A laser-based road de-icing method and system based on road surface icing condition recognition

Abstract

This application discloses a laser road de-icing method and system based on road surface icing state recognition, relating to the field of road maintenance technology. The method includes: emitting a near-infrared detection beam onto the road surface to collect the reflection spectrum and determine the current ice type; analyzing the temporal double-peak position of the echo signal to calculate the optical path difference, and using the optical path difference and refractive index to calculate the true physical thickness of the ice layer; collecting the temperature rise curve of the detection pulse to determine the ice layer adhesion state; performing background interference elimination and thickness correction on the true physical thickness of the ice layer according to the road surface material; linearly adjusting the galvanometer scanning frequency according to the vehicle speed to generate focus control commands and peeling control commands; controlling the laser focus to act on the lower interface of the ice layer for laser ablation according to the focus control commands; driving a rear-mounted mechanical peeling mechanism to physically peel off the residual ice according to the peeling control commands; and guiding the residual water film on the road surface to directionally migrate the meltwater to the road shoulder and drainage ditch.

Description

Technical Field

[0001] This invention relates to the field of road maintenance technology, and in particular to a laser road de-icing method and system based on road surface icing status recognition. Background Technology

[0002] Winter road icing, especially complex ice layers such as black ice, wet ice, and compacted ice, significantly reduces tire-road adhesion, seriously threatening road traffic safety. Traditional de-icing methods, such as spreading de-icing agents and mechanical removal, suffer from problems such as response lag, environmental pollution, road surface damage, and low de-icing efficiency. In recent years, laser de-icing technology has gradually become a research hotspot in the field of road maintenance due to its advantages such as non-contact operation, high energy density, and good controllability.

[0003] Existing laser de-icing systems mostly rely on a single spectrum or simple echo to determine the presence of ice, making it difficult to accurately distinguish between different types of ice, such as black ice, wet ice, and compacted ice. Black ice and water on the road surface have similar spectral characteristics in the near-infrared band, which can easily lead to misjudgment. Furthermore, the lack of quantitative assessment of the true physical thickness of the ice layer and its adhesion strength to the road surface results in a lack of scientific basis for setting laser focus and energy parameters, potentially leading to incomplete de-icing or damage to the road surface.

[0004] Significant interference from road surface materials: Asphalt and cement surfaces exhibit significant differences in their laser reflection, absorption, and scattering characteristics. Existing systems lack adaptive correction for different road surface materials, leading to inflated thickness measurements on asphalt surfaces due to strong scattering, and underestimation on cement surfaces due to specular reflection, severely impacting the accuracy of laser focus positioning. After laser ablation of ice, a thin water film often remains on the road surface. In low-temperature environments, this water film readily refreezes, forming a smoother, denser secondary ice layer, negating the de-icing effect. Current technologies lack effective methods for treating residual water films, particularly comprehensive solutions for actively disrupting the water film's spread, inhibiting capillary penetration, and directing meltwater flow. When dealing with large-scale, high-density icing sections, the efficiency of a single de-icing vehicle is limited. Furthermore, existing technologies do not provide multi-vehicle collaborative operation solutions; simultaneous operation by multiple vehicles easily leads to problems such as laser energy superposition, scanning blind spots, electrostatic field interference, and water film turbulence, making it difficult to ensure uniform energy distribution and consistent de-icing effects across the operating area. Summary of the Invention

[0005] This application provides a laser road de-icing method and system based on road icing state recognition, which solves the problems of inaccurate ice type recognition, thickness measurement interference from road material, easy refreezing of residual water film, and multi-vehicle coordination conflicts in the prior art; it realizes safe and efficient de-icing operation with accurate ice type determination, thickness adaptive correction, electrostatic field dielectric electrophoresis to regulate the directional flow of water film, and mutual repulsion and polarity reversal pairing of multi-vehicle galvanometers.

[0006] This application provides a laser-based road de-icing method based on road surface icing condition recognition, including: S1: Emit a near-infrared detection beam to the road surface to collect the reflection spectrum. Determine the ice type of the current road section based on the absorption characteristics and echo dispersion of the reflection spectrum. Analyze the time-domain bimodal position of the echo signal to calculate the optical path difference. Based on the determined ice type, retrieve the corresponding refractive index from the preset refractive index parameter library. Calculate the true physical thickness of the ice layer using the optical path difference and refractive index. Collect the temperature rise curve of the detection pulse to determine the ice adhesion status. S2: Perform background color interference elimination and thickness correction based on the actual physical thickness of the ice layer according to the road surface material; adjust the galvanometer scanning frequency linearly according to the vehicle speed, and adjust the spot spacing and laser power coefficient according to the adhesion state; generate focus control command and peeling control command by combining the corrected thickness value, scanning frequency and laser power coefficient. S3: Controls the laser focus to act on the interface below the ice layer for laser ablation according to the focus control command; drives the rear mechanical peeling mechanism to physically peel off the residual ice according to the peeling control command; S4: The residual water film on the road surface is diverted to the road shoulder and drainage ditch to prevent the road surface from refreezing.

[0007] Furthermore, the determination of the ice type of the current road section based on the absorption characteristics and echo dispersion of the reflection spectrum includes: if the reflection spectrum shows strong absorption characteristics and the surface texture is smooth, it is determined to be black ice; if the reflection spectrum shows diffuse reflection characteristics and is accompanied by weak absorption valleys, it is determined to be wet ice; if there are no absorption peaks and the echo dispersion is high, it is determined to be compacted ice; and the current road section is marked with the corresponding ice type label.

[0008] Furthermore, the formula for calculating the optical path difference based on the temporal double-peak position of the analytical echo signal is as follows: , in, For optical path difference, At the speed of light, The time difference between the emitted light and the received reflected light; The step of retrieving the corresponding refractive index from the preset refractive index parameter library based on the ice type includes: the refractive index of black ice is 1.31, the refractive index of wet ice is 1.33, and the refractive index of compacted ice is 1.28. The formula for calculating the true physical thickness of ice using optical path difference and refractive index is as follows: , in, For the actual physical thickness, For optical path difference, The refractive index; The lower interface of the ice layer is located at the road surface or at the junction with the road surface, and the depth coordinates of the lower interface are: , in, The depth coordinates are shown in the lower interface. This represents the actual physical thickness.

[0009] Furthermore, the method of determining the ice adhesion state by collecting the temperature rise curve of the detection pulse includes: emitting a detection pulse with a power of 5% of the de-icing laser power, monitoring the temperature rise curve using an infrared thermal imager, and capturing the time required from laser emission to the temperature reaching the phase transition critical point of 0°C. ;like Furthermore, the heat mainly accumulates inside the ice layer and its diffusion into deeper layers of the road surface is limited, indicating a weak adhesion state; if Furthermore, the heat rapidly diffuses into the deeper layers of the road surface, indicating a strong adhesion state; other conditions are considered normal adhesion.

[0010] Furthermore, the process of eliminating background color interference and correcting thickness includes: when the ambient temperature is >0℃ and the spectral characteristics show strong water absorption, it is determined to be water accumulation on the road surface, and a skip de-icing command is generated; For asphalt pavements, the substrate reflectance deduction algorithm is applied: , in, To effectively reflect light intensity, This represents the light absorption loss coefficient of asphalt. The light source intensity is used; if the effective signal amplitude is less than 30% of the full scale of the analog-to-digital conversion sampling chip, the amplification gain of the spectral detector is increased by 1.5 times; the thickness correction is reduced by the first correction ratio. For cement pavement, the gain of the preamplifier of the spectrometer is reduced to 60% of the normal operating gain, the polarizer is rotated to the extinction angle to filter out specular reflection components, and the thickness is corrected by increasing the second correction ratio.

[0011] Furthermore, adjusting the spot spacing and laser power coefficient according to the adhesion state includes: linearly adjusting the galvanometer scanning frequency according to the vehicle speed so that the galvanometer swing frequency is proportional to the vehicle speed; adjusting the spot spacing according to the determined adhesion state: the spot spacing for weak adhesion is the first spacing, and the spot spacing for strong adhesion is the second spacing, and the second spacing is smaller than the first spacing; when driving on a curve, adjusting the scanning overlap rate of the inner and outer sides according to the curve radius so that the outer overlap rate is greater than the inner overlap rate; and during vehicle acceleration and deceleration, using a smooth acceleration and deceleration curve and increasing the laser energy redundancy.

[0012] Furthermore, the process of guiding the residual water film on the road surface includes: activating an electrostatic control mode when the road surface temperature is less than or equal to a preset low-temperature threshold; applying a first negative high voltage to the asphalt road surface; applying a second negative high voltage to the cement road surface, and using intermittent pulse power supply; the absolute value of the second negative high voltage is less than the absolute value of the first negative high voltage; utilizing the electrostatic field dielectric electrophoresis effect to shrink the spread water film into beads, changing the contact angle between the water film and the road surface to a hydrophobic state; monitoring the current in the electrode strip circuit, and determining that the water film beading is complete when the current value drops relative to the initial stable value by a proportion greater than or equal to a preset drop threshold, and reducing the holding voltage; controlling the angle of attack of the guide vane according to the road surface cross slope and vehicle speed: when there is a unidirectional cross slope on the road surface, forming a unidirectional guide vane attitude towards the lower side; when the road surface is flat or has a bidirectional cross slope, adopting a symmetrical guide attitude; monitoring obstacles through an obstacle detection device, and controlling the vane to rise and avoid the obstacle before contacting it when the detected obstacle height is greater than a preset height threshold.

[0013] Furthermore, the process of diverting residual water film on the road surface also includes: collecting the current average humidity value of the road surface and calculating the humidity deviation. , in, This is the humidity deviation. This represents the current average humidity value of the road surface. This is the baseline value for road surface dryness; like Perform a first-level fine-tuning: reduce vehicle speed by 2 km / h; if Perform a second-level fine-tuning: increase the pressure under the guide vanes by 10% and increase the electrostatic field voltage by 10%; if Perform three-level fine-tuning: record GPS coordinates, control the vehicle to make brief stops or low-speed reciprocating motions, and trigger the nozzles to spray quick-drying agent; when If the road surface temperature is deemed adequately dry, restore the original parameters; if the road surface temperature... and Regular operations were interrupted, and hot air drying or spraying of anti-icing liquid was enforced.

[0014] Furthermore, the method also includes multi-vehicle collaborative operation: data from each vehicle is synchronized via vehicle-to-vehicle communication; the lead vehicle locks the reference parameters; the collaborating vehicles perform mutual exclusion of galvanometer scanning directions and delay the scanning start time by half a cycle; within the overlapping area, the collaborating vehicles perform electrostatic field polarity reversal pairing: if the reference vehicle outputs negative high voltage, the collaborating vehicle outputs positive high voltage, with the absolute value of the voltage being 80% of that of the reference vehicle; the collaborating vehicles monitor the electrode circuit current, and if the current drops below 20% of the initial stable value, the output voltage is reduced; when any vehicle detects that the insulation impedance is lower than the safety impedance threshold or the leakage current exceeds the safety current threshold, all vehicles simultaneously cut off the high voltage output; after a vehicle goes offline, the electrostatic field voltage is smoothly reduced to zero, the default scanning direction and current guiding mode of the single unit are restored, and the remaining vehicles are automatically re-networked.

[0015] A laser-based road de-icing system based on road surface icing condition recognition, the system comprising: Ice Road Condition Sensing Module: Through multispectral detection and echo time-domain analysis, it identifies the types of black ice, wet ice, and compacted ice, measures the true physical thickness of the ice layer, and uses micro-pulse temperature rise analysis to determine the ice layer adhesion status. Adaptive parameter control module: It executes a material normalization algorithm to eliminate the interference between the asphalt and cement pavement background colors, linearly adjusts the galvanometer scanning frequency according to vehicle speed, and dynamically corrects the spot spacing and laser power coefficient according to the ice type and adhesion status. Laser de-icing execution module: Based on the depth coordinates and adhesion status of the interface under the ice layer, it controls the laser focus position and output energy to achieve laser ablation of the ice road interface, and integrates dynamic electronic fence and over-temperature emergency stop safety protection. Mechanical peeling and diversion module: Drives the rear flexible rolling mechanism to output corresponding downward pressure and speed according to the adhesion state to physically peel off the residual ice, while controlling the adaptive diversion vane to directionally move the melt water to the road shoulder or drainage ditch according to the road cross slope and vehicle speed. Residual water film treatment module: It uses the electrostatic field dielectric electrophoresis effect to regulate the wettability of the water film, causing it to shrink from a spread-out state to a bead-like state. Combined with infrared humidity sensing feedback, it performs graded fine-tuning and melt-drying or anti-icing liquid spraying under extremely cold conditions. Multi-vehicle cooperative communication module: Based on vehicle cooperative communication, real-time synchronization of operating parameters is achieved to realize mutual exclusion of galvanometer directions, phase misalignment and electrostatic field polarity reversal pairing, ensuring uniform energy in the overlapping area and directional migration of water film, and automatically resetting the network after the vehicle goes offline.

[0016] One or more technical solutions provided in this application have at least the following technical effects or advantages: 1. Identify the core defects of existing technologies and their causes: Existing laser de-icing technology has limitations in handling complex road ice layers during winter. Traditional methods often rely on a single spectrum or simple echo to determine the presence of ice, making it difficult to accurately distinguish between black ice with similar spectral characteristics and water accumulation on the road surface, leading to frequent misjudgments and ineffective operations. Ice thickness measurement is severely affected by the background color of different road materials such as asphalt and cement, making laser focus positioning lack a scientific basis and easily resulting in incomplete de-icing or damage to the road surface. The thin water film remaining after laser ablation can seep into the micropores of the road surface due to capillary action in low-temperature environments and quickly refreeze, forming a smoother and denser secondary ice layer. Current technology lacks effective means to actively disrupt the water film's spread and inhibit refreezing. When dealing with large areas of icy road sections, multiple de-icing vehicles working together are prone to problems such as laser energy superposition, scanning blind spots, electrostatic field interference, and water film turbulence, seriously affecting operational efficiency and consistency.

[0017] 2. Propose new technical approaches: This application proposes a laser-based road de-icing method and system based on road surface icing condition identification. By emitting a near-infrared detection beam onto the road surface, the absorption characteristics and echo dispersion of the reflection spectrum are collected to accurately determine the type of ice—black ice, wet ice, or compacted ice. The optical path difference is calculated by analyzing the position of the double peaks in the echo time domain, and the corresponding refractive index is adjusted according to the ice type to invert the true physical thickness of the ice layer. Simultaneously, the temperature rise curve of the detection pulse is collected to determine whether the ice layer is in a weak, normal, or strong adhesion state. For different road surface materials, background interference elimination and thickness correction are performed. The scanning frequency of the galvanometer is linearly adjusted according to vehicle speed, and the spot spacing and laser power coefficient are dynamically adjusted according to the adhesion state to generate precise focus control and peeling commands. The laser focus acts on the lower interface of the ice layer for ablation, and a subsequent mechanical peeling mechanism physically removes the residual ice. The spread-like water film is contracted into beads through the electrostatic field dielectric electrophoresis effect, and adaptive guide vanes direct meltwater to the road shoulder and drainage ditch to prevent road refreezing.

[0018] 3. Overcoming technical obstacles in new approaches: To overcome the misjudgment problem caused by the similarity of spectral characteristics between black ice and accumulated water, an ambient temperature threshold is introduced: when the temperature is >0℃ and the spectrum shows strong water absorption characteristics, it is identified as accumulated water and de-icing is skipped to avoid ineffective heating. To eliminate material interference between asphalt and cement pavement, a substrate reflectance subtraction algorithm and a polarizer extinction filter are used to remove specular reflections, and the gain of weak signals is dynamically increased or the thickness is corrected by a percentage to ensure the accuracy of thickness measurement and focus positioning. To prevent the residual water film from refreezing, the electrostatic field dielectric electrophoresis effect is used to change the solid-liquid interface energy, changing the water film contact angle from hydrophilic to hydrophobic, thus disrupting the capillary permeation path; the completion of beading is determined by monitoring the instantaneous drop in electrode circuit current, and graded fine-tuning is performed in combination with infrared humidity feedback. Under extremely cold conditions, a hot air drying or anti-icing liquid spraying melting mechanism is triggered to block the risk of refreezing. To resolve conflicts in multi-vehicle coordination, parameters are synchronized in real time through vehicle communication, and mutual exclusion of galvanometer scanning directions and initial phase delay are implemented to ensure uniform energy density in the overlapping area. At the same time, electrostatic field polarity reversal pairing is adopted to form a lateral gradient electric field to guide the water film to migrate towards the road shoulder, and an insulation impedance and leakage current linkage cutoff mechanism is set up to ensure the safety of high-voltage operations.

[0019] 4. Provide the optimal solution: This application accurately identifies ice type, thickness, and adhesion status through multispectral and echo time-domain analysis; it adaptively eliminates interference from the background color of asphalt and cement pavement through a material normalization algorithm, and dynamically matches the galvanometer frequency, spot spacing, and laser power based on vehicle speed and adhesion status; it employs a rear-mounted rolling mechanism to physically peel off residual ice after laser ablation with adjustable force; it introduces the electrostatic field dielectric electrophoresis effect to regulate the wettability of the water film, causing it to shrink from a spread-out state to a bead-like state, combined with adaptive guide vanes and infrared humidity closed-loop feedback, to achieve directional migration of meltwater and melt-breaking and refreezing prevention under extreme cold conditions; through multi-vehicle collaborative communication, it achieves galvanometer direction mutual exclusion, phase misalignment, and electrostatic field polarity reversal pairing, solving the problems of energy conflict in overlapping areas and water film turbulence. This invention overcomes the technical difficulties of inaccurate ice type identification, thickness measurement interference by material, easy refreezing of residual water film, and multi-vehicle collaborative conflicts, achieving efficient, accurate, safe, and intelligent road de-icing suitable for complex road conditions and large-scale operations. Attached Figure Description

[0020] Figure 1 This is a flowchart of a laser road de-icing method based on road surface icing state recognition in an embodiment of the present invention; Figure 2 This is a diagram illustrating the architecture of a laser road de-icing system based on road icing status recognition, as described in an embodiment of the present invention. Detailed Implementation

[0021] To facilitate understanding of the present invention, a more complete description of this application will be given below with reference to the accompanying drawings, which illustrate preferred embodiments of the invention. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to enable a more thorough and complete understanding of the disclosure of the present invention.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains; the terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to limit the invention; the term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] Example 1: As Figure 1 As shown, a laser road de-icing method based on road surface icing status recognition is presented.

[0024] S1: Emit a near-infrared detection beam to the road surface to collect the reflection spectrum. Determine the ice type of the current road section based on the absorption characteristics and echo dispersion of the reflection spectrum. Analyze the time-domain bimodal position of the echo signal to calculate the optical path difference. Based on the determined ice type, retrieve the corresponding refractive index from the preset refractive index parameter library. Calculate the true physical thickness of the ice layer using the optical path difference and refractive index. Collect the temperature rise curve of the detection pulse to determine the ice adhesion status. The method of determining the current road icing type based on the absorption characteristics and echo dispersion of the reflection spectrum includes: Specifically, while the vehicle is in motion, a near-infrared detection beam of a specific wavelength is emitted towards the road surface to be treated, and the light intensity signal reflected back from the road surface is collected. If the reflection spectrum shows strong absorption characteristics and the surface texture is smooth, it is identified as black ice; if the reflection spectrum shows diffuse reflection characteristics and is accompanied by weak absorption valleys, it is identified as wet ice; if there are no significant absorption peaks and the echo dispersion is high, it is identified as compacted ice. Based on the spectral characteristics, the current road segment is marked with the corresponding ice type label.

[0025] A low-power probe light is emitted towards the road surface. By analyzing the time-domain characteristics of the echo signal, the locations of the two peaks are identified: the first peak corresponds to the upper interface of the air-ice layer, and the second peak corresponds to the lower interface of the ice layer and the road surface. The time difference between the emitted light and the received reflected light is measured to calculate the round-trip optical path difference of the light in the medium. , in, For optical path difference, At the speed of light, This is the time difference between the emitted light and the received reflected light.

[0026] Based on the identified ice type, the corresponding refractive index constant is retrieved from the optical parameter library. If it is determined to be black ice, the refractive index n=1.31 is used; if it is determined to be wet ice, the refractive index n=1.33 is used; if it is determined to be compacted ice, the refractive index n=1.28 is used. The actual physical thickness is then calculated. , in, For the actual physical thickness, For optical path difference, is the refractive index.

[0027] Since the ice layer covers the road surface, its lower interface lies below the road surface reference plane. Therefore, the depth coordinates of the lower interface are directly derived from the physical thickness. , in, The depth coordinates are shown in the lower interface. This represents the actual physical thickness.

[0028] Depth coordinates are converted into displacement values ​​for the laser focusing lens assembly for focus mapping. For example, if the ice layer thickness is identified as 5mm, a command is generated to shift the focus down by 5mm to ensure that the energy center falls precisely on the bonding surface.

[0029] The determination of ice adhesion status based on the temperature rise curve of the acquired detection pulse includes: Specifically, before the formal de-icing operation, the laser head emits extremely low-power probe pulses onto the ice surface, with the power set to 5% of the main operating power. An infrared thermal imager is used to simultaneously monitor the temperature rise curve of this micro-area. The time required from laser emission to the temperature reaching the phase transition critical point (0°C) is captured. Record the slope change during the temperature rise process. Due to the significant difference in thermal conductivity between ice and road surface, observe the rate of heat diffusion in the vertical direction to determine whether the heat is absorbed by the ice layer or rapidly conducted to the road surface substrate. If an extremely rapid temperature rise is detected, for example... Furthermore, the heat mainly accumulates within the ice layer and its diffusion to deeper layers of the road surface is limited, indicating the existence of a free water film or air gap between the ice layer and the road surface, thus obstructing the heat conduction path; at this time, the ice layer is in a weak adhesion state with weak bonding. If a slow temperature rise is detected, for example... Furthermore, the heat rapidly diffuses into the deeper layers of the road surface, indicating that the ice layer has penetrated into the pores of the road surface or frozen and bonded to the road surface, allowing for smooth heat exchange. At this point, the ice layer is tightly bonded to the road surface and is in a state of strong adhesion, requiring high-energy impact. Based on the adhesion state, a corresponding laser power correction coefficient is generated, where weak adhesion is [0.8, 0.9], normal adhesion is 1, and strong adhesion is [1.2, 1.5].

[0030] S2: Perform background color interference elimination and thickness correction based on the actual physical thickness of the ice layer according to the road surface material; adjust the galvanometer scanning frequency linearly according to the vehicle speed, and adjust the spot spacing and laser power coefficient according to the adhesion state; generate focus control command and peeling control command by combining the corrected thickness value, scanning frequency and laser power coefficient. Specifically, after completing the basic identification of ice thickness and adhesion status, the original identification results are cleaned and corrected to avoid erroneous actions caused by environmental factors. Addressing the issue that ambient water and transparent black ice have similar spectral characteristics in the near-infrared band, both exhibiting strong absorption peaks, identification is performed based on the current ambient temperature collected by a temperature sensor. If the temperature is >0℃ and the spectral characteristics show strong water absorption, the area is determined to be road surface water rather than ice. When identified as road surface water, a skip de-icing command is generated, blocking subsequent laser emission actions to prevent ineffective heating that could cause road surface water evaporation and produce white fog, affecting driver visibility or causing slippery roads. To address the issue that the difference in base color between asphalt and cement pavements can interfere with spectral reflectance interpretation, a quantitative material normalization algorithm is executed. Before the operation begins or when vehicles pass through ice-free areas, the current road surface's base reflectance is pre-collected. Five sampling points in non-iced areas are selected for asphalt pavement calibration, measuring the average reflected light intensity at the ice absorption peak (wavelength 1550nm). Because asphalt absorbs extremely strongly in this band, its base reflectance threshold is set to ≤15%. Using the same method, the average reflected light intensity of the cement pavement was measured. Cement pavement reflects light strongly in this wavelength band, so its substrate reflectivity threshold was set to ≥40%. When the current road segment is identified as an asphalt pavement, a subtraction algorithm is executed: , in, To effectively reflect light intensity, This is the light absorption loss coefficient of asphalt, determined through laboratory calibration. For example, 0.12 represents the light absorption loss coefficient of asphalt in this wavelength band. For the light source intensity, after subtraction, if the effective signal amplitude is lower than the optimal range of the analog-to-digital conversion sampling chip, such as lower than 30% of the full scale, the amplification gain of the spectral detector will be increased by 1.5 times to ensure that the weak ice layer signal can be accurately captured.

[0031] When the current road segment is identified as a cement road surface, a suppression algorithm is executed: due to the high reflectivity of cement road surfaces, the original signal easily leads to photodiode saturation. The gain of the preamplifier of the spectrometer is directly reduced to 60% of its original gain to prevent signal clipping distortion. The polarizer is rotated to the extinction angle to filter out the specular reflection component generated by the cement road surface, retaining only the diffuse reflection component generated by the ice layer.

[0032] The high smoothness of cement pavement causes specular reflection of the laser beam, resulting in some light rays returning directly without penetrating the ice layer. This leads to an underestimation of the optical path difference and a lower calculated thickness. Therefore, a 3% thickness correction is added to compensate for the optical path loss caused by specular reflection, ensuring sufficient depth coordinates at the lower interface so the laser can penetrate the ice layer and reach the interface. Asphalt surfaces have a honeycomb-like porous structure, causing multiple scattering of the laser beam. This broadens the echo signal, resulting in an overestimation of the optical path difference and a higher calculated thickness. Therefore, a 2% thickness correction is reduced to eliminate the false thickness error caused by scattering and prevent damage to the pavement base layer from excessive focal depth.

[0033] The adjustment of the spot spacing and laser power coefficient according to the adhesion state includes: Specifically, the system connects to the vehicle's power bus in real time to obtain the current actual driving speed. A set of standard operating parameters is preset, determining the optimal scanning frequency (e.g., 300Hz) required for the currently identified ice type at a base speed (e.g., 10km / h). When the vehicle enters the working area and accelerates or decelerates, the galvanometer swing frequency is linearly adjusted according to the speed change ratio. For example, if the vehicle speed increases to 20km / h, the galvanometer frequency is synchronously increased to 600Hz.

[0034] Based on frequency synchronization, the beam spacing of the scanning grid is adaptively adjusted: if weak adhesion is detected, the beam spacing is appropriately increased, such as from 2mm to 3mm. This maximizes operational efficiency and covers a wider lane area while ensuring the continuity of the ice layer is broken. If strong adhesion is detected, the beam spacing is compressed, such as from 2mm to 1mm. By increasing the number of pulse superpositions per unit area, energy is concentrated to break through the interfacial bonding force, preventing the phenomenon of incomplete penetration.

[0035] To address the geometric differences between straight-line and curved driving, the overlap strategy of adjacent scan strips is dynamically adjusted to eliminate coverage blind spots. When the vehicle is traveling in a straight line, the galvanometer deflection angle is controlled to maintain a fixed overlap rate between adjacent scan strips, such as 10%. When the vehicle attitude data is fused and the vehicle is detected to be turning, the trajectory difference between the inner and outer sides of the curve is calculated. Since the inner wheel track is shorter and the outer wheel track is longer, the inner scan overlap rate is reduced accordingly (e.g., 5%) to increase the scanning speed, while the outer overlap rate is increased (e.g., 15%) to ensure energy density. This offsets the uneven coverage caused by vehicle rotation and ensures consistent de-icing across the entire road surface.

[0036] For the non-steady-state processes of vehicle acceleration and deceleration, a special smoothing algorithm is implemented: an S-shaped acceleration / deceleration curve is introduced during the process of accelerating from a standstill to the working speed, or decelerating from the working speed back to a standstill. At moments of drastic speed fluctuations, the redundancy of the laser energy is slightly increased, such as by 5%, to prevent strip-shaped ice formations caused by instantaneous speed matching lag. Based on GPS coordinates and vehicle speed integration, the start and stop of laser scanning are controlled at the start and end points of the working area. When the vehicle leaves the working area or approaches the sidewalk, the light path is promptly cut off to prevent the laser from illuminating non-target areas.

[0037] S3: Controls the laser focus to act on the interface below the ice layer for laser ablation according to the focus control command; drives the rear mechanical peeling mechanism to physically peel off the residual ice according to the peeling control command; Specifically, based on the identified depth coordinates and adhesion status of the ice layer's lower interface, the laser focus is precisely applied to the bottom of the ice layer. Upon laser energy injection, the bottom of the ice layer rapidly heats up, generating micro-explosions or phase-change vapors, creating expansion stress between the ice and the road surface, inducing the propagation of interface cracks. The rear flexible rolling mechanism is controlled to operate according to the following logic: if the adhesion status is determined to be weak, the downward pressure of the rolling mechanism is maintained at a low level, such as 300N, using the weight of the rollers and slight downward pressure to push and peel off the ice layer that has lost most of its bonding force; if the adhesion status is determined to be strong, the rolling mechanism outputs a higher downward pressure, such as 800N, and the roller speed is reduced, using the serrated roller surface to bite into the ice layer cracks, forcibly prying open the mechanical engagement between the ice layer and the road surface gaps. Within 0.5 seconds of the laser scan being completed, the flexible rolling mechanism is ensured to reach the same working point, utilizing the residual temperature window of the laser thermal effect to complete the physical peeling.

[0038] A high-definition industrial camera is deployed at the rear of the vehicle to capture real-time texture images of the treated road surface. The grayscale values ​​of the captured images are compared with a pre-stored grayscale template of a clean road surface. If an abnormally low grayscale value and smooth surface texture are detected in the current area, it is determined that residual ice has not been completely removed. The GPS coordinates of the residual ice points and the corresponding ice type labels are recorded. When the vehicle travels back to the coordinate range, the enhanced processing parameters for the ice type are automatically applied, increasing the laser power by 15% compared to the previous operation and compressing the spot spacing to 50% of the original setting for a second targeted removal. If residual ice is detected at the same coordinates three times consecutively, it is determined to be a particularly stubborn ice point, and a manual intervention prompt signal is automatically generated to stop the automatic laser operation in that area, avoiding unnecessary energy consumption.

[0039] A dynamic electronic fence is delineated using lateral radar, with a 2-meter warning zone extending outward from the work area. When a pedestrian or animal is detected entering the warning zone, an emergency stop command is immediately generated, cutting off the optical output and deflecting the galvanometer to the internal energy absorber. Simultaneously, based on the road surface temperature feedback from the infrared thermometer, if the road surface temperature exceeds 80°C, the laser power is automatically reduced or scanning is paused until the temperature drops below a safe threshold, preventing thermal damage to the road surface.

[0040] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages: This application integrates multispectral recognition and dynamic optical focusing technology to accurately distinguish between black ice, wet ice, and compacted ice, and quantifies the ice layer thickness. Combined with micropulse temperature rise analysis, it intelligently senses the ice layer adhesion state, thereby dynamically matching laser power and focal position to ensure that energy is accurately applied to the ice road interface. Through material adaptive algorithms, it eliminates the interference of the background color of asphalt and cement pavement, and coordinates with vehicle speed to dynamically adjust the galvanometer scanning strategy and the rolling mechanism action. While significantly improving de-icing efficiency and cleanliness, it effectively avoids the risks of road surface thermal damage, misjudgment of water accumulation, and laser overshooting by utilizing closed-loop re-inspection and multiple safety protection mechanisms, achieving efficient, safe, and intelligent operation under complex road conditions.

[0041] Example 2: Example 1 achieved ice type identification, thickness measurement, adhesion status judgment, and adaptive operation during laser de-icing, but the problem of residual water film on the road surface refreezing at low temperatures after de-icing and forming secondary ice adhesion still exists. This example further supplements and explains the content of Example 1.

[0042] After being subjected to high temperatures by a laser, the micropores of the asphalt pavement undergo physical changes: the instantaneous high temperature of the laser causes the micropores on the asphalt surface to temporarily close, preventing melt water from penetrating downwards. As the pavement temperature rapidly drops, such as below -5°C, the micropores reopen, using capillary action to draw free water from the surface into the pavement texture. This water within the pavement's microstructure cannot be completely removed by simple mechanical scraping, becoming the main cause of secondary ice adhesion. Without intervention, this water film will rapidly refreeze within 30 seconds in low-temperature environments, forming smooth and dense secondary ice adhesion, seriously affecting driving safety.

[0043] The process of diverting residual water film on the road surface includes: activating an electrostatic control mode when the road surface temperature is less than or equal to a preset low temperature threshold; applying a first negative high voltage to the asphalt road surface; applying a second negative high voltage to the cement road surface; and using intermittent pulse power supply. Specifically, the system reads the road surface temperature data collected by the infrared thermometer in real time. If the road surface temperature is ≤-5℃, the electrostatic control mode is activated. This temperature threshold indicates that the micropores of the road surface have reopened, and capillary attraction is active, requiring intervention. If the road surface temperature is >-5℃, natural evaporation or mechanical diversion is relied upon. A controllable negative high-voltage electrostatic field is applied to the electrode strips located under the vehicle, depending on the road surface material and the amount of water accumulation. Since asphalt pavement itself has a certain degree of conductivity and a honeycomb surface, a DC negative high voltage of -10kV to -12kV is applied. The high-voltage electric field acts on the water film on the road surface, forcing the dipoles in the water molecules to align orderly along the direction of the electric field. Due to the strong insulation of cement pavement, a DC negative high voltage of -8kV is applied to prevent arc breakdown, and intermittent pulse power supply is used with a 1:1 on / off ratio to avoid charge accumulation in the water on the road surface. To prevent high-voltage electrostatic discharge from interfering with or harming the vehicle's electronic systems, sensors, and operators, an insulating shield is installed around the electrode strips. The electrode strips are connected to the power module via a high-voltage insulated cable with an insulation level of no less than 20kV. The entire electrostatic module casing is reliably grounded and equipped with a current-limiting resistor (100MΩ) and a surge protector to ensure that the current is clamped to a safe threshold (<1mA) during abnormal discharge. When the insulation resistance drops below 10MΩ or the leakage current exceeds 5mA, the high-voltage output is automatically cut off.

[0044] S4: The residual water film on the road surface is diverted to the road shoulder and drainage ditch to prevent the road surface from refreezing.

[0045] Specifically, the electrostatic field's dielectric electrophoresis effect alters the solid-liquid interface energy between the water film and the road surface. The electrostatic force counteracts the hydrogen bond attraction between water molecules, causing the originally spread-out water film, which was embedded in the asphalt pores, to gradually shrink into bead-like or hemispherical shapes. As the electric field strength increases, the contact angle of the water film on the road surface increases from the initial hydrophilic state of 30° to a hydrophobic state of over 90°. At this point, the water film is no longer drawn into the micropores by capillary action but floats on the road texture, making it easily removable mechanically. During the continuous electrostatic action, the water film state is determined in real time based on the dynamic changes in the electrode strip loop current: if the loop current is detected to drop instantaneously to below 20% of the stable value, it indicates that the continuous conductive water film has broken, the water body has shrunk into isolated beads and moved out of the electrode's attraction range, and the wettability change is considered complete. The voltage is then reduced to a maintenance level to prevent excessive discharge and the generation of ozone odor. The stable value is the loop current reference value during the initial stage of the electrostatic field action, before the water film has beaded. If the loop current remains stable and without sudden changes, it indicates that the water film is still in a continuous spreading state and has not been completely beaded. At this time, maintain the current voltage and extend the electrostatic action time until the current drops. If the current does not drop after the action is continued for more than the preset time threshold (e.g., 3 seconds), it is determined to be a stubborn residual water film.

[0046] After electrostatic field control, the free water on the road surface shrinks from a spread-out state to a beaded state and floats on the texture. To prevent this free water from refreezing at low temperatures and forming secondary ice, adaptive mechanical guidance is implemented. Based on the road cross slope gradient collected in real time by the vehicle attitude sensor and the current operating speed, the optimal angle of attack of the guide vanes is calculated. If a right-leaning cross slope is detected, the left guide vane is lowered to the working position, while the right vane is retracted or raised, forming a unidirectional guidance pattern with the left side lower and the right side higher, using gravity to assist the melt water to migrate towards the right shoulder. If a left-leaning cross slope or a flat road surface is detected, a symmetrical guidance strategy is implemented, with both vanes simultaneously lowered to push the melt water towards the edges of the road.

[0047] During the traffic diversion process, lateral radar monitors fixed obstacles on the road shoulder and road surface. When an obstacle with a protrusion greater than 5cm is detected ahead, the deflector vanes are instantly raised to avoid it 0.5 seconds before the vehicle arrives. After passing the obstacle, the vanes quickly return to their original diversion angle, ensuring the continuity of the diversion action. The deflector vanes are made of flexible silicone material, which conforms to the road surface contours using its own deformation properties when in contact with road surface undulations, preventing water overflow or splashing caused by hard contact.

[0048] Based on the state of the water film after electrostatic treatment, the gap between the vane and the road surface is dynamically adjusted to match the migration speed of the dissolved water. For beaded free water, the lower edge of the vane is kept close to the road surface (gap <1cm), using the pushing force generated by the vehicle's movement to gather the water droplets and push them towards the curb, preventing the droplets from being swept up by the airflow from the wheels. For residual water film that has not yet fully formed into beads, the vane angle is appropriately raised, using the airflow disturbance generated by the vane to accelerate the spread and edge convergence of the water film, preventing water from stagnating in the center of the lane.

[0049] The collected meltwater is directed to a pre-designated safe disposal area. If GPS positioning indicates the vehicle is on a road section with drainage ditches, the control wing plate angle is finely adjusted to precisely guide the meltwater into the drainage ditch opening, preventing backflow. If the vehicle is on a regular road section without drainage facilities, the control wing plate evenly spreads the meltwater onto the roadside vegetation strip or the edge of the hardened road shoulder. Utilizing the large surface area and rapid heat dissipation of the road shoulder, the meltwater evaporates or seeps into the ground, preventing it from remaining and refreezing in the driving lane.

[0050] Using an infrared humidity sensor at the rear of the vehicle, a non-contact scan is performed on the wheel track area where traffic diversion work has just been completed. The average humidity value of the current road surface is collected, and a preset road surface dryness baseline value is retrieved to calculate the current humidity deviation. , in, This is the humidity deviation. This represents the current average humidity value of the road surface. This is the baseline value for road surface dryness.

[0051] Based on the magnitude of the deviation, a tiered fine-tuning strategy is implemented. If The system was determined to have residual traces of moisture, and a first-level fine-tuning strategy was adopted. At this point, the main parameters of electrostatics and airflow were not changed; only the vehicle engine output was controlled, reducing the operating speed by 2 km / h. The evaporation of the residual moisture was accelerated by extending the duration of the airflow deflectors and utilizing residual heat from ground friction. If 1 The issue was determined to be insufficient flow guidance, and a two-stage fine-tuning strategy was adopted. The pressure under the guide vanes was increased by 10%, while the electrostatic field voltage was increased by 10% from its current level, but not exceeding the safety limit, to enhance the adsorption and dispersal of stubborn water droplets. If the flow guidance fails, a three-level fine-tuning strategy is adopted. The current GPS coordinates are recorded, and the vehicle is controlled to briefly stop or move back and forth at low speed at the current location once. At the same time, the nozzles are triggered to spray a small amount of quick-drying agent into the area until the humidity drops back to the first level.

[0052] To prevent parameter oscillations caused by frequent fluctuations near the critical humidity level, a hysteresis range is set: when the humidity drops from a high level to... Only when the humidity reading fluctuates by more than 10% within 3 seconds is it considered that the sensor is being interfered with by splashing water. The data for that period is then blocked, and the stable parameters from the previous cycle are used to avoid malfunctions.

[0053] While implementing the fine-tuning strategy, ambient temperature data is used for secondary verification to prevent the road surface from instantly refreezing due to fine-tuning failure under extremely cold conditions. If the road surface temperature... and The current situation indicates an extremely high risk of refreezing. At this point, regardless of the effectiveness of the diversion measures, immediately interrupt normal operations and enforce a blocking operation. If the vehicle is equipped with a hot air system, immediately activate the maximum power drying mode to perform targeted hot air sweeping on the current area until the humidity returns to a safe range. If there is no hot air system, control the nozzles to spray a measured amount of environmentally friendly anti-icing liquid into the area, using the principle of chemical displacement to forcibly lower the freezing point of residual moisture, ensuring that the moisture content within the road surface texture drops below the safe threshold, and preventing the formation of new secondary ice within minutes after the vehicle leaves. When the humidity deviation returns to... If the road surface temperature rises or remains within a safe range, the circuit breaker mechanism will be deactivated, and the system will automatically switch back to the normal tiered fine-tuning mode to continue operations on subsequent road sections.

[0054] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages: This application utilizes the dielectric electrophoresis effect of an electrostatic field to regulate the wettability of residual water film on the road surface, achieving the effect of shrinking the spread-like water film into beads, disrupting capillary penetration paths, and facilitating mechanical removal. It employs a dynamic voltage and pulse power supply strategy based on road material and temperature thresholds to achieve safe and efficient real-time identification of water film status and wettability changes, avoiding the risks of ozone odor and arc breakdown. An adaptive guide vane combined with vehicle attitude and speed feedback enables the directional migration of meltwater to the shoulder or drainage ditch, preventing refreezing within the lane. An infrared humidity closed-loop detection and graded fine-tuning strategy achieves precise elimination of residual moisture and suppression of parameter oscillations, ensuring stable operation under critical humidity conditions. Finally, an extreme cold-condition melting mechanism and anti-icing fluid assistance ensure safe operation in extreme environments below -10℃, forcibly preventing refreezing risks and eliminating secondary ice adhesion.

[0055] Example 3: Example 2 achieved electrostatic control and adaptive flow guidance of residual water film under single-vehicle operation, but problems such as laser energy superposition, water film turbulence, and coverage blind spots still exist when multiple vehicles cooperate. This example further explains the content of Example 2.

[0056] The method also includes multi-vehicle collaborative operation: data from each vehicle is synchronized via vehicle-to-vehicle communication, the lead vehicle locks the reference parameters, and the collaborative vehicles perform mutual exclusion of galvanometer scanning directions and delay the scanning start time by half a cycle; in the overlapping area, the collaborative vehicles perform electrostatic field polarity reversal pairing: if the reference vehicle outputs negative high voltage, the collaborative vehicle outputs positive high voltage, with the absolute value of the voltage being 80% of that of the reference vehicle; the collaborative vehicles monitor the electrode circuit current, and if the current drops below 20% of the initial stable value, the output voltage is reduced; when any vehicle detects that the insulation impedance is lower than the safety impedance threshold or the leakage current exceeds the safety current threshold, all vehicles simultaneously cut off the high voltage output; after the vehicles go offline, the electrostatic field voltage is smoothly reduced to zero, the default scanning direction and current guiding mode of the single machine are restored, and the remaining vehicles are automatically re-networked.

[0057] Specifically, when multiple de-icing trucks enter an icy section of road to be worked on, the lead vehicle sends a collaborative work request to the adjacent vehicles via onboard V2X communication. After the adjacent vehicles respond to the request, they immediately exchange current operating parameters, including the identified ice type label, road surface material, galvanometer scanning frequency, electrostatic field voltage value, and road surface temperature data.

[0058] The lead vehicle, acting as the baseline vehicle, prioritizes locking onto the icy markings and road surface material of the current section and synchronizes this information with all collaborating vehicles. Each vehicle aligns its work area using GPS coordinates, ensuring that the scan zones of adjacent vehicles are seamlessly connected without overlapping blind spots. Once synchronization is complete, the baseline vehicle maintains its original galvanometer scanning direction and electrostatic field polarity, while the collaborating vehicles await parameter adjustment instructions.

[0059] If the reference vehicle's galvanometer is set to scan from left to right, the cooperating vehicle is forced to switch to scanning from right to left within the same working area; if the reference vehicle scans from right to left, the cooperating vehicle adjusts to scan from left to right. This directional mutual exclusion ensures that the laser scan strips of adjacent vehicles form complementary coverage in the overlapping area, avoiding energy superposition caused by scanning in the same direction. The cooperating vehicle delays its own scanning start time by half a cycle based on the galvanometer scanning cycle parameters issued by the reference vehicle. For example, if the reference vehicle's galvanometer completes a full-width scan in 10 milliseconds, the cooperating vehicle will start scanning 5 milliseconds after receiving the reference vehicle's scanning start signal. This phase shift ensures that no point in the overlapping area is simultaneously irradiated by two laser beams, stabilizing the energy density in the overlapping area within 0.9 to 1.1 times that of a single-vehicle operation, eliminating the risk of energy discontinuity or overheating. The cooperating vehicle reads its own speed in real time and keeps it consistent with the reference vehicle, adjusting the galvanometer oscillation frequency to the same value as the reference vehicle. If both vehicles are determined to have strong adhesion, the cooperating vehicle, while maintaining reverse phase misalignment, compresses the beam spacing to 1 mm, consistent with the reference vehicle, to ensure that the energy density in the overlapping area is no different from that of a single vehicle. If the adhesion is weak, the beam spacing is simultaneously increased to 3 mm to maximize the coverage width without affecting the de-icing effect. After adjustment, the cooperating vehicle sends a galvanometer ready signal to the reference vehicle, entering the next stage of the electrostatic field coordination process.

[0060] The reference vehicle locks its electrostatic field output mode based on the current road surface material. For asphalt surfaces, it maintains a continuous DC negative high voltage output of -10kV to -12kV; for concrete surfaces, it maintains a DC negative high voltage of -8kV and uses a 1:1 intermittent pulse power supply. Upon receiving the electrostatic parameters from the reference vehicle, the cooperating vehicle performs polarity reversal pairing. If the reference vehicle outputs negative high voltage, the cooperating vehicle is forced to switch to positive high voltage output within the same operating range, with the absolute voltage value set to 80% of the reference vehicle's. For example, if the reference vehicle outputs -10kV, the cooperating vehicle outputs +8kV. This polarity difference creates a lateral gradient electric field in the overlapping area of ​​the two vehicles. Utilizing the principle of attraction between opposite charges, this guides the ionized water film to migrate towards the shoulder side with a lower potential, avoiding water film retention or turbulence caused by the repulsion of electric fields of the same polarity. During the electrostatic field operation, the collaborative vehicle monitors the electrode circuit current in real time. If the circuit current drops to below 20% of its stable value, it is determined that the water film in the overlapping area has completed bead formation, and the output voltage is immediately reduced to a maintenance level. If the current remains stable, the current voltage is maintained until the water film breaks. The collaborative vehicle shares its insulation impedance and leakage current data with the reference vehicle via V2X. If either vehicle detects an insulation impedance below 10MΩ or a leakage current exceeding 5mA, both vehicles simultaneously cut off the high-voltage output and trigger the fuse protection mechanism to ensure operational safety. For the special working conditions in the overlapping area, the collaborative vehicle fine-tunes the electric field parameters based on the ice-type label. If it is determined to be strong adhesion with a large amount of meltwater generated after laser peeling, the collaborative vehicle increases the positive high voltage by 10% to enhance the adsorption and traction force on the large amount of water film. If it is determined to be weak adhesion with less meltwater, the reference pairing voltage is maintained to prevent excessive discharge and the generation of ozone odor. After adjustment, the collaborative vehicle sends an electric field ready signal back to the reference vehicle, preparing to enter the joint current conduction stage in the overlapping area.

[0061] After both the reference vehicle and the cooperating vehicle report that the galvanometer and electrostatic field adjustments are ready, dynamic water film guidance correction in the overlapping area is performed. If the road surface has a right-sloping cross slope, the reference vehicle in the left working position controls the left guide vane to press down to the working position and the right vane to retract, while the cooperating vehicle in the right working position controls the right guide vane to press down to the working position and the left vane to retract, forming a unidirectional guidance pattern towards both shoulders, in accordance with the traction direction of the gradient electric field on the water film, avoiding water film stagnation in the overlapping area. If the road surface is flat or has a left-sloping cross slope, both vehicles adopt a symmetrical guidance strategy, with both side vanes pressing down synchronously to push the melt water towards their respective outer shoulders.

[0062] If the monitored loop current drops below 20% of its stable value, indicating that the water film has beaded, both vehicles bring the lower edge of their winglets close to the road surface (gap <1cm), using the pushing force of the vehicles' forward movement to gather the beaded water film and move it towards the shoulder. If the water film is not yet fully beaded, the winglet angle is appropriately raised, using the airflow disturbance generated by the winglets to accelerate the spread and edge convergence of the water film. For strong adhesion, both vehicles simultaneously increase the downward pressure of the guide winglets by 10% to enhance the ability to push a large amount of water film; for weak adhesion, the normal downward pressure is maintained to avoid excessive disturbance. When operating in overlapping areas, both vehicles automatically reduce the laser power by 10% to prevent the water film from instantly vaporizing due to sudden energy changes, generating a large amount of water vapor that could interfere with the sensors of vehicles behind.

[0063] When the convoy leaves an icy section of road, or when a vehicle needs to leave the convoy due to completion of work, malfunction, or route change, an exit and recovery mechanism is implemented. The lead reference vehicle monitors the online status and GPS coordinates of adjacent vehicles in real time via V2X communication. If a collaborative vehicle is detected to have left the designated work area or if the communication link is interrupted for more than 2 seconds, the reference vehicle immediately determines that the collaborative vehicle is offline. Once the exit condition is triggered, all online vehicles immediately terminate the current reverse phase misalignment and opposite pole pairing logic. The collaborative vehicle stops receiving parameter synchronization commands from the reference vehicle and automatically restores to the default parameters for single-machine operation: the galvanometer scanning direction is restored to the factory-preset standard scan from left to right, the electrostatic field polarity is restored to a negative high-voltage output matching the road surface material, and the guide vanes are restored to an adaptive symmetrical guide mode based on the cross slope of the road surface for each vehicle. While restoring individual vehicle parameters, the vehicle performs a safety reset, smoothly reducing the electrostatic field output voltage to zero within 0.5 seconds to prevent arcing caused by voltage surges. The galvanometer scanning frequency is decoupled from the vehicle speed and independently matched, dynamically adjusted according to the actual driving speed of the individual vehicle. The guide vanes are deactivated from their dedicated unidirectional flow control in overlapping areas, returning to normal downforce and clearance control. If the reason for exiting is that a cooperating vehicle is offline, the remaining vehicles automatically re-network, with the original base vehicle or a newly added vehicle taking over as the new base vehicle. The platooning process is repeated, the new ice type label and road surface material are locked, and the adjusted galvanometer and electrostatic field parameters are sent to the cooperating vehicles in the new platoon.

[0064] Based on the aforementioned patented method, this application also provides a laser road de-icing system based on road surface icing condition recognition, such as... Figure 2 As shown, the system includes: Ice Road Condition Sensing Module: It emits a near-infrared detection beam towards the road surface, collects the reflection spectrum to determine the type of black ice, wet ice, or compacted ice; calculates the optical path difference by analyzing the position of the double peaks in the time domain of the echo, and inverts the true physical thickness by combining the refractive index constant corresponding to the ice type; and uses a low-power detection pulse and an infrared thermal imager to capture the temperature rise curve, and judges the weak adhesion, normal, or strong adhesion state based on the temperature rise time and heat diffusion characteristics.

[0065] Adaptive parameter control module: Collects ambient temperature to distinguish between normal temperature water accumulation and black ice, and shields the de-icing action; performs a substrate reflectivity subtraction algorithm on asphalt pavement and increases the gain of weak signals by 1.5 times, performs a reflection suppression algorithm on cement pavement and reduces the gain to 60% and increases the thickness correction by 3%; linearly adjusts the galvanometer swing frequency according to vehicle speed, dynamically adjusts the spot spacing within the range of 1mm to 3mm according to the adhesion status, and configures the laser power correction coefficient.

[0066] Laser de-icing module: Controls the displacement of the focusing lens group according to the depth coordinates of the interface under the ice layer, so that the energy center is precisely applied to the bonding surface of the ice road; dynamically adjusts the overlap rate of adjacent scanning strips at curves, introduces S-curve smoothing during vehicle acceleration and deceleration, and improves energy redundancy; integrates a dynamic electronic fence, which immediately cuts off the light path and deflects it to the energy absorber when pedestrians or animals enter the warning zone, and automatically reduces power or stops scanning when the road surface temperature exceeds 80°C based on infrared temperature measurement feedback.

[0067] Mechanical peeling and diversion module: Drives the rear flexible rolling mechanism, outputs downward pressure and adjusts the roller speed according to the adhesion status, and uses the serrated roller surface to bite the crack to forcibly peel off the ice layer; according to the road cross slope and vehicle speed collected by the vehicle attitude sensor, controls the angle of attack of the deflector to achieve a unidirectional or symmetrical diversion strategy, avoids obstacles with a height greater than 5cm through the side radar, and uses flexible silicone material to conform to the road surface contour to directionally push meltwater to the road shoulder or drainage ditch.

[0068] Residual water film treatment module: When the road surface temperature is ≤-5℃, the electrostatic control mode is activated, applying a -10kV to -12kV DC negative high voltage to the asphalt road surface and an -8kV intermittent pulse to the cement road surface. The spread water film is contracted into beads by utilizing the dielectric electrophoresis effect. The beading is determined to be complete by monitoring the current in the electrode circuit to drop below 20% of the stable value, and the holding voltage is reduced. The rear infrared humidity sensor probe collects the humidity deviation and performs graded fine adjustment. When the humidity deviation is >30% or under extremely cold conditions, the fuse mechanism is triggered to force drying or chemically block refreezing.

[0069] Multi-vehicle cooperative communication module: Synchronizes ice type tags, road surface material, scanning frequency, electrostatic field voltage, and road surface temperature data via vehicle-mounted V2X; the lead vehicle locks the reference parameters, and the cooperating vehicles execute mirror direction mutual exclusion, scan start time delay of half a cycle, and electrostatic field polarity reversal pairing in real time in the overlapping area; when the insulation impedance is lower than 10MΩ or the leakage current exceeds 5mA, the high voltage output is cut off in linkage; after a vehicle goes offline, the electrostatic voltage is smoothly reset within 0.5 seconds, the single-machine scanning direction and flow guiding mode are restored, and the remaining vehicles are automatically re-networked.

[0070] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages: This application achieves real-time synchronization of multi-vehicle operation parameters through V2X communication, avoiding coverage blind spots and energy conflicts. Simultaneously, it ensures mutually exclusive scanning directions and phase misalignment of the galvanometers, guaranteeing uniform energy density in overlapping areas and eliminating overheating or energy gaps. A transverse gradient electric field is constructed using electrostatic polarity reversal pairing to guide the water film towards the road shoulder, preventing water film retention. An insulation impedance and leakage current linkage cutoff mechanism is implemented to ensure the safety of multi-vehicle high-voltage operations. The beading state is determined based on the loop current drop, and in conjunction with unidirectional airflow guidance from the wing plates, efficient aggregation and pushing of the water film in overlapping areas are achieved. Automatic parameter reset after vehicle offline and dynamic networking of remaining vehicles ensure the continuity and flexibility of collaborative operations.

[0071] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A laser-based road de-icing method based on road surface icing state recognition, characterized in that, include: S1: Emit a near-infrared detection beam toward the road surface to collect the reflection spectrum, and determine the icing type of the current road section based on the absorption characteristics and echo dispersion of the reflection spectrum; The optical path difference is calculated by analyzing the time-domain bimodal position of the echo signal. Based on the determination of the ice type, the corresponding refractive index is retrieved from the preset refractive index parameter library. The optical path difference and refractive index are used to calculate the true physical thickness of the ice layer. The temperature rise curve of the probe pulse is collected to determine the ice adhesion status; The method of determining the ice type of the current road section based on the absorption characteristics and echo dispersion of the reflection spectrum includes: if the reflection spectrum shows strong absorption characteristics and the surface texture is smooth, it is determined to be black ice; if the reflection spectrum shows diffuse reflection characteristics and is accompanied by weak absorption valleys, it is determined to be wet ice; if there are no absorption peaks and the echo dispersion is high, it is determined to be compacted ice; and the current road section is marked with the corresponding ice type label. The formula for calculating the optical path difference based on the time-domain bimodal position of the analytical echo signal is as follows: ， in, For optical path difference, At the speed of light, The time difference between the emitted light and the received reflected light; The step of retrieving the corresponding refractive index from the preset refractive index parameter library based on the ice type includes: the refractive index of black ice is 1.31, the refractive index of wet ice is 1.33, and the refractive index of compacted ice is 1.

28. The formula for calculating the true physical thickness of ice using optical path difference and refractive index is as follows: ， in, For the actual physical thickness, For optical path difference, The refractive index; The lower interface of the ice layer is located at the road surface or at the junction with the road surface, and the depth coordinates of the lower interface are: ， in, The depth coordinates are shown in the lower interface. The actual physical thickness; The depth coordinates are converted into displacement values ​​of the laser focusing lens group for focus mapping. S2: Perform background color interference elimination and thickness correction based on the actual physical thickness of the ice layer according to the road surface material; adjust the galvanometer scanning frequency linearly according to the vehicle speed, and adjust the spot spacing and laser power coefficient according to the adhesion state; generate focus control command and peeling control command by combining the corrected thickness value, scanning frequency and laser power coefficient. The process of eliminating background color interference and correcting thickness includes: when the ambient temperature is >0℃ and the spectral characteristics show strong water absorption, it is determined to be water accumulation on the road surface, and a skip de-icing command is generated; For asphalt pavements, the substrate reflectance deduction algorithm is applied: ， in, To effectively reflect light intensity, This represents the light absorption loss coefficient of asphalt. The light source intensity is used; if the effective signal amplitude is less than 30% of the full scale of the analog-to-digital conversion sampling chip, the amplification gain of the spectral detector is increased by 1.5 times; the thickness correction is reduced by the first correction ratio. For cement pavement, the gain of the preamplifier of the spectral detector is reduced to 60% of the normal operating gain, the polarizer is rotated to the extinction angle to filter out specular reflection components, and the thickness is corrected by increasing the second correction ratio. S3: Controls the laser focus to act on the interface below the ice layer for laser ablation according to the focus control command; drives the rear mechanical peeling mechanism to physically peel off the residual ice according to the peeling control command; S4: The water film remaining on the road surface is diverted to the road shoulder and drainage ditch to prevent the road surface from refreezing; The method also includes multi-vehicle collaborative operation: data from each vehicle is synchronized via vehicle-to-vehicle communication, the lead vehicle locks the reference parameters, and the collaborative vehicles perform mutual exclusion of galvanometer scanning directions and delay the scanning start time by half a cycle; in the overlapping area, the collaborative vehicles perform electrostatic field polarity reversal pairing: if the reference vehicle outputs negative high voltage, the collaborative vehicle outputs positive high voltage, with the absolute value of the voltage being 80% of that of the reference vehicle; the collaborative vehicles monitor the electrode circuit current, and if the current drops below 20% of the initial stable value, the output voltage is reduced; when any vehicle detects that the insulation impedance is lower than the safety impedance threshold or the leakage current exceeds the safety current threshold, all vehicles simultaneously cut off the high voltage output; after the vehicles go offline, the electrostatic field voltage is smoothly reduced to zero, the default scanning direction and current guiding mode of the single machine are restored, and the remaining vehicles are automatically re-networked.

2. The laser road de-icing method based on road surface icing state recognition according to claim 1, characterized in that, The method of determining the ice adhesion state by collecting the temperature rise curve of the detection pulse includes: emitting a detection pulse with a power of 5% of the de-icing laser power, monitoring the temperature rise curve using an infrared thermal imager, and capturing the time required from laser emission to the temperature reaching the phase transition critical point of 0°C. ;like Furthermore, the heat mainly accumulates inside the ice layer and its diffusion into deeper layers of the road surface is limited, indicating a weak adhesion state; if Furthermore, the heat rapidly diffuses into the deeper layers of the road surface, indicating a strong adhesion state; other conditions are considered normal adhesion.

3. The laser road de-icing method based on road surface icing state recognition according to claim 1, characterized in that, The adjustment of the spot spacing and laser power coefficient according to the adhesion state includes: linearly adjusting the galvanometer scanning frequency according to the vehicle speed so that the galvanometer swing frequency is proportional to the vehicle speed; adjusting the spot spacing according to the determined adhesion state: the spot spacing for weak adhesion is the first spacing, and the spot spacing for strong adhesion is the second spacing, and the second spacing is smaller than the first spacing; when driving on a curve, adjusting the scanning overlap rate of the inner and outer sides according to the curve radius so that the outer overlap rate is greater than the inner overlap rate; during vehicle acceleration and deceleration, using a smooth acceleration and deceleration curve and increasing the laser energy redundancy.

4. The laser road de-icing method based on road surface icing state recognition according to claim 1, characterized in that, The process of guiding the residual water film on the road surface includes: activating an electrostatic control mode when the road surface temperature is less than or equal to a preset low-temperature threshold; applying a first negative high voltage to asphalt pavement; applying a second negative high voltage to cement pavement, and using intermittent pulse power supply; the absolute value of the second negative high voltage is less than the absolute value of the first negative high voltage; utilizing the electrostatic field dielectric electrophoresis effect to shrink the spread water film into beads, changing the contact angle between the water film and the road surface to a hydrophobic state; monitoring the current in the electrode strip circuit, and determining that the water film beading is complete when the current value drops relative to the initial stable value by a proportion greater than or equal to a preset drop threshold, and reducing the holding voltage; controlling the angle of attack of the guide vane according to the road surface cross slope and vehicle speed: when there is a unidirectional cross slope on the road surface, forming a unidirectional guide vane attitude towards the lower side; when the road surface is flat or has a bidirectional cross slope, adopting a symmetrical guide attitude; monitoring obstacles through an obstacle detection device, and controlling the vane to rise and avoid the obstacle before contacting it when the height of the detected obstacle is greater than a preset height threshold.

5. The laser road de-icing method based on road surface icing state recognition according to claim 4, characterized in that, The process of diverting residual water film on the road surface also includes: collecting the current average humidity value of the road surface and calculating the humidity deviation. ， in, This is the humidity deviation. This represents the current average humidity value of the road surface. This is the baseline value for road surface dryness; like Perform a first-level fine-tuning: reduce vehicle speed by 2 km / h; if Perform a second-level fine-tuning: increase the pressure under the guide vanes by 10% and increase the electrostatic field voltage by 10%; if Perform three-level fine-tuning: record GPS coordinates, control the vehicle to make brief stops or low-speed reciprocating motions, and trigger the nozzles to spray quick-drying agent; when If the road surface temperature is deemed adequately dry, restore the original parameters; if the road surface temperature... and Regular operations were interrupted, and hot air drying or spraying of anti-icing liquid was enforced.

6. A laser road de-icing system based on road surface icing state recognition, applied to a laser road de-icing method based on road surface icing state recognition according to any one of claims 1 to 5, characterized in that, The system includes: Ice Road Condition Sensing Module: Through multispectral detection and echo time-domain analysis, it identifies the types of black ice, wet ice, and compacted ice, measures the true physical thickness of the ice layer, and uses micro-pulse temperature rise analysis to determine the ice layer adhesion status. Adaptive parameter control module: It executes a material normalization algorithm to eliminate the interference between the asphalt and cement pavement background colors, linearly adjusts the galvanometer scanning frequency according to vehicle speed, and dynamically corrects the spot spacing and laser power coefficient according to the ice type and adhesion status. Laser de-icing execution module: Based on the depth coordinates and adhesion status of the interface under the ice layer, it controls the laser focus position and output energy to achieve laser ablation of the ice road interface, and integrates dynamic electronic fence and over-temperature emergency stop safety protection. Mechanical peeling and diversion module: Drives the rear flexible rolling mechanism to output corresponding downward pressure and speed according to the adhesion state to physically peel off the residual ice, while controlling the adaptive diversion vane to directionally move the melt water to the road shoulder or drainage ditch according to the road cross slope and vehicle speed. Residual water film treatment module: It uses the electrostatic field dielectric electrophoresis effect to regulate the wettability of the water film, causing it to shrink from a spread-out state to a bead-like state. Combined with infrared humidity sensing feedback, it performs graded fine-tuning and melt-drying or anti-icing liquid spraying under extremely cold conditions. Multi-vehicle cooperative communication module: Based on vehicle cooperative communication, real-time synchronization of operating parameters is achieved to realize mutual repulsion of galvanometer directions, phase misalignment and electrostatic field polarity reversal pairing, ensuring uniform energy in the overlapping area and directional migration of water film, and automatically resetting the network after the vehicle goes offline.

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