Asphalt paving thickness dynamic compensation method and system based on ground penetrating radar

Abstract

The invention relates to the technical field of pavement paving, in particular to an asphalt paving thickness dynamic compensation method and system based on a ground penetrating radar, and the method comprises the following steps: dividing a paving road section into a plurality of detection units along the paving direction; dividing the detection unit into a plurality of detection channels along the width direction of the paving surface; according to the lower bearing layer thickness mean value, the lower bearing layer thickness minimum value, the lower bearing layer thickness design value and the asphalt layer total thickness design value of each detection channel, the upper bearing layer thickness compensation value of the corresponding detection channel is analyzed; generating an upper bearing layer thickness adjustment value of the corresponding detection channel according to the upper bearing layer thickness compensation value and the upper bearing layer thickness design value of each detection channel; and analyzing the upper layer paving thickness adjustment value of the corresponding detection unit according to the upper bearing layer thickness adjustment value of each detection channel in the detection unit. By adopting the scheme, the thickness deviation in the construction process can be quickly responded, error accumulation is avoided, and the error is dynamically compensated, so that the paving thickness control precision is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of pavement paving, and particularly relates to an asphalt paving thickness dynamic compensation method and system based on ground penetrating radar. Background Technique

[0002] The precise control of the asphalt pavement paving thickness is a key link in the quality management of road engineering, which directly affects the mechanical properties, service life and driving safety of the pavement structure. In the current specifications, the total thickness deviation of the asphalt layer needs to be strictly controlled within ±5%, and the cumulative error of the thickness of each structural layer often becomes the main cause of quality defects. The traditional thickness control method mainly relies on manual sampling inspection and preset parameters to guide construction, and there are significant technical limitations: First, manual measurement uses core sampling or ruler sampling inspection, with low detection efficiency and high data dispersion, making it difficult to achieve continuous monitoring of the paving process, resulting in difficulty in timely detection of thickness deviation; Second, although the existing ground penetrating radar (GPR) technology can non-destructively obtain the thickness data of the structural layer, its application scenarios are mostly limited to the quality acceptance stage after construction, and there is no real-time feedback mechanism formed with the paving operation, so dynamic adjustment cannot be achieved; Third, thickness fluctuations caused by material segregation, uneven compaction or elevation control errors in the construction of the underlying layer (base layer or lower surface layer) are common, and the current method uses static design parameters to guide the paving of the upper layer, lacking a dynamic compensation mechanism for the actual thickness of the underlying layer, which is likely to cause problems such as exceeding the total thickness of the asphalt layer.

[0003] Specifically, the influence of the thickness deviation of the underlying layer on the paving quality of the upper layer shows a non-linear characteristic. For example, when the thickness of the underlying layer in a certain area is lower than the design value, if the upper layer is still paved according to a fixed thickness, it will lead to insufficient total thickness of the asphalt layer at that place, weakening the overall bearing capacity of the road surface; on the contrary, if the local thickness of the underlying layer is too thick and the paving amount of the upper layer is not adjusted in time, it may cause material waste and increase the shear risk between structural layers. In the prior art, the solutions to such problems are mostly based on local repair strategies, with defects such as compensation lag and poor global coordination.

[0004] Therefore, there is an urgent need to provide an asphalt paving thickness dynamic compensation method and system based on ground penetrating radar, which can quickly respond to the thickness deviation during construction, avoid error accumulation, and dynamically compensate for the error, thereby improving the paving thickness control accuracy. Summary of the Invention

[0005] The present invention provides an asphalt paving thickness dynamic compensation method and system based on ground penetrating radar, which can quickly respond to the thickness deviation during construction, avoid error accumulation, and dynamically compensate for the error, thereby improving the paving thickness control accuracy.

[0006] The first basic solution provided by the present invention:

[0007] A dynamic compensation method for asphalt paving thickness based on ground penetrating radar, comprising the following steps:

[0008] Divide the paving section into several detection units along the paving direction;

[0009] Divide each detection unit into several detection lanes along the width direction of the paving surface;

[0010] Obtain the actual thickness data and paving design parameters of each detection lane; the actual thickness data includes the mean value of the underlying layer thickness and the minimum value of the underlying layer thickness, and the paving design parameters include the designed value of the underlying layer thickness, the designed value of the upper layer thickness, and the designed value of the total asphalt layer thickness;

[0011] Analyze the upper layer thickness compensation value of the corresponding detection lane according to the mean value of the underlying layer thickness, the minimum value of the underlying layer thickness, the designed value of the underlying layer thickness, and the designed value of the total asphalt layer thickness of each detection lane;

[0012] Generate the upper layer thickness adjustment value of the corresponding detection lane according to the upper layer thickness compensation value and the designed value of the upper layer thickness of each detection lane;

[0013] Analyze the upper layer paving thickness adjustment value of the corresponding detection unit according to the upper layer thickness adjustment values of each detection lane within the detection unit.

[0014] Furthermore, analyzing the upper layer thickness compensation value of the corresponding detection lane according to the mean value of the underlying layer thickness, the minimum value of the underlying layer thickness, the designed value of the underlying layer thickness, and the designed value of the total asphalt layer thickness of each detection lane includes:

[0015] Generate a first thickness compensation value according to the mean value of the underlying layer thickness, the designed value of the underlying layer thickness, and the designed value of the total asphalt layer thickness;

[0016] Generate a second thickness compensation value according to the minimum value of the underlying layer thickness;

[0017] Compare the first thickness compensation value and the second thickness compensation value, and take the larger value of the first thickness compensation value and the second thickness compensation value as the upper layer thickness compensation value of the detection lane.

[0018] Furthermore, the calculation formula of the first thickness compensation value is as follows:

[0019]

[0020] In the formula, ΔX L is the first thickness compensation value, X d is the designed value of the underlying layer thickness, P 1 is the percentage of allowable deviation of the thickness representative value, X t is the designed value of the total asphalt layer thickness, is the mean value of the underlying layer thickness.

[0021] Furthermore, the calculation formula for the second thickness compensation value is as follows:

[0022] ΔX m = X d - P 2 × X t - X dmin

[0023] In the formula, ΔX m is the second thickness compensation value, P 2 is the allowable deviation percentage of the minimum thickness, and X dmin is the minimum value of the thickness of the lower bearing layer.

[0024] Furthermore, the calculation formula for the thickness adjustment value of the upper bearing layer is as follows:

[0025] X u = max(ΔX + X ut , X ut )

[0026] In the formula, X u is the thickness adjustment value of the upper bearing layer, ΔX is the thickness compensation value of the upper bearing layer, and X ut is the designed value of the thickness of the upper bearing layer.

[0027] Furthermore, the paving design parameters further include the paving material type and the paving compaction process type.

[0028] Furthermore, based on the thickness adjustment values of the upper bearing layer of each detection lane in the detection unit, analyzing the upper layer paving thickness adjustment value of the corresponding detection unit includes:

[0029] Taking the maximum value among the thickness adjustment values of the upper bearing layer of each detection lane in the detection unit as the upper layer paving thickness adjustment reference value for the corresponding detection unit;

[0030] Generating a paving loose laying coefficient for the upper bearing layer according to the paving material type and the paving compaction process type;

[0031] Generating an upper layer paving thickness adjustment value according to the upper layer paving thickness adjustment reference value and the paving loose laying coefficient of the upper bearing layer.

[0032] Furthermore, dividing the paving section into several detection units along the paving direction includes:

[0033] Obtaining the paving section basic parameters and the paving resource parameters, where the paving section basic parameters include the road curvature radius, the road slope, and the road width, and the paving resource parameters include the working years of the paving technicians and the maximum paving width of the paver;

[0034] Generate a division distance according to the designed total thickness value of the asphalt layer, the basic parameters of the paving section, and the paving resource parameters. The calculation formula for the division distance is as follows:

[0035]

[0036] In the formula, L is the division distance, L base is the reference division distance, α 1 is the curvature radius influence coefficient, R norm is the road curvature radius, α 2 is the road slope influence coefficient, S norm is the road slope, α 3 is the road width influence coefficient, W norm is the road width, α 4 is the thickness influence coefficient, X t is the designed total thickness value of the asphalt layer, β 1 is the experience influence coefficient, E norm is the working years of the paving technicians, β 2 is the equipment influence parameter, M norm is the maximum paving width of the paver;

[0037] Divide the paving section into several detection units along the paving direction according to the division distance.

[0038] Furthermore, the reference division distance is 200 meters.

[0039] Basic Solution 2 of the present invention: A dynamic compensation system for asphalt paving thickness based on ground penetrating radar uses the above-mentioned dynamic compensation method for asphalt paving thickness based on ground penetrating radar.

[0040] The principle and advantages of the present invention are as follows:

[0041] This solution effectively solves the problems of hysteresis and extensiveness in thickness control in traditional asphalt paving. Compared with traditional methods, this method can capture the actual fluctuations of the thickness of the underlying layer in real time and generate accurate compensation strategies based on multi-dimensional data analysis, thereby significantly improving the overall control accuracy of the asphalt layer thickness. In specific implementation, by calculating the first compensation value (based on the deviation between the mean value and the designed value) and the second compensation value (based on the minimum thickness value) simultaneously and comparing and taking the maximum value as the final compensation value, it not only avoids the risk of local defects being masked by the global mean value but also prevents over-adjustment caused by single extreme value compensation, significantly improving the scientificity and reliability of the compensation strategy.

[0042] Secondly, this solution also optimizes the construction adaptability through an intelligent division detection unit. Specifically, this solution comprehensively considers the road curvature, slope, width, and paving resources (equipment performance, personnel experience), and dynamically adjusts the length of the detection unit. For example, the division distance is automatically shortened in curved or steep slope sections to increase the detection density, while the division distance is appropriately extended in straight and flat sections to improve efficiency. This dynamic adjustment mechanism not only ensures the thickness control accuracy of key areas but also balances the overall construction efficiency.

[0043] In addition, this solution breaks through the limitation of isolated parameter calculation in the traditional compensation model and incorporates material properties and construction processes into the dynamic adjustment system. For the compaction characteristics of different asphalt mixtures and the operating parameters of the paver, through the dynamic correction of the loose paving coefficient, it is ensured that the thickness adjustment value matches the actual construction conditions. For example, for high-viscosity modified asphalt or special compaction processes, the loose paving coefficient is automatically adjusted to ensure that the actual thickness after compaction is consistent with the design value, avoiding secondary deviations caused by material properties.

[0044] In summary, adopting this solution can quickly respond to thickness deviations during the construction process, avoid error accumulation, and dynamically compensate for errors, thereby improving the paving thickness control accuracy. Description of the Drawings

[0045] Figure 1 It is a flowchart of an embodiment of a method for dynamically compensating the asphalt paving thickness based on ground-penetrating radar according to the present invention. Detailed Description of the Specific Embodiment

[0046] The following is a further detailed description through specific embodiments:

[0047] Embodiment 1:

[0048] A method for dynamically compensating the asphalt paving thickness based on ground-penetrating radar, as Figure 1 shown, includes the following steps:

[0049] S100. Divide the paving section into several detection units along the paving direction. When dividing the detection units, considering that frequent adjustment of the paving thickness will increase the difficulty of paving construction operations, and a too short construction working face is not conducive to the adjustment of road surface flatness and segregation. Therefore, the adjustment of the upper layer paving thickness should not be too frequent, and if the division length of the detection unit is too long, it is necessary to adjust the upper layer paving thickness of a long area to compensate for the thickness of the asphalt structural layer in the thinner area, which is difficult to ensure economy. Considering the above factors and combining the on-site construction characteristics, the following solution is adopted for the division of the detection unit to better balance the construction quality and economy of the asphalt layer:

[0050] S101. Obtain the basic parameters of the paving section and the paving resource parameters. The basic parameters of the paving section include the road curvature radius, road slope, and road width. The paving resource parameters include the working years of paving technicians and the maximum paving width of the paver. In this embodiment, taking the paving starting point as the division starting point, with a distance of 200 meters as the parameter for obtaining the distance, obtain the basic parameters of the paving section of the corresponding section. Among them, take the maximum curvature radius of this section as the road curvature radius, take the overall slope of this section as the road slope, and take the maximum width of this section as the road width. After completing the division of the previous detection unit, take the end point of the previous detection unit as the division starting point of the next detection unit, with a distance of 200 meters as the parameter for obtaining the distance, obtain the basic parameters of the paving section of the corresponding section, and generate the division distance corresponding to the next detection unit accordingly, thereby completing the division of the detection units of the entire paving section.

[0051] S102. Generate a division distance according to the designed total thickness value of the asphalt layer, the basic parameters of the paving section, and the paving resource parameters. The calculation formula for the division distance is as follows:

[0052]

[0053] In the formula, L is the division distance, L base is the reference division distance, α 1 is the curvature radius influence coefficient, R norm is the road curvature radius, α 2 is the road slope influence coefficient, S norm is the road slope, α 3 is the road width influence coefficient, W norm is the road width, α 4 is the thickness influence coefficient, X t is the designed total thickness value of the asphalt layer, β 1 is the experience influence coefficient, E norm is the working years of paving technicians, β 2 is the equipment influence parameter, M norm is the maximum paving width of the paver. In this embodiment, the reference division distance is 200 meters.

[0054] S103. Divide the paving section into several detection units along the paving direction according to the division distance.

[0055] S200. Divide each detection unit into several detection lanes along the width direction of the paving surface. In this embodiment, the width of a single detection lane is 1.5 meters. The width of the paving surface for asphalt layer paving construction is generally greater than 1.5 m. Usually, 2 or more detection lanes are set according to the actual road width to achieve full-coverage detection of the paving surface.

[0056] S300. Obtain the actual thickness data of each detection lane and the paving design parameters. The actual thickness data includes the mean value of the thickness of the underlying layer and the minimum value of the thickness of the underlying layer. The paving design parameters include the designed value of the thickness of the underlying layer, the designed value of the thickness of the upper layer, the designed value of the total thickness of the asphalt layer, the type of paving material, and the type of paving compaction process. In this embodiment, the actual thickness data is obtained by using a ground penetrating radar. Considering that the technology of using a ground penetrating radar for pavement thickness measurement has been relatively mature, it will not be elaborated here.

[0057] S400. Analyze the upper layer thickness compensation value of the corresponding detection lane according to the mean value of the thickness of the underlying layer, the minimum value of the thickness of the underlying layer, the designed value of the thickness of the underlying layer, and the designed value of the total thickness of the asphalt layer for each detection lane, including:

[0058] S401. Generate a first thickness compensation value according to the mean value of the thickness of the underlying layer, the designed value of the thickness of the underlying layer, and the designed value of the total thickness of the asphalt layer. The calculation formula of the first thickness compensation value is as follows:

[0059]

[0060] In the formula, ΔX L is the first thickness compensation value, X d is the designed value of the thickness of the underlying layer, P 1 is the allowable deviation percentage of the thickness representative value, X t is the designed value of the total thickness of the asphalt layer, is the mean value of the thickness of the underlying layer. The first thickness compensation value is the thickness compensation value based on the requirements of the thickness representative value.

[0061] S402. Generate a second thickness compensation value according to the minimum value of the thickness of the underlying layer. The calculation formula of the second thickness compensation value is as follows:

[0062] ΔX m =X d -P 2 ×X t -X dmin

[0063] In the formula, ΔX m is the second thickness compensation value, P 2 is the allowable deviation percentage of the minimum thickness value, X dmin is the minimum value of the thickness of the underlying layer. The second thickness compensation value is the thickness compensation value based on the requirements of the minimum thickness value to ensure that the total thickness of the asphalt layer meets the minimum value of the specification acceptance standard after paving the upper layer.

[0064] S403. Compare the first thickness compensation value and the second thickness compensation value, and take the larger value of the first thickness compensation value and the second thickness compensation value as the upper layer thickness compensation value ΔX of the detection lane.

[0065] ΔX = max(ΔX L , ΔX m )

[0066] S500. Generate the upper layer thickness adjustment value for the corresponding detection lane according to the upper layer thickness compensation value and the upper layer thickness design value of each detection lane, and compensate the asphalt layer thickness. The calculation formula for the upper layer thickness adjustment value is as follows:

[0067] X u = max(ΔX + X ut , X ut )

[0068] In the formula, X u is the upper layer thickness adjustment value, ΔX is the upper layer thickness compensation value, and X ut is the upper layer thickness design value.

[0069] S600. Since the paving thickness of the asphalt layer in the same cross-section during paving construction should be the same, it is necessary to analyze the upper layer paving thickness adjustment value of the corresponding detection unit according to the upper layer thickness adjustment value of each detection lane in the detection unit, including:

[0070] S601. Take the maximum value among the upper layer thickness adjustment values of each detection lane in the detection unit as the upper layer paving thickness adjustment reference value for the corresponding detection unit;

[0071] X uw = max(X u1 , X u2 ,... X ui ,... X un )

[0072] In the formula, X uw is the upper layer paving thickness adjustment reference value of the detection unit, and X ui is the upper layer thickness adjustment value of the i-th detection lane.

[0073] S602. Generate the loose paving coefficient for the upper layer paving according to the paving material type and the paving and compaction process type. In this embodiment, a comparison table is pre-stored, and the comparison table records the corresponding loose paving coefficients for the upper layer paving under the combination of each paving material type and the paving and compaction process type. In actual application, according to the specific paving material type and the paving and compaction process type used, refer to the comparison table to generate the loose paving coefficient for the upper layer paving.

[0074] S603. Generate the upper layer paving thickness adjustment value according to the upper layer paving thickness adjustment reference value and the loose paving coefficient for the upper layer paving. The calculation formula for the upper layer paving thickness adjustment value is as follows:

[0075] X = K × X uw

[0076] In the formula, X is the adjustment value of the upper layer paving thickness, and K is the loose paving coefficient of the upper base layer paving.

[0077] For S700, according to the adjustment value of the upper layer paving thickness, the paving work of the upper base layer of the corresponding detection unit is carried out. Thus, the paving flatness of the road surface can be guaranteed, and the paving thickness can be made more accurate.

[0078] Embodiment 2:

[0079] A dynamic compensation system for asphalt paving thickness based on ground penetrating radar uses the above-mentioned dynamic compensation method for asphalt paving thickness based on ground penetrating radar, and includes:

[0080] A detection unit division module for dividing the paving section into several detection units along the paving direction;

[0081] A detection lane division module for dividing each detection unit into several detection lanes along the width direction of the paving surface;

[0082] A parameter acquisition module for acquiring the actual thickness data and paving design parameters of each detection lane; the actual thickness data includes the mean value of the lower base layer thickness and the minimum value of the lower base layer thickness, and the paving design parameters include the designed value of the lower base layer thickness, the designed value of the upper base layer thickness, and the designed value of the total thickness of the asphalt layer;

[0083] A compensation value analysis module for analyzing the upper base layer thickness compensation value of the corresponding detection lane according to the mean value of the lower base layer thickness, the minimum value of the lower base layer thickness, the designed value of the lower base layer thickness, and the designed value of the total thickness of the asphalt layer of each detection lane;

[0084] A detection lane adjustment value generation module for generating the upper base layer thickness adjustment value of the corresponding detection lane according to the upper base layer thickness compensation value and the designed value of the upper base layer thickness of each detection lane;

[0085] A detection unit adjustment value generation module for analyzing the upper layer paving thickness adjustment value of the corresponding detection unit according to the upper base layer thickness adjustment values of each detection lane in the detection unit.

[0086] The above are only embodiments of the present invention. Specific structures and common knowledge such as characteristics that are well-known in the art are not described in detail herein. Those of ordinary skill in the art know all the general technical knowledge in the technical field to which the invention pertains before the filing date or the priority date, can acquire all the prior art in this field, and have the ability to apply conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, complete and implement this solution in combination with their own abilities. Some typical well-known structures or well-known methods should not become obstacles for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can still be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope claimed in this application shall be subject to the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to interpret the content of the claims.

Claims

1. A method for dynamic compensation of asphalt paving thickness based on ground penetrating radar, characterized in that: The following steps are involved: Divide the paving section into several detection units along the paving direction; Each detection unit is divided into a number of detection lanes along the width direction of the paving surface; Obtaining actual thickness data and paving design parameters of each detection lane; the actual thickness data includes an average value of the thickness of the underlying layer and a minimum value of the thickness of the underlying layer, and the paving design parameters include a design value of the thickness of the underlying layer, a design value of the thickness of the upper layer, and a design value of the total thickness of the asphalt layer; According to the average value of the underlying layer thickness of each test channel, the minimum value of the underlying layer thickness, the design value of the underlying layer thickness and the design value of the total thickness of the asphalt layer, the upper layer thickness compensation value of the corresponding test channel is analyzed; According to the upper bearing layer thickness compensation value and the upper bearing layer thickness design value of each detection channel, the upper bearing layer thickness adjustment value of the corresponding detection channel is generated; According to the upper supporting layer thickness adjustment value of each detection channel in the detection unit, the upper layer paving thickness adjustment value of the corresponding detection unit is analyzed.

2. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 1, characterized in that: According to the average value of the underlying layer thickness of each test channel, the minimum value of the underlying layer thickness, the design value of the underlying layer thickness and the design value of the total thickness of the asphalt layer, the upper layer thickness compensation value of the corresponding test channel is analyzed, including: Generate a first thickness compensation value according to the average thickness of the underlying layer, the design value of the thickness of the underlying layer and the design value of the total thickness of the asphalt layer; Generate a second thickness compensation value according to the minimum thickness of the underlying layer; The first thickness compensation value and the second thickness compensation value are compared, and the larger value of the first thickness compensation value and the second thickness compensation value is used as the thickness compensation value of the upper layer of the detection track.

3. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 2 is characterized in that: The calculation formula of the first thickness compensation value is as follows: Where ΔX L is the first thickness compensation value, X d is the design value of the thickness of the underlying layer, P1 is the allowable deviation percentage of the thickness representative value, X L is the design value of the total thickness of the asphalt layer, is the average thickness of the underlying layer.

4. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 2, characterized in that: The calculation formula of the second thickness compensation value is as follows: ΔX m =X d -P2×X t -X dmin Where ΔX m is the second thickness compensation value, P2 is the minimum thickness tolerance percentage, X dmin It is the minimum thickness of the underlying layer.

5. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 1, characterized in that: The calculation formula of the upper bearing layer thickness adjustment value is as follows: X u =max(ΔX+X ut ,X ut ) In the formula, X u is the thickness adjustment value of the upper layer, ΔX is the thickness compensation value of the upper layer, and X ut It is the design value of the upper layer thickness.

6. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 1, characterized in that: The paving design parameters also include paving material type and paving compaction process type.

7. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 6, characterized in that: According to the upper bearing layer thickness adjustment value of each detection channel in the detection unit, the upper layer paving thickness adjustment value of the corresponding detection unit is analyzed, including: The maximum value of the upper bearing layer thickness adjustment value of each detection channel in the detection unit is used as the upper layer paving thickness adjustment reference value of the corresponding detection unit; Generate the loose paving coefficient of the upper layer according to the type of paving material and paving compaction process; The upper layer paving thickness adjustment value is generated according to the upper layer paving thickness adjustment benchmark value and the upper layer paving loose paving coefficient.

8. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 1, characterized in that: The paving section is divided into several detection units along the paving direction, including: Obtaining basic parameters of a paving section and paving resource parameters, wherein the basic parameters of a paving section include a road curvature radius, a road slope, and a road width, and the paving resource parameters include working years of a paving technician and a maximum paving width of a paving machine; The division distance is generated according to the total thickness design value of the asphalt layer, the basic parameters of the paving section and the paving resource parameters; the calculation formula of the division distance is as follows: Where L is the partition distance, L base is the reference division distance, α1 is the influence coefficient of the curvature radius, R norm is the road curvature radius, α2 is the road slope influence coefficient, S norm is the road slope, α3 is the road width influence coefficient, W norm is the road width, α4 is the thickness influence coefficient, X t is the design value of the total thickness of the asphalt layer, β1 is the empirical influence coefficient, E norm is the working years of the paving technicians, β2 is the equipment influencing parameter, M norm The maximum paving width of the paver; According to the division distance, the paving section is divided into several detection units along the paving direction.

9. The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar according to claim 8, characterized in that: The reference division distance is 200 meters.

10. A dynamic compensation system for asphalt paving thickness based on ground penetrating radar, characterized in that: The method for dynamic compensation of asphalt paving thickness based on ground penetrating radar as described in any one of claims 1 to 9 is used.

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