Green evaluation method for highway pavement maintenance technology and electronic equipment

Abstract

According to the highway pavement maintenance technology greening evaluation method and the electronic equipment provided by the invention, a multi-level index evaluation system is constructed from the dimensions of resource consumption, environmental influence, ecological protection, technical benefits and the like, and the whole life cycle process from material production, construction to operation maintenance is covered; and all-directional and multi-angle comprehensive evaluation on the greening level of the pavement maintenance technology is realized. The weight distribution scheme determined according to the comprehensive road section characteristic index can effectively prevent a maintenance technical scheme of a high-pollution technology from being selected for pursuing short-term economic efficiency, and a decision maker is guided to select a real environment-friendly and sustainable maintenance technical scheme according to regional characteristics so as to improve long-term ecological benefits. A universal green evaluation strategy is provided, so that evaluation results of different regions and different technical schemes have intuitive comparability, and a reliable scientific basis is provided for decision making of the maintenance technical scheme.

Description

Technical Field

[0001] This application relates to the field of pavement maintenance assessment technology, and in particular to a green evaluation method and electronic equipment for highway pavement maintenance technology. Background Technology

[0002] With the increase in road network density and the lengthening of service life, the performance degradation of highway pavements is becoming increasingly prominent under the long-term effects of traffic loads and natural environmental factors such as temperature, precipitation, and ultraviolet radiation. During their service life, highway pavements are prone to defects such as cracks, ruts, potholes, and spalling, which not only reduce traffic safety and comfort but also shorten road lifespan. As early-built highways gradually enter their major overhaul period, the demand for periodic and large-scale pavement maintenance continues to rise. The selection and implementation effectiveness of maintenance technologies directly affect highway operating efficiency and overall benefits. However, the application and evaluation of highway pavement maintenance technologies, such as milling and repaving, in-situ thermal recycling, micro-surfacing, and slurry seal, lack an evaluation system for green indicators, which can easily damage the surrounding environment. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a green evaluation method and electronic equipment for highway pavement maintenance technology. It breaks through the limited evaluation strategy that only focuses on technical performance and cost, and constructs a multi-level indicator evaluation system from the dimensions of resource consumption, environmental impact, ecological protection and technical benefits. It covers the entire life cycle process from material production and construction to operation and maintenance, and realizes a comprehensive evaluation of the green level of pavement maintenance technology from all aspects and multiple perspectives. While ensuring the practicality of the pavement, it guides decision-makers to select truly environmentally friendly and sustainable maintenance solutions according to regional characteristics, so as to improve long-term ecological benefits.

[0004] To achieve the above objectives, this application provides a method for evaluating the greening of highway pavement maintenance technology, comprising: The maintenance technology scheme for the road surface to be evaluated is obtained, and the original data of the maintenance technology scheme in the whole life cycle process is collected according to the preset evaluation dimensions. The original data is then standardized to obtain dimensionless index evaluation values. The evaluation dimensions include resource consumption dimension, environmental impact dimension, ecological protection dimension, and technical benefit dimension. Calculate the comprehensive road segment characteristic index of the road surface to be evaluated based on the regional characteristics of the road surface to be evaluated; The weight allocation scheme corresponding to the evaluation dimension is determined based on the preset characteristic index threshold and the comprehensive road segment characteristic index; The comprehensive greenness evaluation value of the road surface to be evaluated is determined according to the weight allocation scheme and the indicator evaluation value, and the greening level of the road surface to be evaluated is determined according to the comprehensive greenness evaluation value.

[0005] Optionally, calculating the comprehensive road segment characteristic index of the road surface to be evaluated based on its regional characteristics includes: The ecological sensitivity index, population density, daily traffic load, and annual freeze-thaw cycle number of the road surface to be evaluated are determined based on the regional characteristics. The ecological sensitivity weighting value is determined based on the ecological sensitivity index and the ecological sensitivity index function. The population density weighting value is determined based on the population density and the population density function. The traffic load weighting value is determined based on the daily average traffic load and the traffic load function. The weighted value of the freeze-thaw cycle is determined based on the ecological sensitivity index and the freeze-thaw cycle number function. The judgment value is determined based on the ecological sensitivity index and the judgment function of the ecological sensitivity index; The comprehensive road segment characteristic index is determined based on the judgment value, the ecological sensitivity weighted value, the population density weighted value, the traffic load weighted value, and the freeze-thaw cycle weighted value.

[0006] Optionally, the calculation expression for the ecological sensitivity index function is:

[0007] in, This represents the weighted value of the ecological sensitivity. Indicates the first exponent coefficient. The ecological sensitivity index is used to comprehensively assess the vulnerability of the ecosystem surrounding the road section.

[0008] Optionally, the expression for calculating the population density function is:

[0009]

[0010] in, This represents the population density weighted value. This refers to the population density, which reflects the sensitivity of a road segment to the impact of human activities. Represents the normalization constant. It is the maximum population density value in the expected or historical data.

[0011] Optionally, the calculation expression for the traffic load function is:

[0012] in, This represents the weighted value of traffic load. This refers to the traffic load, which reflects the mechanical wear pressure on the road surface. The traffic load reference value is the initial value of the design axle load or heavy traffic load of the road surface to be evaluated. The influence coefficient, >1 indicates that the harm caused by heavy loads is far greater than the linear proportion of the increase in weight.

[0013] Optionally, the calculation expression for the freeze-thaw cycle number function is:

[0014] in, This represents the freeze-thaw cycle weighted value. This indicates the number of freeze-thaw cycles. This is the second exponential coefficient, used to represent the intensity of the cumulative effect of melt damage. The larger the scale, the more pronounced the destructive effects of freeze-thaw cycles become.

[0015] Optionally, determining the comprehensive road segment characteristic index based on the judgment value, the ecological sensitivity weighted value, the population density weighted value, the traffic load weighted value, and the freeze-thaw cycle weighted value includes: The comprehensive road segment characteristic index is calculated based on the comprehensive road segment characteristic index function; the expression for the comprehensive road segment characteristic index function is as follows: ; in, This represents the comprehensive road segment characteristic index. This represents a judgment function regarding the ecological sensitivity index. This represents the interactive weighted value, used to indicate the combined effect of high ecological sensitivity and high population density. Indicates the ecological sensitivity weighting coefficient, Indicates the weighting coefficient of character density. Indicates the traffic load weighting coefficient, Indicates the weighting coefficient of freeze-thaw cycles, Interaction weight coefficient.

[0016] Optionally, the characteristic index thresholds include a first characteristic index threshold, a second characteristic index threshold, and a third characteristic index threshold that decrease sequentially; the step of determining the weight allocation scheme corresponding to the evaluation dimension based on the preset characteristic index thresholds and the comprehensive road segment characteristic index includes: In response to the comprehensive road segment characteristic index being greater than or equal to the first characteristic index threshold, the road surface to be evaluated is determined to be an ecologically dominant road surface, and the weight coefficients of the ecological protection dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the first characteristic index threshold and greater than or equal to the second characteristic index threshold, the road surface to be evaluated is determined to be an urban operation type road surface, and the weight coefficients of the technical benefit dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the second characteristic index threshold and greater than or equal to the third characteristic index threshold, the road surface to be evaluated is determined to be a traffic load type road surface, and the weight coefficient of the technical benefit dimension is increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the third characteristic index threshold, the road surface to be evaluated is determined to be a normal environmental type road surface. A benchmark weight allocation scheme is adopted to assign benchmark weight coefficients to the resource consumption dimension, the environmental impact dimension, the ecological protection dimension, and the technical benefit dimension.

[0017] Optionally, the standardization process of the raw data to obtain dimensionless index evaluation values ​​includes: Determine the optimal and worst values ​​corresponding to the collected indicator values ​​in the raw data; The difference between the optimal value and the collected index value is determined as the optimal difference. The difference between the optimal value and the worst value is determined as the maximum difference. The ratio of the optimal difference to the maximum difference is determined as the dimensionless evaluation value of the index.

[0018] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0019] As can be seen from the above, the green evaluation method and electronic equipment for highway pavement maintenance technology provided in this application, after obtaining the maintenance technology scheme of the pavement to be evaluated, collects the original data of the maintenance technology scheme in the entire life cycle process according to the preset evaluation dimensions, and performs standardized processing on the original data to obtain dimensionless index evaluation values. Among them, the evaluation dimensions include resource consumption dimension, environmental impact dimension, ecological protection dimension, and technical benefit dimension; calculates the comprehensive road section characteristic index of the pavement to be evaluated based on the regional characteristics of the pavement to be evaluated; determines the weight allocation scheme corresponding to the evaluation dimensions according to the preset characteristic index threshold and the comprehensive road section characteristic index; determines the comprehensive greenness evaluation value of the pavement to be evaluated based on the weight allocation scheme and the index evaluation value, and determines the greening level of the pavement to be evaluated based on the comprehensive greenness evaluation value.

[0020] This approach breaks through the limitations of evaluation strategies that focus solely on technical performance and cost. It constructs a multi-level indicator evaluation system encompassing resource consumption, environmental impact, ecological protection, and technological benefits, covering the entire lifecycle from material production and construction to operation and maintenance. This enables a comprehensive, multi-faceted evaluation of the greening level of road maintenance technologies. By calculating a comprehensive road segment characteristic index, it intelligently identifies road segment types and dynamically adjusts the weights of each evaluation dimension based on the segment type, resulting in a corresponding weight allocation scheme. This weight allocation scheme, determined by the comprehensive road segment characteristic index, effectively prevents the selection of high-pollution maintenance technologies for short-term economic efficiency, guiding decision-makers to choose truly environmentally friendly and sustainable maintenance technologies based on regional characteristics to improve long-term ecological benefits. By combining indicators from different dimensions and eliminating the influence of dimensions through standardization, the evaluation process becomes more objective and accurate. Furthermore, it provides a universally applicable greening evaluation strategy, making the evaluation results between different regions and different technical solutions intuitively comparable, and providing a reliable scientific basis for decision-making on maintenance technology solutions. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a flowchart of the green evaluation method for highway pavement maintenance technology according to an embodiment of this application; Figure 2 A flowchart for determining the comprehensive road segment characteristic index in this application embodiment; Figure 3 This is a schematic diagram of the structure of the green evaluation device for highway pavement maintenance technology according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0024] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0025] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0026] Based on the above background description, the following situations also exist in the related technologies: With the increase in road network density and the length of service life, the problem of road surface performance degradation on highways is becoming increasingly prominent under the long-term effects of traffic loads and natural environment such as temperature, precipitation, and ultraviolet radiation.

[0027] During their service life, highway pavements are prone to defects such as cracks, ruts, potholes, and spalling, which not only reduce traffic safety and comfort but also shorten the road's lifespan. As early-built highways gradually enter their medium and major repair periods, the demand for periodic and large-scale pavement maintenance continues to rise. The selection and implementation of maintenance technologies directly affect highway operating efficiency and overall benefits. Among related technologies, highway pavement maintenance technologies, such as milling and repaving, in-situ thermal recycling, micro-surfacing, and slurry seal, lack an evaluation system for green indicators, which can easily damage the environment surrounding the pavement.

[0028] Highway pavement maintenance technologies include milling and repaving, in-situ hot recycling, micro-surfacing, and slurry seal. However, there is a lack of systematic and definitive plans for the application and evaluation of each technology, relying heavily on the subjective judgment of decision-makers. This leads to the following problems: On the one hand, the evaluation strategies in related technologies mostly focus on indicators such as pavement strength recovery, service life extension, construction cost, and maintenance cycle, while the consideration of green indicators is seriously insufficient. They do not systematically cover the resource consumption, environmental impact, and ecological protection of the entire maintenance process, resulting in overly one-sided evaluation results.

[0029] On the other hand, some regions, in pursuit of short-term efficiency and cost advantages, prioritize high-energy-consuming and high-polluting maintenance technologies, neglecting long-term ecological benefits. Furthermore, the industry lacks a unified greening evaluation system; evaluation indicators are fragmented across different regions and maintenance units, focusing only on energy conservation and emission reduction, without dynamically adjusting the evaluation process based on road segment characteristics such as urban areas, ecologically sensitive zones, or cold regions. This results in significant discrepancies between evaluation results and actual greening levels, leading to substantial evaluation errors and limited guidance value.

[0030] The green evaluation method and electronic device for highway pavement maintenance technology provided in this application, after obtaining the maintenance technology scheme of the pavement to be evaluated, collects the original data of the maintenance technology scheme in the whole life cycle process according to the preset evaluation dimensions, and performs standardized processing on the original data to obtain dimensionless index evaluation values. Among them, the evaluation dimensions include resource consumption dimension, environmental impact dimension, ecological protection dimension, and technical benefit dimension. The comprehensive road segment characteristic index of the pavement to be evaluated is calculated according to the regional characteristics of the pavement to be evaluated. The weight allocation scheme corresponding to the evaluation dimensions is determined according to the preset characteristic index threshold and the comprehensive road segment characteristic index. The comprehensive greenness evaluation value of the pavement to be evaluated is determined according to the weight allocation scheme and the index evaluation value, and the greening level of the pavement to be evaluated is determined according to the comprehensive greenness evaluation value.

[0031] This approach breaks through the limitations of evaluation strategies that focus solely on technical performance and cost. It constructs a multi-level indicator evaluation system encompassing resource consumption, environmental impact, ecological protection, and technological benefits, covering the entire lifecycle from material production and construction to operation and maintenance. This enables a comprehensive, multi-faceted evaluation of the greening level of road maintenance technologies. By calculating a comprehensive road segment characteristic index, it intelligently identifies road segment types and dynamically adjusts the weights of each evaluation dimension based on the segment type, resulting in a corresponding weight allocation scheme. This weight allocation scheme, determined by the comprehensive road segment characteristic index, effectively prevents the selection of high-pollution maintenance technologies for short-term economic efficiency, guiding decision-makers to choose truly environmentally friendly and sustainable maintenance technologies based on regional characteristics to improve long-term ecological benefits. By combining indicators from different dimensions and eliminating the influence of dimensions through standardization, the evaluation process becomes more objective and accurate. Furthermore, it provides a universally applicable greening evaluation strategy, making the evaluation results between different regions and different technical solutions intuitively comparable, and providing a reliable scientific basis for decision-making on maintenance technology solutions.

[0032] The green evaluation method for highway pavement maintenance technology provided in this application is applied to a multi-level green evaluation index system, which includes a target layer, a criterion layer, and an index layer. By limiting the dimensions of the criterion layer, the composition of the index layer, and the rules for regional characteristics and weight allocation, the practicality and relevance of the green evaluation system are improved, solving the problems of fragmented traditional evaluation dimensions and failure to incorporate the actual characteristics of road sections.

[0033] The criteria layer explicitly includes four evaluation dimensions: resource consumption, environmental impact, ecological protection, and technological benefits. It comprehensively covers the core greening-related areas of maintenance technology solutions, such as resource utilization, environmental disturbance, ecological protection, and technological value. This addresses the shortcomings of evaluation processes that only focus on technology and economics in related technologies, allowing the evaluation to comprehensively measure the green level of the technology from multiple dimensions. The indicator layer consists of a combination of quantitative and qualitative indicators. Quantitative indicators ensure the objectivity and accuracy of the evaluation, while qualitative indicators can cover some important but difficult-to-quantify factors in ecological protection. The complementarity of the two makes the evaluation more comprehensive and avoids the one-sidedness of evaluation caused by a single type of indicator.

[0034] Meanwhile, the criteria layer categorizes regional characteristics into various types and combinations, such as urban areas, ecologically sensitive areas, and cold regions. Based on this, a dynamic weight allocation scheme is designed to adapt the evaluation to the differentiated needs of different road sections. This overcomes the shortcomings of previous technologies that did not consider the specific characteristics of the road section's location, adopts a unified evaluation standard, avoids neglecting the importance of ecological protection indicators in ecologically sensitive areas, and avoids underestimating the impact of noise and emissions on residents' lives in urban areas. By dynamically adjusting the weight coefficients of the criteria and indicator layers, the evaluation focus is highly matched with the regional characteristics of the road section. For example, ecologically sensitive areas can have increased weight for the ecological protection dimension, while urban areas can emphasize noise and emission indicators in terms of environmental impact. This ensures that the evaluation results truly reflect the green adaptability of the technology in a specific region, providing a more targeted reference for the selection of maintenance technologies in different areas.

[0035] Finally, the target layer is used to calculate the comprehensive greenness evaluation value of road maintenance technology and output the greening level of the road surface to be evaluated.

[0036] The multi-level green evaluation index system fundamentally solves the problem that traditional highway pavement maintenance technology evaluation focuses on technical performance such as pavement strength restoration and service life extension, as well as economic costs such as construction cost and maintenance cycle, while neglecting the green dimension and failing to cover the entire maintenance life cycle, resulting in evaluation results that fail to reflect the ecological and environmental value of the technology.

[0037] By constructing a multi-level system comprising target, criterion, and indicator layers, the limitations of single-dimensional evaluation are broken, enabling a systematic review of maintenance technologies. Full-process data collection is based on the entire lifecycle, covering all stages from material production and construction to operation and maintenance, ensuring data comprehensiveness. Standardization processes eliminate differences in indicators with different dimensions, making various indicators comparable and avoiding evaluation biases caused by inconsistent data formats. Dynamic weight allocation based on road segment characteristics breaks away from the traditional one-size-fits-all approach of fixed weights, allowing for adjustments to the evaluation focus based on the actual regional characteristics of the road segment, making the evaluation more aligned with actual needs. The final comprehensive greenness calculation, through weighted integration of indicator evaluation values ​​and weights, yields a quantitative result of the greening level and enables grade evaluation and ranking, providing a clear and intuitive decision-making basis for maintenance technology selection.

[0038] Therefore, the multi-level greening evaluation index system not only fills the gap of the lack of a unified system for greening evaluation in the industry, but also makes the greening level of different regions and different maintenance technology solutions comparable.

[0039] The following describes in detail, with reference to the accompanying drawings, the green evaluation method for highway pavement maintenance technology provided by the embodiments of this application.

[0040] In some embodiments, such as Figure 1 As shown, the evaluation method for greening highway pavement maintenance technology includes: Step 101: Obtain the maintenance technology plan for the road surface to be evaluated, and collect raw data of the maintenance technology plan throughout its entire life cycle according to the preset evaluation dimensions. Standardize the raw data to obtain dimensionless index evaluation values. The evaluation dimensions include resource consumption, environmental impact, ecological protection, and technological benefits.

[0041] In practice, when there is a pavement to be evaluated that needs to be repaired, some obviously unsuitable options can be eliminated by manual screening. Then, the remaining technical options among all the options are determined as the maintenance technical options for the pavement to be evaluated.

[0042] If decision-makers do not want to conduct manual screening, all candidate options will be used as maintenance technology options for the road surface to be evaluated, such as milling and repaving, in-situ thermal recycling, micro-surfacing, slurry seal, etc. Then, raw data of the maintenance technology options throughout the entire life cycle will be collected according to the preset evaluation dimensions. The evaluation dimensions include resource consumption, environmental impact, ecological protection, and technical benefits.

[0043] Resource consumption dimensions include indicators such as raw material consumption per unit area, comprehensive energy consumption per unit area, water consumption per unit area, recycling rate of old pavement materials, and reuse rate of old pavement materials. The environmental impact dimension includes greenhouse gas emissions during the construction phase, air pollutant emissions during the construction phase, construction noise, additional emissions caused by traffic delays during the operation period, as well as indicators such as pollution level, waste generation and disposal rate. The ecological protection dimension includes the risk index of pollution in surrounding water bodies, the risk index of soil pollution and disturbance, the index of impact on biodiversity along the route, the level of construction dust control, and the effectiveness indicators of avoidance and protection measures for ecologically sensitive areas. Technical benefits include the improvement in pavement performance after maintenance, the estimated service life extension period, the total life cycle cost, construction efficiency, the utilization rate of local materials, and the duration of the impact on traffic.

[0044] The indicator layer consists of multiple quantifiable quantitative indicators and assessable qualitative indicators, which are used to specifically characterize the various evaluation dimensions of the criteria layer. The correspondence between the criteria layer and the indicator layer is shown in Table 1.

[0045] Table 1. Correspondence between Criterion Layer and Indicator Layer

[0046] By clarifying the specific indicators corresponding to the four dimensions of the criteria layer, the green evaluation is transformed from a macro framework into operable and quantifiable specific content, solving the problems of fragmented, unsystematic, and difficult-to-measure green indicators in traditional evaluation.

[0047] Specifically, in terms of resource consumption, the indicators cover the consumption of raw materials, energy, and water resources per unit area, as well as the recycling rate of old materials. It focuses on both the scale of resource consumption and the recycling of old materials, guiding maintenance technologies towards resource conservation and recycling. This overcomes the fact that traditional evaluations often neglect resource recycling indicators such as the recycling of old materials, which can easily lead to the priority of high-energy-consuming and high-material-consuming technologies. This dimension of indicators can promote the emphasis on efficient resource utilization during the maintenance process and reduce the ecological pressure caused by resource waste and over-exploitation. The environmental impact dimension indicators cover greenhouse gas, air pollutant emissions, and noise pollution levels during the construction phase, as well as additional emissions caused by traffic delays during the operation phase. This breaks through the limitations of traditional assessments that only focus on the environmental impact during the construction period, and enables the assessment of the environmental disturbances of maintenance technology throughout its entire lifecycle. Through the additional emission indicators during the operation phase, the impact of maintenance technology on traffic efficiency can be reflected, thereby demonstrating its indirect environmental costs. This makes the environmental impact assessment more complete and avoids underestimating the overall environmental load of the technology by only considering the construction period. The ecological protection dimension indicators focus on the risks of pollution to surrounding water bodies and soil, the impact on biodiversity, and the level of dust control. They directly address the potential damage to the ecosystem during maintenance, filling the gap in traditional assessments regarding ecological protection. They overcome the limitations of traditional assessments, which rarely involve ecological indicators and are prone to causing irreversible damage to the surrounding ecological environment during the implementation of maintenance technologies. This dimension indicator can encourage decision-makers to fully consider ecological risks when selecting technologies, prioritizing those that cause less pollution to water bodies and soil, protect biodiversity, and effectively control dust, thus safeguarding the ecological balance around highways.

[0048] The technical benefit dimension indicators combine the improvement of pavement performance after maintenance, the service life extension period, the total life cycle cost, and the utilization rate of local materials, thus achieving the integration of technical performance, economic cost, and green development. The total life cycle cost indicator breaks away from the limitation of traditional evaluations that only focus on short-term construction costs, and can reflect the long-term comprehensive economic and environmental benefits of the technology. The local material utilization rate indicator can reduce the energy consumption and carbon emissions caused by long-distance transportation of materials, promote the adaptation of maintenance technology to local resources, and take into account both the practicality of the technology and the goal of green development.

[0049] During data collection, raw data that can determine the indices of the indicator layer in Table 1 is collected, and the collected raw data is standardized to obtain dimensionless indicator evaluation values.

[0050] In some embodiments, the raw data is standardized to obtain dimensionless index evaluation values, including: Determine the optimal and worst values ​​corresponding to the indicator values ​​collected from the original data; The difference between the optimal value and the collected index value is determined as the optimal difference. The difference between the optimal value and the worst value is defined as the maximum difference. The ratio of the optimal difference to the maximum difference is determined as the dimensionless index evaluation value.

[0051] In practical implementation, when the maintenance technology scheme for the road surface to be evaluated is a hot recycling technology scheme, taking the greenhouse gas emission index during the construction phase as an example, the collected index value is 5.2 kg / m², compared with the original data. Standardization is performed using the extreme value method. If the industry's optimal value is 2.0 kg / m², and the worst value is 8.0 kg / m² (cost-based index), then the standardized calculation process for the dimensionless index evaluation value is as follows: Z=(8.0-5.2) / (8.0-2.0)=0.4667; Where Z represents the dimensionless evaluation value of the index after standardization. Similarly, all quantitative and qualitative indicators are standardized and unified into dimensionless values ​​in the range of [0, 1]. The larger the value, the higher the greenness.

[0052] Step 102: Calculate the comprehensive road segment characteristic index of the road surface to be evaluated based on the regional characteristics of the road surface to be evaluated.

[0053] In practical implementation, the comprehensive road section characteristic index The calculation formula is: ; in, This represents the comprehensive road segment characteristic index, calculated based on the comprehensive road segment characteristic index. The numerical range is used to determine the regional characteristic type of the road segment. This represents a judgment function regarding the ecological sensitivity index. This represents the weighted value of the ecological sensitivity. This represents the population density weighted value. This represents the weighted value of traffic load. This represents the freeze-thaw cycle weighted value. This represents the interactive weighted value, used to indicate the combined effect of high ecological sensitivity and high population density. Indicates the ecological sensitivity weighting coefficient, Indicates the weighting coefficient of character density. Indicates the traffic load weighting coefficient, Indicates the weighting coefficient of freeze-thaw cycles, Interaction weight coefficient.

[0054] in, Here is a judgment function for the ecological sensitivity index. For example, if the current road section crosses an ecological water source protection area, then... The value is 2, otherwise the value is 1.

[0055] Among them, interactive items This represents the combined effect of high ecological sensitivity and high population density. For example, the ecological protection importance of a highway that passes through a city's drinking water source protection area is far greater than the simple sum of high ecological sensitivity or high population density scores. This interaction term can capture this composite effect of 1+1>2.

[0056] By constructing a comprehensive road segment characteristic index The calculation model provides a quantitative basis for the scientific definition of road segment regional characteristics, and solves the problems of subjective and vague judgment of road segment characteristics in traditional evaluation, which makes it difficult to accurately match the evaluation focus. Traditional evaluation methods often rely on experience to determine the type of area a road segment is located in, such as classifying road segments based solely on simple qualitative descriptions like whether they are in urban areas or ecological zones. This fails to accurately reflect the comprehensive characteristics of road segments in terms of ecology, population, traffic, and climate, leading to subsequent weight allocation and evaluation focus deviating from actual needs. In contrast, a comprehensive road segment characteristic index... The calculation model integrates the ecological sensitivity index function. Population density function Traffic load function Freeze-thaw cycle number function Four core factors, and also introduced weighting coefficients and interaction item weight coefficients It can comprehensively consider various key variables that affect the characteristics of road segments, and achieve multi-dimensional quantitative integration of road segment characteristics; Among them, the judgment function The ecological sensitivity index is designed to highlight the importance of ecological factors in defining road segment characteristics. When a road segment traverses special ecological areas such as ecological water source protection zones, the ecological sensitivity index is adjusted accordingly. The value of the value is adjusted to strengthen the weight of the ecological dimension in the comprehensive index and prevent the characteristics of ecologically sensitive road sections from being obscured by other factors. By calculating the comprehensive road section characteristic index The system determines the type of road segment characteristics based on their numerical range, making the originally abstract road segment characteristics quantifiable and categorizable. This provides an objective and accurate basis for subsequent dynamic weight allocation based on road segment characteristics, ensuring that weight adjustments can truly adapt to the actual needs of the road segment.

[0057] Step 103: Determine the weight allocation scheme corresponding to the evaluation dimensions based on the preset characteristic index threshold and the comprehensive road segment characteristic index.

[0058] In some embodiments, the characteristic index threshold includes a first characteristic index threshold that decreases sequentially. First characteristic index threshold and the third characteristic index threshold Based on the preset characteristic index thresholds and the comprehensive road segment characteristic index, a weight allocation scheme corresponding to the evaluation dimensions is determined, including: In response to the comprehensive road segment characteristic index being greater than or equal to the first characteristic index threshold, the road surface to be evaluated is determined to be an ecologically dominant road surface, and the weight coefficients of the ecological protection dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the first characteristic index threshold and greater than or equal to the second characteristic index threshold, the road surface to be evaluated is determined to be an urban operation type road surface, and the weight coefficients of the technical benefit dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the second characteristic index threshold and greater than or equal to the third characteristic index threshold, the road surface to be evaluated is determined to be a traffic load type road surface, and the weight coefficient of the technical benefit dimension is increased based on the benchmark weight allocation scheme. In response to the fact that the comprehensive road section characteristic index is less than the threshold of the third characteristic index, the road surface to be evaluated is determined to be a general environmental type road surface. A benchmark weight allocation scheme is adopted to assign benchmark weight coefficients to the resource consumption dimension, environmental impact dimension, ecological protection dimension, and technical benefit dimension.

[0059] In specific implementation, if ≥ If the road surface to be evaluated is determined to be ecologically dominant, the weight coefficients of the ecological protection dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. For example, higher weight coefficients are assigned to the ecological protection dimension and the environmental impact dimension in the criteria layer. like ≤ < If the road surface to be evaluated is determined to be of urban operation type, the weight coefficients of the technical benefit dimension and the environmental impact dimension are increased on the basis of the benchmark weight allocation scheme. For example, higher weight coefficients are assigned to the noise and emission indicators under the environmental impact dimension and the construction efficiency indicators under the technical benefit dimension in the criteria layer. like ≤ < If the road surface to be evaluated is determined to be of traffic load type, the weight coefficient of the technical benefit dimension is increased based on the benchmark weight allocation scheme. For example, higher weight coefficients are assigned to the structural strength and service life indicators under the technical benefit dimension in the criterion layer. like < The road surface to be evaluated is determined to be of ordinary environmental type. A benchmark weight allocation scheme is adopted, assigning benchmark weight coefficients to the resource consumption, environmental impact, ecological protection, and technical benefit dimensions, for example, an average allocation scheme of (0.25, 0.25, 0.25, 0.25). For example, benchmark weight coefficients are assigned to each dimension in the criterion layer; wherein, , , The preset exponential threshold is, and > > . , , Typical values ​​were determined by clustering analysis, such as the K-Means algorithm, on a large amount of historical road segment data.

[0060] The road sections are categorized into four types: ecologically-oriented, urban operation-oriented, traffic-load-oriented, and general environmental-oriented, with targeted weight adjustments: For ecologically-oriented road sections, the weight of ecological protection and environmental impact dimensions is increased to guide decision-makers to prioritize maintenance technologies with minimal ecological damage and low environmental load, avoiding the adoption of high-pollution and high-ecological-risk solutions in pursuit of short-term benefits; for urban operation-oriented road sections, the focus is on noise and emission indicators in environmental impact and construction efficiency indicators in technical benefits, reducing the disruption to urban residents' lives during maintenance, shortening the time construction affects traffic, and balancing urban traffic operation efficiency with residents' quality of life; for traffic-load-oriented road sections, the weight of structural strength and service life indicators in technical benefits is strengthened to ensure that maintenance technologies can withstand high-intensity traffic loads, extend pavement service life, and reduce resource consumption and environmental disturbance caused by frequent maintenance; for general environmental-oriented road sections, the baseline weight is used to ensure the stability and universality of the evaluation. By clarifying the comprehensive road segment characteristic index The dynamic weight allocation rule ensures that the focus of greening evaluation is highly aligned with the actual needs of road sections, solving the problem that fixed weights in traditional evaluations cannot adapt to the differentiated evaluation needs of different types of road sections. Furthermore, traditional evaluations use a uniform weight standard, measuring each evaluation dimension in the same proportion regardless of whether the road section is an ecologically sensitive area, an urban area, or a general area. This may lead to an underestimation of the importance of ecological protection indicators in ecologically dominant road sections, and neglect of the impact of noise and emissions on residents' lives in urban operation road sections. Consequently, the evaluation results cannot truly reflect the greening value of the technology in specific road sections.

[0061] Step 104: Determine the comprehensive greenness evaluation value of the road surface to be evaluated based on the weight allocation scheme and indicator evaluation value, and determine the greening level of the road surface to be evaluated based on the comprehensive greenness evaluation value.

[0062] In practice, the weighting scheme includes a weighting coefficient corresponding to each indicator's evaluation value. The overall greenness evaluation value of the maintenance technology scheme is determined by weighting the weighting coefficients and the indicator evaluation values. A higher overall greenness evaluation value indicates a higher level of greening of the maintenance technology scheme for the evaluated pavement, better technical indicators in all aspects, and a greater likelihood of being adopted by decision-makers.

[0063] In summary, the green evaluation method for highway pavement maintenance technology provided in this application breaks through the limitations of evaluation strategies that only focus on technical performance and cost. It constructs a multi-level indicator evaluation system from dimensions such as resource consumption, environmental impact, ecological protection, and technical benefits, covering the entire life cycle from material production and construction to operation and maintenance. This achieves a comprehensive, multi-faceted evaluation of the green level of pavement maintenance technology. By calculating a comprehensive road segment characteristic index to intelligently identify road segment types, and dynamically adjusting the weights of each evaluation dimension according to the road segment type, a corresponding weight allocation scheme is obtained. The weight allocation scheme determined based on the comprehensive road segment characteristic index can effectively prevent the selection of high-pollution maintenance technology schemes in pursuit of short-term economic efficiency, guiding decision-makers to select truly environmentally friendly and sustainable maintenance technology schemes based on regional characteristics to improve long-term ecological benefits. Combining indicators from different dimensions and eliminating the influence of dimensions through standardization makes the evaluation process more objective and accurate. Furthermore, it provides a universal green evaluation strategy, making the evaluation results between different regions and different technical schemes intuitively comparable, providing a reliable scientific basis for decision-making on maintenance technology schemes.

[0064] In some embodiments, such as Figure 2 As shown, the comprehensive road segment characteristic index of the road surface to be evaluated is calculated based on the regional characteristics of the road surface, including: Step 201: Determine the ecological sensitivity index, population density, daily traffic load, and annual freeze-thaw cycle number of the road surface to be evaluated based on regional characteristics.

[0065] In practice, data support was provided for the calculation of multiple weighting terms by determining the ecological sensitivity index, population density, average daily traffic load, and average annual freeze-thaw cycles.

[0066] Step 202: Determine the ecological sensitivity weighting value based on the ecological sensitivity index and the ecological sensitivity index function.

[0067] In practical implementation, the calculation expression for the ecological sensitivity index function is as follows:

[0068] in, This represents the weighted value for ecological sensitivity. Indicates the first exponent coefficient. The ecological sensitivity index is used to comprehensively assess the vulnerability of the ecosystem surrounding a road section.

[0069] First exponent coefficient Used to control the sensitivity and stringency of ecological protection. The larger, the stricter. It is determined by the experience of industry experts.

[0070] The ecological sensitivity index function uses an exponential form because ecological damage has a threshold effect; once a certain critical point is exceeded, its negative impact increases sharply. The ecological sensitivity index is used to comprehensively assess the vulnerability of the ecosystem surrounding a road section. An example calculation using GIS data is provided below. =Weight 1 (Reciprocal of distance from the nature reserve) + Weight 2 (reciprocal of distance from water source) + weight 3 (Surrounding vegetation coverage) + Weight 4 (Species Diversity Index); among which, distance needs to be standardized, and the higher the value, the more sensitive it is.

[0071] The ecological sensitivity index function exhibits a distinct nonlinear characteristic; when the ecological sensitivity index... When the value is low, the function value increases slowly, reflecting that the ecosystem has a certain self-repair and carrying capacity; when... When the value approaches or exceeds the critical value, the function value rapidly approaches 1, intuitively reflecting the sharp increase in the risk of ecological damage, perfectly matching the threshold effect law of ecological damage; among them, the first exponential coefficient Designed by industry experts based on actual ecological protection needs. The larger the value, the more sensitive the function is to changes in ecological sensitivity, allowing for flexible adjustments based on the stringency of ecological protection in different regions. For example, a larger value can be set for roads surrounding ecologically sensitive nature reserves. Strengthen the influence of ecological sensitivity in the evaluation.

[0072] The application of the ecological sensitivity index function transforms ecological sensitivity from an abstract concept into a precisely calculable quantitative indicator, thus providing a basis for the comprehensive road segment characteristic index. The calculation provides a scientific basis, thereby ensuring that the weight adjustment of ecologically dominant road sections can accurately match the needs of ecological protection, avoid evaluation bias caused by inaccurate measurement of ecological sensitivity, promote the selection of maintenance technology to give full consideration to ecological protection, and reduce the risk of ecological damage.

[0073] Step 203: Determine the population density weighting value based on population density and the population density function; In practice, the population density function is calculated using the following expression:

[0074]

[0075] in, This represents the population density-weighted value. Population density indicates the sensitivity of a road segment to the impact of human activities. Represents the normalization constant. It is the maximum population density value in the expected or historical data.

[0076] The population density function uses a logarithmic form because as population density increases from 0 to a certain value, its sensitivity to noise and disturbance increases rapidly; however, when the density is extremely high, the rate of increase in sensitivity slows down. Population density reflects the sensitivity of a road segment to the impact of human activities, such as noise, dust, and traffic disturbance. A specific example of population density calculation is as follows: = Average population density within the affected area of ​​the road segment (unit: people / square kilometer). The affected area of ​​the road segment can be defined as a buffer zone of 1 km.

[0077] The function curve exhibits a rapid initial growth followed by a slower growth, accurately reflecting the nonlinear relationship between population density and evaluation sensitivity. Meanwhile, the normalization constant... The introduction of this method maps the population density values ​​of different regions to the interval [0, 1], eliminating the incomparability caused by the difference in the absolute value of population density in different regions. For example, the population density difference between the urban core area and the suburban road section is huge. After normalization, the impact of population density on the evaluation can be measured under the same standard.

[0078] Step 204: Determine the traffic load weighting value based on the average daily traffic load and the traffic load function; In practical implementation, the calculation expression for the traffic load function is as follows:

[0079] in, This represents the weighted value of traffic load. This indicates traffic load, which reflects the mechanical wear pressure on the road surface. The traffic load baseline value is the initial value of the design axle load or heavy traffic load on the road surface to be evaluated. The influence coefficient, >1 indicates that the harm caused by heavy loads is far greater than the linear proportion of the increase in weight. It is set according to the mechanical principles of the fourth method.

[0080] The traffic load function uses a linear function because mechanical wear and load magnitude usually have a strong linear relationship; traffic load reflects the mechanical wear pressure on the road surface. A specific calculation example is provided below. = (Average daily traffic volume) Heavy vehicle ratio (Axle load conversion factor) / number of design lanes.

[0081] Compared to traditional assessments that often estimate the impact of traffic load on the road surface using linear relationships, neglecting the nonlinear destructive effects of heavy traffic, the traffic load function, based on mechanical principles, shows that the stress on the road surface is proportional to a high power of the load. The road surface damage caused by heavy loads far exceeds the linear increase in load. The setting of n>1 in the power function precisely reflects this nonlinear relationship; when the traffic load exceeds the benchmark value... When the function value increases rapidly, it accurately reflects the significant impact of heavy traffic on the structural strength and service life of the road surface, providing a scientific basis for the weight adjustment of traffic load-type road sections and ensuring that the structural strength improvement and service life extension effects of maintenance technology can be given priority consideration for such road sections.

[0082] Step 205: Determine the freeze-thaw cycle weighting value based on the ecological sensitivity index and the freeze-thaw cycle number function; In practical implementation, the expression for calculating the freeze-thaw cycle number function is as follows:

[0083] in, This represents the freeze-thaw cycle weighted value. Indicates the number of freeze-thaw cycles. This is the second exponential coefficient, used to represent the intensity of the cumulative effect of melt damage. The larger the scale, the more pronounced the destructive effects of freeze-thaw cycles become. It is determined by material properties and the fitting of climate data.

[0084] The freeze-thaw cycle number function is an exponential function because the more freeze-thaw cycles there are, the more exponentially the destructive force on the road surface material increases.

[0085] Compared to traditional evaluation methods that often measure the damage to pavement materials from freeze-thaw cycles in a linear fashion, neglecting the cumulative effect of freeze-thaw cycles, this study demonstrates how microcracks within pavement materials expand exponentially with increasing freeze-thaw cycle count, leading to an exponential increase in damage, especially pronounced in cold-region road sections. The freeze-thaw cycle count function is derived from an exponential function. The system is designed to precisely capture the patterns of this exponential growth in destruction. As the second index coefficient, it can be determined based on material properties and climate data fitting, which strengthens the quantification of the cumulative effect of freeze-thaw damage, so that the evaluation of cold-region road sections can fully consider the adaptability of maintenance technology to the freeze-thaw environment, avoid underestimating the damage of freeze-thaw cycles to the road surface due to linear estimation, and ensure that the weight adjustment fits the actual maintenance needs of cold-region road sections.

[0086] Step 206: Determine the judgment value based on the ecological sensitivity index and the judgment function of the ecological sensitivity index; In practical implementation, the judgment function The ecological sensitivity index is designed to highlight the importance of ecological factors in defining road segment characteristics. When a road segment traverses special ecological areas such as ecological water source protection zones, the ecological sensitivity index is adjusted accordingly. The value of is adjusted to strengthen the weight of the ecological dimension in the comprehensive index and prevent the characteristics of ecologically sensitive road sections from being obscured by other factors; for example, if the current road section passes through an ecological water source protection area, the value is 2, otherwise the value is 1.

[0087] Step 207: Determine the comprehensive road segment characteristic index based on the judgment value, ecological sensitivity weighted value, population density weighted value, traffic load weighted value, and freeze-thaw cycle weighted value.

[0088] In practice, the formula for calculating the comprehensive road section characteristic index is as follows: ; For example, taking the ecological sensitivity index of the road surface to be evaluated as E = 0.85 (the area is a water source), population density as D = 250 people / km², daily traffic load as L = 25,000 standard axle loads, and annual freeze-thaw cycles as F = 15 times as an example.

[0089] Substituting into each function model, take =4.5, C=8, =10000, n=1.2, =0.1: but =0.98; =0.3; =2.97; =3.48; set up =0.4, =0.2, =0.2, =0.1, =0.1, and because >0.6 (can be manually calibrated), judgment function P(E) = 2 ( If ≤0.6, then the judgment function P(E)=1).

[0090] Therefore, R = 2.85; When dynamically allocating weights, the threshold values ​​for the first characteristic index are set as follows: R1 = 2.0, R2 = 1.2, and R3 = 0.8.

[0091] Since R = 2.85 > R1, this road segment is determined to be ecologically dominant. The weight allocation scheme corresponding to the ecologically dominant type is then applied. For example, the weight allocation scheme corresponding to the ecologically dominant type is as follows: = (0.15, 0.30, 0.35, 0.20); This represents the weighting coefficient for the resource consumption dimension. This represents the weighting coefficient for the environmental impact dimension. The weighting coefficients represent the ecological protection dimension. This represents the weighting coefficient for the ecological protection dimension.

[0092] Calculation and evaluation of comprehensive greenness rating; Comprehensive Greenness Evaluation Value The calculation expression is as follows: ; in, This represents the weight coefficient of a single dimension in the weighting scheme. This represents a single standardized indicator value within the indicator layer. express The corresponding weight coefficient of the indicator in the corresponding dimension, The evaluation value of an indicator representing a single dimension is calculated by weighting the indicator evaluation value with the weight coefficient of the single dimension in the weighting allocation scheme to obtain the comprehensive greenness evaluation value. And based on the comprehensive greenness evaluation value Determine the green level of the technical solution.

[0093] It should be noted that the calculation formulas and all parameters involved in the calculations in this application have been dimensionless beforehand. The process of dimensionless processing is well known in the industry and will not be described here.

[0094] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0095] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0096] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides a green evaluation device for highway pavement maintenance technology.

[0097] refer to Figure 3 The green evaluation device for highway pavement maintenance technology includes: The evaluation value calculation module 10 is configured to: acquire the maintenance technology scheme of the road surface to be evaluated, collect the original data of the maintenance technology scheme in the whole life cycle process according to the preset evaluation dimensions, and perform standardized processing on the original data to obtain dimensionless index evaluation values; among which, the evaluation dimensions include resource consumption dimension, environmental impact dimension, ecological protection dimension and technical benefit dimension. The characteristic index calculation module 20 is configured to calculate the comprehensive road segment characteristic index of the road surface to be evaluated based on the regional characteristics of the road surface to be evaluated. The weight allocation module 30 is configured to determine the weight allocation scheme corresponding to the evaluation dimension based on the preset characteristic index threshold and the comprehensive road segment characteristic index. The greenness evaluation module 40 is configured to: determine the comprehensive greenness evaluation value of the road surface to be evaluated based on the weight allocation scheme and the indicator evaluation value, and determine the greening level of the road surface to be evaluated based on the comprehensive greenness evaluation value.

[0098] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0099] The apparatus described above is used to implement the green evaluation method for highway pavement maintenance technology in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0100] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the green evaluation method for highway pavement maintenance technology described in any of the above embodiments.

[0101] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0102] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0103] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0104] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0105] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0106] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0107] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0108] The electronic devices described above are used to implement the corresponding green evaluation method for highway pavement maintenance technology in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0109] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the green evaluation method for highway pavement maintenance technology as described in any of the above embodiments.

[0110] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0111] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the green evaluation method for highway pavement maintenance technology as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0112] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0113] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0114] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0115] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0116] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0117] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0118] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0119] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for evaluating the greening of highway pavement maintenance technology, characterized in that, include: The maintenance technology scheme for the road surface to be evaluated is obtained, and the original data of the maintenance technology scheme in the whole life cycle process is collected according to the preset evaluation dimensions. The original data is then standardized to obtain dimensionless index evaluation values. The evaluation dimensions include resource consumption dimension, environmental impact dimension, ecological protection dimension, and technical benefit dimension. Calculate the comprehensive road segment characteristic index of the road surface to be evaluated based on the regional characteristics of the road surface to be evaluated; The weight allocation scheme corresponding to the evaluation dimension is determined based on the preset characteristic index threshold and the comprehensive road segment characteristic index; The comprehensive greenness evaluation value of the road surface to be evaluated is determined according to the weight allocation scheme and the indicator evaluation value, and the greening level of the road surface to be evaluated is determined according to the comprehensive greenness evaluation value.

2. The method for evaluating the greening of highway pavement maintenance technology according to claim 1, characterized in that, The step of calculating the comprehensive road segment characteristic index of the road surface to be evaluated based on the regional characteristics of the road surface to be evaluated includes: The ecological sensitivity index, population density, daily traffic load, and annual freeze-thaw cycle number of the road surface to be evaluated are determined based on the regional characteristics. The ecological sensitivity weighting value is determined based on the ecological sensitivity index and the ecological sensitivity index function. The population density weighting value is determined based on the population density and the population density function. The traffic load weighting value is determined based on the daily average traffic load and the traffic load function. The weighted value of the freeze-thaw cycle is determined based on the ecological sensitivity index and the freeze-thaw cycle number function. The judgment value is determined based on the ecological sensitivity index and the judgment function of the ecological sensitivity index; The comprehensive road segment characteristic index is determined based on the judgment value, the ecological sensitivity weighted value, the population density weighted value, the traffic load weighted value, and the freeze-thaw cycle weighted value.

3. The method for evaluating the greening of highway pavement maintenance technology according to claim 2, characterized in that, The calculation expression for the ecological sensitivity index function is as follows: ； in, This represents the weighted value of the ecological sensitivity. Indicates the first exponent coefficient. The ecological sensitivity index is used to comprehensively assess the vulnerability of the ecosystem surrounding the road section.

4. The method for evaluating the greening of highway pavement maintenance technology according to claim 2, characterized in that, The expression for calculating the population density function is as follows: in, This represents the population density weighted value. This refers to the population density, which reflects the sensitivity of a road segment to the impact of human activities. Represents the normalization constant. It is the maximum population density value in the expected or historical data.

5. The method for evaluating the greening of highway pavement maintenance technology according to claim 2, characterized in that, The calculation expression for the traffic load function is as follows: in, This represents the weighted value of traffic load. This refers to the traffic load, which reflects the mechanical wear pressure on the road surface. The traffic load reference value is the initial value of the design axle load or heavy traffic load of the road surface to be evaluated. The influence coefficient, >1 indicates that the harm caused by heavy loads is far greater than the linear proportion of the increase in weight.

6. The method for evaluating the greening of highway pavement maintenance technology according to claim 2, characterized in that, The expression for calculating the number of freeze-thaw cycles is as follows: in, This represents the freeze-thaw cycle weighted value. This indicates the number of freeze-thaw cycles. This is the second exponential coefficient, used to represent the intensity of the cumulative effect of melt damage. The larger the scale, the more pronounced the destructive effects of freeze-thaw cycles become.

7. The method for evaluating the greening of highway pavement maintenance technology according to claim 2, characterized in that, The determination of the comprehensive road segment characteristic index based on the judgment value, the ecological sensitivity weighted value, the population density weighted value, the traffic load weighted value, and the freeze-thaw cycle weighted value includes: The comprehensive road segment characteristic index is calculated based on the comprehensive road segment characteristic index function; the expression for the comprehensive road segment characteristic index function is as follows: ； in, This represents the comprehensive road segment characteristic index. This represents a judgment function regarding the ecological sensitivity index. This represents the interactive weighted value, used to indicate the combined effect of high ecological sensitivity and high population density. Indicates the ecological sensitivity weighting coefficient, Indicates the weighting coefficient of character density. Indicates the traffic load weighting coefficient, Indicates the weighting coefficient of freeze-thaw cycles, Interaction weight coefficient.

8. The method for evaluating the greening of highway pavement maintenance technology according to claim 1, characterized in that, The characteristic index thresholds include a first characteristic index threshold, a second characteristic index threshold, and a third characteristic index threshold, which decrease sequentially. The step of determining the weight allocation scheme corresponding to the evaluation dimension based on the preset characteristic index thresholds and the comprehensive road segment characteristic index includes: In response to the comprehensive road segment characteristic index being greater than or equal to the first characteristic index threshold, the road surface to be evaluated is determined to be an ecologically dominant road surface, and the weight coefficients of the ecological protection dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the first characteristic index threshold and greater than or equal to the second characteristic index threshold, the road surface to be evaluated is determined to be an urban operation type road surface, and the weight coefficients of the technical benefit dimension and the environmental impact dimension are increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the second characteristic index threshold and greater than or equal to the third characteristic index threshold, the road surface to be evaluated is determined to be a traffic load type road surface, and the weight coefficient of the technical benefit dimension is increased based on the benchmark weight allocation scheme. In response to the comprehensive road segment characteristic index being less than the third characteristic index threshold, the road surface to be evaluated is determined to be a normal environmental type road surface. A benchmark weight allocation scheme is adopted to assign benchmark weight coefficients to the resource consumption dimension, the environmental impact dimension, the ecological protection dimension, and the technical benefit dimension.

9. The method for evaluating the greening of highway pavement maintenance technology according to claim 1, characterized in that, The standardization process for the raw data to obtain dimensionless index evaluation values ​​includes: Determine the optimal and worst values ​​corresponding to the collected indicator values ​​in the raw data; The difference between the optimal value and the collected index value is determined as the optimal difference. The difference between the optimal value and the worst value is determined as the maximum difference. The ratio of the optimal difference to the maximum difference is determined as the dimensionless evaluation value of the index.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 9.

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