reference laying speed of the construction material. Attached Figure Description

[0015] Figure 1 A flowchart of an in-situ cold recycling method for road surfaces based on PFWD detection is provided for an embodiment of this application.

[0016] Figure 2 This is a schematic diagram of the structure of the in-situ cold recycling construction system for road surfaces based on PFWD detection, provided in an embodiment of this application. Detailed Implementation

[0017] This application provides a method and system for in-situ cold recycling of road surfaces based on PFWD detection, which solves the problem of untimely adjustment of the laying speed of construction materials in the prior art and achieves real-time adjustment of the laying speed of construction materials.

[0018] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0019] like Figure 1The diagram shows a flowchart of an in-situ cold recycling method for road surfaces based on PFWD detection, provided in an embodiment of this application. The method includes the following steps: S1. After receiving the road surface detection signal, the construction equipment control center performs road surface condition detection using PFWD to obtain a comprehensive road surface condition evaluation value, thereby matching the initial road surface paving speed and performing in-situ cold recycling construction; S2. 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; S3. Based on the demulsification tendency index and the road surface paving difficulty index, comprehensively analyze to obtain the real-time reference paving speed of the construction materials; S4. Obtain the real-time paving speed of the construction materials and analyze it with the real-time reference paving speed of the construction materials to obtain the real-time spraying speed of the construction materials, and adjust the real-time spraying equipment and real-time spraying speed.

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

[0021] It should be noted that by using PFWD (Pavement Pathway Data Measurement) to detect the road surface condition and obtain a comprehensive evaluation value, the initial paving speed is matched to ensure that the initial speed is reasonable, laying a good foundation for subsequent construction. Considering environmental and material parameters, a demulsification tendency index is obtained, which, combined with the pre-paving height and real-time detection parameters, yields a paving difficulty index, allowing for flexible adjustments during construction based on actual conditions.

[0022] A real-time reference paving speed is obtained through a comprehensive analysis of the demulsification tendency index and paving difficulty index. This reference speed is then compared with the actual paving speed to obtain the real-time spraying speed, enabling dynamic optimization of construction speed and improving construction efficiency. Real-time adjustment of spraying equipment and speed ensures uniform spraying of construction materials, preventing a decline in construction quality due to untimely material supply caused by adjustments in paving speed.

[0023] By monitoring and analyzing various parameters during the construction process in real time, construction strategies can be adjusted in a timely manner to avoid construction interruptions or quality problems caused by parameter mismatches. This ensures a continuous and stable construction process, accurately matches the initial laying speed, and reasonably adjusts the real-time reference laying speed and spraying speed, thereby reducing construction risks, minimizing later maintenance costs, and improving project quality.

[0024] Furthermore, the pavement condition is detected using PFWD to obtain a comprehensive pavement condition evaluation value. The specific method is as follows: the pavement to be constructed is divided into several sub-regions, and detection points are set up at the geometric center of each sub-region and marked as detection points; the pavement condition is detected using PFWD to obtain the deflection value, pavement thickness, and subgrade modulus of each detection point; a preset detection reference set is obtained from the database, which includes deflection reference values, pavement thickness reference values, and subgrade modulus reference values; based on the deflection value, pavement thickness, and subgrade modulus of each detection point and compared with the detection reference set, a differential evaluation is performed to obtain a comprehensive pavement condition evaluation value; the comprehensive pavement condition evaluation value is obtained by evaluating the degree of difference between the deflection value, pavement thickness, and subgrade modulus of each detection point and the average level of deflection value, pavement thickness, and subgrade modulus of the detection points, respectively, and then coupling them with the corresponding influence coefficients to obtain the comprehensive pavement condition evaluation value.

[0025] In this embodiment, the road surface to be constructed is divided into several sub-regions, and detection points are set at the geometric center of each sub-region. This allows for more comprehensive coverage of the road surface and makes the detection results more representative and accurate. By detecting the deflection value, pavement thickness, and subgrade modulus at each detection point using PFWD (Power Factor Difference Driving), the bearing capacity, structural integrity, and deformation characteristics of the pavement are reflected from different perspectives, providing comprehensive pavement condition information for subsequent construction planning. Differential assessments based on the deflection value, pavement thickness, and subgrade modulus of each detection point can accurately identify differences in pavement condition, providing a scientific basis for adjusting construction parameters in different areas. By introducing corresponding influence coefficients, the degree of difference between the parameters at each detection point and the average level is synthesized to obtain a comprehensive pavement condition assessment value. This provides a quantitative basis for the construction equipment control center to match the initial speed of pavement laying, making construction more targeted and reasonable, avoiding construction repetitions and quality defects caused by improper initial condition settings, thereby improving overall construction efficiency and quality.

[0026] By analyzing the deflection values, pavement thickness, and subgrade modulus at various testing points, a comprehensive assessment value of the pavement condition is obtained. This assessment takes into account the interrelationships between these parameters. For example, a higher subgrade modulus indicates a more rigid subgrade material with stronger resistance to deformation; therefore, under the same load, the deflection value will be smaller. A thicker pavement layer can better distribute and buffer the load, reducing the pressure on the subgrade and thus lowering the deflection value. The subgrade modulus and pavement thickness together determine the load-bearing capacity of the pavement structure. A high-modulus subgrade can reduce subgrade deformation, while sufficient pavement thickness can further disperse the load and protect the subgrade.

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

[0028]

[0029] In the formula, LZ represents the comprehensive evaluation value of the road surface condition, and LC i Let τi represent the deflection value at the i-th detection point, τLC represent the deflection reference value, and i represent the detection point number, i = 1, 2, ..., ii max i max LD represents the total number of detection points. i τLD represents the pavement thickness at the i-th detection point, τLD represents the reference value for pavement thickness, and LM represents the pavement thickness reference value. i The subgrade modulus at the i-th detection point, τLM represents the reference value of the subgrade modulus. This indicates the average level of deflection values ​​at the testing points. This indicates the average road surface thickness at the testing points. α1 represents the average level of the subgrade modulus at the test point, α2 represents the influencing factor of deflection value, α3 represents the influencing factor of pavement thickness, and α4 represents the influencing factor of subgrade modulus.

[0030] It should be noted that the deflection value influence factor, pavement thickness influence factor, and subgrade modulus influence factor can be obtained from a database. For example, the deflection value influence factor can be obtained by retrieving historical deflection values ​​and their corresponding influence factors from the database, thereby constructing a deflection value mapping set. This mapping set contains one-to-one or many-to-one correspondences. By inputting the required deflection value data into the deflection value mapping set, the deflection value influence factor can be obtained. Other influence factors, such as pavement thickness influence factor and subgrade modulus influence factor, can also be obtained from the mapping set. Specifically, the pavement thickness influence factor corresponds to the pavement thickness mapping set, and the subgrade modulus influence factor corresponds to the subgrade modulus mapping set.

[0031] Furthermore, the initial road paving speed is obtained by matching the following steps: obtaining the preset comprehensive evaluation value range of each road surface condition and the road paving reference speed corresponding to each comprehensive evaluation value range in the database, and comparing it with the comprehensive evaluation value of the road surface condition. If the comprehensive evaluation value of the road surface condition is within a preset comprehensive evaluation value range of the road surface condition, the road paving reference speed corresponding to that range is obtained as the initial road paving speed.

[0032] In this embodiment, by retrieving preset comprehensive evaluation value ranges for road surface conditions and corresponding reference speeds for road paving from a database, a suitable initial road paving speed can be quickly matched, reducing the time required for manual judgment and improving construction efficiency. Matching based on preset evaluation value ranges and reference speeds in the database makes the determination of the initial speed more scientific and reasonable, avoiding interference from human factors.

[0033] By using multiple pre-set comprehensive evaluation value ranges for road surface conditions and their corresponding reference speeds in the database, the system can adapt to the construction needs of different road surface conditions, ensuring that a suitable initial speed can be matched under various conditions. A reasonable initial speed for road paving helps to ensure the stability and continuity of the construction process, avoids construction quality problems caused by improper initial speed, and improves the overall construction quality.

[0034] Further, environmental and construction material parameters are obtained, and the demulsification tendency index is analyzed. Specific steps include: obtaining environmental and construction material parameters; environmental parameters include construction ambient temperature and humidity; construction material parameters include emulsified asphalt temperature, retarded cement humidity, composite mineral powder density, and RAP concentration; obtaining a pre-set environmental parameter reference set from the database, which includes construction ambient reference temperature and humidity; performing a difference analysis based on the environmental parameters and the environmental parameter reference set to obtain environmental change influencing factors; and obtaining a pre-set demulsification tendency reference set from the database. The reference set includes reference temperature of emulsified asphalt, reference humidity of retarded cement, reference value of composite mineral powder density, and reference value of RAP concentration. A differential assessment is performed based on the construction material parameters and the demulsification trend reference set, and environmental change influencing factors are incorporated to obtain the demulsification trend index. The demulsification trend index is used to perform a differential analysis of emulsified asphalt temperature, retarded cement humidity, composite mineral powder density, and RAP concentration with the reference values ​​of emulsified asphalt temperature, retarded cement humidity, composite mineral powder density, and RAP concentration, combined with environmental change influencing factors, and coupled with an influence coefficient to obtain the demulsification trend index.

[0035] In this embodiment, it should be noted that the humidity of the retarded cement refers to the humidity of retarded PO 42.5 cement. The ambient temperature during construction can be obtained by measuring a temperature sensor, and the ambient humidity during construction can be obtained by measuring a humidity sensor.

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

[0037] The specific method for obtaining the environmental change influencing factors is as follows:

[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, σ1 represents the construction environment temperature influencing factor, and σ2 represents the construction environment humidity influencing factor.

[0040] It should be noted that the construction environment temperature and humidity influencing factors can be obtained from a database. For example, the construction environment temperature influencing factor can be obtained by retrieving the historical construction environment temperatures and their corresponding influencing factors from the database, thereby constructing a construction environment temperature mapping set. This mapping set contains one-to-one or many-to-one correspondences. The construction environment temperature influencing factor can be obtained by inputting the required construction environment temperature data into the construction environment temperature mapping set. The construction environment humidity influencing factor can be obtained in the same way as the construction environment temperature influencing factor, and can also be matched in the corresponding mapping set, where the construction environment humidity influencing factor corresponds to the construction environment humidity mapping set.

[0041] The analysis of construction environment temperature and humidity reveals the environmental change influencing factors. This is because the construction environment temperature and humidity affect the construction materials. The construction environment temperature affects the emulsification rate of emulsified asphalt; the higher the temperature, the faster the emulsification rate. The construction environment humidity affects the evaporation and loss of moisture from the construction materials, thus affecting the humidity of the construction materials. The higher the humidity of the construction environment, the higher the humidity of the construction materials, and the slower the emulsification rate.

[0042] By analyzing the temperature of emulsified asphalt, the moisture content of retarded cement, the density of composite mineral powder, and the concentration of RAP (Refined Acid Asphalt Powder), and considering environmental factors, a demulsification tendency index was derived. This index takes into account the interrelationships between these parameters. For example, increased emulsified asphalt temperature accelerates moisture evaporation and diffusion, reducing the moisture content of the retarded cement, thus affecting the cement's hydration reaction rate and consequently the demulsification process of the emulsified asphalt. Temperature changes affect the density of the composite mineral powder; high temperatures cause air expansion between mineral powder particles, leading to a decrease in density and altering the filling properties of the mineral powder in the mixture, thus affecting the demulsification and stability of the emulsified asphalt. Increased temperature reduces the viscosity of the RAP, enhancing its fluidity, which affects the interaction between the RAP and emulsified asphalt, accelerating the demulsification rate of the emulsified asphalt. Changes in the moisture content of the retarded cement affect its bonding performance with the composite mineral powder; higher moisture content increases the fluidity of the cement paste, resulting in more uniform dispersion of the composite mineral powder particles, altering the porosity and density of the mixture, and thus affecting the demulsification environment of the emulsified asphalt. High-moisture retarded cement increases the water content in the mixture, diluting the asphalt in the RAP (Rich Asphalt Additive) and altering the ratio and interaction between the RAP and emulsified asphalt, thus affecting the demulsification tendency of the emulsified asphalt. The high density of composite mineral powder provides greater skeletal support in the mixture, reducing the contact and fusion between RAP particles, thereby affecting the adsorption and demulsification of emulsified asphalt on the RAP surface. Furthermore, a higher environmental change factor indicates greater environmental instability, thus having a greater impact on the demulsification tendency and making demulsification more likely.

[0043] As the temperature of emulsified asphalt increases, the demulsification rate accelerates. This is because high temperatures speed up the evaporation of water and molecular movement within the emulsified asphalt, reducing the performance of the emulsifier and increasing the interaction between asphalt particles, thus increasing the demulsification tendency index. Conversely, increased moisture content in retarded cement decreases the demulsification tendency index. High-density composite mineral powder particles provide more surface area, adsorbing more emulsified asphalt and water, promoting demulsification. Increased RAP (Refined Acid Asphalt Powder) concentration leads to increased adsorption of emulsified asphalt on its surface. This surface absorption accelerates demulsification, resulting in an increased demulsification tendency index.

[0044] A higher demulsification tendency index indicates that emulsified asphalt is more prone to demulsification and has lower material stability. The demulsification tendency index reflects the trend of emulsified asphalt transitioning to a demulsified state; a higher index means lower stability and greater susceptibility to demulsification under external conditions. In road construction, emulsified asphalt is typically sprayed and used before demulsification. At this stage, the emulsified asphalt is in a stable emulsified state, possessing good fluidity and adhesion, allowing it to evenly cover the road surface and fully bond with aggregates and other materials. If used after demulsification, the adhesion performance and construction effect of the emulsified asphalt will be significantly affected, failing to achieve the expected road construction quality.

[0045] The method for obtaining the demulsification tendency index is as follows:

[0046]

[0047] In the formula, 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 retarded cement moisture content, τPS represents the retarded cement reference moisture content, 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, β1 represents the emulsified asphalt temperature influencing factor, β2 represents the retarded cement moisture content influencing factor, β3 represents the composite mineral powder density influencing factor, and β4 represents the RAP material concentration influencing factor.

[0048] The factors influencing emulsified asphalt temperature, retarded cement moisture content, composite mineral powder density, and RAP concentrate concentration can be obtained from a database. For example, the emulsified asphalt temperature influence factor can be obtained by retrieving historical emulsified asphalt temperatures and their corresponding influence factors from the database, thus constructing an emulsified asphalt temperature mapping set. This mapping set contains one-to-one or many-to-one correspondences. By inputting the required emulsified asphalt temperature data into the mapping set, the emulsified asphalt temperature influence factor can be obtained. The methods for obtaining the factors influencing retarded cement moisture content, composite mineral powder density, and RAP concentrate concentration are the same as those for emulsified asphalt temperature; they can all be matched in their respective mapping sets. Specifically, the retarded cement moisture content influence factor corresponds to the retarded cement moisture content mapping set, the composite mineral powder density influence factor corresponds to the composite mineral powder density mapping set, and the RAP concentrate concentration influence factor corresponds to the RAP concentrate concentration mapping set.

[0049] By comprehensively analyzing environmental parameters (including construction ambient temperature and humidity), environmental change influencing factors are obtained. Based on these factors and construction material parameters, a demulsification tendency index is derived, enabling more accurate prediction of the demulsification trend of emulsified asphalt. This provides a basis for adjusting the spraying and paving speed of construction materials. By analyzing various factors such as construction ambient temperature and humidity, as well as emulsified asphalt temperature and retarder cement humidity, the construction process can better adapt to different environmental and material conditions, improving the versatility and flexibility of the construction method. An environmental parameter reference set and a demulsification tendency reference set from the database are introduced. Through comparative analysis and influence coefficients, the determination of construction parameters becomes more scientific and reasonable, reducing the uncertainty of human experience judgment. This helps avoid construction quality problems caused by premature or delayed demulsification of emulsified asphalt, reducing construction risks and the probability of subsequent pavement distress.

[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 paving difficulty index is analyzed. The specific steps include: obtaining the detection points of the construction block where the construction equipment is located in real time 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, including the deflection value and subgrade modulus of each real-time detection point; obtaining the preset paving height reference value in the database and analyzing the degree of difference between it and the pre-paving height of the road surface, and combining it with the real-time detection parameters of each real-time detection point to obtain the road paving difficulty index; the road paving difficulty index is obtained by analyzing the degree of difference between the paving height reference value and the pre-paving height of the road surface, combining the degree of difference between the real-time detection parameters of each real-time detection point and the average real-time detection level of the real-time detection point, and introducing influencing factors and then coupling them to obtain the road 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 reference paving height with the pre-paved road surface height, and combining this with the deflection values ​​and subgrade modulus from real-time monitoring points for comprehensive calculation, the paving difficulty index for different areas can be quantified. This allows for the optimization of construction parameters and improvement of construction adaptability. By introducing influencing factors to correct the construction data at each real-time monitoring point, the calculated paving difficulty index is ensured to be more reasonable and stable. This enables dynamic adjustments to the construction plan based on accurate road condition information during construction, thereby improving construction quality, reducing construction errors, and increasing construction efficiency.

[0053] The pavement paving difficulty index is obtained by taking into account the interrelationships between these parameters. For example, the higher the pavement paving height, the more construction materials are required during paving, and the higher the pavement paving difficulty. The larger the deflection value and the smaller the subgrade modulus at each real-time detection point, the worse the pavement condition at that real-time detection point. Therefore, the higher the pavement paving difficulty, the larger the deflection value will be during pavement testing, and the worse the pavement is, the worse the subgrade quality will be, and the smaller the corresponding subgrade 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 road paving difficulty index, and LC j Let τLC represent the deflection value at the j-th real-time monitoring point, τLC represent the deflection reference value, and j represent the number of the real-time monitoring point, j = 1, 2, ..., j max j max LD represents the total number of real-time monitoring points. j τLD represents the pavement thickness at the j-th real-time detection point, τLD represents the pavement thickness reference value, and LM represents the pavement thickness reference value. j The subgrade modulus at the j-th real-time monitoring point, τLM represents the reference value of the subgrade modulus. This represents the average deflection value at real-time monitoring points. This indicates the average road surface thickness at real-time monitoring points. α4 represents the average level of subgrade modulus at real-time monitoring points, α5 represents the influencing factor of paving deflection value, α6 represents the influencing factor of paved pavement thickness, and α6 represents the influencing factor of paved subgrade modulus.

[0057] The factors influencing paving deflection, paving thickness, and paving subgrade modulus can be obtained from a database. For example, the factors influencing paving deflection can be obtained by retrieving historical paving deflection values ​​and their corresponding influencing factors from the database, thus constructing a paving deflection value mapping set. This mapping set contains one-to-one or many-to-one correspondences. By inputting the required paving deflection value data into the mapping set, the paving deflection value influencing factors can be obtained. Other influencing factors, such as paving thickness and paving subgrade modulus, can also be obtained from the mapping sets. The paving thickness influencing factor corresponds to the paving thickness mapping set, and the paving subgrade modulus influencing factor corresponds to the paving subgrade modulus mapping set.

[0058] Furthermore, based on the demulsification tendency index and the pavement paving difficulty index, a comprehensive analysis is conducted to obtain the real-time reference paving speed of the construction material. Specific steps include: obtaining a preset demulsification tendency index threshold from 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 the 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 material is obtained; if the demulsification tendency index is above the demulsification tendency index threshold and the pavement paving difficulty index is below 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 below 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, the real-time reference paving speed of the construction materials is obtained by comprehensively analyzing the demulsification tendency index and the road paving difficulty index. This allows for precise control of the construction speed by combining the real-time changes in the construction environment and material state, thus avoiding fluctuations in construction quality caused by changes in environmental conditions or material properties.

[0060] By classifying and processing the paving speed adjustment judgment results, the system obtains the preset demulsification tendency index threshold in the database and compares it with the demulsification tendency index, obtains the pavement paving difficulty threshold and compares it with the pavement paving difficulty index, thereby obtaining the paving speed adjustment judgment result and matching different paving speed adjustment strategies to ensure that the construction speed can match the material demulsification characteristics and adapt to the paving difficulty of different road sections, thereby improving construction adaptability and construction quality.

[0061] Furthermore, based on the analysis of the paving speed adjustment judgment results, a real-time reference paving speed for the construction materials is obtained. Specifically, the following method is used: A coupling analysis is performed based on the demulsification tendency index and the pavement paving difficulty index, along with the demulsification tendency index threshold and the pavement paving difficulty threshold, to obtain the paving adjustment coefficient. Based on the paving speed adjustment judgment results, if the paving speed adjustment judgment result is the first paving speed adjustment result, then the initial pavement paving speed is adjusted upwards based on the paving adjustment coefficient to obtain the first reference paving speed; if the paving speed adjustment judgment result is the second paving speed adjustment result, then the initial pavement paving speed is adjusted downwards based on the paving adjustment coefficient to obtain the second ... result is the second paving speed adjustment result, then the initial pavement paving speed is adjusted downwards based on the paving adjustment coefficient; if the paving speed adjustment result is the second paving speed, then the initial pavement paving speed is adjusted downwards based on the paving speed adjustment coefficient. Let the speed adjustment judgment result be the third adjustment result of the paving speed. Then, based on the demulsification tendency index and the pavement paving difficulty index, and comparing them with the demulsification tendency index threshold and the pavement paving difficulty threshold, the adjustment direction judgment result is obtained. Based on the adjustment direction judgment result, if the adjustment direction judgment result is upward, the third reference paving speed is obtained; if the adjustment direction judgment result is downward, 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. Based on the initial pavement paving speed and the reference paving speed, a proportional analysis is performed 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 road paving speed and the reference paving speed to obtain the real-time reference paving speed of the construction materials. The specific method is as follows: V σ =σ a *V0+σ b *V ca In the formula, V σ V0 represents the initial speed of road paving, indicating the real-time reference paving speed of the construction materials. ca σ represents the reference laying speed. a σ represents the initial speed influence factor during road paving. b This indicates the influencing factor of the reference laying speed.

[0063] The initial paving speed influence factor and the reference paving speed influence factor can be obtained from a database. For example, the initial paving speed influence factor can be obtained by retrieving the historical initial paving speeds and their corresponding influence factors from the database. This allows the construction of an initial paving speed mapping set, where there is a one-to-one or many-to-one correspondence. The initial paving speed influence factor can be obtained by inputting the required initial paving speed data into the mapping set. The reference paving speed influence factor can be obtained in the same way as the initial paving speed influence factor, by matching it in the corresponding mapping set. The reference paving speed influence factor corresponds to the reference paving speed mapping set.

[0064] By coupling analysis of the demulsification tendency index and pavement paving difficulty index with their thresholds, a paving adjustment coefficient is obtained, enabling intelligent adjustment of construction speed. This adapts to different construction environments and material conditions, improving the stability of construction quality. Based on the paving speed adjustment judgment results, the initial paving speed can be adjusted upwards or downwards to ensure precise matching of construction speed to construction conditions. This avoids uneven material distribution or insufficient compaction due to excessively fast or slow paving speeds, thereby improving construction effectiveness.

[0065] By adjusting the direction determination mechanism, when the paving speed adjustment determination 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 their thresholds, 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 paving speed for proportional analysis, errors in the construction speed adjustment process can be effectively reduced, making the adjustment more scientific and precise, ensuring uniform material paving quality during construction, and improving construction efficiency and stability.

[0067] It should be noted that the paving adjustment coefficient is obtained by coupling the demulsification tendency index and the pavement paving difficulty index with the demulsification tendency index threshold and the pavement paving difficulty threshold. Specifically, the demulsification tendency index threshold is subtracted from the demulsification tendency index to obtain the demulsification tendency difference, and then the demulsification tendency difference is divided by the demulsification tendency index threshold to obtain the demulsification tendency difference ratio. Similarly, the pavement paving difficulty threshold is subtracted from the pavement paving difficulty index to obtain the pavement paving difficulty difference, and then the pavement paving difficulty difference is divided by the pavement paving difficulty threshold to obtain the pavement paving difficulty difference ratio. Finally, the preset demulsification tendency difference ratio ranges and the demulsification tendency differences themselves are obtained from the database. The demulsification tendency impact assessment coefficient is obtained for each proportional interval. If the demulsification tendency difference ratio falls within a certain interval, the demulsification tendency impact assessment coefficient for that interval is obtained. The pre-defined intervals for pavement difficulty differences and the corresponding pavement difficulty impact assessment coefficients are also obtained from the database. If the pavement difficulty difference ratio falls within a certain interval, the pavement difficulty impact assessment coefficient for that interval is obtained. The demulsification tendency impact assessment coefficient and the pavement difficulty impact assessment coefficient are averaged, and then the absolute value is taken to obtain the pavement adjustment coefficient. It is necessary that the demulsification tendency impact assessment coefficient and the pavement difficulty impact assessment coefficient have already undergone data preprocessing (including data de-unitization and data dimension transformation, i.e., processing the demulsification tendency impact assessment coefficient and the pavement difficulty impact assessment coefficient into the same dimension) before analyzing and obtaining the pavement adjustment coefficient. Therefore, the analysis here only requires numerical calculations to obtain the pavement adjustment coefficient.

[0068] If the paving speed adjustment determination result is the third adjustment result for the paving speed, then the adjustment direction determination result is obtained by comparing 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 as follows:

[0069] The magnitude of the demulsification tendency influence evaluation coefficient is compared with the magnitude of the pavement paving difficulty influence evaluation coefficient. If the magnitude of the demulsification tendency influence evaluation coefficient is greater than the magnitude of the pavement paving difficulty influence evaluation coefficient, the adjustment direction is determined to be upward, resulting in the third reference paving speed. If the magnitude of the demulsification tendency influence evaluation coefficient is less than the magnitude of the pavement paving difficulty influence evaluation coefficient, the adjustment direction is determined to be downward, resulting in the fourth reference paving speed.

[0070] It should also be noted that if the paving speed adjustment determination result is the first paving speed adjustment result, then the initial paving speed will be adjusted upward based on the paving adjustment coefficient to obtain the first reference paving speed. The specific method is as follows: V c1 =V0*(1+r); where V c1V0 represents the initial paving speed, and r represents the paving adjustment coefficient.

[0071] The initial paving speed is adjusted downwards based on the paving adjustment coefficient to obtain a second reference paving speed. The specific method is as follows: V c2 =V0*(1-r); where V c2 This represents the second reference paving speed, V0 represents the initial paving speed, and r represents the paving adjustment coefficient. Because r is negative at this time, it is adjusted downwards.

[0072] If the adjustment direction determination result is upward adjustment, then the third reference laying speed is obtained, specifically by: V c3 =V0*(1+r); where V c3 V0 represents the initial speed of road paving, and r represents the paving adjustment coefficient.

[0073] If the adjustment direction determination result is downward adjustment, then the fourth reference laying speed is obtained, specifically by: V c4 =V0*(1-r); where V c4 This represents the fourth reference paving speed, V0 represents the initial paving speed, and r represents the paving adjustment coefficient. Because r is negative at this time, it is adjusted downwards.

[0074] It should also be noted that the laying adjustment coefficient has different values ​​depending on the 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 to obtain the real-time spraying speed of the construction materials. Specific steps include: obtaining the real-time laying speed of the construction materials and comparing it with the real-time reference laying speed to obtain the laying speed adjustment difference; obtaining the preset laying speed adjustment threshold in the database and comparing it with the laying speed adjustment difference to obtain the 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 less than 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 comparing it with the real-time reference laying speed of construction materials, deviations in laying speed caused by environmental changes or equipment status fluctuations during construction can be detected in a timely manner, ensuring the dynamic adaptability of the construction process.

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

[0078] A real-time spraying adjustment mechanism is employed to ensure that spraying speed adjustments are only implemented when the difference in paving speed exceeds a set threshold. This optimizes material spraying uniformity, reduces unnecessary adjustments, improves material utilization, and lowers construction costs. By analyzing the degree of difference based on the paving speed adjustment, the real-time spraying speed of the construction materials is accurately calculated. This allows for dynamic matching of construction conditions, ensuring uniform emulsified asphalt spraying, improving the bond strength and construction quality of the cold recycled layer, and ultimately enhancing the durability and overall performance of the pavement.

[0079] Furthermore, based on the difference in laying speed adjustment, a difference analysis is performed to obtain the real-time spraying speed of the construction material. Specifically, the following method is used: A preset reference ratio threshold is obtained from the database, along with the current spraying speed of the construction material; the difference in laying speed adjustment is compared with the reference ratio threshold, and mapped to the database to obtain a spraying adjustment ratio value; based on the real-time laying speed of the construction material, it is compared with the real-time reference laying speed. If the real-time laying speed is higher than the real-time reference laying speed, the current spraying speed is adjusted downwards based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction material; if the real-time laying speed is lower than the real-time reference laying speed, the current spraying speed is adjusted upwards based on the spraying adjustment ratio value to obtain the real-time spraying speed of the construction material.

[0080] In this embodiment, by obtaining a preset reference ratio threshold from the database and analyzing it in conjunction with the current spraying speed of the construction materials, it is ensured that spraying adjustments are based on precise data calculations rather than empirical judgments, making spraying control more scientific and reasonable. By comparing the degree of difference between the paving speed adjustment difference and the reference ratio threshold, the spraying adjustment ratio value can be calculated, which quantifies the adjustment range of the construction material spraying speed, ensuring that the spraying amount of emulsified asphalt can accurately match changes in construction speed, improving material utilization and reducing construction waste.

[0081] By performing proportional analysis based on the current spraying speed and the reference spraying speed of the construction materials, the real-time spraying speed of the construction materials is dynamically calculated to ensure that the amount of emulsified asphalt sprayed 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 of excessive or insufficient spraying in some areas, thereby improving construction quality and pavement durability.

[0082] It should be noted that the spraying adjustment ratio value is obtained by comparing the difference between the laying speed adjustment difference and the reference ratio threshold and mapping it to the database. The specific method is as follows: after processing the difference between the laying speed adjustment difference and the reference ratio threshold, the difference is divided by the reference ratio threshold to obtain the reference ratio threshold coefficient. The preset reference ratio threshold coefficient intervals and the corresponding spraying reference adjustment ratio values ​​for each reference ratio threshold coefficient interval are obtained from the database and compared with the reference ratio threshold coefficient. If the reference ratio threshold coefficient is within a certain reference ratio threshold coefficient interval, the spraying reference adjustment ratio value corresponding to that 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 higher than the real-time reference laying speed, the current spraying speed of the construction material will be adjusted downward based on the spraying adjustment ratio to obtain the real-time spraying speed of the construction material, for example: V p1 =V p0 *(1-r p In the formula, V p1 V represents the real-time spraying speed of construction materials. p0 The current spraying speed of the construction materials is indicated by r. p This indicates the spraying adjustment ratio.

[0084] If the real-time laying speed of the construction material is less than the real-time reference laying speed, 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 In the formula, V p1 V represents the real-time spraying speed of construction materials. p0 The current spraying speed of the construction materials is indicated by r. p This indicates the spraying adjustment ratio.

[0085] like Figure 2The diagram shows a structural schematic of a PFWD-based in-situ cold recycling system for road surfaces provided in this embodiment of the application. The PFWD-based in-situ cold recycling system includes: a road surface condition assessment module, a construction execution analysis module, a real-time paving speed adjustment module, and a real-time spraying adjustment module. The road surface condition assessment module, upon receiving a road surface detection signal from the construction equipment control center, performs road surface condition detection using PFWD to obtain a comprehensive road surface condition assessment value, thereby matching the initial paving speed and executing in-situ cold recycling construction. The construction execution analysis module acquires environmental parameters and construction material parameters, analyzes to obtain a demulsification tendency index, acquires the pre-paving height and real-time detection parameters of each real-time detection point, and analyzes to obtain a road paving difficulty index. The real-time paving speed adjustment module, based on the demulsification tendency index and the road paving difficulty index, comprehensively analyzes to obtain the real-time paving speed of the construction materials. The real-time spraying adjustment module acquires the real-time paving speed of the construction materials and analyzes it with a real-time reference paving speed to obtain the real-time spraying speed of the construction materials, and adjusts the real-time spraying equipment and real-time spraying speed.

[0086] In summary, 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 then adjusts the spraying speed in real time. This allows the spraying speed of the construction material to dynamically match the changes in the laying speed, thereby realizing the 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 understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied 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] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0089] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0090] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0091] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0092] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for in-situ cold recycling of road surfaces based on PFWD detection, characterized in that, Includes the following steps: S1. After the construction equipment control center receives the road surface detection signal, it uses PFWD to detect the road surface condition of the road surface to be constructed, obtains the comprehensive evaluation value of the road surface condition, and then matches the initial speed of road paving and performs in-situ cold recycling construction. S2. Obtain environmental parameters and construction material parameters, analyze and 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 and obtain the road paving difficulty index. S3. Based on the demulsification tendency index and the road paving difficulty index, a comprehensive analysis is conducted to obtain the real-time reference paving speed of the construction materials. S4. Obtain the real-time laying speed of the construction materials and analyze it with the real-time reference laying speed of the construction materials to obtain the real-time spraying speed of the construction materials, and adjust the real-time spraying equipment and real-time spraying speed.

2. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The method for obtaining a comprehensive pavement condition assessment value by using PFWD (Power Pathway Data Weighing) to detect the pavement condition of the road surface under construction is as follows: The road surface to be constructed is divided into several sub-regions, and detection points are set up at the geometric center of each sub-region and marked as detection points. PFWD was used to detect the pavement condition of the road surface under construction, and the deflection value, pavement thickness and subgrade modulus of each test point were obtained. Obtain a preset detection reference set from the database, the detection reference set including deflection reference value, pavement thickness reference value and subgrade modulus reference value; Based on the deflection value, pavement thickness, and subgrade modulus of each detection point, and by conducting a differential evaluation with the detection reference set, a comprehensive pavement condition evaluation value is obtained. The comprehensive pavement condition evaluation value is obtained by assessing the degree of difference between the deflection value, pavement thickness, and subgrade modulus of each detection point and the average level of deflection value, pavement thickness, and subgrade modulus of the detection points, respectively, and then coupling them with the corresponding influence coefficients.

3. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The matching process obtains the initial road paving speed, and the specific steps include: Obtain the preset comprehensive evaluation value ranges for each road surface condition and the corresponding reference speeds for road paving in the database, and compare them with the comprehensive evaluation values ​​for road surface condition. If the comprehensive evaluation value for road surface condition is within a preset comprehensive evaluation value range for road surface condition, then obtain the reference speed for road paving corresponding to that range as the initial speed for road paving.

4. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The specific steps for obtaining environmental parameters and construction material parameters, and analyzing the demulsification tendency index, include: Obtain environmental parameters and construction material parameters; The environmental parameters include the construction environment temperature and the construction environment humidity; The construction material parameters include emulsified asphalt temperature, retarded cement moisture content, composite mineral powder density, and RAP material concentration. Obtain a preset environmental parameter reference set from the database, the environmental parameter reference set including construction environment reference temperature and construction environment reference humidity; Based on the difference analysis between environmental parameters and environmental parameter reference sets, environmental change influencing factors are obtained. Obtain a pre-set demulsification tendency reference set from the database. The demulsification tendency reference set includes reference temperature of emulsified asphalt, reference humidity of retarded cement, reference value of composite mineral powder density, and reference value of RAP material concentration. A differential assessment was conducted based on construction material parameters and a demulsification tendency reference set, and combined with environmental change influencing factors to obtain a demulsification tendency index. The demulsification tendency index is used to perform differential analysis on the emulsified asphalt temperature, retarded cement humidity, composite mineral powder density, and RAP concentration with reference values ​​for emulsified asphalt temperature, retarded cement humidity, composite mineral powder density, and RAP concentration. It combines environmental change influencing factors and introduces an influence coefficient for coupling to obtain the demulsification tendency index.

5. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The steps for obtaining the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, and analyzing the road paving difficulty index, include: Obtain the real-time location of the construction equipment and the detection points in the construction block, and mark them as real-time detection points; The pre-paving height of the road surface and the real-time detection parameters of each real-time detection point are obtained. The real-time detection parameters of each real-time detection point include the deflection value and the subgrade modulus of each real-time detection point. Obtain the preset paving height reference value from the database, analyze the difference between it and the pre-paved road surface height, and combine the real-time detection parameters of each real-time detection point to obtain the road paving difficulty index. The road paving difficulty index is obtained by analyzing the difference between the paving height reference value and the pre-paving height, combining the difference between the real-time detection parameters of each real-time detection point and the average real-time detection level of the real-time detection point, and then introducing influencing factors and coupling them together.

6. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The real-time reference paving speed of construction materials is obtained through comprehensive analysis based on the demulsification tendency index and road paving difficulty index. Specific steps include: Obtain the preset demulsification tendency index threshold from the database and compare it with the demulsification tendency index; obtain the pavement paving difficulty threshold and compare it with the pavement paving difficulty index; thereby obtaining the paving speed adjustment judgment result. The determination results for adjusting the laying speed include a first adjustment result, a second adjustment result, and a third adjustment result. Based on the analysis of the determination results of the laying speed adjustment, 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 below the pavement paving difficulty threshold, then the pavement speed adjustment judgment result is the first pavement 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 pavement speed adjustment judgment result is the second pavement speed adjustment result. Otherwise, the result of the laying speed adjustment will be the third adjustment result of the laying speed.

7. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 6, characterized in that: The method for obtaining the real-time reference laying speed of construction materials based on the analysis of the laying speed adjustment judgment results is as follows: The paving adjustment coefficient is obtained by 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. Based on the determination result of the paving speed adjustment, if the determination result of the paving speed adjustment is the first adjustment result of the paving speed, then the initial paving speed of the road surface will be adjusted upward based on the paving adjustment coefficient to obtain the first reference paving speed. If the paving speed adjustment determination result is the second paving speed adjustment result, then the initial paving speed of the road surface will be adjusted downward based on the paving adjustment coefficient to obtain the second reference paving speed. If the paving speed adjustment determination result is the third paving speed adjustment result, then the adjustment direction determination result is obtained by comparing the demulsification tendency index and the pavement paving difficulty index with the demulsification tendency index threshold and the pavement paving difficulty threshold. Based on the adjustment direction determination result, if the adjustment direction determination result is upward adjustment, then the third reference paving speed is obtained; if the adjustment direction determination result is downward adjustment, then the fourth reference paving speed is obtained. The first reference laying speed, the second reference laying speed, the third reference laying speed, and the fourth reference laying speed are jointly designated as the reference laying speed; Based on the initial paving speed and the reference paving speed, a proportional analysis is performed to obtain the real-time reference paving speed of the construction materials.

8. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 1, characterized in that: The process of obtaining the real-time laying speed of the construction material and analyzing it with the real-time reference laying speed of the construction material to obtain the real-time spraying speed of the construction material includes the following specific steps: The real-time laying speed of construction materials is obtained and compared with the real-time reference laying speed of construction materials to obtain the laying speed adjustment difference. The system retrieves the preset laying speed adjustment threshold from the database and compares it with the laying speed adjustment difference to obtain the 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 perform real-time spraying speed adjustment. If the laying speed adjustment difference is less than the laying speed adjustment threshold, the real-time spraying adjustment judgment result is not to perform real-time spraying speed adjustment. If the real-time spraying adjustment judgment result is to implement real-time spraying speed adjustment, then the difference degree analysis is performed based on the difference in laying speed adjustment to obtain the real-time spraying speed of the construction materials.

9. The method for in-situ cold recycling of road surfaces based on PFWD detection as described in claim 8, characterized in that: The method for analyzing the degree of difference based on the adjustment difference in laying speed to obtain the real-time spraying speed of construction materials is as follows: Obtain the preset reference ratio threshold from the database, as well as the current spraying speed of the construction materials; The degree of difference is compared between the laying speed adjustment difference and the reference ratio threshold, and then mapped to the database to obtain the spraying adjustment ratio value. Based on the real-time laying speed of the construction material, and compared with the real-time reference laying speed of the construction material, if the real-time laying speed of the construction material is higher than the real-time reference laying speed, 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. If the real-time laying speed of the construction material is lower than the real-time reference laying speed, 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.

10. A system for applying the in-situ cold recycling method for road surfaces based on PFWD detection as described in any one of claims 1-9, characterized in that, include: The module includes a road surface condition assessment module, a construction execution analysis module, a real-time paving speed adjustment module, and a real-time spraying adjustment module. The road surface condition assessment module is used to detect the road surface condition of the road surface to be constructed through PFWD after the construction equipment control center receives the road surface detection signal, obtain the comprehensive road surface condition assessment value, match the initial road surface paving speed, and perform in-situ cold recycling construction. The construction execution analysis module is used to acquire environmental parameters and construction material parameters, analyze and obtain the demulsification tendency index, acquire the pre-paving height of the road surface and the real-time detection parameters of each real-time detection point, and analyze and obtain the road paving difficulty index. The real-time paving speed adjustment module is used to obtain the real-time paving speed of construction materials 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 materials and analyze it with the real-time reference laying speed of the construction materials to obtain the real-time spraying speed of the construction materials, and to adjust the real-time spraying equipment and the real-time spraying speed.

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