Asphalt macadam drainage base layer construction method for airport runway

Abstract

The invention relates to the technical field of airport runway engineering construction, and provides an asphalt macadam drainage base layer construction method for an airport runway, which specifically comprises the following steps: arranging temperature sensing equipment on an asphalt mixture transport vehicle, a paver and a road roller to form a distributed temperature monitoring network; collecting temperature data of the asphalt mixture in a transport vehicle, on a paving surface of a paver and in a rolling area of a road roller in real time; transmitting the acquired temperature data to a control terminal in real time; the control terminal compares the received real-time temperature data with a plurality of preset process temperature thresholds; based on the comparison result, the control terminal executes at least one of the following operations: when the real-time temperature on the paving surface is lower than the paving temperature threshold value, generating a first control instruction for reducing the paving speed of the paving machine, and sending the first control instruction to the paving machine; and when the real-time temperature of the initial pressure area is lower than the initial pressure temperature threshold value, generating a second control instruction or early warning information for prompting the road roller to immediately start initial pressure.

Description

Technical Field

[0001] This invention relates to the field of airport runway engineering construction technology, specifically to a method for constructing an asphalt-mash drainage base course for airport runways. Background Technology

[0002] The asphalt-mash drainage base course of airport runways lies beneath the cement concrete surface layer. Its construction quality, especially the uniformity of compaction and the stability of porosity, directly affects the drainage performance and long-term durability of the pavement. Current construction methods primarily rely on highway experience, employing pre-set mix proportions and fixed paving and compaction processes. However, the construction quality of asphalt mixtures is extremely sensitive to temperature, with strict requirements for paving temperature, initial compaction temperature, and final compaction temperature.

[0003] In existing technologies, temperature monitoring is generally carried out through random sampling using handheld temperature measuring devices. This method has significant drawbacks: First, sampling is discrete and delayed, failing to obtain continuous and complete temperature field data for the entire construction process (from transport vehicles to the paving surface and then to the compaction area), resulting in numerous monitoring blind spots. Second, when temperature anomalies are detected, it is difficult to quickly pinpoint the problem area and make precise process adjustments, often leading to localized quality defects. Finally, construction quality relies excessively on the experience of operators, making it difficult to achieve standardized, traceable, and refined quality control. Therefore, there is an urgent need for a technical solution that can monitor the temperature of asphalt macadam drainage base course in real time and comprehensively, and enable dynamic feedback control. Summary of the Invention

[0004] This application proposes a construction method for asphalt macadam drainage base course for airport runways, which addresses the problems in existing airport runway asphalt macadam drainage base course construction, such as uneven construction quality, reliance on manual experience, and difficulty in timely detection and correction of potential quality hazards due to the lack of real-time, comprehensive, and accurate monitoring and closed-loop feedback control of asphalt mixture temperature.

[0005] To achieve the above objectives, this application provides the following technical solution: In one aspect, this application proposes a construction method for an asphalt-mash drainage base course for airport runways, comprising the following steps: Step S1: Install one or more temperature sensing devices on the asphalt mixture transport vehicle, paver, and roller to form a distributed temperature monitoring network; Step S2: Real-time temperature data of the asphalt mixture inside the transport vehicle, on the paver surface, and in the roller compaction area are collected using temperature sensing equipment. Step S3: Transmit the collected real-time temperature data to the control terminal in real time; Step S4: The control terminal compares the received real-time temperature data with multiple preset process temperature thresholds; wherein, the process temperature thresholds include at least the paving temperature threshold and the initial compaction temperature threshold. Step S5: Based on the comparison results, the control terminal performs at least one of the following operations: When the real-time temperature on the paved surface is lower than the paving temperature threshold, a first control command is generated to reduce the paving speed of the paver and sent to the paver. When the real-time temperature of the initial compaction area is lower than the initial compaction temperature threshold, a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction.

[0006] In conjunction with the first aspect, the temperature sensing device is an infrared temperature sensor array, which is connected to a multi-antenna communication module; wherein, On the asphalt mixture transport vehicle, the multi-antenna communication module includes an omnidirectional antenna installed on the top of the cab and a directional antenna installed at the rear of the vehicle body and pointing towards the center of the construction area; among them, the infrared temperature sensor array is installed on the upper inside of the truck body, with the scanning surface facing the mixture pile inside the truck body; On the paver, the multi-antenna communication module includes a directional antenna installed at the highest point of the top of the screed lifting cylinder; the directional antenna points to the control terminal, and there are two infrared temperature sensor arrays. The first infrared temperature sensor array is installed behind the hopper with its scanning surface facing the receiving mixed material flow, and the second infrared temperature sensor array is installed on the support in front of the screed with its scanning surface facing the paving surface. On the road roller, the multi-antenna communication module includes an omnidirectional antenna mounted on the top of the roller support above the steel wheel, and an infrared temperature sensor array mounted on the front of the frame with its scanning surface facing the paving layer to be rolled. The multi-antenna communication module is configured to switch between its antennas or use diversity reception based on the strength of the received signal.

[0007] In conjunction with the first aspect, the distributed temperature monitoring network also includes multiple ground temperature sensing devices; The ground temperature sensing equipment consists of fixed sensors arranged in an array on the ground in the construction area. The locations include the area to be paved in front of the paver, the area that has been initially compacted behind the roller, and the ground receiving area below the unloading port of the transport vehicle. Each ground temperature sensor is connected to the control terminal via a wireless communication module to transmit the collected ground location temperature data to the control terminal in real time. The control terminal compares the real-time temperature data received from the ground temperature sensor with the preset process temperature threshold.

[0008] In conjunction with the first aspect, step S2, during real-time data acquisition, specifically involves synchronous data acquisition triggered by paver operation events, including: A synchronization signal generator for paving events is installed on the paver; wherein, the synchronization signal generator generates a synchronization broadcast signal and broadcasts it wirelessly every time the paver completes a preset paving operation unit; The data acquisition unit of the asphalt mixture transport vehicle is configured as follows: Temperature data of the asphalt mixture inside the truck bed will only be collected once when a synchronous broadcast signal is received and the truck is unloading material from the paver. The data acquisition unit of the road roller is configured as follows: Upon receiving the synchronous broadcast signal, the temperature data of the asphalt mixture in the area directly below the steel wheel is immediately collected. All collected temperature data are associated with a synchronization event sequence number that identifies the paving operation unit.

[0009] In conjunction with the first aspect, the asphalt mixture transport vehicle, paver, and roller are all equipped with satellite timing modules; In step S2, the real-time acquisition of temperature data specifically includes: While collecting temperature data through temperature sensing devices, asphalt mixture transport vehicles, pavers, and rollers read the current precise time provided by satellite time synchronization modules and bind the current precise time as a timestamp with the corresponding temperature data to generate a temperature data package with a timestamp. In step S3, the temperature data packet with a timestamp is transmitted to the control terminal; In step S4, the control terminal performs time alignment processing on the received timestamped temperature data packets. The time alignment processing includes: Temperature data with timestamp differences within a preset synchronization time window are selected and compared with a preset process temperature threshold.

[0010] In conjunction with the first aspect, step S4 specifically includes: Based on the temperature data of the paver surface, the control terminal divides it into a central area measuring point group and an edge area measuring point group according to the collection location, and calculates the first real-time average temperature and the second real-time average temperature respectively. The comparison includes comparing the first real-time average temperature with the paving temperature threshold, and comparing the second real-time average temperature with an edge paving temperature threshold that is 5℃-10℃ lower than the paving temperature threshold. For temperature data from the roller compaction zone, the control terminal calculates the moving average temperature of the data over the most recent N seconds; the comparison includes comparing the moving average temperature with the initial compaction temperature threshold. For temperature data from inside asphalt mixture transport vehicles, the control terminal counts the number of measuring points whose real-time temperature is below the transport safety temperature threshold; among them... The comparison includes determining that the temperature of the transport vehicle is abnormal when the number of measuring points exceeds a preset ratio or absolute number.

[0011] In conjunction with the first aspect, the process temperature threshold is based on the ambient temperature, asphalt mixture type, and drainage base course design thickness, and dynamically calculates the current paving temperature threshold and initial compaction temperature threshold according to a built-in threshold calculation model; wherein, Ambient temperature values ​​are collected in real time by ambient temperature sensors installed at the construction site. The asphalt mixture type and drainage base course design thickness can be input or selected through the human-machine interface of the control terminal.

[0012] In conjunction with the first aspect, in step S5: The control terminal has a pre-set graded response rule based on temperature difference; When a first control command for reducing the paving speed of the paver is generated, the control terminal executes: If the temperature difference is within the first preset range, a command is generated to reduce the speed to the original speed. If the temperature difference is within a larger second preset range, an instruction is generated to reduce the speed to a lower original speed. If the temperature difference is within a larger third preset range, an instruction is generated to reduce the speed to a lower original speed. When a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction, the control terminal executes: If the temperature difference is within the first preset range, an instruction is generated that includes a prompt to prioritize crushing the edge area; If the temperature difference is within the second preset range, a strong command to immediately apply full-amplitude initial pressure will be generated. If the temperature difference is within the third preset range, a highest priority command to stop moving forward and intensify compaction on the spot will be generated, along with an audible and visual alarm.

[0013] In conjunction with the first aspect, the control terminal also has a preset melting temperature threshold that is lower than the initial pressure temperature threshold. In step S4, the control terminal also performs a comparison between the real-time temperature and the melting temperature threshold. In step S5, if the real-time temperature of any area is lower than the melting temperature threshold, the control terminal performs the following emergency operation: Generate and send an emergency stop command to the currently operating paver; Generate audible and visual alarms and graphic warnings indicating non-compliant road sections; Generate a work order containing suggestions for heating remedies or cleaning / rework and push it to the management terminal.

[0014] In conjunction with the first aspect, the control terminal has a built-in equipment capability database that stores the identification number of each construction equipment and its corresponding performance parameters and control interface type; Performance parameters include the paver's minimum permissible operating speed and speed adjustment accuracy, as well as whether the roller supports remote automatic control; Control interface types include: direct speed value setting or only support for start / stop / speed adjustment percentage commands; In step S5, before generating control commands to be sent to a specific device, the control terminal executes: Search the equipment capability database based on the equipment identification number; Based on the queried device capability information, the proposed instruction parameters are subjected to compliance verification and adaptation calculation. Generate and send adapted control commands or alternative information.

[0015] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings.

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof.

[0018] In the attached diagram: Figure 1 This is a flowchart illustrating a method for constructing an asphalt-mash drainage base course for airport runways, as described in an embodiment of the present invention. Figure 2 This is a system composition diagram of an asphalt-mash drainage base course construction system for airport runways, as described in an embodiment of the present invention. Detailed Implementation

[0019] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0020] like Figure 2 As shown in this embodiment, an asphalt macadam drainage base course construction system for airport runways is provided, the core of which includes a distributed temperature monitoring network and a control terminal.

[0021] The distributed temperature monitoring network consists of multiple temperature sensors installed on asphalt mixture transport vehicles, pavers, and rollers. Each temperature sensor is preferably an infrared thermometric sensor array, capable of non-contact measurement of the surface temperature distribution over a small area. Each device integrates a data acquisition unit and a wireless communication module. On the transport vehicle, the sensor array is mounted on the upper inner side of the truck bed, facing the surface of the mixture pile. On the paver, two sensor arrays are installed: one behind the hopper, facing the mixture stream received from the transport vehicle; the other is mounted on a bracket in front of the screed, facing the newly paved surface. On the roller, the sensor array is mounted at the front of the frame, facing the paving layer to be compacted.

[0022] The control terminal can be an industrial computer or a high-performance server located in the on-site command center, running dedicated monitoring and control software. It communicates with all nodes in the distributed temperature monitoring network via a wireless network, namely the construction site's wireless LAN or the operator's mobile network.

[0023] In the actual implementation process, in order to proactively and promptly intervene in the construction process and ensure that the temperature is always within a reasonable range, this application proposes a construction method for asphalt macadam drainage base course for airport runways, as shown in Example 1 below.

[0024] Example 1: As Figure 1 As shown, the steps of the method include: Step S1: Install one or more temperature sensing devices on the asphalt mixture transport vehicle, paver, and roller to form a distributed temperature monitoring network; Before construction begins, all temperature sensing devices and wireless data acquisition terminals need to be installed and debugged to ensure that the sensors on the transport vehicle, the paver, and the roller are all working properly and can be successfully connected to the network through their wireless data acquisition terminals to form a distributed temperature monitoring network.

[0025] Step S2: Real-time temperature data of the asphalt mixture inside the transport vehicle, on the paver surface, and in the roller compaction area are collected using temperature sensing equipment. During construction, sensors on the transport truck collect real-time temperature data of the asphalt mixture inside the truck bed. Because a hard crust forms on the surface of the mixture during transport, the internal temperature is higher; surface temperature measurement characterizes its overall thermal insulation performance. Sensors on the paver collect real-time temperature data of the mixture stream entering the paver; sensors also collect real-time surface temperature data of the freshly laid asphalt layer. The mixture stream temperature and asphalt surface temperature characterize the lateral temperature uniformity of the paved surface. Sensors on the roller collect real-time surface temperature data of the paved layer in the area to be compacted ahead of it. All data collection is automatic and continuous, with a collection frequency of 1Hz, generating a continuous real-time temperature data stream.

[0026] Step S3: Transmit the collected real-time temperature data to the control terminal in real time; The real-time temperature data collected in step 2 is packaged by the wireless data acquisition terminals of each temperature sensing device and uploaded to the control terminal in real time via a 4G network. The data transmission delay is typically less than 1 second, ensuring the timeliness of the information.

[0027] Step S4: The control terminal compares the received real-time temperature data with multiple preset process temperature thresholds; wherein, the process temperature thresholds include at least the paving temperature threshold and the initial compaction temperature threshold. The control terminal software has built-in process temperature thresholds for specific asphalt mixtures.

[0028] For example: The paving temperature threshold is the minimum surface temperature required for the paved mixture to have sufficient compactability.

[0029] The initial compaction temperature threshold ensures that the surface of the paved layer reaches the minimum temperature requirement when initial compaction begins, so as to ensure that initial compaction is completed before the temperature drops further.

[0030] When the control terminal performs the comparison: Real-time paving surface temperature data were compared with paving temperature thresholds. Real-time initial compaction zone temperature data from roller sensors were compared with initial compaction temperature thresholds.

[0031] Step S5: Based on the comparison results, the control terminal performs at least one of the following operations: When the real-time temperature on the paved surface is lower than the paving temperature threshold, a first control command is generated to reduce the paving speed of the paver and sent to the paver. When the real-time temperature of the initial compaction area is lower than the initial compaction temperature threshold, a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction.

[0032] When the software determines that the real-time temperature at any measuring point on the paved surface is lower than the paving temperature threshold, it immediately generates a first control command, including the paver's speed control parameters. After generating the command, the control terminal sends it directly to the paver's programmable logic controller or automatic driving system via a wireless network. Upon receiving the command, the paver executes a speed reduction operation. Reducing the paving speed decreases the amount of mixture paved per unit time, allowing the subsequently paved mixture more time to maintain a high temperature, while also slowing down the cooling of the already paved mixture before initial compaction.

[0033] Control of the initial pressure timing: When the software determines that the real-time temperature in the area in front of the roller is below 145℃, it immediately generates a second control command or a high-priority warning message. Specifically, the command includes: "Alarm! Current area temperature 143℃, please begin initial compaction immediately." The second control command is sent to the roller's intelligent terminal or dedicated alarm. Upon receiving the explicit command, the roller's intelligent terminal immediately operates the roller to perform initial compaction on the corresponding area, ensuring that the critical compaction step is completed before the temperature drops further.

[0034] Based on Example 1, this application has refined the design and deployment of the temperature sensing device and its communication module as described in Example 2: Example 2: The temperature sensing device is an infrared temperature sensor array, which is connected to a multi-antenna communication module; Temperature sensing devices all use infrared temperature sensor arrays, rather than single-point infrared sensors. Each array can simultaneously measure the temperature of dozens to hundreds of points within its field of view, generating a temperature distribution map of a small area, thereby obtaining the average temperature of the area or identifying local low-temperature points.

[0035] A multi-antenna communication module is configured for the wireless data acquisition terminal of transport vehicles, pavers, and road rollers. The multi-antenna communication module integrates at least two antennas and corresponding RF switching circuitry or diversity receiver processors. Specific configurations are as follows: Asphalt mixture transport vehicle: An omnidirectional antenna is installed on the roof of the cab to maintain a regular connection with the base station while the vehicle is moving. Additionally, a high-gain directional antenna is installed at the rear of the vehicle. During construction, this antenna is mechanically or electrically adjusted to point towards the center of the paving area. When the transport vehicle reverses into the unloading position, the rear directional antenna points directly towards the paver and control terminal, establishing a low-loss, high-signal-to-noise ratio communication link specifically for transmitting critical temperature data during the unloading process.

[0036] A directional antenna is installed at the highest point of the screed lifting cylinder on the paver. This is the highest point on the entire machine, offering a wide field of vision with minimal obstruction from the machine's metal components. The main lobe points towards the fixed location of the control terminal, forming a stable point-to-point data transmission route back to the main line.

[0037] An omnidirectional antenna is mounted on top of the roller support above the steel wheel of the road roller. Because the road roller travels slowly but its position is constantly changing, and because the metal structure near the steel wheel is complex, the omnidirectional antenna can maintain its connection while moving.

[0038] On the asphalt mixture transport vehicle, the multi-antenna communication module includes an omnidirectional antenna installed on the top of the cab and a directional antenna installed at the rear of the vehicle body and pointing towards the center of the construction area; among them, the infrared temperature sensor array is installed on the upper inside of the truck body, with the scanning surface facing the mixture pile inside the truck body; An infrared temperature sensor array is mounted on the upper edge of the inner side panel of the truck bed, with its optical window facing the mixed material pile inside the truck bed. The scanning surface of the infrared temperature sensor array covers the surface area of ​​the material pile from the middle to the rear of the truck bed.

[0039] The sensor array is connected to the data acquisition and processing unit installed inside the carriage via cables.

[0040] The data acquisition and processing unit is connected via cable to a multi-antenna communication module located in the driver's cab. The communication module uses software algorithms to evaluate in real time the signal strength or signal-to-noise ratio received by the omnidirectional and directional antennas from the control terminal base station.

[0041] On the paver, the multi-antenna communication module includes a directional antenna installed at the highest point of the top of the screed lifting cylinder; the directional antenna points to the control terminal, and there are two infrared temperature sensor arrays. The first infrared temperature sensor array is installed behind the hopper with its scanning surface facing the receiving mixed material flow, and the second infrared temperature sensor array is installed on the support in front of the screed with its scanning surface facing the paving surface.

[0042] The first infrared temperature sensor array is installed inside the rear baffle of the hopper, with its scanning surface aligned with the waterfall-like cross-section of the mixture being unloaded into the hopper from the transport vehicle, monitoring the temperature and uniformity of the material upon entry. The second infrared temperature sensor array is mounted on a crossbeam approximately 1 meter in front of the screed via a shock-absorbing bracket, with its scanning surface angled downwards towards the freshly laid, uncompressed surface of the loose asphalt layer. Both sensor arrays are connected via cables to the central data acquisition and processing unit on the paver. This unit is also connected to a multi-antenna communication module located at a higher elevation.

[0043] On the road roller, the multi-antenna communication module includes an omnidirectional antenna mounted on the top of the roller support above the steel wheel, and an infrared temperature sensor array mounted on the front of the frame with its scanning surface facing the paving layer to be rolled. An infrared temperature sensor array is installed in the center of the front frame of the road roller, with its scanning surface facing the ground ahead, covering the paving layer area that the road roller's steel wheel will soon be compacting. The sensor is connected to the onboard data acquisition unit, which in turn is connected to a multi-antenna communication module.

[0044] The multi-antenna communication module is configured to switch between its antennas or use diversity reception based on the strength of the received signal.

[0045] In practice: Antenna switching mode: The microcontroller within the multi-antenna communication module continuously monitors the received signal strength of the two antennas. By default, it uses either an omnidirectional antenna (for transport vehicles and road rollers) or a directional antenna (for pavers) for communication. When the signal quality of the currently used antenna falls below a preset threshold for a certain period, while the signal quality of the other antenna is better, the multi-antenna communication module automatically switches to the antenna with the better signal via a built-in RF switch for subsequent data transmission and reception. For example, a transport vehicle uses the omnidirectional antenna on the cab roof while traveling; when reversing towards the paver, the signal from the directional antenna at the rear of the vehicle may be stronger, and the multi-antenna communication module automatically switches to the directional antenna to ensure stable data transmission during critical unloading periods.

[0046] Diversity reception mode: When hardware supports it, the communication module employs receive diversity technology. Two antennas simultaneously receive signals from the control terminal base station. Using a specific diversity combining algorithm, the module always selects the signal with the best quality from the two signals for processing, or it weights and combines the two signals to improve the signal-to-noise ratio. In this mode, there is no need to switch antennas, resulting in smoother and more immediate countermeasures against signal fading and a more stable communication link.

[0047] This embodiment, based on the mobile device monitoring network of Embodiment 1 or Embodiment 2, adds a ground temperature monitoring subsystem to the ground in the construction area, as shown in Embodiment 3.

[0048] Example 3: The distributed temperature monitoring network also includes multiple ground temperature sensing devices; The ground temperature sensing equipment uses fixed, high-protection-level temperature sensors. Each sensor is encased in a robust metal or engineering plastic housing, capable of withstanding vibrations, dust, and occasional crushing during construction. The sensor probe must maintain good contact with the ground or employ a non-contact but close-range measurement method.

[0049] Each ground temperature sensor in the wireless communication network integrates a low-power wide-area network communication module, such as a LoRa (LoRa) module or an NB-IoT (Narrowband Internet of Things) module. This enables long-term battery power supply with low power consumption and strong penetration capability, making it suitable for complex construction site environments.

[0050] The ground temperature sensing equipment consists of fixed sensors arranged in an array on the ground in the construction area. The locations include the area to be paved in front of the paver, the area that has been initially compacted behind the roller, and the ground receiving area below the unloading port of the transport vehicle. The ground sensors are deployed in an array, arranged according to a certain geometric pattern in key areas, preferably a grid pattern. Before construction, the ground sensors are fixed to the prepared underlying surface using expansion bolts or special clamps.

[0051] The area to be paved in front of the paver is monitored in real time for heat dissipation prediction, including predicting the heat dissipation conditions of the substrate when the mixture is paved to the corresponding location, to prevent the area temperature from becoming too low. When the area temperature is too low, the control terminal adjusts the temperature or issues a temperature warning in advance by adjusting the preset paving temperature threshold or generating an early warning prompt.

[0052] In areas where the roller has completed initial compaction, the surface temperature of the asphalt layer can be directly monitored. This allows for assessment of the initial compaction effect and temperature equilibrium. During this process, a temperature drop curve is generated for the corresponding area. By tracking the temperature drop curve over time, it can be determined whether the initial compaction timing was appropriate and whether it was repeated. If the area temperature drops too quickly, a warning is generated, indicating insufficient initial compaction temperature or excessive environmental heat dissipation.

[0053] The ground receiving area below the unloading port of the transport vehicle needs to monitor the instantaneous temperature of the asphalt mixture upon impact with the ground for paving after being unloaded from the transport vehicle; this temperature is also known as the landing temperature. The landing temperature is a critical data point indicating the instantaneous temperature drop between the transport temperature and the paving temperature. If the landing temperature differs significantly from the temperature monitored on the transport vehicle, a warning will be generated, indicating abnormal heat dissipation during the unloading process or inaccurate temperature measurement. This allows for data correction or prevents abnormal heat dissipation of the internal asphalt mixture due to malfunctions in the transport vehicle.

[0054] In this application, the ground temperature sensing device is connected to the control terminal via a wireless communication module to transmit the collected ground location temperature data to the control terminal in real time. Ground temperature sensors autonomously collect temperature data at a low frequency, preferably once every 10 seconds, and transmit the collected temperature data to an IoT gateway deployed at the construction site via their internal LoRa / NB-IoT modules. The IoT gateway aggregates data from all ground sensors and transmits it back to the control terminal via Ethernet or 4G network. Upon receiving the data from the ground sensors, the control terminal fuses it with temperature data from transport vehicles, pavers, and rollers in both temporal and spatial dimensions.

[0055] The control terminal compares the real-time temperature data received from the ground temperature sensor with the preset process temperature threshold.

[0056] When the control terminal performs the comparison, it will also compare the real-time temperature data from the ground sensors with the preset process temperature threshold. For example: The ground temperature of the area to be paved is used as an environmental reference value and is included as input to the dynamic threshold model.

[0057] The temperature of the area after initial compaction is compared with a reference threshold for heat preservation after compaction (the reference threshold for heat preservation is slightly lower than the initial compaction threshold). If the temperature drops too quickly, a prompt message is generated, indicating the subsequent compaction or heat preservation status of the corresponding road section.

[0058] Cross-verify the landing temperature of the unloading area with the temperature reported by the transport vehicle. If the difference continues to exceed a reasonable range, such as ±5℃, an equipment verification alarm will be generated.

[0059] This embodiment, based on the real-time temperature acquisition in Embodiment 1, introduces a synchronous trigger acquisition mechanism based on the core process actions of the paver, as shown in Embodiment 4: Example 4: Step S2, during real-time data acquisition, specifically involves synchronous data acquisition triggered by paver operation events, including: A synchronization signal generator for paving events is installed on the paver; wherein, the synchronization signal generator generates a synchronization broadcast signal and broadcasts it wirelessly every time the paver completes a preset paving operation unit; A paving event synchronization signal generator is added to the paver's control system. The synchronization signal generator is a standalone hardware module or a logic function unit implemented through software programming, integrated into the paver's existing programmable logic controller (PLC) or industrial computer. Its key input signals come from the paver's travel encoder or high-precision GNSS positioning module, used to accurately measure the paver's travel distance.

[0060] The data acquisition unit (or central processing unit) of the transport vehicle and the road roller can receive and parse specific synchronous broadcast signals, and can trigger a temperature acquisition based on preset logic conditions, which, for the transport vehicle, must be combined with its own unloading status.

[0061] The data acquisition unit of the asphalt mixture transport vehicle is configured as follows: The temperature data of the asphalt mixture in the truck bed is collected only once when a synchronous broadcast signal is received and the truck is unloading material from the paver. Upon receiving a synchronization broadcast signal from the cooperating paver, the data acquisition unit first checks its own status. It determines whether it is in the process of unloading material from the paver by reading vehicle CAN bus data or a dedicated unloading switch signal. Only when both conditions are met—receiving the synchronization signal and being in the unloading state—does the data acquisition unit send a data acquisition command to the infrared temperature sensor array inside the truck bed. The sensor array performs a rapid scan to acquire the temperature data of the mixture inside the truck bed at that moment, typically an average temperature value or the temperature distribution of a small area. After acquisition, the data acquisition unit binds the obtained temperature data with the synchronization event sequence number in the received synchronization broadcast signal to form a data packet, ready for transmission.

[0062] The data acquisition unit of the road roller is configured as follows: Upon receiving the synchronous broadcast signal, the temperature data of the asphalt mixture in the area directly below the steel wheel is immediately collected. All collected temperature data are associated with a synchronization event sequence number that identifies the paving operation unit.

[0063] The roller's data acquisition unit also continuously monitors the synchronization broadcast signal. Upon receiving the signal, the data acquisition unit immediately sends a collection command to the infrared temperature sensor array at the front of the frame. At this moment, the area directly beneath (or adjacent to) the roller's steel wheel corresponds precisely to the 1-meter section of road that was just paved by the paver and triggered the synchronization signal. Therefore, the collected data is the surface temperature of that specific section before initial compaction. The collected temperature data is bound to the received synchronization event sequence number. The transport vehicle and the roller send the data packet bound to the synchronization event sequence number to the control terminal via their respective wireless communication networks (such as 4G). The paver's own temperature data (such as feed temperature and paved surface temperature) is also collected and bound to the same sequence number each time a synchronization event is triggered, following the same rules.

[0064] After receiving data packets with synchronization event sequence numbers from all devices, the control terminal can strictly group the data according to the synchronization event sequence numbers during the comparison in step S4. For example, it can extract all data with sequence number N: unloading temperature from the transport vehicle, paving surface temperature from the paver, and pre-compaction temperature from the roller, for comprehensive analysis.

[0065] The control terminal can accurately plot the temperature change curve of the mixture in the Nth meter section from transportation, paving to initial compaction, thereby determining whether the process temperature of that specific section meets the requirements at each stage. For example, it can determine whether to adjust the paving speed of the N+1th meter section.

[0066] Based on Embodiment 1, this application makes key hardware enhancements to the data acquisition unit of the mobile device. Asphalt mixture transport vehicles, pavers, and rollers are all equipped with satellite timing modules; The satellite timing module not only provides positioning information, but more importantly, it can output time pulses synchronized with Coordinated Universal Time with microsecond-level accuracy and complete time messages containing year, month, day, hour, minute, second, and millisecond.

[0067] In step S2, the real-time acquisition of temperature data specifically includes: While collecting temperature data through temperature sensing devices, asphalt mixture transport vehicles, pavers, and rollers read the current precise time provided by satellite time synchronization modules and bind the current precise time as a timestamp with the corresponding temperature data to generate a temperature data package with a timestamp. When acquiring temperature data, a preset frequency or event triggers the temperature sensing device to collect data. For example, an infrared temperature sensor array completes a scan and outputs a frame of temperature data, which may contain the temperature values ​​of multiple pixels and a calculated average temperature. The main processor of the data acquisition unit immediately reads the current precise time output by its closely connected satellite timing module. This reading is hardware-synchronized, ensuring that the deviation between the timestamp and the data acquisition time is minimal. The data acquisition unit binds the acquired temperature data with the read precise time, encapsulating it into a structured, timestamped temperature data packet. The data packet also contains information such as the device ID and sensor ID.

[0068] In step S3, the temperature data packet with a timestamp is transmitted to the control terminal; The data acquisition unit transmits the generated time-stamped temperature data packets to the control terminal via its wireless communication network. What is transmitted is the data packet itself containing the original timestamp, not the time added by the network device during transmission.

[0069] In step S4, the control terminal performs time alignment processing on the received timestamped temperature data packets. The time alignment processing includes: Temperature data with timestamp differences within a preset synchronization time window are selected and compared with a preset process temperature threshold.

[0070] The control terminal software parses the received data packets, extracts the temperature value, device ID, and high-precision timestamp, and stores them in a time series database or memory cache.

[0071] The software sets a preset synchronization time window. The window setting is consistent with the sensor response time, the accuracy of the timing module, and the continuous rate of change of the construction status.

[0072] When a decision needs to be made regarding a specific process step, relevant temperature data with timestamps falling within the same target time period are selected from the cache. Specifically, all data meeting the criteria are selected, centered on the timestamp of a baseline data point. Statistical values ​​are calculated for these time-aligned data to characterize the temperature state of the region at that moment. The temperature values ​​(such as average temperature) representing the operating conditions at the same time, obtained after time alignment, are compared with a preset process temperature threshold. This comparison is based on a time-consistent physical state and is logically seamless.

[0073] Based on Example 1, this application proposes Example 6, taking into account the inherent characteristics and quality risk differences of temperature data at different stages of asphalt construction.

[0074] Example 6: Step S4 specifically includes: Based on the temperature data of the paver surface, the control terminal divides it into a central area measuring point group and an edge area measuring point group according to the collection location, and calculates the first real-time average temperature and the second real-time average temperature respectively. Based on the physical installation location information of the sensors, this application automatically divides all effective measuring points covering the paving width into two groups: Preferred measuring points are located in the middle 60% of the paving width. These points represent areas with relatively slow heat dissipation and are easily accessible to compaction equipment. Preferred measuring points are located in the two outermost 20% areas on each side. These points, exposed to air, have a much higher heat dissipation rate than the central area and are considered high-risk areas for compaction quality.

[0075] The comparison includes comparing the first real-time average temperature with the paving temperature threshold, and comparing the second real-time average temperature with an edge paving temperature threshold that is 5℃-10℃ lower than the paving temperature threshold. This application compares a first real-time average temperature with a preset standard paving temperature threshold. It also compares a second real-time average temperature with an edge paving temperature threshold. Based on a large amount of measured data, the typical temperature difference between the edge and center areas can effectively monitor the risk of low temperatures at the edges while avoiding frequent false alarms caused by the normal rapid heat dissipation at the edges.

[0076] For temperature data from the roller compaction zone, the control terminal calculates the moving average temperature of the data over the most recent N seconds; the comparison includes comparing the moving average temperature with the initial compaction temperature threshold. The control terminal software establishes a first-in, first-out (FIFO) data queue for each road roller, caching every timestamped temperature data point reported within the most recent period. The software sets the time window length N = 30 seconds. At each decision point, the software calculates the arithmetic mean of the temperature data with all timestamps in the queue over the past 30 seconds, obtaining a moving average temperature. This smooths out sudden abnormally high or low values, ensuring that commands are issued based on the overall cooling trend over a period of time, rather than accidental reading fluctuations, thus reducing the false command rate caused by momentary interference.

[0077] For temperature data from inside asphalt mixture transport vehicles, the control terminal counts the number of measuring points whose real-time temperature is below the transport safety temperature threshold; among them... The comparison includes determining that the temperature of the transport vehicle is abnormal when the number of measuring points exceeds a preset ratio or absolute number.

[0078] The temperature of the mixture may vary at different locations within the transport vehicle, and a low temperature at a single measuring point does not necessarily indicate that the entire vehicle is substandard. Therefore, a transport-safe temperature threshold is set in the measuring point data. Only when any of the above conditions are met simultaneously is the temperature status of the transport vehicle deemed abnormal. After an abnormality is determined, the control terminal primarily generates an early warning message sent to the mixing plant or site administrator, rather than directly triggering an automatic speed reduction command for the paver. This is because such an early warning indicates a potential problem with upstream material supply or transport insulation, requiring manual intervention for inspection, which differs from the nature of real-time process control of the paving surface.

[0079] Based on Embodiment 1, this application proposes Embodiment 7 to enable the temperature control benchmark to intelligently follow the environment, materials, and structural design.

[0080] Example 7: The process temperature threshold is dynamically calculated based on the ambient temperature, asphalt mixture type, and drainage base course design thickness, according to the built-in threshold calculation model, to determine the current paving temperature threshold and initial compaction temperature threshold; where, Ambient temperature values ​​are collected in real time by ambient temperature sensors installed at the construction site. The asphalt mixture type and the design thickness of the drainage base course can be input or selected through the human-machine interface of the control terminal. The rules for the threshold calculation model are as follows: Paving temperature threshold = reference paving temperature + ambient temperature compensation coefficient × (standard ambient temperature - real-time ambient temperature) + layer thickness heat dissipation compensation coefficient × (reference layer thickness - design layer thickness) + material type correction value; in, ; Indicates the paving stage The paving temperature threshold; This indicates the reference paving temperature for the corresponding area; This represents the temperature compensation coefficient when the environmental condition is b, where b represents the real-time environmental condition, i.e., the real-time heat dissipation coefficient. Indicates layer thickness as The heat dissipation compensation coefficient at that time; Indicates the thickness of the reference layer; This indicates the material type correction value. Indicates standard ambient temperature. .

[0081] ; This corresponds to the initial pressure stage. The initial pressure temperature threshold; Indicates the corresponding area ; This embodiment, based on the system of Embodiment 1, expands the data input source and enhances the software intelligence of the control terminal: An ambient temperature sensing device, a high-precision digital temperature sensor with a radiation shield, is installed in an open area of ​​the construction site. This device continuously transmits the real-time ambient temperature values ​​it collects to the control terminal via wired or wireless means. The control terminal software provides a graphical configuration interface. Before the start of a construction section, the operator must input or select two key parameters through this interface: Drainage base layer design thickness: The design thickness of the current construction section is entered in centimeters using a numerical input box. The control terminal software has a pre-installed or loadable threshold calculation model library. This library contains a series of model parameters for different materials and construction specifications.

[0082] The threshold calculation model is a linear compensation model that combines the reference paving temperature, ambient temperature compensation coefficient, standard ambient temperature, real-time ambient temperature, layer thickness heat dissipation compensation coefficient, reference layer thickness, design layer thickness, and material type correction value to achieve the paving temperature threshold. The initial temperature threshold is determined by using the reference paving temperature, ambient temperature compensation coefficient, standard ambient temperature, real-time ambient temperature, layer thickness heat dissipation compensation coefficient, reference layer thickness, design layer thickness, and material type correction value. This automatically calculates a lower threshold, preventing unnecessary excessively high temperature standards under slow heat dissipation conditions, saving energy, and preventing excessive asphalt aging.

[0083] Based on Example 1, this application proposes Example 8, which aims to enable the temperature control reference to intelligently follow the environment, materials, and structural design.

[0084] Example 8: In step S5: The control terminal has a pre-set graded response rule based on temperature difference; When a first control command for reducing the paving speed of the paver is generated, the control terminal executes: If the temperature difference is within the first preset range, a command is generated to reduce the speed to the original speed. If the temperature difference is within a larger second preset range, an instruction is generated to reduce the speed to a lower original speed. If the temperature difference is within a larger third preset range, an instruction is generated to reduce the speed to a lower original speed. When a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction, the control terminal executes: If the temperature difference is within the first preset range, an instruction is generated that includes a prompt to prioritize crushing the edge area; If the temperature difference is within the second preset range, a strong command to immediately apply full-amplitude initial pressure will be generated. If the temperature difference is within the third preset range, a highest priority command to stop moving forward and intensify compaction on the spot will be generated, along with an audible and visual alarm.

[0085] First preset range (slight deviation). This range indicates that the temperature is slightly below the standard, but there is still a large buffer.

[0086] The command generates an instruction to reduce the paver's current paving speed to 90% of its original set speed. This fine-tunes the cooling rate, gently restoring the temperature, which has the least impact on construction efficiency. The second preset zone indicates significantly insufficient temperature, requiring stronger intervention. An instruction is generated to reduce the paving speed to 70% of the original set speed. In the example above, the target speed becomes 2.1 meters per minute. This significantly slows down the paving process, allowing more time for the mixture to maintain its temperature and recover. The third preset zone indicates severely substandard temperature, posing a higher quality risk.

[0087] The command is generated to reduce the paving speed to 50% of the original set speed or the minimum stable operating speed allowed by the equipment. In the example above, the target speed becomes 1.5 meters per minute.

[0088] Based on Example 1, this application proposes Example 9, which aims to enable the temperature control reference to intelligently follow the environment, materials, and structural design.

[0089] Example 9: The control terminal is also preset with a melting temperature threshold lower than the initial pressure temperature threshold; In step S4, the control terminal also performs a comparison between the real-time temperature and the melting temperature threshold. The melting temperature threshold is an absolute quality baseline temperature determined based on the materials and specifications. For example, for a project with an initial compaction temperature threshold of 145°C, the melting temperature threshold can be set to 120°C. This value is far below the initial compaction threshold, indicating that the mixture temperature has dropped to a level considered to have extremely poor compaction performance and may not meet any quality requirements. In step S4, while performing routine comparisons, the control terminal software synchronously and independently compares each real-time temperature data from all temperature sensing devices, including transport vehicles, pavers, rollers, and ground-fixed sensors, with the melting temperature threshold.

[0090] The threshold setting takes into account the termination compaction temperature of asphalt mixtures. Below this temperature, even if the number of compaction passes is increased, it is almost impossible to improve the compaction degree, and it is easy to cause aggregate crushing.

[0091] In step S5, if the real-time temperature of any area is lower than the melting temperature threshold, the control terminal performs the following emergency operation: Generate and send an emergency stop command to the currently operating paver; The control terminal software generates a highest-priority emergency stop command. This command uses a specific protocol frame with an emergency identifier and forces the paver to immediately cease all paving operations; specifically, it includes stopping travel, shutting down the feeder and auger distributor. This command is sent to the controller of the currently paving paver via a dedicated, highly reliable communication channel. Upon receiving the command, the paver unconditionally executes the emergency stop procedure to prevent further substandard mix from being laid on the road surface.

[0092] Generate audible and visual alarms and graphic warnings indicating non-compliant road sections; The control terminal software drives the audible and visual alarm installed in the control center through the IO module, emitting a rapid buzzing sound and a red rotating light that are different from conventional alarms, attracting the attention of all monitoring personnel.

[0093] On the main monitoring screen of the control terminal, a full-screen or half-screen fuse failure warning window automatically pops up. The fuse failure warning window uses a construction site plan based on geographic location information, along with the device ID, location information, or synchronization event sequence number attached to the temperature data packet that triggered the fuse, to precisely mark the specific road section location and range where the temperature is below standard in a prominent, flashing red highlight area on the site plan. Simultaneously, the window displays the sensor information that triggered the fuse, the specific temperature value, and the time.

[0094] The control terminal has a built-in equipment capability database that stores the identification number of each construction equipment and its corresponding performance parameters and control interface type. It is recommended to use mobile infrared heating equipment or a refrigerated truck to heat the red area shown in the diagram, so that its surface temperature rises evenly to above 135°C. Then, immediately use a road roller to further compact the area and check the degree of compaction.

[0095] If effective heating is not possible or the test still fails after heating, it is recommended to mark the area. After subsequent paving is completed, use a milling machine to remove the mixture in that area and repave it according to specifications. The initial state is a pending state.

[0096] Based on Example 1, this application proposes Example 10, which aims to enable the temperature control reference to intelligently follow the environment, materials, and structural design.

[0097] Example 10: Performance parameters include the minimum allowable operating speed and speed adjustment accuracy of the paver, and whether the roller supports remote automatic control; In this application, the minimum stable operating speed, maximum operating speed, speed adjustment accuracy, and whether automatic speed following is used are recorded for pavers. For road rollers, records are recorded for whether remote automatic start / stop / vibration mode switching is supported (Boolean value: yes / no), maximum operating speed, etc. For transport vehicles, records are recorded for whether unloading linkage signals are supported, etc. Control interface types include: direct speed value setting or only support for start / stop / speed adjustment percentage commands; In step S5, before generating control commands to be sent to a specific device, the control terminal executes: Search the equipment capability database based on the equipment identification number; Based on the queried device capability information, the proposed instruction parameters are subjected to compliance verification and adaptation calculation. Generate and send adapted control commands or alternative information.

[0098] A database is built within the control terminal to store the unique identifiers of each device, key performance parameters (such as the minimum allowable operating speed of pavers and remote control support for road rollers), and control interface types (such as direct speed setting or percentage commands). Before issuing control commands, this database is automatically queried, and the command parameters are verified for compliance and adapted based on the actual capabilities of the equipment (e.g., automatically correcting speed values ​​below the equipment's lower limit to the minimum allowable speed, or converting automatic control commands into detailed text prompts). Precise digital capability profiles are created for physical devices, enabling the general control logic to be specifically adapted to the physical limits and communication protocols of specific equipment at the command execution layer. This greatly expands the system's equipment compatibility, allowing it to simultaneously schedule new and old equipment with varying degrees of automation; fundamentally ensuring 100% executability of control commands and avoiding equipment failures or invalid responses due to command exceeding limits; simultaneously, this database also provides the data foundation for digital equipment management.

[0099] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for constructing an asphalt-mash drainage base course for airport runways, characterized in that, Includes the following steps: Step S1: Install one or more temperature sensing devices on the asphalt mixture transport vehicle, paver, and roller to form a distributed temperature monitoring network; Step S2: Real-time temperature data of the asphalt mixture inside the transport vehicle, on the paver surface, and in the roller compaction area are collected using temperature sensing equipment. Step S3: Transmit the collected real-time temperature data to the control terminal in real time; Step S4: The control terminal compares the received real-time temperature data with multiple preset process temperature thresholds; wherein, the process temperature thresholds include at least the paving temperature threshold and the initial compaction temperature threshold. Step S5: Based on the comparison results, the control terminal performs at least one of the following operations: When the real-time temperature on the paved surface is lower than the paving temperature threshold, a first control command is generated to reduce the paving speed of the paver and sent to the paver. When the real-time temperature of the initial compaction area is lower than the initial compaction temperature threshold, a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction.

2. The construction method for an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The temperature sensing device is an infrared temperature sensor array, which is connected to a multi-antenna communication module; wherein... On the asphalt mixture transport vehicle, the multi-antenna communication module includes an omnidirectional antenna installed on the top of the cab and a directional antenna installed at the rear of the vehicle body and pointing towards the center of the construction area; among them, the infrared temperature sensor array is installed on the upper inside of the truck body, with the scanning surface facing the mixture pile inside the truck body; On the paver, the multi-antenna communication module includes a directional antenna installed at the highest point of the top of the screed lifting cylinder; the directional antenna points to the control terminal, and there are two infrared temperature sensor arrays. The first infrared temperature sensor array is installed behind the hopper with its scanning surface facing the receiving mixed material flow, and the second infrared temperature sensor array is installed on the support in front of the screed with its scanning surface facing the paving surface. On the road roller, the multi-antenna communication module includes an omnidirectional antenna mounted on the top of the roller support above the steel wheel, and an infrared temperature sensor array mounted on the front of the frame with its scanning surface facing the paving layer to be rolled. The multi-antenna communication module is configured to switch between its antennas or use diversity reception based on the strength of the received signal.

3. The construction method for an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The distributed temperature monitoring network also includes multiple ground temperature sensing devices; The ground temperature sensing equipment consists of fixed sensors arranged in an array on the ground in the construction area. The locations include the area to be paved in front of the paver, the area that has been initially compacted behind the roller, and the ground receiving area below the unloading port of the transport vehicle. Each ground temperature sensor is connected to the control terminal via a wireless communication module to transmit the collected ground location temperature data to the control terminal in real time. The control terminal compares the real-time temperature data received from the ground temperature sensor with the preset process temperature threshold.

4. The construction method for an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, Step S2, during real-time data acquisition, specifically involves synchronous data acquisition triggered by paver operation events, including: A synchronization signal generator for paving events is installed on the paver; wherein, the synchronization signal generator generates a synchronization broadcast signal and broadcasts it wirelessly every time the paver completes a preset paving operation unit; The data acquisition unit of the asphalt mixture transport vehicle is configured as follows: Temperature data of the asphalt mixture inside the truck bed will only be collected once when a synchronous broadcast signal is received and the truck is unloading material from the paver. The data acquisition unit of the road roller is configured as follows: Upon receiving the synchronous broadcast signal, the temperature data of the asphalt mixture in the area directly below the steel wheel is immediately collected. All collected temperature data are associated with a synchronization event sequence number that identifies the paving operation unit.

5. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The asphalt mixture transport vehicle, paver, and roller are all equipped with satellite timing modules. In step S2, the real-time acquisition of temperature data specifically includes: While collecting temperature data through temperature sensing devices, asphalt mixture transport vehicles, pavers, and rollers read the current precise time provided by satellite time synchronization modules and bind the current precise time as a timestamp with the corresponding temperature data to generate a temperature data package with a timestamp. In step S3, the temperature data packet with a timestamp is transmitted to the control terminal; In step S4, the control terminal performs time alignment processing on the received timestamped temperature data packets. The time alignment processing includes: Temperature data with timestamp differences within a preset synchronization time window are selected and compared with a preset process temperature threshold.

6. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, Step S4 specifically includes: Based on the temperature data of the paver surface, the control terminal divides it into a central area measuring point group and an edge area measuring point group according to the collection location, and calculates the first real-time average temperature and the second real-time average temperature respectively. The comparison includes comparing the first real-time average temperature with the paving temperature threshold, and comparing the second real-time average temperature with an edge paving temperature threshold that is 5℃-10℃ lower than the paving temperature threshold. For temperature data from the roller compaction zone, the control terminal calculates the moving average temperature of the data over the most recent N seconds; the comparison includes comparing the moving average temperature with the initial compaction temperature threshold. For temperature data from inside asphalt mixture transport vehicles, the control terminal counts the number of measuring points whose real-time temperature is below the transport safety temperature threshold; among them... The comparison includes determining that the temperature of the transport vehicle is abnormal when the number of measuring points exceeds a preset ratio or absolute number.

7. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The process temperature threshold is based on the ambient temperature, asphalt mixture type, and drainage base course design thickness. The current paving temperature threshold and initial compaction temperature threshold are dynamically calculated using a built-in threshold calculation model. Ambient temperature values ​​are collected in real time by ambient temperature sensors installed at the construction site. The asphalt mixture type and drainage base course design thickness can be input or selected through the human-machine interface of the control terminal.

8. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, In step S5: The control terminal has a pre-set graded response rule based on temperature difference; When a first control command for reducing the paving speed of the paver is generated, the control terminal executes: If the temperature difference is within the first preset range, a command is generated to reduce the speed to the original speed. If the temperature difference is within a larger second preset range, an instruction is generated to reduce the speed to a lower original speed. If the temperature difference is within a larger third preset range, an instruction is generated to reduce the speed to a lower original speed. When a second control command or warning message is generated to prompt the road roller to immediately begin initial compaction, the control terminal executes: If the temperature difference is within the first preset range, an instruction is generated that includes a prompt to prioritize crushing the edge area; If the temperature difference is within the second preset range, a strong command to immediately apply full-amplitude initial pressure will be generated. If the temperature difference is within the third preset range, a highest priority command to stop moving forward and intensify compaction on the spot will be generated, along with an audible and visual alarm.

9. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The control terminal is also preset with a melting temperature threshold lower than the initial pressure temperature threshold. In step S4, the control terminal also performs a comparison between the real-time temperature and the melting temperature threshold. In step S5, if the real-time temperature of any area is lower than the melting temperature threshold, the control terminal performs the following emergency operation: Generate and send an emergency stop command to the currently operating paver; Generate audible and visual alarms and graphic warnings indicating non-compliant road sections; Generate a work order containing suggestions for heating remedies or cleaning / rework and push it to the management terminal.

10. A method for constructing an asphalt-aggregate drainage base course for airport runways as described in claim 1, characterized in that, The control terminal has a built-in equipment capability database, which stores the identification number of each construction equipment and its corresponding performance parameters and control interface type. Performance parameters include the paver's minimum permissible operating speed and speed adjustment accuracy, as well as whether the roller supports remote automatic control; Control interface types include: direct speed value setting or only support for start / stop / speed percentage commands; In step S5, before generating control commands to be sent to a specific device, the control terminal executes: Search the equipment capability database based on the equipment identification number; Based on the queried device capability information, the proposed instruction parameters are subjected to compliance verification and adaptation calculation. Generate and send adapted control commands or alternative information.

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