Multi-target cooperative driving asphalt pavement structure design method

Abstract

The invention relates to an asphalt pavement structure design method, in particular to a multi-target cooperative driving asphalt pavement structure design method. The method comprises the following steps: 1, calculating a plurality of dimension indexes of an asphalt pavement structure design scheme; 2, performing normalization processing on the multiple dimension indexes to obtain a consistent effect measurement value; and 3, according to the consistent effect measurement value, performing decision analysis on the asphalt pavement structure design scheme under different decision expectations to obtain an optimal design scheme, and completing the asphalt pavement structure design based on multi-target cooperative driving. According to the method, a full-life-cycle analysis method is adopted, the mechanical property of the asphalt pavement in the use stage is concerned, and carbon emission and economic cost in the life cycle of the asphalt pavement are comprehensively evaluated. The global optimization considers the stages of construction, maintenance, operation and the like, and the long-term benefit of pavement design can be measured more accurately.

Description

TECHNICAL FIELD

[0001] The present application relates to a bituminous pavement structure design method, in particular to a multi-objective collaborative driving bituminous pavement structure design method. BACKGROUND

[0002] The traditional bituminous pavement structure design method mainly relies on mechanical experience and single performance index, often focusing on optimizing the mechanical response of the pavement under static load or dynamic load, ignoring the comprehensive consideration of environmental factors and economic benefits. Although this design method can meet the bearing requirements and durability needs of the road to a certain extent, in the context of increasing global emphasis on environmental protection and sustainable development, single performance-oriented design is insufficient to meet the current challenges. Especially with the increasingly severe problems of carbon emissions and resource consumption, the traditional bituminous pavement design method needs to be updated to achieve more comprehensive and coordinated optimization. SUMMARY

[0003] The technical problem to be solved by the present application is to provide a multi-objective collaborative driving bituminous pavement structure design method to solve the problems of the prior art.

[0004] In order to solve the above technical problems, the present application discloses a multi-objective collaborative driving bituminous pavement structure design method, comprising the following steps:

[0005] Step 1, calculating multiple dimension indexes of the bituminous pavement structure design scheme;

[0006] Step 2, normalizing the multiple dimension indexes to obtain a consistent effect measure value;

[0007] Step 3, according to the consistent effect measure value, performing decision analysis on the bituminous pavement structure design scheme under different decision expectations to obtain the best design scheme, and completing the multi-objective collaborative driving bituminous pavement structure design.

[0008] Further, the multiple dimension indexes in step 1 include:

[0009] Step 1-1, dividing the index dimension according to the characteristics of the bituminous pavement structure, specifically including:

[0010] N first dimension indexes related to the life cycle of the bituminous pavement structure, and

[0011] M second dimension indexes not related to the life cycle of the bituminous pavement structure;

[0012] Step 1-2, calculating the N first dimension indexes;

[0013] Step 1-3, calculating the M second dimension indexes.

[0014] Further, the calculation of the N first dimension indicators in step 1-2 includes:

[0015] Step 1-2-1, the first dimension indicators are divided into X implementation stages according to the life cycle of the asphalt pavement structure;

[0016] Step 1-2-2, calculate N first dimension indicators for each implementation stage respectively;

[0017] Step 1-2-3, calculate N first dimension indicators according to N first dimension indicators of each implementation stage.

[0018] Further, the calculation of N first dimension indicators in step 1-2-2 includes:

[0019] Step 1-2-2-1, calculate the nth first dimension indicator of the xth implementation stage. Step 1-2-2-2, calculate the nth first dimension indicator of the xth implementation stage. The calculation method is as follows:

[0020]

[0021] Wherein, represents the amount of each element required for the nth first dimension indicator of the xth implementation stage, represents the corresponding first dimension indicator calculation factor.

[0022] Further, the calculation of N first dimension indicators in step 1-2-3 includes:

[0023] The nth first dimension indicator of each stage The nth first dimension indicator is added , which is expressed as:

[0024]

[0025] Wherein, is the nth first dimension indicator of the xth stage.

[0026] Further, the calculation of M second dimension indicators in step 1-3 includes:

[0027] Calculate the technical performance indicators of the asphalt pavement structure, that is, perform mechanical response analysis on the asphalt pavement structure, extract the mechanical response parameters of the asphalt pavement structure as the second dimension indicators.

[0028] Further, the normalization of multiple dimension indicators in step 2 includes:

[0029] Step 2-1, define the decision scheme set As follows:

[0030]

[0031] wherein, represents the decision scheme of the design of the asphalt pavement structure;

[0032] The evaluation index set is defined , including N first dimension indexes and M second dimension indexes, a total of N+M evaluation indexes, as follows:

[0033]

[0034] wherein, represents the nth evaluation index;

[0035] Step 2-2, from the decision scheme set and the evaluation index set , the decision result matrix is constructed, as follows:

[0036]

[0037] wherein, is the evaluation value of the nth decision scheme under the mth evaluation index

[0038] Step 2-3, the effect sample matrix is defined as the decision result matrix , and is represented as follows:

[0039]

[0040] wherein, is the decision result of the nth decision scheme under the mth evaluation index

[0041] Step 2-4, the consistent effect measure value is calculated according to the decision result matrix , specifically as follows:

[0042] For the benefit type index, that is, the evaluation index with which the index value is positively correlated with the expectation, the calculation method is as follows:

[0043]

[0044] ​​​​​​​​​For cost-related indicators, i.e., evaluation indicators whose values ​​are negatively correlated with expectations, the calculation method is as follows:

[0045]

[0046] in, Indicates the first Decision options In the Evaluation indicators The consistent effect measure is as follows. The target effect threshold represents each evaluation indicator.

[0047] Furthermore, step 3, which involves decision analysis of asphalt pavement structure design schemes under different decision expectations, includes:

[0048] Step 3-1, set Let each evaluation indicator be the expected weight for decision-making, and satisfy the following:

[0049]

[0050] Step 3-2, Quantitative calculation of the first The final comprehensive performance of this type of asphalt pavement structure design The specific method is as follows:

[0051]

[0052] when When the maximum value is obtained, the corresponding asphalt pavement structure design is selected as the optimal structure scheme under the decision expectation.

[0053] Furthermore, the usage of each element includes: the usage of raw materials and the usage of energy.

[0054] Furthermore, the mechanical response parameters include: vertical displacement and layer bottom strain.

[0055] Beneficial effects:

[0056] This invention employs a life-cycle analysis method, focusing not only on the mechanical properties of asphalt pavements during their service phase but also comprehensively assessing their carbon emissions and economic costs throughout their life cycle. This global optimization considers all stages, including construction, maintenance, and operation, enabling a more accurate measurement of the long-term benefits of pavement design.

[0057] In addition, the present application introduces two dimensions of carbon emissions and economic cost, balances structural performance, environmental benefits and economic benefits on the basis of traditional asphalt pavement structure mechanics design, and realizes comprehensive optimization of pavement design by using a multi-objective optimization method. By optimizing the pavement structure design and selecting low-carbon and green materials and technologies, the present application helps to significantly reduce carbon emissions in the process of asphalt pavement construction and maintenance, meets the current global carbon reduction and sustainable development strategic objectives, and promotes low-carbon and environmentally friendly transportation infrastructure construction. BRIEF DESCRIPTION OF DRAWINGS

[0058] Figure 1 The present application is an embodiment of the overall flowchart. DETAILED DESCRIPTION

[0059] In order to make the purpose and technical scheme of the embodiment of the present application clearer, the technical scheme of the embodiment of the present application will be described clearly and completely below in combination with the drawings of the embodiment of the present application. Obviously, the described embodiment is a part of the embodiment of the present application, rather than all the embodiments. Based on the described embodiment of the present application, all other embodiments obtained by those skilled in the art without creative labor belong to the scope of protection of the present application.

[0060] The general idea of the present application is as follows: on the basis of traditional mechanics design theory and method, the present application introduces two important dimensions of carbon emissions and economic cost, aiming to comprehensively consider the mechanical properties of asphalt pavement structure, life cycle carbon emissions and life cycle cost. By quantifying and analyzing these key indicators, a multi-objective optimization model is proposed, which fully considers the actual use conditions of pavement structure and the influence of the whole life cycle. By using the multi-objective optimization method, the environmental benefits and economic benefits can be balanced on the premise of ensuring the pavement performance, so as to determine the optimal pavement structure design scheme.

[0061] The technical scheme of the present application no longer pursues the maximization of mechanical properties, but takes multi-dimensional targets as equally important design targets, and emphasizes the collaborative optimization of multi-dimensional targets. Through this comprehensive optimization strategy, carbon emissions in the process of pavement construction and maintenance can be effectively reduced, and resource waste can be reduced, which not only meets the current demand for environmentally friendly and sustainable road construction, but also provides a new technical path for green design of asphalt pavement.

[0062] In summary, the present application balances structural performance and other multi-dimensional targets based on the multi-objective optimization method, determines the optimal pavement structure design scheme, and realizes the collaborative optimization of pavement structure design in performance, environment and cost.

[0063] The method comprises the following steps:

[0064] Step 1, multiple dimension indexes of the asphalt pavement structure design scheme are calculated, including:

[0065] Step 1-1, according to the characteristics of the asphalt pavement structure, the index dimension is divided, specifically including:

[0066] N first dimension indexes related to the life cycle of the asphalt pavement structure, and

[0067] M second dimension indexes not related to the life cycle of the asphalt pavement structure;

[0068] Step 1-2, the N first dimension indexes are calculated, specifically including:

[0069] Step 1-2-1, the first dimension indexes are divided into X implementation stages according to the life cycle of the asphalt pavement structure;

[0070] Step 1-2-2, the N first dimension indexes of each implementation stage are calculated, specifically including:

[0071] The first dimension index of the nth implementation stage The calculation method is as follows:

[0072]

[0073] Wherein, represents the amount of each element required for the nth first dimension index of the xth implementation stage, including but not limited to the amount of raw materials and the amount of energy. represents the corresponding first dimension index calculation factor.

[0074] Step 1-2-3, according to the N first dimension indexes of each implementation stage, the N first dimension indexes are calculated, specifically including:

[0075] The nth first dimension index of each stage The nth first dimension index is added, which is represented as follows:

[0076]

[0077] Wherein, is the nth first dimension index of the xth stage.

[0078] ​Steps 1-3 calculate M second-dimensional indicators, specifically including:

[0079] Calculating the technical performance indicators of asphalt pavement structures involves conducting mechanical response analysis on the asphalt pavement structure and extracting the mechanical response parameters of the asphalt pavement structure as a second-dimensional indicator, including but not limited to vertical displacement and layer bottom strain.

[0080] Step 2: Normalize the multiple dimensional indicators to obtain consistent performance measures, including:

[0081] Step 2-1, Define the decision set ,as follows:

[0082]

[0083] in, Indicates the first Decision-making schemes for the design of asphalt pavement structures;

[0084] Define the set of evaluation indicators It includes N first-dimensional indicators and M second-dimensional indicators. The evaluation indicators are as follows:

[0085]

[0086] in, Indicates the first One evaluation indicator;

[0087] Step 2-2, from the set of decision options and evaluation index set This constitutes the decision outcome matrix. ,as follows:

[0088]

[0089] in, It is the first Decision options In the Evaluation indicators The following evaluation value;

[0090] Steps 2-3, Define Decision outcome matrix The effect sample matrix is ​​represented as follows:

[0091]

[0092] in, It is the first Decision options In the evaluation index decision results under the decision-making matrix;

[0093] Step 2-4, according to the decision results matrix Calculate the consistent effect measure value , as follows:

[0094] For benefit-type indicators, i.e. evaluation indicators with positive correlation between indicator values and expectations, the calculation method is as follows:

[0095]

[0096] For cost-type indicators, i.e. evaluation indicators with negative correlation between indicator values and expectations, the calculation method is as follows:

[0097]

[0098] Where, represents the decision scheme The consistent effect measure value of the evaluation index , represents the target effect threshold of each evaluation index;

[0099] Step 2-5, the consistent effect measure matrix of the decision result set is composed of the consistent effect measure value , as follows:

[0100] .

[0102] Step 3, according to the consistent effect measure value, the decision analysis of the asphalt pavement structure design scheme under different decision expectations, including:

[0103] Step 3-1, let be the decision expectation weight of each evaluation index, and satisfy:

[0104]

[0105] Step 3-2, quantitatively calculate the final comprehensive performance of the asphalt pavement structure design , the specific method is as follows:

[0106]

[0107] When takes the maximum value, the corresponding asphalt pavement structure design is selected as the optimal structure scheme under the decision expectation, thus completing the multi-objective collaborative driving of asphalt pavement structure design.​

[0108] Example 1:

[0109] According to the above technical solution, in a specific embodiment, such as Figure 1 As shown, this paper proposes a "performance-carbon flow-cost" synergistic asphalt pavement structure design method. The method normalizes multiple dimensions of objectives in asphalt pavement structure design (in this embodiment, three dimensions: technical performance, carbon emission intensity, and economic cost; economic cost is used as an indicator only to illustrate one data source type in this embodiment and does not represent an economic effect based on economic benefits. Overall, the method proposed in this application uses technical means to solve technical problems to obtain a solution with technical effects that conform to natural laws). Based on the analytic hierarchy process (AHP), the weight values ​​of each indicator under different carbon emission preferences are determined, and the optimal solution is selected. The method includes the following steps:

[0110] Step 1: Calculate multiple dimensions of the asphalt pavement structure design scheme, including the first dimension of carbon emissions and cost of the asphalt pavement structure throughout its life cycle, and the second dimension of mechanical response analysis of the asphalt pavement structure.

[0111] Step 2: Normalize the multiple dimensional indicators;

[0112] Step 3: Conduct decision analysis on the asphalt pavement structure design scheme under different decision expectations to obtain the optimal design scheme and complete the multi-objective collaborative asphalt pavement structure design.

[0113] Step 1 divides the life cycle of the pavement structure into five stages: raw material production, transportation, construction, operation, and demolition. The carbon emissions for each stage are... The sum is the total carbon emissions from roads. Costs at each stage The sum is the total road cost. .Right now:

[0114]

[0115]

[0116] in, , These represent the carbon emissions and costs during the raw material production stage, respectively.

[0117] , These are the carbon emissions and costs during the transportation phase, respectively.

[0118] , The carbon emissions and costs of the construction phase, respectively,

[0119] , The carbon emissions and costs of the operation phase, respectively,

[0120] , The carbon emissions and costs of the demolition phase, respectively.

[0121] The carbon emissions and costs of the raw material production phase, transportation phase, construction phase, operation phase, and demolition phase , cost are determined by the amount of raw materials, energy consumption, and their corresponding carbon emissions, cost factors, and the calculation formula is:

[0122]

[0123]

[0124] Among them, and represent the amount of various raw materials and energy required, in the examples, , represent the carbon emission factor of the corresponding raw materials and energy, represent the cost factor of the corresponding raw materials and energy, taken from relevant life cycle inventory databases or papers, including but not limited to Ecoinvent, ELCD, GaBi, NREL-USLCI.

[0125] Further, the asphalt pavement structure mechanics response analysis in step 1 adopts methods including but not limited to finite element method, analytical method, semi-analytical method, experimental method, elastic layer method, and dynamics analysis method, for extracting the mechanical response parameters of the asphalt pavement structure.

[0126] The technical performance, carbon emission intensity, and economic cost indicators in step 2 are normalized, and the specific steps are:

[0127] Step 2-1: Define the decision scheme set S = (S1, S2, … S i ), corresponding to i kinds of asphalt pavement structure schemes, respectively; define the evaluation index set H = (H1, H2, …, H j ), corresponding to the life cycle carbon emissions, life cycle costs, and mechanical response parameters of the asphalt pavement structure scheme, respectively;

[0128] Step 2-2: From the decision scheme set and the evaluation index set in step 2-1, a decision result matrix V = (V i,j ) is formed, where V i,j is the i-th decision scheme S iThe evaluation value under the jth evaluation index H j The evaluation value under the jth evaluation index H

[0129]

[0130] Step 2-3: Calculate the consistent effect measure value r from the effect sample matrix U described in step 1-2. For benefit-type indexes (higher index values are associated with better performance or effect), the calculation method is as follows:

[0131]

[0132] For cost-type indexes (lower index values are associated with better performance or effect), the calculation method is as follows:

[0133]

[0134] In the formula, represents the target effect threshold of each index.

[0135] Step 2-4: Form the consistent effect measure matrix R of the decision result set V from the consistent effect measure value r described in step 2-3, as follows:

[0136]

[0137] The specific process of the step 3 is as follows:

[0138] Step 3-1: Let be the decision expectation weight of each index, .

[0139] Step 3-2: Quantify the final comprehensive performance X i of the ith pavement structure scheme as follows, and the maximum value is the optimal structure scheme under the expectation:

[0140]

[0141] Example 2:

[0142] As Figure 1 shown, based on the multi-scale collaborative optimization model, this embodiment provides a "performance-carbon flow-cost" collaborative driven asphalt pavement structure design method for scheme selection of three pavement structures A, B, and C.

[0143] Step 1:

[0144] The life cycle carbon emission and cost thereof are calculated by using a life cycle model, and the maximum tensile strain of the asphalt layer bottom is calculated by using a finite element analysis method, and are shown in Table 1. The focus of the present application and the embodiment is to provide an asphalt pavement structure decision evaluation method based on a multi-scale target, which is suitable for any pavement structure layer form, and thus how to obtain the performance, carbon flow and cost indicators of different pavement structures is not described herein.

[0145] Table 1 Performance, carbon flow and cost indicators of different pavement structures in the embodiment

[0146] Maximum tensile strain at the bottom of the asphalt layer (µɛ) Carbon emission (kgCO2 / km) Cost (yuan / km) Pavement structure A 96 527.5 458.85 Pavement structure B 77 1126.7 641.05 Pavement structure C 74 1321.7 740.05

[0147] Step 2-1: defining a decision scheme set S=(A, B, C) corresponding to three asphalt pavement structure schemes respectively; and defining an evaluation index set H=(H1, H2, H3) corresponding to the maximum tensile strain of the asphalt layer bottom, the life cycle carbon emission and the life cycle cost of the asphalt pavement structure scheme respectively;

[0148] Step 2-2: constructing a decision result matrix V=(V 3,3 ) from the decision scheme set and the evaluation index set in step 2-1, wherein V i,j is the evaluation value of the ith decision scheme S i under the jth evaluation index H j . U is the effect sample matrix of V, as shown in the following formula:

[0149]

[0150] Step 2-3: calculating a consistent effect measure value r from the effect sample matrix U in step 2-2. In the embodiment, the maximum tensile strain of the asphalt layer bottom, the life cycle carbon emission and the life cycle cost are all cost indicators (a lower indicator value is related to better performance or effect), and the calculation method is shown in the following formula:

[0151]

[0152] Step 2-4: constructing a consistent effect measure matrix R of the decision result set V from the consistent effect measure value r in step 2-3, as shown in the following formula:

[0153]

[0154] Step 3-1: setting as the decision expectation weight of each index, as shown in Table 2.

[0155] Table 2 Decision weight of each index under different decision expectations in the embodiment

[0156] Category Maximum tensile strain at the bottom of the asphalt layer Carbon emission Cost Desire 1 (performance limited) 0.6 0.2 0.2 Desire 2 (emission reduction limited) 0.2 0.6 0.2 Desire 3 (economy priority) 0.2 0.2 0.6

[0157] Step 3-2: Quantify the final comprehensive performance X of the three pavement structure schemes under different decision expectations according to the following formula j As shown in Table 3.

[0158]

[0159] Table 3: Comprehensive performance table of different pavement structure schemes in the example under different decision expectations

[0160] Pavement structure A Pavement structure B Pavement structure C Desire 1 (performance priority) 0.49 0.70 0.67 Desire 2 (emission reduction priority) 0.83 0.50 0.35 Desire 3 (economy priority) 0.83 0.53 0.34

[0161] As shown in Table 3, under the condition of expectation 1 (performance priority), the recommended scheme is pavement structure B; under the conditions of expectation 2 (emission reduction priority) and expectation 3 (economic priority), the recommended scheme is pavement structure A.

[0162] In a specific implementation, the present application provides a computer storage medium and a corresponding data processing unit, wherein the computer storage medium can store a computer program, and the computer program can run the invention content of the multi-objective collaborative driving asphalt pavement structure design method and part or all steps in each embodiment of the present application when executed by the data processing unit. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), or the like.

[0163] Those skilled in the art can clearly understand that the technical solutions in the embodiments of the present application can be realized by means of a computer program and its corresponding general hardware platform. Based on such understanding, the technical solutions in the embodiments of the present application can be embodied in the form of a computer program, i.e., a software product, which can be stored in a storage medium, including a plurality of instructions for causing a device (which can be a personal computer, a server, a single-chip microcomputer, an MCU, or a network device) containing a data processing unit to execute the method described in each embodiment or some parts of the embodiments of the present application.

[0164] The present application provides a multi-objective collaborative driving asphalt pavement structure design method, and there are many methods and ways to implement the technical solutions. The above description is only the preferred embodiment of the present application, and it should be pointed out that for ordinary skilled persons in the technical field, without departing from the principles of the present application, some improvements and refinements can be made, which should also be considered as the protection scope of the present application. The components not explicitly described in the embodiments can be realized by using existing technology.

Claims

1. A multi-objective collaborative driven asphalt pavement structure design method, characterized in that, The method comprises the following steps: Step 1, calculating multiple dimension indexes of the asphalt pavement structure design scheme; Step 2, normalizing the multiple dimension indexes to obtain a consistent effect measure value; Step 3, performing decision analysis on the asphalt pavement structure design scheme under different decision expectations according to the consistent effect measure value, obtaining the best design scheme, and completing the multi-objective collaborative driving asphalt pavement structure design.

2. The multi-objective collaborative driving asphalt pavement structure design method according to claim 1, wherein the first dimension index related to the life cycle of the asphalt pavement structure comprises five implementation stages of a raw material production stage, a transportation stage, a construction stage, an operation stage and a demolition stage; and the dimension indexes of the raw material production stage, the transportation stage, the construction stage, the operation stage and the demolition stage are calculated respectively. The second dimension index not related to the life cycle of the asphalt pavement structure; and the mechanical response parameters of the asphalt pavement structure are extracted as the second dimension index. The first dimension index of the implementation phase The n-th first dimension index of the implementation phase The calculation method is as follows: ； wherein, the amount of each element required for the nth first-dimension indicator representing the xth implementation phase, representing a corresponding first-dimension indicator calculation factor; 3. The multi-objective collaborative driving asphalt pavement structure design method according to claim 2, wherein the second dimension index not related to the life cycle of the asphalt pavement structure comprises a structural performance index and a service performance index.

4. The multi-objective collaborative driving asphalt pavement structure design method according to claim 1, wherein the first dimension index related to the life cycle of the asphalt pavement structure comprises a raw material production stage, a transportation stage, a construction stage, an operation stage and a demolition stage. Carbon emission amount of each stage of raw material production stage, transportation stage, construction stage, operation stage, and demolition stage Total amount of road carbon emission by addition Total amount of road cost by addition Total amount of road cost by addition The expression is as follows: ； ； wherein, , are the carbon emissions and costs, respectively, of the raw material production phase, , Carbon emissions and costs of transportation phase, respectively, , Carbon emissions and costs of construction phase, respectively, , Carbon emissions and costs in the operation phase, respectively, , Carbon emissions and costs for the demolition phase, respectively, Carbon emissions of raw material production stage, transportation stage, construction stage, operation stage, and demolition stage , cost Determined by raw material consumption, energy consumption, and corresponding carbon emissions and cost factors, and the expression is as follows: ； wherein, and represents the amount of use of each raw material and energy required, represents the carbon emission factor of the corresponding raw material and energy, represents the cost factor of the corresponding raw material and energy.

5. The multi-objective collaborative driving asphalt pavement structure design method according to claim 4, wherein the benefit type evaluation index positively correlated with the expected value is calculated by the following method: Step 2, which involves normalizing multiple dimensional indicators, includes defining a set of decision-making options. Define the evaluation indicator set using multi-dimensional evaluation indicators. Through decision set and evaluation index set Constructing a decision outcome matrix With effect sample matrix As a decision outcome matrix The following were calculated: benefit-oriented evaluation indicators whose values ​​are positively correlated with expectations and cost-oriented evaluation indicators whose values ​​are negatively correlated with expectations. The cost type evaluation index negatively correlated with the expected value is calculated by the following method: Defining a set of decision alternatives The expression is as follows: ； wherein, represents the decision scheme of the design of the asphalt pavement structure; the asphalt pavement structure. Definition of evaluation index set , including the first dimension index, the second dimension index, and a total of evaluation indexes, and the expression is as follows: ； wherein, represents the evaluation index; The decision scheme set The evaluation index set The decision result matrix The expression formula is as follows: ； wherein, is the th decision scheme under the th evaluation index ; Definitions is a matrix of decision results is a matrix of effect samples, expressed as follows: ； wherein, is the decision scheme under the evaluation index ; According to the decision result matrix Computing benefit-type, cost-type measure values of consistent effects : The decision analysis on the asphalt pavement structure design scheme under different decision expectations in step 3 comprises: ； The required amounts of each element of the first dimension index include the amounts of raw materials and energy. ； wherein, represents the th decision scheme the consistent effect measure value under the th evaluation index , and represents the target effect threshold of each evaluation index.

6. The multi-objective co-driven asphalt pavement structure design method according to claim 1, wherein, The mechanical response parameters of the asphalt pavement structure include vertical displacement and layer bottom strain. Step 3-1, set is the decision expectation weight of each evaluation index, and satisfies: Step 3-2, quantitatively calculate the final comprehensive performance of the asphalt pavement structure design of the asphalt pavement structure design , and the specific method is as follows: When At the maximum, the corresponding asphalt pavement structure design is selected as the optimal structure scheme under the decision expectation.

7. The multi-objective co-driven asphalt pavement structure design method according to claim 2, characterized in that, ​ 8. The multi-objective co-driven asphalt pavement structure design method according to claim 2, characterized in that, ​

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