Pavement maintenance benefit evaluation method and system based on total factor productivity

Abstract

The invention relates to the technical field of pavement maintenance, in particular to a pavement maintenance benefit evaluation method and system based on total factor productivity, and the method comprises the steps: analyzing economic benefits, social benefits and environmental benefits, determining the factor evaluation index of each benefit, and building a maintenance benefit total factor evaluation index framework in combination with an analytic hierarchy process; constructing an element evaluation index model of each benefit according to the determined element evaluation indexes; based on the total factor evaluation index framework and the factor evaluation index model, determining a combination weight of each factor evaluation index, introducing an input-output ratio, and constructing a maintenance comprehensive benefit evaluation model; support is provided for decision making according to the operation result of the maintenance comprehensive benefit evaluation model. A total factor productivity concept is introduced, a comprehensive pavement maintenance benefit evaluation system is constructed, economic benefits, social benefits and environmental benefits of different pavement maintenance measures can be scientifically and reasonably evaluated, and a theoretical basis is provided for scientific decision, popularization and application of a pavement maintenance scheme.

Description

Technical Field

[0001] The present invention relates to the technical field of pavement maintenance, and particularly to a method and system for evaluating pavement maintenance benefits based on total factor productivity. Background Art

[0002] At present, the long-term benefit evaluation of pavements at home and abroad includes the life cycle cost analysis method (LCCA - Life Cycle Cost Analysis), cost-benefit method, financial analysis method, etc. The methods for analyzing the economic benefits of maintenance are very rich and can be mainly divided into: present value method, annual equivalent cost method, benefit-cost ratio method, etc.

[0003] However, since traditional evaluation methods often lack the quantitative evaluation of social benefits (such as traffic efficiency, user satisfaction) and environmental benefits (such as carbon emissions, energy consumption), it may lead to negative impacts of maintenance plans on society and the environment. Moreover, in the decision-making of traditional maintenance plans, the evaluation indicators of maintenance benefits are single, and the evaluation methods and systems are unreasonable, which may result in the lack of comparability of the evaluation results of different maintenance plans. It is difficult for decision-makers to intuitively compare the advantages and disadvantages of different plans, increasing the decision-making difficulty. Summary of the Invention

[0004] The technical problem to be solved by the present invention is: to provide a method and system for evaluating pavement maintenance benefits based on total factor productivity, effectively solving the problems in the background art.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is: a method for evaluating pavement maintenance benefits based on total factor productivity, including the following steps:

[0006] Analyze from economic benefits, social benefits and environmental benefits, determine the element evaluation indicators of each benefit, and establish a total factor evaluation index framework for maintenance benefits in combination with the analytic hierarchy process. Among them, the element evaluation indicator of the economic benefit is the economic cost of later maintenance and repair, the element evaluation indicators of the social benefit include pavement condition improvement, traffic efficiency, traffic accident rate, user cost savings value and manager time cost, and the element evaluation indicators of the environmental benefit include carbon emissions and energy consumption;

[0007] For the determined element evaluation indicators of each benefit, construct element evaluation index models for economic benefits, social benefits and environmental benefits;

[0008] Based on the total factor evaluation index framework for maintenance benefits and each element evaluation index model, determine the combined weights of each element evaluation indicator, introduce the input-output ratio, and construct a comprehensive maintenance benefit evaluation model;

[0009] According to the operation results of the comprehensive maintenance benefit evaluation model, compare the benefits of different maintenance plans to provide support for decision-making.

[0010] Furthermore, based on the analytic hierarchy process, an evaluation index framework for all elements of maintenance benefits is established;

[0011] Among them, the evaluation index framework for all elements of maintenance benefits includes, from top to bottom, the goal layer, criterion layer, index layer, and solution layer. Specifically:

[0012] The goal layer is maintenance benefits. The criterion layer consists of economic benefit elements, social benefit elements, and environmental benefit elements. The index layer consists of evaluation indicators for each element of economic benefit elements, social benefit elements, and environmental benefit elements. The solution layer consists of each maintenance plan.

[0013] Furthermore, based on the evaluation index of the economic cost elements of post-maintenance, an evaluation index model for economic benefit elements is constructed, specifically:

[0014] Let C represent the economic cost of maintenance input by the manager within the planning period, and the calculation formula for the economic benefit cost within the period is obtained, specifically:

[0015] The reduction of the economic cost of post-maintenance C = the maintenance project duration T × the annual maintenance project cost N.

[0016] Furthermore, based on the evaluation indexes of pavement condition improvement, traffic passing efficiency, traffic safety accident rate, user cost savings value, and manager time cost elements, an evaluation index model for social benefit elements is constructed, specifically:

[0017] (1) Pavement condition improvement;

[0018] The area A enclosed by the pavement performance curve Y p after taking treatment measures and the natural decay curve Y 0 of the pavement performance without taking measures is defined as the pavement improvement maintenance benefit, and the calculation formula is:

[0019]

[0020] When calculating the maintenance benefit, a minimum acceptable level is set, and the part enclosed by the performance curve and the minimum acceptable horizontal line is calculated. The formula is:

[0021]

[0022] (2) Traffic passing efficiency:

[0023] By analyzing the influence of pavement performance and the number of road closures during maintenance implementation on traffic passing efficiency, the relationships between pavement performance and the number of road closures during maintenance implementation and traffic passing efficiency are respectively established, specifically:

[0024] 1) The relationship between traffic passing efficiency and pavement performance;

[0025] Traveler's time cost ΔTC 1 The calculation formula is as follows:

[0026]

[0027] In the formula: Q 养护后 is the traffic volume after pavement maintenance; T 养护前 -T 养护后 are the vehicle travel times before and after maintenance; is the time value coefficient;

[0028] By analyzing and calibrating the speed and PCI performance data, the relationship between the traveler's time cost and PCI is obtained:

[0029]

[0030] In the formula: T—the travel time of the user's vehicle; L—the travel mileage of the vehicle; V 0 —the highest design speed of the highway; α, β, η—related parameters;

[0031] 2) Relationship between traffic passing efficiency and the number of lane closures during maintenance:

[0032] Considering the relationship between the increased travel time cost due to lane closures and the lane closure time, lane closure mileage, and the number of lane closures, the time cost ΔTC 2 is obtained, and the formula is:

[0033]

[0034] L 封 = the number of lane closures n × the mileage of a single lane closure;

[0035] Q 封道 = Q 封日 ×T 封道时间 ;

[0036] In the formula: Q 封道 is the traffic volume during lane closures, T 增 is the increased time during lane closures, L 封 is the cumulative lane closure mileage during maintenance, is the time value conversion coefficient;

[0037] (3) Traffic safety accident rate:

[0038] 1) Relationship between the probability of accidents and the pavement evenness index

[0039] Using AC to represent the user's travel safety cost, after highway pavement maintenance, the user's travel safety cost is calculated as shown in the following formula:

[0040]

[0041] Where: ΔAC 1 — Savings in the user's travel safety cost (yuan), C j is the cost of different traffic accidents (yuan), a j and b j are the corresponding accident coefficients;

[0042] 2) Relationship between the probability of accident occurrence and construction road closure:

[0043] Analyze the traffic accident safety caused by the closure of some lanes during preventive maintenance, and obtain the safety cost ΔAC of construction road closure 2 Calculation formula:

[0044] ΔAC 2 = Road closure accident rate ω × L 封 × C;

[0045] L 封 = Number of road closures n × Mileage of single road closure l;

[0046] Where: L 封 is the cumulative road closure mileage during maintenance, C is the accident cost, and n is the number of road closures;

[0047] (4) User cost savings value:

[0048] Let Y represent the fuel consumption cost of the user's travel, and obtain the functional relationship between the international roughness index and the fuel consumption of standard axle load vehicles, as follows:

[0049] Y = α·ln(IRI) 2 + β·ln(IRI) 2 + γ;

[0050] From this, the fuel cost savings formula for the user's travel is obtained:

[0051] ΔY = P·[α i ·ln(IRI 养护后 / IRI 养护前 ) 2 + β i ·ln(IRI 养护后 / IRI 养护前 ) 2 ·L·Q i养护后 ;

[0052] Where: ΔY is the savings value of the user's travel fuel cost, unit: L / 100km; IRI 养护前 、IRI 养护后The pavement evenness indices before and after maintenance, unit: mm / km; P is the unit price of fuel, unit: yuan / L; L is the vehicle driving mileage, unit: km; Q i养护后 is the driving quantity of the standard axle load vehicle type after maintenance, unit: vehicle;

[0053] (5) Manager's time cost:

[0054] Considering the costs of third-party consulting service management fees and tender management fees, the specific calculation method is as follows:

[0055] 1) Increase in third-party consulting service management cost:

[0056] Increase in third-party consulting fees = number of tenders × increase in third-party service fees per single tender;

[0057] 2) Reduction in tender management cost:

[0058] Reduction in tender management fees = reduction in the number of tenders × single tendering agency service fees.

[0059] Furthermore, based on the carbon emission cost and energy consumption cost element indicators, an environmental benefit element evaluation index model is constructed, specifically as follows:

[0060] (1) Carbon emission calculation:

[0061] The greenhouse gas emission measurement formula for asphalt pavement maintenance technology is:

[0062] G = ∑M i ·g i + ∑m i ·s i ;

[0063] In the formula: G is the greenhouse gas emission generated by asphalt pavement maintenance, unit: kg; M i is the mass of the i-th raw material, unit: kg; g i is the greenhouse gas generated per unit mass production of the i-th raw material, unit: kg / kg; m is the mass of the i-th energy consumption, unit: kg; s i is the greenhouse gas generated per unit mass consumption of the i-th energy, unit: kg / kg;

[0064] (2) Energy consumption calculation:

[0065] The energy consumption measurement formula for asphalt pavement maintenance technology is:

[0066] E = ∑M i ·e i + ∑m i ·c i ;

[0067] Where: E is the energy consumption required for asphalt pavement maintenance, unit: MJ; M i is the mass of the i-th raw material, unit: kg; e i is the production energy consumption per unit mass of the i-th raw material, unit: MJ / kg; m i is the mass of the i-th energy consumption, unit: kg; c i is the calorific value of the i-th energy, unit: MJ / kg.

[0068] Furthermore, by combining the analytic hierarchy process, the combined weights of the evaluation indicators of each element are determined, including:

[0069] Let the layer where economic benefits, social benefits and environmental benefits are located be the P layer, the evaluation indicators of each element be the C layer, and the maintenance benefit be the O layer;

[0070] By calculating the weights of each index in the P layer and the C layer layer by layer, the single-layer weight coefficients are obtained;

[0071] The single-layer weight coefficients of each index in the P layer and the C layer are combined to obtain the combined weights of the evaluation indicators of each element in the C layer relative to the O layer.

[0072] Furthermore, the constructed comprehensive maintenance benefit evaluation model includes:

[0073] Taking the late maintenance economic cost, travel time cost, travel safety cost, user cost savings, manager time cost, carbon emission cost and energy consumption cost as input indicators, and taking the improvement of pavement condition as the output indicator;

[0074] The comprehensive maintenance benefit evaluation model is obtained, and the formula is;

[0075]

[0076] Among them, A 1 is the improvement of pavement condition, C1 to C7 are the input indicators, and ω 1 to ω 7 are the weights of each index.

[0077] The present invention also provides a pavement maintenance benefit evaluation system based on total factor productivity, including:

[0078] A data acquisition and framework construction module analyzes from economic benefits, social benefits and environmental benefits, determines the evaluation indicators of the elements of each benefit, and establishes a total factor evaluation index framework for maintenance benefits based on the analytic hierarchy process. Among them, the evaluation indicator of economic benefits is the late maintenance economic cost, and the evaluation indicators of social benefits include the improvement of pavement condition, traffic passing efficiency, traffic safety accident rate, user cost savings and manager time cost. The evaluation indicators of environmental benefits include carbon emissions and energy consumption;

[0079] Element evaluation index model construction module, which constructs element evaluation index models for economic benefits, social benefits and environmental benefits according to the determined element evaluation indexes of each benefit;

[0080] Weight determination and comprehensive model construction module, which determines the combined weights of each element evaluation index based on the full-element evaluation index framework of maintenance benefits and each element evaluation index model, introduces the input-output ratio, and constructs a maintenance comprehensive benefit evaluation model;

[0081] Benefit comparison and decision support module, which compares the benefits of different maintenance plans according to the operation results of the maintenance comprehensive benefit evaluation model and provides support for decision-making.

[0082] The present invention also provides an electronic device, which includes:

[0083] A processor and a memory;

[0084] The processor is used to execute the steps of the pavement maintenance benefit evaluation method based on total factor productivity as described above by calling the program or instruction stored in the memory.

[0085] The present invention also provides a computer-readable storage medium, which stores a program or instruction, and the program or instruction is for a computer to execute the steps of the pavement maintenance benefit evaluation method based on total factor productivity as described above.

[0086] The beneficial effects of the present invention are as follows: By introducing the concept of total factor productivity and constructing a comprehensive maintenance benefit evaluation system, the present invention can scientifically and reasonably evaluate the economic benefits, social benefits and environmental benefits of different pavement maintenance measures, and can provide a theoretical basis for the scientific decision-making and popularization and application of pavement maintenance plans. Description of the Drawings

[0087] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments recorded in the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0088] Figure 1 It is a flowchart of the pavement maintenance benefit evaluation method based on total factor productivity in the embodiments of the present invention;

[0089] Figure 2 It is the full-element evaluation index framework of maintenance benefits;

[0090] Figure 3is the maintenance benefit area based on the improvement of road surface conditions;

[0091] Figure 4 is the area benefit of the road surface performance enclosed by a given threshold;

[0092] Figure 5 is the function relationship diagram between the driving time and the PCI index of the road surface condition;

[0093] Figure 6 is the relationship between the speed and fuel consumption during vehicle driving;

[0094] Figure 7 is the relationship between the speed and evenness during vehicle driving;

[0095] Figure 8 is the schematic diagram of the overall hierarchical ranking of the relative importance of each element evaluation index for the maintenance benefit. Specific implementation manners

[0096] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments.

[0097] It should be noted that when an element is referred to as being "fixed to" another element, it can be directly on the other element or there may also be a middle element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be a middle element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are only for the purpose of illustration and do not represent the only implementation manner.

[0098] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present invention belongs. The terms used in the description of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0099] As Figure 1 shown, the road surface maintenance benefit evaluation method based on total factor productivity includes the following steps:

[0100] Step 1: Analyze from the aspects of economic benefits, social benefits, and environmental benefits, determine the element evaluation indicators for each benefit, and establish a comprehensive element evaluation index framework for maintenance benefits in combination with the analytic hierarchy process. Among them, the element evaluation indicator for economic benefits is the economic cost of post-maintenance and repair, the element evaluation indicators for social benefits include pavement condition improvement, traffic efficiency, traffic accident rate, user cost savings, and manager time cost, and the element evaluation indicators for environmental benefits include carbon emissions and energy consumption;

[0101] As Figure 2 shown, based on the analytic hierarchy process, establish a comprehensive element evaluation index framework for maintenance benefits; among them, the comprehensive element evaluation index framework for maintenance benefits includes, from top to bottom, the target layer, criterion layer, index layer, and scheme layer, showing a certain subordination relationship. Specifically:

[0102] The target layer is maintenance benefits, the criterion layer consists of economic benefit elements, social benefit elements, and environmental benefit elements, the index layer consists of the element evaluation indicators for economic benefit elements, social benefit elements, and environmental benefit elements, and the scheme layer consists of each maintenance scheme.

[0103] This step clarifies multiple dimensions of the maintenance benefit evaluation to ensure that the evaluation system can comprehensively reflect the impact of maintenance measures, and uses the analytic hierarchy process (AHP) to construct a systematic and structured evaluation framework to clarify the relationship and hierarchy between evaluation indicators. Through multi-dimensional analysis, the comprehensive benefits of maintenance measures can be more comprehensively evaluated, avoiding the limitations of single indicators.

[0104] Step 2: For the determined element evaluation indicators of each benefit, construct element evaluation index models for economic benefits, social benefits, and environmental benefits;

[0105] Based on the element evaluation indicator of the economic cost of post-maintenance and repair, construct an element evaluation index model for economic benefits. Specifically: When calculating the economic benefit cost, use C to represent the economic cost of maintenance and repair invested by the manager during the planning period, and obtain the calculation formula for the economic benefit cost during the period. Specifically:

[0106] Reduction of the economic cost of post-maintenance and repair C = maintenance project duration T × annual maintenance project cost N.

[0107] Based on the element evaluation indicators of pavement condition improvement, traffic efficiency, traffic accident rate, user cost savings, and manager time cost, construct an element evaluation index model for social benefits. Specifically:

[0108] (1) Pavement condition improvement, that is, calculating the area enclosed by the performance curve;

[0109] As Figure 3 shown, after taking treatment measures, the pavement performance curve Y pThe area A enclosed by the natural decay curve Y of the pavement performance without taking measures is defined as the pavement improvement maintenance benefit, and the calculation formula is: 0 The area A enclosed by the natural decay curve Y of the pavement performance without taking measures is defined as the pavement improvement maintenance benefit, and the calculation formula is:

[0110]

[0111] As can be seen from the above, the larger the area enclosed by the pavement performance, the greater the overall improvement of the pavement condition, and the better the social benefits of maintenance.

[0112] In addition, through the application of multiple actual projects, the timing of taking preventive maintenance measures for roads is crucial. If the preventive maintenance measures are taken too early, it will cause waste of funds. If they are taken too late, it will be difficult to effectively improve the pavement performance after the preventive maintenance is implemented.

[0113] As Figure 4 shown, set the minimum acceptable level. When calculating the maintenance benefit, calculate the part enclosed by the performance curve and the minimum acceptable horizontal line. The calculation formula is:

[0114]

[0115] (2) Traffic passing efficiency, that is, calculation of travel time cost savings:

[0116] The value lost by highway users when substituting the time consumed during driving for doing other things is the opportunity cost, that is, the time cost of vehicle driving. Considering that the implementation of pavement maintenance will improve the pavement driving conditions, affect the efficiency of traffic travelers, and thus change the traveler time cost. By analyzing the influence of pavement performance and the number of road closures during maintenance implementation on traffic passing efficiency, the relationships between pavement performance, the number of road closures during maintenance implementation and traffic passing efficiency are respectively established, specifically:

[0117] 1) Relationship between traffic passing efficiency and pavement performance;

[0118] The implementation of highway pavement maintenance improves the pavement driving conditions and saves the traveler time cost, thus obtaining the traveler time cost ΔTC 1 The calculation formula is:

[0119]

[0120] In the formula: Q 养护后 is the traffic volume (vehicles) after pavement maintenance; T 养护前 -T 养护后 is the vehicle travel time (h) before and after maintenance; is the time value coefficient;

[0121] Among them, the corresponding relationship between the time value coefficient and the income of our province is shown in Table 1.

[0122] Table 1 Relationship between personal income and its corresponding time value

[0123]

[0124] like Figure 5 As shown in Figure 1, there is a functional relationship between the time cost of vehicle travel and PCI. By analyzing and calibrating the speed and PCI performance data, the relationship between the user's travel time cost and PCI is obtained:

[0125]

[0126] Where: T—user’s vehicle driving time (h); L—vehicle mileage (km); V 0 —Highest design speed of highway (km / h); α, β, η—related parameters;

[0127] 2) Relationship between traffic efficiency and number of road closures for maintenance

[0128] During the maintenance implementation process, due to the road closure organized in the maintenance implementation area, the vehicle speed decreases, which will increase the time cost of travelers. By considering the relationship between the increased travel time cost caused by road closure and the road closure time, road closure mileage and number of road closures, the time cost ΔTC was established. 2 Calculation formula:

[0129]

[0130] L 封 =Number of road closures n×mileage of a single road closure;

[0131] Q 封道 =Q 封日 ×T 封道时间 ;

[0132] Where: Q 封道 is the traffic volume during the road closure period (vehicles), T 增 Add time to the road closure period, L 封 The accumulated road closure mileage during the maintenance period. is the time value conversion factor;

[0133] (3) Traffic safety accident rate, that is, travel safety cost calculation:

[0134] The losses caused by traffic accidents to road users during driving are the safety costs of vehicle travel, which generally include the death loss of drivers and passengers, personal injury loss, vehicle and other property losses, etc. However, user travel safety cost accounting is an important part of the highway pavement maintenance benefit analysis, and the road surface flatness and construction road closure method have a strong correlation with the probability of accidents.

[0135] 1) Relationship between the probability of accident occurrence and pavement evenness index

[0136] During the process of vehicle driving on the road, affected by the pavement evenness, the probability of accident occurrence is negatively correlated with the pavement evenness index. Traffic accidents can be classified into fatal accidents, injury accidents, and property damage accidents without casualties according to the loss consequences.

[0137] Therefore, through the correlation analysis of the number of accidents, loss degree of standard axle load vehicles and pavement evenness RQI index, the following functional relationship is obtained as shown in Table 2.

[0138] Table 2 Functional relationship between standard axle load vehicles and the occurrence frequency of different types of accidents during vehicle driving

[0139]

[0140] When calculating the safety cost of users' travel, AC is used to represent the safety cost of users' travel. After the highway pavement is maintained, the safety cost of users' travel can be calculated as shown in the following formula:

[0141]

[0142] In the formula: ΔAC 1 — Savings in the safety cost of users' travel (yuan), C j is the cost of different traffic accidents (yuan), a j and b j are the corresponding accident coefficients;

[0143] 2) Relationship between the probability of accident occurrence and construction road closure

[0144] Considering factors such as the travel needs of the public, construction time, construction scope, and traffic conditions, highway managers will adopt different engineering measures or lane closure strategies during construction and maintenance. Different lane closure strategies have different impacts on the safety performance of the construction area.

[0145] In this invention, the safety of traffic accidents caused by partial lane closure during preventive maintenance is analyzed, and the impact of the lane closure strategy implemented during maintenance on the probability of accident occurrence is given (the number of additional fatal accidents caused by construction road closure is 0.5 times, the number of injury accidents is 1.1 times, and the number of property damage accidents only is 1.5 times), and the safety cost ΔAC of construction road closure is established 2 Calculation formula:

[0146] ΔAC 2 = Lane closure accident rate ω × L 封 × C;

[0147] L 封 = Number of lane closures n × Single-lane closure mileage l;

[0148] Where: L 封 is the cumulative road closure mileage (km) during maintenance, C is the accident cost, and n is the number of road closures;

[0149] (4) User cost savings value, that is, travel cost calculation:

[0150] The travel cost of a vehicle refers to all costs generated during its driving, such as fuel cost, toll, maintenance, tire wear, vehicle depreciation, etc. For highway pavement maintenance, the improvement of highway pavement riding quality can reduce fuel consumption and significantly reduce the travel cost of vehicles. Therefore, in the present invention, by analyzing the relationship between pavement riding quality and fuel consumption, and conducting a correlation analysis of pavement performance, driving speed, and fuel consumption, a user travel cost calculation model is established.

[0151] As Figure 6 shown, the driving speed of a vehicle affects its fuel consumption. The fuel consumption of the vehicle first decreases and reaches the minimum critical value and then increases as the driving speed increases; as Figure 7 shown, the speed of the vehicle is affected by the pavement evenness. The speed of the vehicle increases as the IRI value of the evenness increases.

[0152] When calculating the travel cost of users, Y is used to represent the travel fuel consumption cost of users, and the functional relationship between the international roughness index and the fuel consumption of standard axle load vehicles is obtained:

[0153] Y = α·ln(IRI) 2 + β·ln(IRI) 2 + γ;

[0154] From this, the calculation formula for the fuel cost savings of users' travel is obtained:

[0155] ΔY = P[α i ·ln(IRI 养护后 / IRI 养护前 ) 2 + β i ·ln(IRI 养护后 / IRI 养护前 ) 2 ·L·Q i养护后 ;

[0156] Where: ΔY is the savings value of the travel fuel cost of users, unit: L / 100km; IRI 养护前 , IRI 养护后 are the pavement roughness indices before and after maintenance, unit: mm / km; P is the unit price of fuel, unit: yuan / L; L is the vehicle driving mileage, unit: km; Q i养护后 is the number of standard axle load vehicle trips after maintenance, unit: vehicles;

[0157] (5) Manager's time cost, i.e., the reduction of bid invitation burden and the improvement of efficiency:

[0158] When calculating the manager's time cost, it is mainly considered from the costs of third-party consulting service management fees and tender management fees. The specific calculation method is as follows:

[0159] 1) Increase in third-party consulting service management cost:

[0160] Increase in third-party consulting fees = Number of tender invitations × Increase in third-party service fees per single tender invitation;

[0161] 2) Reduction in tender management cost:

[0162] Reduction in tender management fees = Reduced number of tender invitations × Agency service fees per single tender invitation and bid. The relevant charging standards for tender agency service fees are shown in Table 3.

[0163] Table 3 Charging standards for tender agency services

[0164]

[0165] Based on the carbon emission cost and energy consumption cost factor indicators, an environmental benefit calculation model is constructed, specifically as follows:

[0166] Ecological and environmental benefits are the benefits reflected in aspects such as resource conservation, energy consumption reduction, environmental friendliness, and ecological greenness in maintenance treatment activities. Vigorously promoting and implementing green and environmental protection maintenance technologies and measures will be conducive to making more scientific, reasonable, and effective sustainable development maintenance decisions and achieving ecological, environmental protection, and green maintenance. Therefore, choosing low-carbon and low-energy consumption maintenance measures will bring considerable ecological and environmental benefits. In this invention, analysis is carried out from two major factor indicators of carbon emission cost and energy consumption cost to construct each ecological and environmental benefit calculation model.

[0167] (1) Carbon emission calculation

[0168] The greenhouse gas emission measurement formula for asphalt pavement maintenance technology is:

[0169] G = ∑M i ·g i + ∑m i ·s i ;

[0170] In the formula: G is the greenhouse gas emission generated by asphalt pavement maintenance, unit: kg; M i is the mass of the i-th raw material, unit: kg; g i is the greenhouse gas generated per unit mass production of the i-th raw material, unit: kg / kg; m is the mass of the i-th energy consumption, unit: kg; s iIt is the greenhouse gas generated by the unit mass consumption of the i-th type of energy, unit: kg / kg;

[0171] (2) Energy consumption calculation

[0172] The energy consumption measurement formula for asphalt pavement maintenance technology is:

[0173] E = ∑M i ·e i +∑m i ·c i ;

[0174] In the formula: E is the energy consumption required for asphalt pavement maintenance, unit: MJ; M i is the mass of the i-th raw material, unit: kg; e i is the energy consumption for the production of unit mass of the i-th raw material, unit: MJ / kg; m i is the mass of the i-th energy consumption, unit: kg; c i is the calorific value of the i-th energy, unit: MJ / kg.

[0175] In this step, a specific evaluation model is established for each benefit dimension, and qualitative indicators are converted into quantitative data, which can accurately reflect the actual impact of each benefit and improve the scientificity and accuracy of the evaluation results.

[0176] Step 3: Based on the overall factor evaluation index framework of maintenance benefits and the evaluation index models of each factor, determine the combined weights of the evaluation indicators of each factor, introduce the input-output ratio, and construct a comprehensive maintenance benefit evaluation model;

[0177] The problem of maintenance benefit evaluation ultimately requires obtaining the final synthetic weights of each layer of indicators for the target layer (maintenance benefit) in order to rank and make decisions on each maintenance plan. This process often requires separately calculating the weights of the criterion layer (economic benefit, social benefit, and environmental benefit) and the index layer (sub-indicators of 8 types of benefits), and finally obtaining the combined weights of the lower layer relative to the target layer.

[0178] As Figure 8 shown, let the layer where economic benefit, social benefit, and environmental benefit are located be the P layer, the evaluation indicators of each factor be the C layer, and the maintenance benefit be the O layer. Combining the analytic hierarchy process, determine the combined weights of the evaluation indicators of each factor, including:

[0179] By calculating the weights of each index in the P layer and the C layer layer by layer, the single-layer weight coefficients are obtained. Specifically, for m factors P 1 , P 2 , ……, P m in the P layer, the single-layer ranking for the O layer is: a 1 , a 2 , …… a m, the n factors in layer C for the factor P in the upper layer P are P j The hierarchical single sorting for is: b 1j , b 2j , ……, b nj (j = 1, 2, ……, m);

[0180] Combining the single - layer weight coefficients of each index in layer P and layer C to obtain the combined weights of each evaluation index of the elements in layer C relative to layer O. Specifically, the total hierarchical sorting of layer C is: that is, the weight value of the i - th factor in layer C for the total target layer O is Calculate the combined weights of each evaluation index of the elements in layer C relative to layer O.

[0181] The comprehensive maintenance benefit evaluation model constructed in the present invention includes: using the later maintenance and repair economic cost, travel time cost, travel safety cost, user cost savings, manager time cost, carbon emission cost, and energy consumption cost as input indicators, and using the improvement of pavement condition as the output indicator to form a comprehensive maintenance benefit evaluation model and evaluation index system (see Table 4). The formula of the comprehensive maintenance benefit evaluation model is:

[0182]

[0183] Among them, A 1 is the improvement of pavement condition, C1 to C7 are each input indicator, ω 1 to ω 7 are the weights of each indicator.

[0184] Table 4 Asphalt Pavement Maintenance Benefit Evaluation Index System

[0185]

[0186]

[0187] By introducing weights and input - output ratios in this step, a comprehensive evaluation model is constructed, which can more reasonably allocate the importance of each indicator, comprehensively evaluate the comprehensive benefits of maintenance measures, and ensure the fairness and rationality of the evaluation results. The indicator layer in the present invention reflects the asphalt pavement maintenance benefits of the target layer, providing support for highway maintenance management agencies to make scientific and reasonable benefit evaluations of pavement maintenance measures.

[0188] Step Four: According to the operation results of the comprehensive maintenance benefit evaluation model, compare the benefits of different maintenance plans to provide support for decision - making.

[0189] Quantitatively comparing different maintenance plans using the evaluation model can more intuitively show the advantages and disadvantages of each plan, help decision - makers select the optimal maintenance plan, and improve the scientificity and effectiveness of decision - making.

[0190] In this invention, by introducing the concept of total factor productivity and constructing a comprehensive maintenance benefit evaluation system, it is possible to scientifically and reasonably evaluate the economic, social, and environmental benefits of different pavement maintenance measures, providing a theoretical basis for the scientific decision-making and popularization of pavement maintenance plans.

[0191] Benefit Evaluation of Long-Term Maintenance Demonstration Project Based on Total Factor Productivity:

[0192] Taking the sections of G228 (K3339+823~K3379+750) and S434 (K0+600~K21+541) in Haimen District, Nantong City as the sections for benefit evaluation of the long-term maintenance demonstration project, with a total length of 60.868 km, including 40.839 km of first-class highway and 20.029 km of second-class highway, and an evaluation period of 5 years (from 2024 to 2028). According to the long-term plan, the statistical results of the expected target values of the road condition performance of the Nantong project demonstration section are shown in Tables 5 and 6 below. (See the long-term design and planning plan for other basic information)

[0193] Table 5 Information Table of Expected Performance before and after Maintenance of Highway Test Sections (Long-Term Plan)

[0194]

[0195] Table 6 - Information Table of Expected Performance before and after Maintenance of Highway Test Sections (Traditional Plan)

[0196]

[0197] Calculation of Social Benefit Evaluation Index of Maintenance

[0198] Select the social benefit indicators determined above, namely pavement condition improvement, traffic passing efficiency, traffic safety accident rate, user cost savings, and manager time cost, as the evaluation indicators for this section, and calculate the long-term maintenance plan and traditional plan formulated for them respectively. The specific calculation process is as follows:

[0199] (1) Pavement condition improvement

[0200] Based on the proposed calculation model of pavement condition improvement index, calculate the improvement values of pavement performance PCI, RQI, and RDI before and after maintenance of the Nantong demonstration section respectively, and obtain the area enclosed by the curves of the performance within the 5-year planning period.

[0201] According to the weights assigned to each index in the specification, the calculation results of the comprehensive pavement condition improvement value are obtained, as shown in Table 7.

[0202] A 长 =0.45*A 长 (PCI)+0.35A 长 (RQI)+0.2*A长 (RDI);

[0203] Table 7 Calculation results of evaluation indexes for road condition improvement

[0204]

[0205] From the above, it can be seen that after the long-term maintenance plan, the road condition improvement values ​​of the PCI, RQI, and RDI indicators of the pavement performance are better than those of the traditional plan, and the comprehensive improvement index values ​​of the pavement condition are 7.64 and 5.73 respectively. The overall improvement effect of the long-term maintenance plan on the pavement condition is relatively high.

[0206] (2) Traffic efficiency (travel time cost)

[0207] The travel time cost calculation mainly includes two parts: the travel time cost savings due to the improvement of road quality and the travel time cost increase caused by road closure. By calibrating the parameters, the relationship between the user's travel time cost and PCI is obtained:

[0208]

[0209] According to the change data of traffic volume and PCI before and after maintenance, the long-term and traditional schemes were calculated based on the proposed travel time cost index calculation model, and the travel time cost statistics of the two maintenance schemes after maintenance of the Nantong demonstration section were obtained as shown in Tables 8 to 10 (where the time value conversion coefficient is The value is 30).

[0210] Table 8 Calculation results of travel cost savings for long-term plans

[0211]

[0212] Table 9 Calculation results of travel cost savings of traditional scheme

[0213]

[0214] Table 10 Calculation results of travel costs for road closures due to maintenance and construction

[0215]

[0216] According to the above calculation results, the road performance after highway maintenance has been improved, which has saved travelers 71.2483 million yuan in travel time, while the traditional solution has saved 59.1440 million yuan. The road closure caused by long-term preventive maintenance construction has increased the travel time cost by 4.2485 million yuan, while the traditional solution has increased the travel time by 3.3083 million yuan. The overall long-term solution has saved more travel time cost than the traditional solution.

[0217] (3) Traffic safety accident rate (travel safety cost)

[0218] The calculation of travel safety cost mainly includes two parts: the reduction of travel safety cost due to the improvement of road surface evenness and the increase of travel safety cost caused by road closure during construction. According to the change of RQI before and after maintenance, based on the proposed travel safety cost index calculation model, the long-term and traditional schemes of the Nantong demonstration section are calculated respectively. The statistical results of travel safety cost of the two maintenance schemes after maintenance are shown in Tables 11 - 13 (where the lane traffic flow density coefficient K is taken as 30).

[0219] Table 11 Calculation results of safety cost savings for the long-term scheme in Nantong

[0220]

[0221]

[0222] Table 12 Calculation results of safety cost savings for the traditional scheme in Nantong

[0223]

[0224]

[0225] Table 13 Calculation results of increased safety cost after maintenance in Nantong

[0226]

[0227] According to the above calculation results, due to the improvement of the road surface evenness performance after highway maintenance, the travel safety cost of travelers is saved by 8.4526 million yuan, and the cost saving of the traditional scheme is 3.4218 million yuan. The increase in travel safety cost caused by road closure during the highway maintenance construction of the long-term scheme is 16.2974 million yuan, and the increase in travel time caused by the traditional scheme is 12.9125 million yuan. Therefore, the overall travel safety cost during the road maintenance planning period increases significantly due to road closure during construction, and the travel safety cost of the long-term scheme is lower than that of the traditional scheme.

[0228] (4) User cost (travel cost savings)

[0229] The calculation of user travel cost mainly considers the cost caused by fuel consumption. By fitting the experimental data of different types of vehicles in the collected section, the relationship function formula between the fuel consumption of different vehicle models and IRI is established:

[0230] Y = 2.1 * Ln(IRI)^2 - 0.5 * Ln(IRI) + 9.5 (standard axle load);

[0231] According to the traffic volume and IRI change data before and after maintenance, the long-term and traditional plans are calculated respectively according to the user travel cost index calculation model proposed above. The statistical results of the fuel consumption cost of users for the two maintenance plans after the maintenance of the Nantong demonstration section are shown in Tables 14 and 15 (where the oil price is 8.07 yuan / L).

[0232] Table 14 Calculation Results of User Cost Savings for Long-Term Plan

[0233]

[0234] Table 15 Calculation Results of User Cost Savings for Traditional Plan

[0235]

[0236] According to the above calculation results, it can be seen that during the road maintenance planning period, the user cost is significantly reduced due to the improved pavement smoothness after maintenance. After adopting the long-term maintenance plan, the fuel consumption cost savings for users is 32.2548 million yuan, and the cost savings for the traditional plan is 13.1441 million yuan. The cost savings of the long-term plan for travel expenses is more beneficial than the traditional plan.

[0237] (5) Manager's Time Cost

[0238] The calculation of the manager's time cost mainly includes the management fees of third-party consulting services and the tender management fees. Based on the proposed calculation model of the manager's time cost index, the long-term and traditional plans for the Nantong demonstration section are calculated respectively. The statistical results of the manager's time cost for the two maintenance plans after maintenance are shown in Table 16.

[0239] Table 16 Calculation Results of Time Savings for Maintenance Managers

[0240]

[0241] According to the above calculation results, it can be seen that during the road maintenance planning period, after adopting the long-term maintenance plan, the manager's time cost savings is 3.5231 million yuan, and the cost savings for the traditional plan is 1.2181 million yuan. The manager's time cost savings of the long-term plan is more beneficial than the traditional plan.

[0242] Calculation of Evaluation Index for Ecological and Environmental Benefits of Maintenance

[0243] Select the carbon emissions and energy consumption costs for evaluating the ecological and environmental benefits of maintenance determined above as the evaluation indicators for this section, and measure the long-term maintenance plan and the traditional plan formulated for it respectively. The specific measurement process is as follows:

[0244] (1) Measurement and Conversion of Carbon Emission Costs

[0245] First, according to the proposed carbon emission measurement and evaluation model, the estimated carbon emission data during the implementation period of traditional maintenance and long-cycle maintenance are calculated and statistically shown in Table 17 as follows.

[0246] Table 17 Carbon Emission Data during the Implementation Period of Traditional Maintenance and Long-Cycle Maintenance

[0247]

[0248] When calculating the cost of carbon emission conversion during the implementation period of traditional maintenance and long-cycle maintenance, the carbon trading market value measurement method is adopted, and the calculation is carried out with reference to the average value of the comprehensive price of the national carbon market announced by the Shanghai Environment and Energy Exchange in July. Among them, the average value of the comprehensive price of the national carbon market is 89.46 yuan, and the statistical results of the carbon market value measurement during the implementation period of traditional maintenance and long-cycle maintenance are shown in Table 18 as follows.

[0249] Table 18 Carbon Market Value during the Implementation Period of Traditional Maintenance and Long-Cycle Maintenance

[0250]

[0251] According to the above calculation results, it can be seen that the cumulative carbon emission conversion cost of adopting the long-cycle maintenance plan during the road maintenance planning period is about 446,500 yuan, and the cost of the traditional plan is about 559,500 yuan. Generally, the carbon emission conversion cost during the implementation of the long-cycle plan is smaller than that of the traditional plan, and the economic benefit is slightly better.

[0252] (2) Measurement of Energy Consumption Cost Conversion

[0253] According to the proposed energy consumption measurement and evaluation model above, the estimated energy consumption and conversion cost results during the implementation period of traditional maintenance and long-cycle maintenance are calculated and statistically shown in Table 19 as follows.

[0254] Table 19 Energy Consumption Cost during the Implementation Period of Traditional Maintenance and Long-Cycle Maintenance

[0255]

[0256] According to the above calculation results, it can be seen that the cumulative energy consumption conversion cost of adopting the long-cycle maintenance plan during the road maintenance planning period is about 2,053,000 yuan, and the cost of the traditional plan is about 1,628,800 yuan. Generally, the energy consumption conversion cost during the implementation of the long-cycle plan is larger than that of the traditional plan, and the energy consumption economic benefit is slightly worse.

[0257] Calculation Based on the Comprehensive Benefit of Total Factor Maintenance

[0258] The calculated values of each index of the maintenance benefit measured above are summarized, and relative weights are assigned to each index according to the proposed comprehensive benefit evaluation model, and the cost results of each element of the maintenance benefit of the long-cycle and traditional plans are as shown in Table 20 below.

[0259] Statistical Results of Evaluation Indexes for Comprehensive Maintenance Benefits of All Elements in Table 20

[0260]

[0261] To better calculate and compare the benefits between different maintenance plans, this paper normalizes the costs of each element of the Nantong demonstration highway maintenance. The total input cost takes 10 5 yuan as the standard unit of the comprehensive benefit cost of all elements. At the same time, considering that the pavement performance values of the demonstration sections have been generally good in recent years, the total output value of the improved pavement condition takes A(m 2 )*10 as the basic unit to calculate the input-output ratio. Finally, the evaluation results of the comprehensive maintenance benefits are shown in Table 21 below. The comprehensive benefit value of the long-cycle plan is 2.52, and the comprehensive benefit of the traditional plan is 0.96. Therefore, the long-cycle maintenance has a higher comprehensive benefit than the traditional plan.

[0262] Table 21 Statistical Results of Total Long-Cycle Element Costs

[0263] Category Long-term plan Traditional plan <![CDATA[Total output A (m 2 ) * 10]]> 76.4 57.6 Total investment (10^5 yuan) 30.35 60.14 Benefit_cost 2.52 0.96

[0264] Taking the Baoying section of S331 in Yangzhou City as the evaluation section for the benefits of the long-cycle maintenance demonstration project, the total length of the section is 42.148 km (including the 820-meter connecting ramp between the new and old S331 provincial roads, two-way two-lane, secondary highway), the design speed is 100 km / h, and the evaluation period is 5 years (from 2024 to 2028). According to the long-cycle plan, the statistical results of the expected target values of the road conditions and performance of the Yangzhou S331 demonstration section are shown in Tables 22 and 23 below. (See the long-cycle design and planning plan for other basic information)

[0265] Table 22 - Information Table of Expected Performance Before and After Long-Cycle Maintenance (Long-Cycle)

[0266]

[0267]

[0268] Table 23 Information Table of Performance Before and After Traditional Plan Maintenance (Traditional)

[0269]

[0270] Calculation of Social Benefit Evaluation Indexes for Maintenance

[0271] Select the above-determined social benefit indexes of pavement condition improvement, traffic efficiency, traffic accident rate, user cost savings, and manager time cost as the evaluation indexes for this section, and calculate the long-cycle maintenance plan and the traditional plan formulated for them respectively. The specific calculation process is as follows:

[0272] (1) Pavement condition improvement

[0273] According to the above-mentioned pavement condition improvement index calculation model, the pavement condition improvement values ​​of PCI, RQI, and RDI of the Yangzhou demonstration road section before and after maintenance were calculated, and the area enclosed by the curve within the 5-year planning period was obtained. Then, weights were assigned according to the importance of each indicator in the specification to obtain the calculation results of the comprehensive pavement condition improvement value.

[0274] According to the calculation results, the road condition improvement values ​​of PCI, RQI and RDI indicators of pavement performance after long-term maintenance are better than those of traditional solutions, and the comprehensive improvement index values ​​of pavement conditions are 6.8 and 4.5 respectively. The overall improvement effect of pavement conditions under the long-term maintenance plan is relatively high.

[0275] (2) Traffic efficiency (travel time cost)

[0276] According to the change data of traffic volume and PCI before and after maintenance of Yangzhou demonstration road section, the long-term and traditional schemes were calculated according to the travel time cost index calculation model proposed above, and the travel time cost statistics of the two maintenance schemes after maintenance are shown in Tables 24 to 26 (where the time value conversion coefficient is The value is 30).

[0277] Table 24 Calculation results of travel cost savings for long-term plans

[0278]

[0279] Table 25 Calculation results of travel cost savings of traditional scheme

[0280]

[0281] Table 26 Calculation results of travel costs for road closures due to maintenance and construction

[0282]

[0283] According to the above calculation results, the road performance after highway maintenance has been improved, which has saved users 13.0776 million yuan in travel time costs, while the traditional solution has saved 8.2866 million yuan. The road closure caused by long-term preventive maintenance construction has increased the travel time cost by 1.84 million yuan, while the traditional solution has increased the travel time by 1.1368 million yuan. The overall long-term solution saves more travel time costs than the traditional solution.

[0284] (3) Traffic safety accident rate (travel safety cost)

[0285] According to the changes in RQI before and after the maintenance of the Yangzhou demonstration section, the travel safety cost index calculation models proposed above are used to calculate the long-cycle and traditional schemes respectively, and the statistical results of the travel safety costs of the two maintenance schemes after maintenance are obtained (where the lane traffic flow density coefficient K is taken as 30).

[0286] According to the calculation results, it can be seen that due to the improvement of the pavement smoothness performance after highway maintenance, the travel safety cost of travelers is saved by 7.8074 million yuan, and the cost of the traditional scheme is saved by 5.8452 million yuan. The travel safety cost increased by 13.7295 million yuan due to the road closure during the highway maintenance construction of the long-cycle scheme, and the travel time increased by 12.857 million yuan for the traditional scheme. Therefore, the overall travel safety cost during the road maintenance planning period increased significantly due to the road closure, and the travel safety cost of the long-cycle scheme is lower than that of the traditional scheme.

[0287] (4) User costs (savings in travel costs)

[0288] According to the traffic volume and IRI change data before and after the maintenance of the Yangzhou demonstration section, the user travel cost index calculation models proposed above are used to calculate the long-cycle and traditional schemes respectively, and the statistical results of the user travel fuel consumption costs of the two maintenance schemes after the maintenance of the demonstration section are shown in Tables 27 and 28 (where the oil price is 8.07 yuan / L).

[0289] Table 27 Calculation results of user cost savings for the long-cycle scheme in Yangzhou

[0290]

[0291] Table 28 Calculation results of user cost savings for the traditional scheme in Yangzhou

[0292]

[0293] According to the above calculation results, it can be seen that the user costs during the maintenance planning period of the Yangzhou demonstration road decreased significantly due to the improved smoothness after pavement maintenance. After adopting the long-cycle maintenance scheme, the user travel fuel consumption cost was saved by 28.9608 million yuan, and the cost of the traditional scheme was saved by 20.6542 million yuan. The long-cycle scheme has higher benefits in terms of travel cost savings than the traditional scheme.

[0294] (5) Manager's time cost

[0295] According to the manager's time cost index calculation model proposed above, the long-cycle and traditional schemes of the Yangzhou demonstration section are calculated respectively, and the statistical results of the manager's time costs of the two maintenance schemes after maintenance are shown in Table 29.

[0296] Table 29 Calculation results of manager's time savings for the long-cycle scheme

[0297]

[0298]

[0299] According to the above calculation results, it can be seen that during the maintenance planning period of the Yangzhou demonstration road, after adopting the long-cycle maintenance plan, the time cost saved by the manager is 1.9969 million yuan, and the cost saved by the traditional plan is 1.086 million yuan. The time cost saved by the manager under the long-cycle plan is more beneficial than the traditional plan.

[0300] Calculation of the evaluation index of the ecological environment benefit of maintenance

[0301] Select the carbon emissions and energy consumption costs of the evaluation of the ecological environment benefit of maintenance determined above as the evaluation indicators for this section of the road, and measure the long-cycle maintenance plan and the traditional plan formulated for them respectively. The specific measurement process is as follows:

[0302] (1) Calculation and conversion of carbon emission costs

[0303] According to the carbon emission measurement and evaluation model proposed above, measure and statistically calculate the expected carbon emissions during the implementation period of traditional maintenance and long-cycle maintenance, and use the carbon trading market value measurement method to obtain the statistical results of the carbon market value measurement during the implementation period of traditional maintenance and long-cycle maintenance as shown in Table 30.

[0304] Table 30 Carbon market value during the implementation period of traditional maintenance and long-cycle maintenance

[0305]

[0306] According to the above calculation results, it can be seen that during the maintenance planning period of the Yangzhou demonstration road, the cumulative carbon emission conversion cost of adopting the long-cycle maintenance plan is about 316,500 yuan, and the cost of the traditional plan is about 250,700 yuan. The carbon emission conversion cost during the implementation of the overall long-cycle plan is roughly the same as that of the traditional plan.

[0307] (2) Calculation and conversion of energy consumption costs

[0308] According to the energy consumption measurement and evaluation model proposed above, measure and statistically calculate the expected energy consumption and conversion cost results during the implementation period of traditional maintenance and long-cycle maintenance as shown in Table 31.

[0309] Table 31 Energy consumption costs during the implementation period of traditional maintenance and long-cycle maintenance

[0310]

[0311]

[0312] According to the above calculation results, the cumulative energy consumption conversion cost of the long-cycle maintenance plan during the road maintenance planning period is about 988,700 yuan, and the cost of the traditional plan is about 785,900 yuan. During the implementation of the overall long-cycle plan, the energy consumption conversion cost is relatively large compared with the traditional plan, and the energy consumption economic benefit is slightly worse.

[0313] Based on the calculation of the comprehensive benefits of all-factor maintenance

[0314] Summarize the calculated values of each index of the maintenance benefits measured above, and assign relative weights to each index according to the comprehensive benefit evaluation model proposed above, and the cost results of each element of the long-cycle and traditional plan maintenance benefits of the Yangzhou demonstration road are shown in Table 32 below.

[0315] Table 32 Statistical results of all-factor maintenance benefit evaluation indicators

[0316]

[0317] In order to better calculate and compare the benefits between different maintenance plans, normalize the costs of each element of the Yangzhou demonstration road maintenance. The total input cost takes 10 5 yuan as the standard unit of the all-factor comprehensive benefit cost. At the same time, considering that the overall pavement performance value of the demonstration section has been relatively good in recent years, the total output pavement condition improvement value takes A(m 2 )*10 as the basic unit, calculate the input-output ratio, and finally obtain the maintenance comprehensive benefit evaluation results as shown in Table 33 below. The comprehensive benefit value of the long-cycle plan maintenance is 2.36, and the comprehensive benefit of the traditional plan maintenance is 1.03. Therefore, the long-cycle maintenance has a higher comprehensive benefit than the traditional plan.

[0318] Table 33 Statistical results of long-cycle all-factor costs

[0319]

[0320]

[0321] Through the comprehensive evaluation of the long-cycle maintenance benefits of the two demonstration projects in Nantong and Yangzhou, it shows that the long-cycle plan has better comprehensive benefits than the traditional plan, which can provide a theoretical basis for the scientific decision-making and popularization and application of the long-cycle maintenance plan.

[0322] The present invention also provides a pavement maintenance benefit evaluation system based on total factor productivity, including:

[0323] A data acquisition and framework construction module analyzes from economic benefits, social benefits, and environmental benefits, determines the element evaluation indicators for each benefit, and establishes a comprehensive element evaluation index framework for maintenance benefits based on the analytic hierarchy process. Among them, the element evaluation indicator for economic benefits is the economic cost of post-maintenance and repair, the element evaluation indicators for social benefits include pavement condition improvement, traffic efficiency, traffic safety accident rate, user cost savings, and manager time cost, and the element evaluation indicators for environmental benefits include carbon emissions and energy consumption;

[0324] An element evaluation index model construction module constructs element evaluation index models for economic benefits, social benefits, and environmental benefits for the determined element evaluation indicators of each benefit;

[0325] A weight determination and comprehensive model construction module determines the combined weights of each element evaluation indicator based on the comprehensive element evaluation index framework for maintenance benefits and each element evaluation index model, introduces the input-output ratio, and constructs a comprehensive maintenance benefit evaluation model;

[0326] A benefit comparison and decision support module compares the benefits of different maintenance plans according to the operation results of the comprehensive maintenance benefit evaluation model to provide support for decision-making.

[0327] The present invention also provides an electronic device, which includes: a processor and a memory; the processor is used to execute the steps of the pavement maintenance benefit evaluation method based on total factor productivity by calling the program or instruction stored in the memory. The steps include analyzing from economic benefits, social benefits, and environmental benefits, determining the element evaluation indicators for each benefit, and establishing a comprehensive element evaluation index framework for maintenance benefits in combination with the analytic hierarchy process. Among them, the element evaluation indicator for economic benefits is the economic cost of post-maintenance and repair, the element evaluation indicators for social benefits include pavement condition improvement, traffic efficiency, traffic safety accident rate, user cost savings, and manager time cost, and the element evaluation indicators for environmental benefits include carbon emissions and energy consumption; constructing element evaluation index models for economic benefits, social benefits, and environmental benefits for the determined element evaluation indicators of each benefit; determining the combined weights of each element evaluation indicator based on the comprehensive element evaluation index framework for maintenance benefits and each element evaluation index model, introducing the input-output ratio, and constructing a comprehensive maintenance benefit evaluation model; comparing the benefits of different maintenance plans according to the operation results of the comprehensive maintenance benefit evaluation model to provide support for decision-making.

[0328] The present invention also provides a computer-readable storage medium storing a program or instructions, and the program or instructions are for a computer to execute the steps of a pavement maintenance benefit evaluation method based on total factor productivity. The steps include analyzing from economic benefits, social benefits and environmental benefits, determining the element evaluation indicators of each benefit, and establishing a total factor evaluation index framework for maintenance benefits in combination with the analytic hierarchy process. Among them, the element evaluation indicator of the economic benefit is the economic cost of later maintenance and repair, and the element evaluation indicators of the social benefit include pavement condition improvement, traffic passing efficiency, traffic safety accident rate, user cost savings value and manager time cost. The element evaluation indicators of the environmental benefit include carbon emissions and energy consumption; for the determined element evaluation indicators of each benefit, establish element evaluation index models for economic benefits, social benefits and environmental benefits; based on the total factor evaluation index framework for maintenance benefits and each element evaluation index model, determine the combined weights of each element evaluation indicator, introduce the input-output ratio, and establish a comprehensive maintenance benefit evaluation model; according to the operation results of the comprehensive maintenance benefit evaluation model, compare the benefits of different maintenance plans to provide support for decision-making.

[0329] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming languages such as Java and interpreted scripting languages such as JavaScript.

[0330] The present application is described with reference to the flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, and the combination of processes and / or blocks in the flowchart and / or block diagram can be realized by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for realizing the specified function in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0331] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to operate in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means that implement the function specified in the flowchart(s) Figure 1 a flowchart or flowcharts and / or block(s) Figure 1 a block or blocks.

[0332] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing steps for implementing the function specified in the flowchart(s) Figure 1 a flowchart or flowcharts and / or block(s) Figure 1 a block or blocks.

[0333] Although the preferred embodiments of the present application have been described, additional changes and modifications can be made by those skilled in the art once they learn of the basic inventive concept. Therefore, the appended claims are intended to be construed to cover the preferred embodiments as well as all changes and modifications falling within the scope of the present application.

[0334] Those skilled in the art of this industry should understand that the present invention is not limited by the above embodiments. The above embodiments and the description in the specification are only for explaining the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and all of these changes and improvements fall within the scope of the present invention claimed. The scope of the present invention claimed is defined by the appended claims and their equivalents.

Claims

1. A pavement maintenance benefit evaluation method based on total factor productivity, characterized in that: The following steps are involved: Analyze the economic benefits, social benefits and environmental benefits, determine the factor evaluation indicators of each benefit, and establish a full-factor evaluation indicator framework for maintenance benefits in combination with the hierarchical analysis method, where the factor evaluation indicator of economic benefits is the economic cost of later maintenance and repair, the factor evaluation indicators of social benefits include road condition improvement, traffic efficiency, traffic safety accident rate, user cost savings and manager time cost, and the factor evaluation indicators of environmental benefits include carbon emissions and energy consumption; According to the determined evaluation index of each benefit factor, construct the evaluation index model of economic benefit, social benefit and environmental benefit; Based on the full-factor evaluation index framework of maintenance benefits and the evaluation index model of each factor, the combined weights of the evaluation indicators of each factor are determined, the input-output ratio is introduced, and the comprehensive maintenance benefit evaluation model is constructed; According to the calculation results of the comprehensive maintenance benefit evaluation model, the benefits of different maintenance plans are compared to provide support for decision-making.

2. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: The above-mentioned framework of evaluation indexes of all factors of maintenance benefits is established based on the analytic hierarchy process; The comprehensive evaluation index framework of maintenance benefits includes, from top to bottom, the target layer, the criterion layer, the index layer and the scheme layer. Specifically: The target layer is the maintenance benefit, the criterion layer is composed of economic benefit factors, social benefit factors and environmental benefit factors, the indicator layer is composed of evaluation indicators of each factor of economic benefit factors, social benefit factors and environmental benefit factors, and the plan layer is composed of various maintenance plans.

3. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: Based on the evaluation index of economic cost factors of later maintenance and repair, an evaluation index model of economic benefit factors is constructed, which is as follows: C is used to represent the economic cost of maintenance and repair invested by managers during the planning period, and the economic benefit cost calculation formula within the period is obtained, which is: The economic cost of later maintenance and repair is reduced by C = maintenance project years T × single-year maintenance project cost N.

4. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: Based on the evaluation indicators of road condition improvement, traffic efficiency, traffic safety accident rate, user cost savings and manager time cost, a social benefit factor evaluation index model is constructed, which is as follows: (1) Improved road conditions; The pavement performance curve Y after taking treatment measures p The area A enclosed by the natural attenuation curve Y0 of the pavement performance without taking measures is defined as the pavement maintenance benefit, and the calculation formula is: When calculating the maintenance benefit, the minimum acceptable level is set, and the part enclosed by the performance curve and the minimum acceptable level line is calculated. The formula is: (2) Traffic efficiency: By analyzing the impact of pavement performance and the number of road closures for maintenance on traffic efficiency, the relationships between pavement performance and the number of road closures for maintenance and traffic efficiency are established, specifically: 1) Relationship between traffic efficiency and pavement performance; The calculation formula of traveler time cost ΔTC1 is: Where: Q 养护后 is the traffic volume after pavement maintenance; T 养护前 -T 养护后 The vehicle travel time before and after maintenance; is the time value coefficient; By analyzing and calibrating the speed and PCI performance data, the relationship between the user's travel time cost and PCI is obtained: Where: T—user’s vehicle driving time; L—vehicle mileage; V0—highest design speed of highway; α, β, η—related parameters; 2) Relationship between traffic efficiency and number of road closures for maintenance: Considering the relationship between the increased travel time cost due to road closure and the road closure time, road closure mileage and number of road closures, the time cost ΔTC2 is obtained, and the formula is: L 封 =Number of road closures n×mileage of a single road closure; Q 封道 =Q 封日 ×T 封道时间 ; Where: Q 封道 is the traffic volume during the road closure period, T 增 Add time to the road closure period, L 封 The accumulated road closure mileage during the maintenance period. is the time value conversion factor; (3) Traffic safety accident rate: 1) Relationship between the probability of an accident and the road surface roughness index AC is used to represent the safety cost of user travel. After the road surface is maintained, the safety cost of user travel is calculated as shown in the following formula: Where: ΔAC1—savings on user travel safety costs (yuan), C j is the cost of different traffic accidents (yuan), a j and b j is the corresponding accident coefficient; 2) Relationship between the probability of accidents and road closures during construction: The safety of traffic accidents caused by the closure of some lanes during preventive maintenance is analyzed, and the calculation formula for the safety cost of road closure during construction ΔAC2 is obtained: ΔAC2 = road closure accident rate ω×L 封 ×C; L 封 =Number of road closures n×mileage of a single road closure l; Where: L 封 is the cumulative road closure mileage during the maintenance period, C is the accident cost, and n is the number of road closures; (4) User cost savings: Using Y to represent the user's travel fuel consumption cost, the functional relationship between the international flatness index and the fuel consumption of standard axle-loaded vehicles is obtained: Y=α·ln(IRI) 2 +β·ln(IRI) 2 +g; Therefore, the fuel cost saving formula for users' travel is obtained: ΔY=P·[α i ·ln(IRI 养护后 / IRI 养护前 ) 2 +b i ·ln(IRI 养护后 / IRI 养护前 ) 2 ]·L·Q i养护后 ; Where: ΔY is the fuel cost saving value of the user's travel, unit: L / 100km; IRI 养护前 、IRI 养护后 are the road surface smoothness index before and after maintenance, unit: mm / km; P is the fuel price, unit: yuan / L; L is the vehicle mileage, unit: km; Q i养护后 The number of vehicles with standard axle load after maintenance, unit: vehicle; (5) Manager’s time cost: 1) Increase management costs of third-party consulting services: Increase in third-party consulting fees = number of tenders × increase in third-party service fees for a single tender; 2) Reduce bidding management costs: Reduction in bidding management costs = reduction in the number of biddings × single bidding agency service fees.

5. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: The environmental benefit factor evaluation index model is constructed based on the carbon emission cost and energy consumption cost factor indicators, specifically: (1) Carbon emission calculation: The calculation formula for greenhouse gas emissions from asphalt pavement maintenance technology is: G=∑M i ·g i +∑m i ·s i ; Where: G is the greenhouse gas emissions generated by asphalt pavement maintenance, unit: kg; M i is the mass of the i-th raw material, unit: kg; g i is the greenhouse gas produced by the production of the i-th raw material per unit mass, unit: kg / kg; m is the mass of the i-th energy consumption, unit: kg; s i is the greenhouse gas produced by unit mass consumption of the i-th energy source, unit: kg / kg; (2) Energy consumption calculation: The energy consumption calculation formula for asphalt pavement maintenance technology is: E=∑M i ·And i +∑m i ·c i ; Where: E is the energy consumption required for asphalt pavement maintenance, unit: MJ; M i is the mass of the i-th raw material, unit: kg; e i is the energy consumption per unit mass of the i-th raw material, unit: MJ / kg; m i is the mass of energy consumption of the ith type, unit: kg; c i is the calorific value of the i-th energy, unit: MJ / kg.

6. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: The combination of the analytic hierarchy process to determine the combined weights of the evaluation indicators of each factor includes: The layer of economic benefit, social benefit and environmental benefit is set as P layer, the evaluation index of each factor is set as C layer, and the maintenance benefit is set as O layer; By calculating the weight of each indicator in the P layer and the C layer layer by layer, the single-layer weight coefficient is obtained; The single-layer weight coefficients of each indicator in the P layer and the C layer are combined to obtain the combined weight of each factor evaluation indicator in the C layer relative to the O layer.

7. The pavement maintenance benefit evaluation method based on total factor productivity according to claim 1 is characterized in that: The constructed comprehensive maintenance benefit evaluation model includes: The economic cost of post-maintenance and repair, travel time cost, travel safety cost, user cost savings, manager time cost, carbon emission cost and energy consumption cost are used as input indicators, and the improvement of road conditions is used as output indicator; The comprehensive benefit evaluation model of maintenance is obtained, and the formula is: Among them, A1 represents the improvement of road conditions, C1 to C7 represent the input indicators, and ω1 to ω7 represent the weights of the indicators.

8. A road maintenance benefit evaluation system based on total factor productivity, characterized in that: include: The data acquisition and framework construction module analyzes economic benefits, social benefits and environmental benefits, determines the factor evaluation indicators of each benefit, and establishes a full-factor evaluation indicator framework for maintenance benefits based on the analytic hierarchy process, where the factor evaluation indicator of economic benefits is the economic cost of later maintenance and repair, the factor evaluation indicators of social benefits include road condition improvement, traffic efficiency, traffic safety accident rate, user cost savings and manager time cost, and the factor evaluation indicators of environmental benefits include carbon emissions and energy consumption; The element evaluation index model construction module constructs the element evaluation index models of economic benefits, social benefits and environmental benefits according to the element evaluation indexes of each benefit determined; The weight determination and comprehensive model construction module determines the combined weights of the evaluation indicators of each factor based on the full-factor evaluation indicator framework of maintenance benefits and the evaluation indicator model of each factor, introduces the input-output ratio, and constructs a comprehensive maintenance benefit evaluation model; The benefit comparison and decision support module compares the benefits of different maintenance plans based on the calculation results of the comprehensive maintenance benefit evaluation model to provide support for decision-making.

9. An electronic device, characterized in that: The electronic device comprises: Processor and memory; The processor is used to execute the steps of the pavement maintenance benefit evaluation method based on total factor productivity as described in any one of claims 1 to 7 by calling the program or instruction stored in the memory.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores programs or instructions, and the programs or instructions are steps for a computer to execute the pavement maintenance benefit evaluation method based on total factor productivity as described in any one of claims 1 to 7.

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