Road water stable whole process rolling method based on total station and beidou fusion

Abstract

The present application relates to the technical field of road construction, and particularly relates to a road water-stable whole-process rolling method based on fusion of a total station and Beidou, comprising the following steps: S100: a three-dimensional model of a road is established according to road design parameters, and three-dimensional coordinate data of each structural layer generated is imported into an airborne control system; S200: a total station is used to automatically track an airborne prism on a paver to obtain real-time three-dimensional coordinates, the airborne control system compares the real-time three-dimensional coordinates with the three-dimensional model of the road, generates elevation and slope correction information, and adjusts the attitude of a screed of the paver in real time to perform 3D paving; the present application realizes real-time closed-loop adjustment of the attitude of the screed of the paver by constructing a three-dimensional digital road model and integrating a high-precision spatial positioning system, eliminates geometric deviation caused by a traditional physical reference, and significantly improves the elevation control precision and flatness of a road surface.

Description

Technical Field

[0001] This invention relates to the field of road construction technology, specifically to a method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou navigation system. Background Technology

[0002] During the construction of road base courses (such as cement-stabilized crushed stone layers), elevation control and compaction quality monitoring are key factors determining the service life of the pavement. Current paving operations mainly rely on the string line method, which involves manually laying steel wire ropes on both sides of the work surface as elevation benchmarks.

[0003] However, due to the unavoidable deflection and sag of the wire rope under its own weight over long spans, and the cumulative measurement errors during the manual erection of pile positions, which directly translate into longitudinal and transverse elevation fluctuations in the paved surface, the road surface smoothness exhibits significant dispersion, making it difficult to meet the high-precision construction requirements of Class I highways and above.

[0004] In terms of compaction quality testing, traditional methods mainly employ sand cone sampling or core drilling. These methods represent typical discrete point sampling in terms of spatial distribution, and their results only represent the physical indicators of specific sampling points. They cannot reflect the compaction continuity of the entire cross-section and the entire operation process, resulting in significant blind spots in quality supervision. Furthermore, because traditional testing methods are lagging verifications, they cannot provide dynamic quantitative feedback on compaction energy, number of compaction passes, and real-time compaction degree during construction. Once non-compliant points are detected, large areas of the already formed structural layer often need to be reworked, causing significant material waste and project delays. Therefore, how to achieve high-precision closed-loop control of the paving process and full-process digital monitoring of compaction quality is a core technical problem that urgently needs to be solved in the field of road engineering. Summary of the Invention

[0005] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a method for the whole process of road water-stabilized compaction based on the fusion of total station and Beidou, including the following steps: S100: Establish a three-dimensional model of the road according to the road design parameters, and import the generated three-dimensional coordinate data of each structural layer into the airborne control system; S200: The onboard prism on the paver is automatically tracked by a total station to obtain real-time three-dimensional coordinates. The onboard control system compares the real-time three-dimensional coordinates with the road three-dimensional model, generates elevation and slope correction information, and adjusts the posture of the paver screed in real time to perform 3D paving. S300: During the relocation of the total station, multiple total stations alternately switch the tracking airborne prism's leapfrog mode to achieve uninterrupted paving operations; S400: It uses the Beidou positioning system to obtain the spatial position data of the road roller in real time, and combines the vibration response signal of the vibrating wheel and the water-stabilized structure collected by the compaction sensor to calculate the water-stabilized compaction value in real time by analyzing the distortion of the signal waveform. S500: Transmits paving and compaction process data to the digital cloud platform in real time, displays the number of compaction passes and compaction degree distribution graphically through different color blocks, and performs weak area analysis and full-process quality control based on the generated construction reports.

[0006] Furthermore, in step S100, the specific method for establishing the three-dimensional model of the road is as follows: Extract the pile-by-pile coordinate data, cross slope, and design thickness of the road water-stabilized paving edge line; Based on the designed thickness and the preset loose paving coefficient, the loose paving elevation is calculated using the following formula:

[0007] in, To design the virtual elevation, For the design elevation, For the design thickness, The loose paving coefficient; Combining the pile-by-pile coordinate data, cross slope, and design paving elevation, a three-dimensional model of each structural layer is generated using modeling software. The logic for generating the three-dimensional coordinate data includes: The coordinates and elevations of the two sides of the water-stabilized paving are extracted according to the preset sampling interval, wherein the sampling interval is set to 10 meters. The coordinates and elevation of the road midpoint are generated by interpolation calculation based on the road cross slope and the coordinate data of the two side lines.

[0008] Furthermore, in step S200, the 3D intelligent paving control is achieved through the coordinated operation of the following components: The total station is located at the rear of the paver, the 360° prism is located at the top of the paver mast, the onboard control panel, the cross slope sensor, and the mast slope sensor. The total station measures the three-dimensional position data of the 360° prism in real time and transmits it to the airborne control panel via radio. The cross slope sensor is used to detect the cross slope value of the ironing plate, and the mast slope sensor is used to detect the tilt state of the mast and feed the detection data back to the airborne control panel in real time for attitude calibration. The logic for generating the elevation and slope correction information is as follows: The airborne control panel uses an interpolation algorithm to match the design virtual elevation of the corresponding station in the road 3D model based on the received real-time coordinates. ; Calculate the current measured elevation With respect to the designed paved elevation elevation deviation The calculation formula is as follows:

[0009] The airborne control panel is based on The preset sensitivity parameters generate adjustment commands, which drive the hydraulic cylinders on the left and right sides of the paver to adjust the height of the screed.

[0010] Furthermore, step S200 also includes offset calibration logic for the initial paving phase: During the initial paving phase, the ground elevation was measured every 5 meters using detection software, and the initial difference between the measured elevation and the elevation displayed on the airborne control panel was calculated. If the initial difference is greater than the preset threshold, then input the offset value in the offset correction window of the airborne control panel. The correction is made, and the calculation formula is as follows:

[0011] in, The revised target control elevation. The panel displays the elevation in real time; the preset threshold is preferably 4mm.

[0012] Furthermore, in step S300, the multiple total stations alternately switch between tracking the hopping mode of the airborne prism, specifically including the following steps: During paving operations, a working total station is configured for main control guidance, and a detection total station is configured for elevation verification. When the working total station needs to be moved because its line of sight is blocked by a material transport vehicle or it is about to exceed the effective measurement range, the working mode of the detection total station is switched to the main control guidance mode, so that it temporarily locks and tracks the airborne prism originally tracked by the working total station. After the working total station has been set up and oriented at the new station ahead, the tracking control of the airborne prism will be seamlessly switched from the detection total station back to the working total station. The total station was restored to elevation verification mode. During this alternation and station relocation process, the paver maintained continuous paving operation without stopping.

[0013] Furthermore, the aforementioned leapfrog mode is applied to dual-machine joint paving conditions, and its spatial layout and relocation logic are as follows: The two working total stations used for main control guidance are set up on the outermost sides of the road, and are defined as the first total station and the second total station, respectively. The second total station is set up on the side closer to the leading paver to avoid being blocked by the material hopper of the material transport vehicle; The effective measurement range of the working total station is set to 200 to 250 meters in front and behind, and the second total station is periodically moved at intervals of 250 meters along the direction of the paver's movement.

[0014] Furthermore, in step S400, the specific method for obtaining the spatial position data and vibration response signal of the road roller is as follows: The horizontal position, elevation, direction of travel, and real-time compaction speed of the road roller are obtained by dual Beidou antennas installed on the cab of the road roller. The vibration compaction of the road roller is regarded as a dynamic loading test. The continuous dynamic vibration response signal of the steel wheel caused by the combined action of mechanical excitation force and the ground resistance of the water-stabilized structure is detected by the vibration compaction sensor installed on the axle of the steel wheel of the road roller.

[0015] Furthermore, in step S400, the specific algorithm process for real-time calculation of the water-stabilized compaction value includes: Spectral analysis is performed on the continuous dynamic vibration response signal to extract the amplitude of the fundamental frequency component and the amplitude of the harmonic components in the signal; Calculate the distortion index of vibration signal waveform It is determined by the ratio of the harmonic component to the fundamental frequency component, and the calculation formula is:

[0016] in, For the extracted harmonic component amplitude, The amplitude of the extracted fundamental frequency component; The distortion index Substitute the preset soil dynamics model, and combine it with the current excitation force, vibration frequency, amplitude of the road roller and the real-time rolling speed to comprehensively calculate and generate the water-stabilized dynamic compaction value at the current location; Before large-scale intelligent compaction, step S400 also includes a compaction calibration step based on a sample section: select a sample section for water-stabilized compaction, and after the water-stabilized compaction of the sample section passes the traditional test, record the actual number of compaction passes at this time. The actual number of compaction passes and the water-stabilized dynamic compaction value calculated by the system under that number of passes are input into the intelligent compaction system as the qualified benchmark threshold. In subsequent compaction operations, the intelligent compaction system compares the real-time calculated dynamic compaction value of the water-stabilized soil with the qualified benchmark threshold to monitor the compaction quality of the entire cross section.

[0017] Furthermore, in step S500, the specific logic of graphical display and weak area analysis using different color blocks is as follows: Based on the preset compaction degree qualification threshold, multiple compaction degree intervals are divided and different display color blocks are assigned; The intelligent compaction system matches the calculated dynamic compaction value of water-stabilized soil with the corresponding coordinates based on the real-time location coordinates obtained from the Beidou positioning system, and performs real-time grid rendering with corresponding color blocks on the airborne terminal and digital cloud platform. The weak area analysis includes: extracting grid areas in the rendered graphic that fail to reach the target compaction degree or grid areas that have not reached the preset qualified number of compaction passes, marking them as weak areas, and issuing a targeted re-compaction command to the airborne terminal for the weak area.

[0018] Furthermore, in step S500, the process feedback on paving quality also includes a statistical analysis step based on the discrete values ​​of elevation differences: The measured elevations of multiple sampling points were randomly collected on the water-stabilized paved surface, and the elevation deviation between the measured elevation and the design elevation of each sampling point was calculated. ; Statistical analysis was performed on all collected elevation deviation data to calculate the discrete value of paving elevation difference. The calculation formula is as follows:

[0019] in, The total number of sampling points. For the first Elevation deviation of each sampling point The average elevation deviation of all sampling points; when the discrete value of the paving elevation difference... When the flatness standard deviation exceeds the preset threshold, an alarm for screed posture calibration of the paver is triggered. The construction reports are automatically categorized and generated by the digital cloud platform, specifically including: a construction progress report that integrates paving progress and compaction completion area data; a construction quality report that integrates compaction distribution data, weak area distribution data, and paving smoothness detection data; and a roller condition report that integrates roller travel trajectory, real-time compaction speed, and vibration force working status.

[0020] Beneficial effects This invention achieves real-time closed-loop adjustment of the paver screed posture by constructing a three-dimensional digital road model and integrating a high-precision spatial positioning system. This eliminates geometric deviations caused by traditional physical benchmarks, significantly improving the accuracy of road elevation control and smoothness. Simultaneously, it utilizes the distortion analysis of the roller vibration response signal to achieve gridded quantitative assessment of the compaction state, transforming discrete sampling detection into continuous online monitoring. This ensures the uniformity of compaction across the entire road surface cross-section and reduces the probability of weak construction zones through a digital feedback mechanism. This effectively reduces mixture loss and labor costs, and improves the digital management level and quality traceability accuracy of the entire road construction process. Attached Figure Description

[0021] Figure 1 This is the overall flowchart of the road water-stabilized compaction method based on the fusion of total station and Beidou in this invention; Figure 2 This is a flowchart illustrating the dynamic calculation logic of the compaction degree of water-stabilized road water-stabilized soil based on the road water-stabilized soil compaction method integrating total station and Beidou navigation. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but includes other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] The present invention will now be described in further detail with reference to the accompanying drawings: Example 1: like Figure 1-2 As shown, the road water-stabilized soil compaction method based on the fusion of total station and BeiDou navigation includes the following steps: S100: Establish a three-dimensional model of the road based on the road design parameters, and import the generated three-dimensional coordinate data of each structural layer into the airborne control system; S200: The total station automatically tracks the onboard prism on the paver to obtain real-time three-dimensional coordinates. The onboard control system compares the real-time three-dimensional coordinates with the road three-dimensional model, generates elevation and slope correction information, and adjusts the paver screed posture in real time to perform 3D paving. S300: During the relocation of the total station, multiple total stations alternately switch the tracking airborne prism's leapfrog mode to achieve uninterrupted paving operations; S400: It uses the Beidou positioning system to obtain the spatial position data of the road roller in real time, and combines the vibration response signal of the vibrating wheel and the water-stabilized structure collected by the compaction sensor to calculate the water-stabilized compaction value in real time by analyzing the distortion of the signal waveform. S500: Transmits paving and compaction process data to the digital cloud platform in real time, displays the number of compaction passes and compaction degree distribution graphically through different color blocks, and performs weak area analysis and full-process quality control based on the generated construction reports.

[0025] Furthermore, the specific implementation process of step S100 is as follows: First, the three-dimensional data of the underlying layer is collected and processed. Considering the specific working condition of using two pavers for joint paving in this embodiment, where the elevation of one side of the paver is directly controlled by the total station in terms of spatial coordinates, while the elevation of the other side is controlled by the paver's own road cross slope logic, the system focuses on high-density data sampling of both sides of the water-stabilized paving edge line during the data extraction stage. Specifically, the engineering technicians continuously extract the pile-by-pile plane coordinate data of the road water-stabilized paving edge line along the route at a preset sampling interval of 10 meters, and simultaneously retrieve the design cross slope parameters and the design thickness parameters of the water-stabilized structural layer for the corresponding pile number.

[0026] After obtaining the basic extraction data, the mathematical calculation of the virtual paving elevation is required. Since the conventional design elevation given in the design drawings cannot be directly used to guide the paver's operation with loose paving allowance, it is necessary to consider the compaction attenuation characteristics of the water-stabilized material and convert the design elevation into the target elevation under loose paving conditions. The system receives the design thickness and the loose paving coefficient determined in advance through test sections, and calculates the virtual paving elevation by traversing all sampling nodes. The specific mathematical conversion relationship follows the formula: In this calculation relationship, To design the virtual elevation, For the design elevation, For the design thickness, The paving coefficient is used for the coordinates and elevation data of the internal midpoints located between the two side lines in the road cross section. Instead of performing point-by-point on-site sampling and extraction, the system automatically calculates and generates the data based on the imported road cross slope and the three-dimensional spatial data of the two side lines obtained from the above extraction and calculation, thereby forming a dense and continuous full-section data point matrix in the digital space.

[0027] After completing the calculation of the full-section point matrix data, a 3D data modeling and fitting program is executed. Using professional 3D modeling software (such as LeicaiCONoffice), the aforementioned data, including the coordinates of each stake boundary line, the interpolated cross slope data, and the calculated design paving elevation data, are fitted to a spatial surface to construct a 3D road model that reflects the true spatial morphology of each structural layer of the road. After generating the 3D model, the system parses and converts it into a data stream format recognizable by the onboard control system, and imports it directly into the paver's onboard control panel (such as the MPC control panel) via storage medium or wireless transmission channel, thereby generating the absolute 3D coordinate data benchmark for each structural layer in the construction coordinate system.

[0028] In addition, step S100 also includes the offline surveying and data interaction process to provide an absolute measurement benchmark for the spatial positioning equipment. Regarding the control point layout, physical traverse control points are strictly laid out at 100-meter intervals along both sides of the water-stabilized paving surface. After the layout is completed, a total station is used to perform closed traverse measurements on all the staggered control points. After the closure error adjustment calculation and accuracy verification are passed, the high-precision absolute coordinates of each control point are extracted, and the closure-verified control point coordinate data is unidirectionally imported into the memory of the surveying robot (i.e., the total station) as the absolute measurement benchmark for the total station to perform free station setup, backsight orientation, and continuous output of elevation correction information during subsequent construction.

[0029] For data import operations of the intelligent continuous compaction system, the system executes independent data preparation logic. The system extracts coordinates along the edge of the water-stabilized compaction area, with an extraction interval of 20 meters. The system extracts the edge plane coordinates at every 20-meter node and imports them, along with the corresponding design compaction benchmark parameters, into the main control module of the intelligent compaction system installed in the roller's cab. Upon receiving the edge node coordinates at 20-meter intervals, the main control module automatically connects them in its internal digital map system to generate a closed polygonal geometric boundary, thus constructing a digital electronic fence to constrain the operating range of the BeiDou positioning system. This electronic fence ensures that the roller's three-dimensional position coordinates can be accurately determined as being within the effective operating area during subsequent actual compaction, and enables precise binding of real-time collected vibration data with specific construction pile data.

[0030] Furthermore, the specific implementation process of step S200 is as follows: Step S200 is a process of real-time closed-loop adjustment of the paver screed attitude based on high-precision spatial positioning data. This process relies on an integrated hardware control system, which consists of a measuring robot (total station) erected on a stable reference point behind the paving surface, 360° onboard prisms fixedly installed at the top of the masts on both sides of the paver, an onboard control panel (such as the MPC1310 main control unit), a cross slope sensor, and a mast slope sensor.

[0031] After the paving operation begins, the total station emits an infrared laser signal to automatically search for and lock onto the 360° airborne prism. Through continuous phase ranging and angle measurement, it obtains the three-dimensional spatial coordinates of the prism center in the construction coordinate system in real time. The real-time position data acquired by the total station is transmitted at high speed to the onboard control panel via a wireless data link using an onboard radio. Simultaneously, a mast slope sensor mounted on the onboard prism support mast continuously monitors the mast's tilt angle relative to the vertical, while a cross slope sensor continuously monitors the tilt of the screed's underside. After receiving these multi-dimensional sensor signals, the onboard control panel first performs geometric compensation calculations based on the angle feedback from the mast slope sensor to compensate for the prism center displacement caused by paver body swaying or road surface undulations. This accurately restores the true real-time elevation of the screed's key control points (usually the left and right endpoints). .

[0032] The core control logic lies in the calculation of real-time deviations and the generation of correction commands. The airborne control panel will then calculate the real-time elevation. The system performs an instantaneous comparison with the road 3D model imported in step S100. Based on the current planar coordinate position of the paver, the system retrieves the corresponding design paving elevation from the model library. The calculation unit performs deviation calculation: The calculated elevation deviation The signal is input in real time into the proportional-integral-derivative (PID) control algorithm and, combined with preset hydraulic system sensitivity parameters, is converted into an electro-hydraulic proportional control signal with a corresponding pulse width. This signal drives the leveling hydraulic cylinders on both sides of the paver to perform extension and retraction movements, adjusting the height of the traction point of the traction arm to change the attack angle of the screed until the measured elevation is reached. With respect to the design of the false elevation deviation Approaching zero, thus achieving precise control over the paving thickness and elevation.

[0033] To control initial errors during the paving start-up phase, this embodiment employs a specific offset calibration logic. Within the first 20 meters of the paver's start position, construction personnel use a high-precision level or testing software every 5 meters to measure the actual elevation of the paved but uncompacted water-stabilized surface. The measured ground elevation is compared with the real-time elevation currently displayed on the onboard control panel. If the absolute value of the initial difference exceeds a preset threshold of 4mm, it is determined that the system has zero-point drift or sensor installation error. At this point, the operator manually corrects the offset value through the offset correction window on the onboard control panel. The system automatically performs the correction calculation: ,in The revised target control elevation. This provides the real-time elevation display on the panel before correction. Through this offset intervention, the system can quickly eliminate system errors caused by sensor zero-point inaccuracy or ambient temperature drift.

[0034] In the specific working condition of dual-machine joint paving, the two pavers adopt differentiated collaborative control strategies. The first paver (leader) acts as the elevation benchmark machine, with both its left and right sides controlled by a 3D system consisting of a total station and an onboard prism to ensure the elevation accuracy of the outer edge of the pavement and the inner joint. The second paver (follower) adopts a "3D-assisted + cross-slope control" mode: its outer side (away from the joint) is controlled for elevation by the 3D system consisting of a total station and an onboard prism, while the side closer to the first paver's joint is controlled by cross-slope control logic, automatically maintaining its posture based on the design cross-slope parameters and the outer elevation benchmark. This ensures a smooth elevation connection between the two pavers at the joint, eliminating the "step" phenomenon caused by the misalignment of the two machines' alignment in traditional construction. Throughout the paving process, the total station's measurement frequency is maintained at no less than 5 times per second to ensure that the output of elevation correction information can keep up with the paver's travel speed.

[0035] Furthermore, the specific implementation process of step S300 is as follows: The paving continuity assurance process in step S300 is achieved through the spatial alternation and seamless switching of control logic among multiple surveying robots (total stations). This aims to eliminate the interruption of elevation control signals caused by the range limitations of a single total station or physical obstructions on site. At least two total stations are configured on-site, defined as a working total station in master control guidance mode and a detection total station in elevation verification mode.

[0036] During the initial stage of paving operations, the working total station is set up at a reference station behind the paving surface. Its servo motor drives the lens to continuously lock onto and track the 360° onboard prism on the paver, sending elevation correction commands to the onboard control panel at a preset frequency. At this time, the detection total station is set up at a control point in front of the working total station. Its working logic during non-station relocation periods is as follows: it periodically samples the spatial coordinates of the onboard prism and dynamically compares the measured elevation data with the real-time data sent by the working total station to verify the system error of the guidance system in real time.

[0037] When the relative distance between the working total station and the onboard prism is about to reach the upper limit of the effective measurement range of 250 meters, or when the laser line of sight of the working total station is blocked by the material hopper of the material transport vehicle entering the unloading position, the system triggers the control switching logic. First, the detection total station receives the takeover command, and its measurement mode automatically switches from elevation verification to master control guidance mode. The automatic search mechanism of the detection total station locks onto the onboard prism within 300 milliseconds, and after establishing a stable tracking data link, it officially takes over the guidance task of the paver's onboard control system. At this moment of takeover, the onboard control panel performs smooth transition processing on the output data of the two total stations before and after the switchover through an internal clock synchronization algorithm, ensuring that the correction commands of the hydraulic actuators do not produce abrupt displacements.

[0038] After control is transferred to the testing total station, the original working total station is unlocked and enters the station relocation procedure. The operator moves the total station to the pre-set new station location and uses the staggered control points spaced 100 meters apart as set up in step S100 for free station setup and backsight orientation. After completing the coordinate calculation and accuracy self-verification of the new station, the total station sends a ready signal to the testing total station currently performing the guidance task via radio. Subsequently, control is switched over a second time, with the tracking and guidance of the airborne prism being returned from the testing total station to the new working total station located ahead. The testing total station then exits the main control mode, returns to the elevation verification mode, and moves forward to prepare for the next cycle of relay.

[0039] For dual-paver paving operations, this embodiment employs a specific spatial arrangement for the total station. The first and second total stations are positioned on the outermost sides of the paving path, respectively. To avoid obstruction from the material transport vehicle in front of the leading paver, the second total station is deployed closer to the leading paver, with its lens center height set at least 0.5 meters above the horizontal line of the highest point of the material hopper. The effective measurement step of the working total station is set to 250 meters, meaning that every 250 meters the paver travels, the corresponding total station at the rear performs a periodic forward relocation. Through this alternating relay mode based on spatial location optimization, the system achieves continuous 3D guidance signal coverage across the entire 15km operating range, ensuring the paver maintains continuous operation without stopping during total station relocation.

[0040] Furthermore, the specific implementation process of step S400 is as follows: The intelligent compaction and compaction degree calculation process in step S400 is a continuous data processing procedure based on high-precision spatial positioning and dynamic response analysis. The system first collects the spatial kinematic parameters of the road roller. Dual Beidou antennas are rigidly fixed to the top of the road roller's cab. Using real-time dynamic differential positioning (RTK) technology, the horizontal position coordinates (X, Y) and elevation coordinates (Z) of the road roller in the construction coordinate system are continuously acquired at a sampling rate of no less than 10Hz. Based on the relative position vector of the dual antennas, the real-time travel direction and speed of the road roller are calculated. This spatial position data is synchronously transmitted to the main control unit of the intelligent compaction system via the vehicle-mounted bus, serving as a geographic tag for subsequent compaction degree data matching.

[0041] In terms of compaction response signal acquisition, the system constructs an evaluation model based on soil dynamics principles. A high-frequency vibration compaction sensor is physically installed at the axle end of the vibratory steel drum of the road roller. When the road roller starts vibrating for compaction, the system defines each excitation action of the vibratory steel drum on the surface of the water-stabilized layer as a dynamic loading test. The vibration compaction sensor continuously detects the continuous dynamic vibration response signal of the steel drum caused by the reaction force of the underlying water-stabilized structural layer as the excitation force generated by the road roller's mechanical system is transmitted downwards. This response signal is a composite acceleration time-domain electrical signal containing rich frequency components. The sensor amplifies and converts the acquired time-domain electrical signal before inputting it to the digital signal processing module of the main control unit.

[0042] After receiving the continuous dynamic vibration response signal, the digital signal processing module of the main control unit performs a Fast Fourier Transform (FFT) to convert the time-domain signal into a frequency-domain signal for spectral analysis. The algorithm program sets a bandpass filter to accurately extract the amplitude of the fundamental frequency component generated by the rotation of the eccentric block of the road roller from the frequency-domain signal. And the amplitude of higher harmonic components due to nonlinear ground reaction forces. The system determines that the physical compaction degree of the water-stabilized layer is positively correlated with the distortion degree of the vibration signal waveform, and uses a calculator to determine the distortion degree index. The solution logic completely follows the formula: The distortion level index is calculated. Subsequently, the main control unit inputs the data into its internally preset soil dynamics mathematical model and simultaneously retrieves the mechanical operating parameters from the bottom layer of the roller controller, including the current instantaneous excitation force, vibration frequency, amplitude, and real-time compaction speed measured by the Beidou antenna. The model performs weighted integration of the above multidimensional variables and finally outputs the water-stabilized dynamic compaction value at the current coordinate position.

[0043] To eliminate systematic deviations between the theoretical model and actual geological conditions, a rigorous compaction calibration procedure based on a sample section was implemented before large-scale intelligent compaction operations were carried out across the entire line. Construction personnel selected a standard water-stabilized paving section of at least 50 meters in length as a sample section for compaction tests. During the compaction process, the intelligent compaction system recorded the real-time dynamic compaction value of the water-stabilized layer and the number of compaction passes at each coordinate point. After each compaction pass, the test personnel used the traditional sand cone method or core sampling method to physically test the compaction degree of the sample section. When the traditional physical test confirmed that the actual compaction degree of the sample section met the design standard (e.g., 98% compaction degree), the test personnel recorded the corresponding actual number of compaction passes. The main control unit extracted the average dynamic compaction value of the water-stabilized layer output by the system in the coordinate area of ​​the sample section at that number of compaction passes, and physically solidified its absolute value as a qualified benchmark threshold, writing it into the comparison register of the intelligent compaction system. In the subsequent continuous large-area compaction construction, the main control unit uses a comparator to continuously compare the real-time calculated dynamic compaction value of the water-stabilized layer with the qualified benchmark threshold, thereby achieving absolute quantitative monitoring of the compaction quality of the water-stabilized layer across the entire cross section.

[0044] Furthermore, the specific implementation process of step S500 is as follows: Step S500, the process monitoring and feedback phase, is the final execution stage for achieving closed-loop control and digital delivery of construction quality data. All real-time three-dimensional position coordinates, elevation deviation data, and dynamic compaction values ​​of the water-stabilized layer generated during paving and compaction operations are continuously uploaded to the remote digital cloud platform's data center via the vehicle-mounted wireless communication module at a preset transmission frequency. To achieve intuitive representation and process control of the massive amounts of underlying data, the system simultaneously executes a gridded rendering program based on absolute data mapping on both the digital cloud platform and the onboard terminal. The digital cloud platform pre-reads the compaction qualification benchmark threshold obtained in step S400 and uses this as a benchmark to divide multiple continuous compaction value intervals downwards and upwards, while assigning specific RGB values ​​to each independent value interval. During the compaction process, the main control unit of the intelligent compaction system extracts the real-time two-dimensional coordinate data (X, Y) output by the Beidou positioning system and spatially binds it to the dynamically compacted water-stabilized layer calculated synchronously at that coordinate point. Subsequently, the system generates physical grid cells with fixed side lengths centered on the two-dimensional coordinates, determines the numerical range into which the compaction values ​​contained within the grid fall, and calls the corresponding color block attributes for real-time rendering. Through continuous coordinate traversal and color filling, the system constructs a colored grid distribution graphic reflecting the compaction state of the entire cross-section on the display screen.

[0045] Based on the gridded graphics generated by the above rendering, the system's underlying data processing engine synchronously executes the weak zone identification and feedback control logic. The logic analysis module scans the rendered grid attributes of the entire work area at fixed time intervals. During the scanning and comparison process, the system extracts grid areas in the rendered graphics that fail to reach the target compaction value range; it also searches the underlying compaction trajectory record database in parallel to extract grid areas where the cumulative actual compaction passes have not reached the preset qualified total number of passes. The system aggregates the physical coordinates of the grids extracted in the above two categories and clearly marks them as compaction weak zones. For the marked weak zones, the digital cloud platform automatically compiles and generates directional re-compaction instructions containing precise boundary coordinates, and sends them directly to the onboard terminal of the roller near the target area via a wireless downlink data link. Based on the highlighted coordinate prompts on the onboard terminal screen, the operator guides the roller to accurately enter the specific coordinate area to perform supplementary compaction operations until the real-time calculated compaction value of the grid area meets the threshold condition and the color block status is updated to a qualified color, thereby achieving immediate closed-loop elimination of local compaction defects during construction.

[0046] In addition to monitoring the compaction quality, step S500 also includes a high-frequency statistical dynamic feedback mechanism for the front-end 3D paving quality. When the water-stabilized material is in the loose paving state after paving, the system frequently acquires the measured elevations of multiple random sampling points on the loose paving surface of the water-stabilized material, and calculates the elevation deviation between the measured elevation of each sampling point and the corresponding design elevation of the 3D model. The system's data processing module arrays and summarizes all elevation deviation data collected within a set time window, and calculates the discrete value of elevation difference across the entire paving surface based on the principle of statistical standard deviation. The dynamic calculation process strictly follows the formula: ,in This represents the total number of sampling points within the current calculation period. This is the arithmetic mean of the elevation deviations of all sampling points within this period. The system will then calculate the discrete values ​​of the paving elevation difference. The data is input in real time to the comparator and continuously compared with a preset flatness standard deviation threshold. When determining the current calculation cycle... When the value exceeds the upper limit of the standard deviation threshold, the system determines that there is periodic oscillation of the paving elevation or accumulation and amplification of system errors. It then automatically triggers the screed attitude calibration alarm mechanism on the paver's onboard control panel, prompting the operator to pause the advance with audible and visual signals, and to re-check the sensor bias parameters or check the damping status of the mechanical hydraulic servo system.

[0047] At the data integration and persistence level, the digital cloud platform's report generation engine generates digital vouchers based on the structured, stored construction data throughout the entire process. The engine extracts the start and end chainages of daily paving, the cumulative paving distance, and the area of ​​the compacted closed zone according to the timestamp, calculating and generating a construction progress report. It also aggregates the extreme and average compaction values ​​of the entire work surface, the spatial distribution frequency of weak areas, and the aforementioned elevation difference discrete value detection sequence in parallel, generating a construction quality assessment report. Simultaneously, it retrieves the absolute travel trajectory diagram of each roller during the work period, the real-time compaction speed time-series curve, and the start and stop status records of the vibration unit, generating a roller condition review report. These automatically generated reports constitute a complete digital archive of the road's water-stabilized structural layer, completely replacing traditional manual form filling and ensuring high-fidelity traceability of the entire project's quality.

[0048] Example 2: To further verify the practical effectiveness of the road water-stabilized layer construction method based on the integration of total station and BeiDou navigation, this invention was applied to a municipal transportation infrastructure project. The project has a total length of 15 km, and the road construction standard is Class I highway, requiring extremely high compaction and smoothness of the water-stabilized layer.

[0049] In this project, the fully intelligent paving and compaction method of the present invention, implemented through steps S100 to S500, replaced the traditional string-line paving and sampling inspection method, achieving significant improvements in engineering technical indicators and resource conservation. (1) Improved paving precision and material saving: Traditional stringing methods suffer from unstable control of water-stabilized material thickness due to wire rope sagging and human measurement errors. This embodiment achieves millimeter-level precision control of paving elevation by introducing high-frequency feedback closed-loop control via a total station and a 3D airborne system. This precise elevation control allows the construction team to minimize the negative deviation of the water-stabilized material's paving thickness within the allowable limits (e.g., reducing the average thickness of each layer by approximately 0.5cm compared to traditional methods). Calculations across the entire 15km project show that the improved precision directly saved over 12,400 tons of water-stabilized mixture, significantly reducing material waste.

[0050] (2) Improved construction efficiency and optimized human resources: Traditional paving methods are highly manual, typically requiring approximately 32 laborers and surveyors per work area (including a large number of personnel for piling, stringing white lines, hanging steel cables, and real-time manual leveling and trimming). By adopting the 3D intelligent paving guidance and leapfrog-style automatic station-moving relay logic of this invention, the offline piling and stringing process is completely eliminated. Only about 11 people are needed per work area for station construction, re-surveying, and a small number of auxiliary trimming personnel. Compared to traditional methods, the number of on-site workers is reduced by approximately 65%, significantly lowering labor costs and reducing safety hazards associated with overlapping on-site operations.

[0051] (3) Elimination of quality blind spots and closed-loop management of the entire process: Traditional compaction testing relies on "sampling and core sampling," a typical "post-event result control" method with blind spots that often require extensive rework and repaving once non-compliance is detected. This embodiment, through BeiDou positioning and distortion analysis of continuous dynamic vibration response signals, achieves 100% full-section gridded compaction mapping on a digital cloud platform. During construction, the system accurately locates multiple weak areas with insufficient compaction passes and issues directional re-compaction commands, achieving "zero-delay" on-site resolution of compaction quality issues. Third-party random sampling after completion showed a 100% pass rate for the compaction of the water-stabilized layer, completely eliminating quality blind spots and rework costs inherent in traditional construction methods.

[0052] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou navigation satellite system, characterized in that... Includes the following steps: S100: Establish a three-dimensional model of the road based on the road design parameters, and import the generated three-dimensional coordinate data of each structural layer into the airborne control system; S200: The onboard prism on the paver is automatically tracked by a total station to obtain real-time three-dimensional coordinates. The onboard control system compares the real-time three-dimensional coordinates with the road three-dimensional model, generates elevation and slope correction information, and adjusts the posture of the paver screed in real time to perform 3D paving. S300: During the relocation of the total station, multiple total stations alternately switch the tracking airborne prism's leapfrog mode to achieve uninterrupted paving operations; S400: It uses the Beidou positioning system to obtain the spatial position data of the road roller in real time, and combines the vibration response signal of the vibrating wheel and the water-stabilized structure collected by the compaction sensor to calculate the water-stabilized compaction value in real time by analyzing the distortion of the signal waveform. S500: Transmits paving and compaction process data to the digital cloud platform in real time, displays the number of compaction passes and compaction degree distribution graphically through different color blocks, and performs weak area analysis and full-process quality control based on the generated construction reports.

2. The method for compacting road water-stabilized soil throughout the entire process based on total station and BeiDou fusion as described in claim 1, characterized in that, In step S100, the specific method for establishing the three-dimensional model of the road is as follows: Extract the pile-by-pile coordinate data, cross slope, and design thickness of the road water-stabilized paving edge line; Based on the designed thickness and the preset loose paving coefficient, the loose paving elevation is calculated using the following formula: in, To design the virtual elevation, For the design elevation, For the design thickness, The loose paving coefficient; Combining the pile-by-pile coordinate data, cross slope, and design paving elevation, a three-dimensional model of each structural layer is generated using modeling software. The logic for generating the three-dimensional coordinate data includes: The coordinates and elevations of the two sides of the water-stabilized paving are extracted according to the preset sampling interval, wherein the sampling interval is set to 10 meters. The coordinates and elevation of the road midpoint are generated by interpolation calculation based on the road cross slope and the coordinate data of the two side lines.

3. The method for compacting road water-stabilized soil throughout the entire process based on total station and BeiDou fusion as described in claim 2, characterized in that, In step S200, the 3D intelligent paving control is achieved through the coordinated operation of the following components: The total station is located at the rear of the paver, the 360° prism is located at the top of the paver mast, the onboard control panel, the cross slope sensor, and the mast slope sensor. The total station measures the three-dimensional position data of the 360° prism in real time and transmits it to the airborne control panel via radio. The cross slope sensor is used to detect the cross slope value of the ironing plate, and the mast slope sensor is used to detect the tilt state of the mast and feed the detection data back to the airborne control panel in real time for attitude calibration. The logic for generating the elevation and slope correction information is as follows: The airborne control panel uses an interpolation algorithm to match the design virtual elevation of the corresponding station in the road 3D model based on the received real-time coordinates. ; Calculate the current measured elevation With respect to the designed paved elevation elevation deviation The calculation formula is as follows: The airborne control panel is based on The preset sensitivity parameters generate adjustment commands, which drive the hydraulic cylinders on the left and right sides of the paver to adjust the height of the screed.

4. The method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou as described in claim 3, characterized in that, Step S200 also includes offset calibration logic for the initial paving phase: During the initial paving phase, the ground elevation was measured every 5 meters using detection software, and the initial difference between the measured elevation and the elevation displayed on the airborne control panel was calculated. If the initial difference is greater than the preset threshold, then input the offset value in the offset correction window of the airborne control panel. The correction is made, and the calculation formula is as follows: in, The revised target control elevation. The panel displays the elevation in real time; the preset threshold is preferably 4mm.

5. The method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou as described in claim 4, characterized in that, In step S300, the multiple total stations alternately switch between tracking the airborne prism in a frog-jump mode. The specific steps include: During paving operations, a working total station is configured for main control guidance, and a detection total station is configured for elevation verification. When the working total station needs to be moved because its line of sight is blocked by a material transport vehicle or it is about to exceed the effective measurement range, the working mode of the detection total station is switched to the main control guidance mode, so that it temporarily locks and tracks the airborne prism originally tracked by the working total station. After the working total station has been set up and oriented at the new station ahead, the tracking control of the airborne prism will be seamlessly switched from the detection total station back to the working total station. The total station was restored to elevation verification mode. During this alternation and station relocation process, the paver maintained continuous paving operation without stopping.

6. The method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou as described in claim 5, characterized in that, The leapfrog mode is applied to the dual-machine joint paving condition, and its spatial layout and relocation logic are as follows: The two working total stations used for main control guidance are set up on the outermost sides of the road, and are defined as the first total station and the second total station, respectively. The second total station is set up on the side closer to the leading paver to avoid being blocked by the material hopper of the material transport vehicle; The effective measurement range of the working total station is set to 200 to 250 meters in front and behind, and the second total station is periodically moved at intervals of 250 meters along the direction of the paver's movement.

7. The method for compacting road water-stabilized soil throughout the entire process based on total station and BeiDou fusion as described in claim 6, characterized in that, In step S400, the specific method for obtaining the spatial position data and vibration response signal of the road roller is as follows: The horizontal position, elevation, direction of travel, and real-time compaction speed of the road roller are obtained by dual Beidou antennas installed on the cab of the road roller. The vibration compaction of the road roller is regarded as a dynamic loading test. The continuous dynamic vibration response signal of the steel wheel caused by the combined action of mechanical excitation force and the ground resistance of the water-stabilized structure is detected by the vibration compaction sensor installed on the axle of the steel wheel of the road roller.

8. The method for compacting road water-stabilized soil throughout the entire process based on total station and BeiDou fusion as described in claim 7, characterized in that, In step S400, the specific algorithm process for real-time calculation of the water-stabilized compaction value includes: Spectral analysis is performed on the continuous dynamic vibration response signal to extract the amplitude of the fundamental frequency component and the amplitude of the harmonic components in the signal; Calculate the distortion index of vibration signal waveform It is determined by the ratio of the harmonic component to the fundamental frequency component, and the calculation formula is: in, For the extracted harmonic component amplitude, The amplitude of the extracted fundamental frequency component; The distortion index Substitute the preset soil dynamics model, and combine it with the current excitation force, vibration frequency, amplitude of the road roller and the real-time rolling speed to comprehensively calculate and generate the water-stabilized dynamic compaction value at the current location; Before large-scale intelligent compaction, step S400 also includes a compaction calibration step based on a sample section: select a sample section for water-stabilized compaction, and after the water-stabilized compaction of the sample section passes the traditional test, record the actual number of compaction passes at this time. The actual number of compaction passes and the water-stabilized dynamic compaction value calculated by the system under that number of passes are input into the intelligent compaction system as the qualified benchmark threshold. In subsequent compaction operations, the intelligent compaction system compares the real-time calculated dynamic compaction value of the water-stabilized soil with the qualified benchmark threshold to monitor the compaction quality of the entire cross section.

9. The method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou as described in claim 8, characterized in that, In step S500, the specific logic of graphical display using different color blocks and analysis of weak areas is as follows: Based on the preset compaction degree qualification threshold, multiple compaction degree intervals are divided and different display color blocks are assigned; The intelligent compaction system matches the calculated dynamic compaction value of water-stabilized soil with the corresponding coordinates based on the real-time location coordinates obtained from the Beidou positioning system, and performs real-time grid rendering with corresponding color blocks on the airborne terminal and digital cloud platform. The weak area analysis includes: extracting grid areas in the rendered graphic that fail to reach the target compaction degree or grid areas that have not reached the preset qualified number of compaction passes, marking them as weak areas, and issuing a targeted re-compaction command to the airborne terminal for the weak area.

10. The method for compacting road water-stabilized soil throughout the entire process based on the fusion of total station and BeiDou as described in claim 9, characterized in that, In step S500, the process feedback on paving quality also includes a statistical analysis step based on the discrete values ​​of elevation differences: The measured elevations of multiple sampling points were randomly collected on the water-stabilized paved surface, and the elevation deviation between the measured elevation and the design elevation of each sampling point was calculated. ; Statistical analysis was performed on all collected elevation deviation data to calculate the discrete value of paving elevation difference. The calculation formula is as follows: in, The total number of sampling points. For the first Elevation deviation of each sampling point The average elevation deviation of all sampling points; when the discrete value of the paving elevation difference... When the flatness standard deviation exceeds the preset threshold, an alarm for screed posture calibration of the paver is triggered. The construction reports are automatically categorized and generated by the digital cloud platform, specifically including: a construction progress report that integrates paving progress and compaction completion area data; a construction quality report that integrates compaction distribution data, weak area distribution data, and paving smoothness detection data; and a roller condition report that integrates roller travel trajectory, real-time compaction speed, and vibration force working status.

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