A thin layer overlay paving optimization method and system based on thermal recycling technology

Abstract

The application provides a thin layer overlay paving optimization method and system based on a thermal regeneration technology, and relates to the technical field of asphalt pavement. The method comprises the following steps: acquiring lower bearing layer surface data, construction environment data, interlayer detection data, construction parameters and new and old asphalt parameters; determining an asphalt fusion coefficient according to the construction parameters and the new and old asphalt parameters; determining a lower bearing layer surface bonding coefficient according to the lower bearing layer surface data; determining an interlayer bonding potential coefficient according to the lower bearing layer surface bonding coefficient and the interlayer detection data; determining a net heat effect according to the construction environment data, the new and old asphalt parameters, the asphalt fusion coefficient, the interlayer bonding potential coefficient and the construction parameters; and determining an optimization measure according to the asphalt fusion coefficient, the interlayer bonding potential coefficient and the net heat effect. According to the application, the effectiveness and accuracy of thin layer overlay paving optimization can be improved.

Description

Technical Field

[0001] This invention relates to the field of asphalt pavement technology, and in particular to an optimized method and system for thin-layer overlay paving based on thermal recycling technology. Background Technology

[0002] In related technologies, the process concepts of plant-mixed hot recycling and on-site hot recycling can be integrated into thin-layer overlays, which can effectively utilize old materials and reduce costs and environmental impact. However, related technologies have difficulty maintaining the uniformity of the fusion of new and old materials, the stability of interlayer bonding, and the construction thermal balance. In other words, it is difficult to effectively improve the degree of fusion of new and old materials, the stability of interlayer bonding, and the construction thermal efficiency.

[0003] The information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0004] This invention provides an optimized method and system for thin-layer overlay laying based on thermal recycling technology, which can solve the technical problems that related technologies cannot effectively improve the degree of fusion between new and old materials, the stability of interlayer bonding, and the thermal efficiency of construction.

[0005] According to a first aspect of the present invention, a method for optimizing the laying of thin-layer cover based on thermal regeneration technology is provided, comprising:

[0006] At multiple points during the construction cycle, acquire surface data of the underlying layer, construction environment data, interlayer testing data, construction parameters, and parameters of new and old asphalt.

[0007] The asphalt fusion coefficient is determined based on the construction parameters and the parameters of the new and old asphalt.

[0008] Based on the surface data of the underlying layer, determine the surface adhesion coefficient of the underlying layer;

[0009] The interlayer bonding potential coefficient is determined based on the surface adhesion coefficient of the underlying layer and the interlayer detection data.

[0010] The net heat efficiency is determined based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters.

[0011] Optimization measures are determined based on the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the net heat efficiency.

[0012] According to the present invention, determining the asphalt fusion coefficient based on the construction parameters and the parameters of the new and old asphalt includes:

[0013] Based on the construction parameters, determine the effective stress time and mixing energy input rate;

[0014] Based on the parameters of the new and old asphalt, determine the interfacial energy difference between the new and old asphalt, the crushing sensitivity coefficient, the mixing temperature of the asphalt, and the diffusion rate coefficient between the new and old asphalt.

[0015] Obtain the upper limit of mechanical force contribution;

[0016] The asphalt fusion coefficient is determined based on the upper limit of mechanical force contribution, the effective stress time, the stirring energy input rate, the crushing sensitivity coefficient, the mixed asphalt temperature, the diffusion rate coefficient of new and old asphalt, and the interface energy difference between new and old asphalt.

[0017] According to the present invention, the asphalt fusion coefficient is determined based on the upper limit of mechanical force contribution, the effective stress time, the stirring energy input rate, the crushing sensitivity coefficient, the mixed asphalt temperature, the diffusion rate coefficient between new and old asphalt, and the interfacial energy difference between new and old asphalt, including: according to the formula: ,

[0018] Determine the asphalt fusion coefficient at the i-th moment of the construction cycle. ,in, and These are preset parameters. The diffusion rate coefficient between new and old asphalt. Due to the difference in interfacial properties between new and old asphalt, Let K be the temperature of the mixed asphalt at the i-th moment of the construction cycle, and K be the Boltzmann constant. Let be the mixing energy input rate at the i-th moment of the construction cycle. To preset the stirring energy input rate threshold, The breakage sensitivity coefficient, To contribute an upper limit to mechanical force, The effective stress time is the i-th moment of the construction cycle.

[0019] According to the present invention, determining the surface adhesion coefficient of the underlying layer based on the surface data of the underlying layer includes:

[0020] Based on the surface data of the underlying layer, determine the surface texture depth and contamination level of the underlying layer;

[0021] The surface contamination coefficient is determined based on the degree of contamination.

[0022] The surface adhesion coefficient of the underlying layer is determined based on the surface texture depth and the surface contamination coefficient.

[0023] According to the present invention, determining the interlayer bonding potential coefficient based on the surface adhesion coefficient of the underlying layer and the interlayer detection data includes:

[0024] Based on the interlayer detection data, the asphalt viscosity at the surface of the underlying layer, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface are determined.

[0025] Obtain ambient atmospheric pressure;

[0026] The interlayer bonding potential coefficient is determined based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface.

[0027] According to the present invention, the interlayer bonding potential coefficient is determined based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface, including: according to the formula: ,

[0028] Determine the interlayer bond potential coefficient at the i-th moment of the construction cycle. ,in, Let be the viscosity of the asphalt surface of the subgrade at the i-th moment of the construction cycle. Let be the viscosity of the thin-layer bottom asphalt at the i-th moment of the construction cycle. Let be the residual air pressure at the interface at the i-th moment of the construction cycle. Let be the ambient atmospheric pressure at the i-th moment of the construction cycle. Let be the surface bonding coefficient of the underlying layer at the i-th moment of the construction cycle. This is a preset threshold for the adhesion coefficient of the underlying layer surface.

[0029] According to the present invention, the net heat efficiency is determined based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters, including:

[0030] The rate of change of the asphalt fusion coefficient and the rate of change of the interlayer bond potential coefficient are determined based on the asphalt fusion coefficient and the interlayer bond potential coefficient.

[0031] Based on the construction environment data, the equivalent thermal conductivity, convective heat transfer coefficient, effective heat dissipation surface area, surface emissivity, foundation temperature, average road surface temperature, and ambient air temperature are determined.

[0032] Based on the construction parameters, determine the total heating power, thermal penetration depth, and conduction area;

[0033] Based on the parameters of the new and old asphalt, determine the total mass of the heating material, the average specific heat capacity of the heating material, and the average temperature change of the material.

[0034] The net heat efficiency is determined based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the depth of thermal action, the conductive area, the total mass of the heating material, and the average specific heat capacity of the heating material.

[0035] According to the present invention, the net thermal efficiency is determined based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the thermal effect depth, the conductive area, the total mass of the heating material, and the average specific heat capacity of the heating material, including: according to the formula: ,

[0036] Determine the net heat efficiency at the i-th moment of the construction period. ,in, The total heating power at the i-th moment of the construction cycle. Let be the convective heat transfer coefficient at the i-th moment of the construction cycle. To achieve effective heat dissipation surface area, Let be the average road surface temperature at the i-th moment of the construction cycle. Let be the ambient air temperature at the i-th moment of the construction cycle. For surface emissivity, Boltzmann's constant, Let be the foundation temperature at the i-th moment of the construction cycle. For the conduction area, For the depth of thermal action, The equivalent thermal conductivity is The total mass of the heating material. The average specific heat capacity of the heating material. This represents the average temperature change of the material at the i-th moment of the construction cycle. To preset the first energy conversion coefficient, To preset the second energy conversion coefficient, Let be the rate of change of the asphalt fusion coefficient at the i-th moment of the construction cycle. This represents the rate of change of the interlayer bonding potential coefficient at the i-th moment of the construction cycle.

[0037] According to a second aspect of the present invention, a thin-layer cover laying optimization system based on thermal regeneration technology is provided, comprising:

[0038] The detection data module is used to acquire surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt at multiple points in the construction cycle.

[0039] The fusion coefficient module is used to determine the asphalt fusion coefficient based on the construction parameters and the parameters of the new and old asphalt.

[0040] A surface bonding module is used to determine the surface bonding coefficient of the underlying layer based on the surface data of the underlying layer.

[0041] The bonding strength module is used to determine the interlayer bonding potential coefficient based on the bonding coefficient of the underlying layer surface and the interlayer detection data.

[0042] The utility module is used to determine the net heat utility based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters.

[0043] An optimization module is used to determine optimization measures based on the asphalt fusion coefficient, the interlayer bond potential coefficient, and the net heat efficiency.

[0044] Technical Effects: According to this invention, surface data of the underlying layer, construction environment data, interlayer testing data, construction parameters, and parameters of new and old asphalt can be accurately obtained during the construction process. Based on the collected data, the asphalt fusion and bonding conditions during construction are evaluated, and the asphalt fusion coefficient and interlayer bonding potential coefficient are determined. Net heat efficiency is calculated based on the asphalt fusion coefficient and interlayer bonding potential coefficient. Furthermore, optimization measures are determined based on the asphalt fusion coefficient, interlayer bonding potential coefficient, and net heat efficiency, improving the effectiveness and accuracy of thin-layer overlay paving optimization. When determining the asphalt fusion coefficient, it can be determined based on the upper limit of mechanical force contribution, effective stress time, mixing energy input rate, crushing sensitivity coefficient, mixed asphalt temperature, diffusion rate coefficient of new and old asphalt, and the interfacial energy difference between new and old asphalt. During the calculation process, the effect of continuous mechanical force on promoting the mutual diffusion, transport, and homogenization between new and old asphalt molecules, the time effect during the fusion process, and the interfacial energy difference can be accurately analyzed. Based on the analysis results, the asphalt fusion coefficient is determined, improving its accuracy. When determining the interlayer bond potential coefficient, it can be determined based on ambient atmospheric pressure, the surface bond coefficient of the underlying layer, the asphalt viscosity of the underlying layer surface, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface. During the calculation process, the interlayer bond potential coefficient can be determined based on three aspects: viscosity matching degree, interface density, and the surface quality of the underlying layer, thus improving the accuracy of the interlayer bond potential coefficient. When determining the net thermal efficiency, it can be determined based on total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bond potential coefficient, equivalent thermal conductivity, convective heat transfer coefficient, effective heat dissipation surface area, surface emissivity, average pavement temperature, ambient air temperature, subgrade temperature, average material temperature change, depth of thermal action, conduction area, total mass of heated material, and average specific heat capacity of heated material. During the calculation process, the net thermal efficiency can be determined by subtracting the total ambient heat dissipation, the energy consumed by changes in the asphalt fusion coefficient and interlayer bond potential coefficient, and the energy required to change the material's own temperature from the total heating power, thus improving the accuracy of the net thermal efficiency.

[0045] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Other features and aspects of the invention will become clearer from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0047] Figure 1 An exemplary flowchart illustrates a thin-layer cover laying optimization method based on thermal regeneration technology according to an embodiment of the present invention;

[0048] Figure 2 A schematic diagram illustrating the determination of the asphalt fusion coefficient according to an embodiment of the present invention is shown exemplarily;

[0049] Figure 3 A schematic diagram illustrating the determination of the adhesion coefficient of the underlying layer surface according to an embodiment of the present invention is shown.

[0050] Figure 4 A schematic diagram illustrating the determination of the interlayer bonding potential coefficient according to an embodiment of the present invention is shown exemplarily;

[0051] Figure 5 A schematic diagram illustrating the determination of net heat efficiency according to an embodiment of the present invention is shown exemplarily;

[0052] Figure 6 A block diagram of a thin-layer cover laying optimization system based on thermal regeneration technology according to an embodiment of the present invention is shown as an example. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. 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 are within the scope of protection of the present invention.

[0054] The technical solution of the present invention will be described in detail below with reference to specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0055] Figure 1 An exemplary flowchart illustrates a thin-layer cover laying optimization method based on thermal regeneration technology according to an embodiment of the present invention, the method comprising:

[0056] Step S1: At multiple points during the construction cycle, acquire surface data of the underlying layer, construction environment data, interlayer testing data, construction parameters, and parameters of new and old asphalt.

[0057] Step S2: Determine the asphalt fusion coefficient based on the construction parameters and the parameters of the new and old asphalt.

[0058] Step S3: Determine the surface adhesion coefficient of the underlying layer based on the surface data of the underlying layer;

[0059] Step S4: Determine the interlayer bonding potential coefficient based on the surface adhesion coefficient of the underlying layer and the interlayer detection data;

[0060] Step S5: Determine the net heat efficiency based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the construction parameters;

[0061] Step S6: Determine optimization measures based on the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the net heat efficiency.

[0062] The thin-layer overlay paving optimization method based on thermal recycling technology according to embodiments of the present invention can accurately acquire surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt during the construction process. Based on the collected data, the asphalt fusion and bonding conditions during the construction process are evaluated to determine the asphalt fusion coefficient and interlayer bonding potential coefficient. The net heat efficiency is calculated based on the asphalt fusion coefficient and interlayer bonding potential coefficient. Furthermore, optimization measures are determined based on the asphalt fusion coefficient, interlayer bonding potential coefficient, and net heat efficiency, thereby improving the effectiveness and accuracy of thin-layer overlay paving optimization.

[0063] According to one embodiment of the present invention, in step S1, at multiple moments during the construction cycle, surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt are acquired.

[0064] For example, by using various testing instruments and sensor devices (such as temperature sensors, ground temperature sensors, portable emissivity meters, etc.), the following data can be obtained: surface data of the underlying layer (e.g., surface texture depth of the underlying layer), construction environment data of the construction site (e.g., average road surface temperature, ambient air temperature, subgrade temperature), interlayer testing data between the underlying layer and the thin layer (e.g., asphalt viscosity at the surface of the underlying layer, asphalt viscosity at the bottom of the thin layer, and residual air pressure at the interface), construction parameters of construction equipment and construction technology (e.g., total heating power, thermal action depth, and conduction area), and testing parameters of new and old asphalt, i.e., parameters of new and old asphalt (e.g., temperature of mixed asphalt).

[0065] According to one embodiment of the present invention, in step S2, the asphalt fusion coefficient is determined based on the construction parameters and the parameters of the new and old asphalt.

[0066] Figure 2 A schematic diagram illustrating the determination of the bitumen fusion coefficient according to an embodiment of the present invention is shown.

[0067] According to an embodiment of the present invention, step S2 includes:

[0068] Step S21: Determine the effective stress time and mixing energy input rate based on the construction parameters;

[0069] Step S22: Based on the parameters of the new and old asphalt, determine the interfacial energy difference between the new and old asphalt, the crushing sensitivity coefficient, the mixed asphalt temperature, and the diffusion rate coefficient between the new and old asphalt.

[0070] Step S23: Obtain the upper limit of mechanical force contribution;

[0071] Step S24: Determine the asphalt fusion coefficient based on the upper limit of mechanical force contribution, the effective stress time, the stirring energy input rate, the crushing sensitivity coefficient, the mixed asphalt temperature, the diffusion rate coefficient of new and old asphalt, and the interface energy difference between new and old asphalt.

[0072] For example, the effective stress time is the time during which the material actually withstands effective mechanical force (shearing, extrusion, etc.) in the mixing equipment, which can be determined based on the effective mixing time of the agitator. The mixing energy input rate represents the force flow density or energy input rate generated during the mixing process (e.g., the shearing of the material clump by the mixing blades, the mutual collision and friction between materials). The mixing energy input rate can be determined by measuring the real-time power of the motor (subtracting the no-load power) and then dividing it by the volume of the material in the mixing drum at that moment. The crushing sensitivity coefficient represents the sensitivity of the crushing effect to the mechanical force intensity, which can be obtained by fitting the strength gradient experimental data (e.g., fixing a very short effective stress time, using different mixing energy input rates for mixing, and measuring the initial experimental fusion degree through microscopy, mechanical properties, and chemical analysis; at this time, the fusion of new and old asphalt is mainly contributed by crushing, and the data of this segment can be expressed as the experimental fusion degree equal to...). The formula is fitted, where, The breakage sensitivity coefficient, For stirring energy input rate, To preset the mixing energy input rate threshold, the crushing sensitivity coefficient can be obtained. The mixing asphalt temperature is the absolute temperature of the recycled asphalt during mixing, which can be obtained in real time using infrared thermography. The diffusion rate coefficient between new and old asphalt represents the diffusion and penetration rate of the rejuvenator in aged asphalt (i.e., the old asphalt inside the RAP particles). The smaller the diffusion rate coefficient, the faster the fusion process reaches saturation. The diffusion rate coefficient between new and old asphalt can be obtained by measuring the change curve of the degree of fusion over time at different temperatures and with different rejuvenators in the laboratory, and then back-calculating it using a fitting formula. For example, in the laboratory, simulating actual process conditions, different temperatures and different combinations of rejuvenators are prepared, and the experimental degree of fusion between new and old asphalt is measured at different mixing and standing times (i.e., effective stress time). This experimental data is then used to calculate the experimental degree of fusion. The formula is fitted, where, For the effective force application time, The diffusion rate coefficient between new and old asphalt is used. Based on the parameters of new and old asphalt, the energy barrier of the interaction between aged asphalt molecules and regenerator / new asphalt molecules is obtained, i.e., the interfacial energy difference between new and old asphalt. The larger the interfacial energy difference between new and old asphalt, the stronger the chemical polarity of the aged asphalt, the worse its compatibility with new materials, and the more difficult the fusion. The interfacial energy difference between new and old asphalt is an intrinsic property of the material and can be determined based on the intrinsic viscosity of old and new asphalt (a specific and fixed reference temperature under standard laboratory test temperature). The upper limit of mechanical force contribution is obtained. The upper limit of mechanical force contribution represents the maximum fusion gain that mechanical force can contribute after sufficient crushing. The upper limit of mechanical force contribution can be measured and calibrated experimentally. The specific process is as follows. 1. During the experiment, while ensuring that the aged asphalt lumps were completely broken up, multiple batches of samples were prepared using different combinations of stirring intensities and times. The cumulative mechanical energy of stirring was recorded for each batch. 2. For each batch of mixed samples, the degree of fusion between the old and new asphalt was measured using a microscope. 3. Multiple sets of measurement data were plotted into a curve. The value of the degree of fusion corresponding to the highest point of the curve is the upper limit of mechanical force contribution. Based on the upper limit of mechanical force contribution, effective stress time, stirring energy input rate, crushing sensitivity coefficient, mixed asphalt temperature, diffusion rate coefficient of old and new asphalt, and the interfacial energy difference between old and new asphalt, the degree of asphalt fusion under the current construction conditions was calculated, and the asphalt fusion coefficient was determined.

[0073] For example, the specific steps for measuring the degree of fusion between new and old asphalt using a microscope in the laboratory are as follows: 1. Cut the recycled asphalt mixture into thin slices or extract the asphalt from it, and stain the new asphalt or recycling agent with a specific fluorescent dye. 2. Observe under a fluorescence microscope or a confocal laser scanning microscope. The new and old asphalt will show different colors under ultraviolet light excitation (for example, aged asphalt is cyan-blue, and new asphalt / recycling agent is yellow-green). 3. Analyze the photos using professional image processing software (such as Image-Pro Plus, Image), identify and calculate the proportion of the area of ​​the two colors intertwined and mixed to the total interface area. This proportion can be used as the experimental measurement of the degree of fusion.

[0074] According to an embodiment of the present invention, step S24 includes: determining the asphalt fusion coefficient at the i-th moment of the construction cycle according to formula (1). , (1),

[0075] in, and These are preset parameters. The diffusion rate coefficient between new and old asphalt. Due to the difference in interfacial properties between new and old asphalt, Let K be the temperature of the mixed asphalt at the i-th moment of the construction cycle, and K be the Boltzmann constant. Let be the mixing energy input rate at the i-th moment of the construction cycle. To preset the stirring energy input rate threshold, The breakage sensitivity coefficient, To contribute an upper limit to mechanical force, The effective stress time is the i-th moment of the construction cycle.

[0076] According to one embodiment of the present invention, The preset mixing energy input rate threshold represents the minimum mechanical force required to overcome the interfacial adhesion of the aged asphalt film and initiate its breakage. This threshold can be obtained before construction through micromechanical experiments. For example, it can be achieved using the force curve mode of an atomic force microscope or by directly measuring the breakthrough force or yield stress of the aged asphalt film on the surface of a single RAP particle at a microscopic scale using a nanoindenter. The average value obtained after statistical analysis is the preset mixing energy input rate threshold. The difference between the actual applied mixing energy input rate and the threshold strength required to overcome the interfacial adhesion between the aged asphalt film and the aggregate and to initiate crushing, when When the value is less than 0, it indicates that the applied force is insufficient to overcome the adhesive force and cannot initiate effective breakage. A value greater than 0 indicates that the applied force has exceeded the threshold value and has become the net driving force for the crushing process. The breakage sensitivity coefficient, For dimensionless decision variables, when When the value is a large negative number, it indicates that the aged asphalt film is completely broken. When the value is a large positive number, it indicates that the aged asphalt film is not broken. When the value is 0, it indicates that the state is critical. This indicates the condition of the aged asphalt film. A value of 0 indicates that the aged asphalt film is not broken. When this occurs, it indicates that the aged asphalt film is partially broken. The larger the size, the more complete the fragmentation, and the more new contact surfaces are exposed. A value of 1 indicates the complete rupture of the ideal, creating optimal conditions for subsequent fusion. This indicates the effect of mechanical force on creating an effective contact area between new and old asphalt.

[0077] According to one embodiment of the present invention, and These are preset parameters, where, Indicates whether the efficiency of energy input is constant, when When the value equals 1, it represents an ideal mixing situation where energy efficiency is constant. A value less than 1 indicates the actual mixing situation, where the benefit of subsequent energy input decreases as the cumulative energy (stirring energy input rate multiplied by effective force application time) increases. The smaller the value, the faster this efficiency decays. It has the dimension of energy and represents the energy input required to reach saturation. and Measurements and calibrations can be performed through experiments before construction. For example, ensure the experiment is conducted under conditions where the aged asphalt film is fully broken to eliminate interference from insufficient breaking. Systematically change the combination of mixing energy input rate and effective stress time to prepare multiple sets of samples and determine the cumulative mechanical energy input (mixing energy input rate multiplied by effective stress time) for each set. Measure the degree of fusion between the new and old asphalt for each set of samples. From the measured total fusion degree, subtract the contribution from thermodynamic (temperature) and other factors to obtain the diffusion contribution mainly driven by mechanical energy. Input the obtained cumulative mechanical energy inputs and mechanical energy-driven diffusion contributions into data processing software and then... Perform fitting and determine and , This represents the effective force application time in the experiment used for fitting. This represents the stirring energy input rate in the experiment used for fitting.

[0078] According to one embodiment of the present invention, The upper limit of the contribution of mechanical force represents the physical boundary of the mechanical force action, that is, the upper limit of the degree of fusion under the action of mechanical force. The product of the stirring energy input rate and the effective force application time represents the input mechanical energy. This indicates that in the initial stage, the input mechanical energy can efficiently promote diffusion (the curve rises rapidly), but as the mixing becomes more uniform and the concentration gradient decreases, the diffusion gain from the same energy becomes smaller and smaller (the curve gradually flattens). This indicates the effect of continuous mechanical force on promoting the mutual diffusion, transport, and homogenization between new and old asphalt molecules after the effective contact surface is established.

[0079] According to one embodiment of the present invention, This indicates the contribution of mechanical force to the degree of asphalt bonding.

[0080] According to one embodiment of the present invention, A dimensionless ratio, indicating sufficient time for stirring. This describes the classical kinetic characteristics of molecular diffusion. When the effective stress time is short, such as when the effective stress time is equal to three times the diffusion rate coefficient of the new and old asphalt, the contact area between the new and old asphalt and the interior of the RAP is large, the concentration gradient is steep, and the diffusion and fusion process is very fast. The value increases rapidly and linearly with the increase of effective force time. As time goes by, the concentration near the diffusion interface tends to reach equilibrium, the diffusion driving force weakens, and the process gradually slows down. The value slowly approaches 1, indicating that the fusion process is basically complete and has reached saturation. This indicates the time-effect status during the fusion process.

[0081] According to one embodiment of the present invention, due to oxidation, the chemical structure (polarity) of aged asphalt molecules differs from that of newly added rejuvenating agents or new asphalt molecules. The difference in interfacial energy between the new and old asphalt represents the resistance to the fusion of the two asphalts. This indicates the driving force behind the fusion of old and new asphalt, when Much larger hour, A value approaching 0 indicates that fusion is almost impossible. Much larger hour, A value approaching 1 indicates that fusion can be started efficiently.

[0082] According to one embodiment of the present invention, This indicates that the asphalt fusion coefficient is determined based on three aspects: mechanical force effect, time effect, and interfacial energy difference.

[0083] In this way, the asphalt fusion coefficient can be determined based on the upper limit of mechanical force contribution, effective stress time, mixing energy input rate, crushing sensitivity coefficient, mixed asphalt temperature, diffusion rate coefficient of new and old asphalt, and interfacial energy difference between new and old asphalt. During the calculation process, the effect of continuous mechanical force on promoting mutual diffusion, transport and homogenization between new and old asphalt molecules, the time effect during the fusion process and the interfacial energy difference can be accurately analyzed. Based on the analysis results, the asphalt fusion coefficient can be determined, thus improving the accuracy of the asphalt fusion coefficient.

[0084] According to one embodiment of the present invention, in step S3, the surface adhesion coefficient of the underlying layer is determined based on the surface data of the underlying layer.

[0085] Figure 3 A schematic diagram illustrating the determination of the surface adhesion coefficient of the underlying layer according to an embodiment of the present invention is shown.

[0086] According to an embodiment of the present invention, step S3 includes:

[0087] Step S31: Determine the surface texture depth and contamination level of the underlying layer based on the surface data of the underlying layer;

[0088] Step S32: Determine the surface contamination coefficient based on the degree of contamination;

[0089] Step S33: Determine the surface adhesion coefficient of the underlying layer based on the surface texture depth and the surface contamination coefficient.

[0090] For example, a laser 3D profile scanner installed on the pretreatment equipment can measure the surface texture depth of the underlying layer in real time. The unit of the underlying layer surface texture depth is millimeters. A multispectral or hyperspectral imaging camera can be used to analyze the surface reflectance spectral characteristics and compare them with a cleanroom standard panel to assess the degree of contamination in real time (e.g., the coverage ratio of moisture, oil, and dust). The contamination degree is normalized to a range of 0 to 1 to determine the surface contamination coefficient. The higher the surface contamination coefficient, the more contaminants on the surface and the smaller the effective contact area. Based on... The bonding coefficient of the underlying layer surface is determined. The larger the bonding coefficient of the underlying layer surface, the better the bonding.

[0091] According to one embodiment of the present invention, in step S4, the interlayer bonding potential coefficient is determined based on the surface adhesion coefficient of the underlying layer and the interlayer detection data.

[0092] Figure 4 A schematic diagram illustrating the determination of the interlayer bonding potential coefficient according to an embodiment of the present invention is shown.

[0093] According to an embodiment of the present invention, step S4 includes:

[0094] Step S41: Based on the interlayer detection data, determine the asphalt viscosity at the surface of the underlying layer, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface;

[0095] Step S42: Obtain the ambient atmospheric pressure;

[0096] Step S43: Determine the interlayer bonding potential coefficient based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface.

[0097] For example, the surface temperature of the underlying layer is measured in real time by an infrared thermometer installed on the pretreatment equipment of the underlying layer, and the surface asphalt viscosity of the underlying layer is determined by using the pre-stored asphalt viscosity-temperature curve (obtained through laboratory rheological tests before construction). The average temperature of the freshly laid mixture is measured in real time by an infrared thermometer array installed in front of the paver screed, and the asphalt viscosity at the bottom of the layer is determined by the asphalt viscosity-temperature curve. The air pressure in the interface area, i.e., the residual air pressure at the interface, is measured in real time by a pre-embedded or non-contact pressure sensor (e.g., a miniature air pressure sensor array). The ambient atmospheric pressure is obtained by an air pressure sensor. Based on the bonding coefficient of the underlying layer surface, the asphalt viscosity of the underlying layer surface, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface, the bonding potential under the current construction process conditions is evaluated, and the interlayer bonding potential coefficient is determined.

[0098] According to an embodiment of the present invention, step S43 includes: determining the interlayer bond potential coefficient at the i-th moment of the construction cycle according to formula (2). , (2),

[0099] in, Let be the viscosity of the asphalt surface of the subgrade at the i-th moment of the construction cycle. Let be the viscosity of the thin-layer bottom asphalt at the i-th moment of the construction cycle. Let be the residual air pressure at the interface at the i-th moment of the construction cycle. Let be the ambient atmospheric pressure at the i-th moment of the construction cycle. Let be the surface bonding coefficient of the underlying layer at the i-th moment of the construction cycle. This is a preset threshold for the adhesion coefficient of the underlying layer surface.

[0100] According to one embodiment of the present invention, The viscosity difference between the asphalt viscosity at the surface of the underlying layer and the asphalt viscosity at the bottom of the thin layer is given by... When the value is 0, it indicates that at the contact interface, the new and old asphalt are in almost the same rheological state. Much larger This indicates that the underlying asphalt layer is too hard and too thick, while the thin layer of asphalt is too soft and too thin. Under compaction, the soft new asphalt is easily squeezed out and cannot effectively bond with the hard old asphalt surface. The contact area is small, and the adhesion is weak. much smaller This indicates that the underlying asphalt layer is too soft and too thin, while the thin asphalt layer is too hard and too thick. In this case, the hard new asphalt layer will have difficulty sinking into the soft underlying layer, which may cause the underlying layer material to be excessively pushed and deformed, thus failing to form an effective bond. This is the sum of the asphalt viscosity at the surface of the underlying layer and the asphalt viscosity at the bottom of the thin layer, used for normalization. This indicates the degree of viscosity mismatch between the asphalt on the underlying layer surface and the freshly laid thin layer of asphalt at the current construction temperature. The larger the value, the greater the mismatch. By squaring, we can obtain... The above squaring operation ensures The value is less than 1, and it can amplify the penalty for mismatch when the viscosity difference is not significant. The value is very small. The value is close to 1 when the viscosity difference is significant. The value increased rapidly, leading to The value decreases sharply, accurately reflecting the physical law that severe viscosity mismatch will greatly impair adhesion.

[0101] According to one embodiment of the present invention, This represents the ratio of residual air pressure at the interface to ambient atmospheric pressure at the i-th moment of the construction cycle. During compaction, the more thorough the compaction, the more air is expelled, resulting in lower residual air pressure. This can be achieved through... Indicates the interface porosity. This indicates the interface density. The higher the interface density, the more direct contact there is between asphalt and asphalt, and between aggregates, resulting in higher bonding quality.

[0102] According to one embodiment of the present invention, This is the ratio of the surface adhesion coefficient of the subgrade at the i-th moment of the construction cycle to a preset threshold for the surface adhesion coefficient of the subgrade. The preset threshold for the surface adhesion coefficient of the subgrade can be determined based on design requirements or the average surface adhesion coefficient of the subgrade in historically optimal construction sections. The larger the value, the rougher and cleaner the surface of the underlying layer. A rough and clean surface is beneficial for adhesion.

[0103] According to one embodiment of the present invention, This indicates that the interlayer bonding potential coefficient is determined based on three aspects: viscosity matching degree, interfacial density, and surface quality of the underlying layer.

[0104] In this way, the interlayer bonding potential coefficient can be determined based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface. During the calculation process, the interlayer bonding potential coefficient can be determined based on three aspects: viscosity matching degree, interface density, and the surface quality of the underlying layer, thus improving the accuracy of the interlayer bonding potential coefficient.

[0105] According to an embodiment of the present invention, in step S5, the net heat efficiency is determined based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the construction parameters.

[0106] Figure 5 A schematic diagram illustrating the determination of net thermal efficiency according to an embodiment of the present invention is shown as an example.

[0107] According to an embodiment of the present invention, step S5 includes:

[0108] Step S51: Determine the rate of change of the asphalt fusion coefficient and the rate of change of the interlayer bond potential coefficient based on the asphalt fusion coefficient and the interlayer bond potential coefficient.

[0109] Step S52: Based on the construction environment data, determine the equivalent thermal conductivity, convective heat transfer coefficient, effective heat dissipation surface area, surface emissivity, foundation temperature, average road surface temperature, and ambient air temperature.

[0110] Step S53: Determine the total heating power, thermal penetration depth, and conduction area based on the construction parameters;

[0111] Step S54: Based on the parameters of the new and old asphalt, determine the total mass of the heating material, the average specific heat capacity of the heating material, and the average temperature change of the material.

[0112] Step S55: Determine the net heat efficiency based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the depth of thermal action, the conduction area, the total mass of the heating material, and the average specific heat capacity of the heating material.

[0113] For example, the asphalt fusion coefficient and interlayer bond potential coefficient can be fitted with time points in the construction cycle to obtain the asphalt fusion coefficient function and the interlayer bond potential coefficient function. The derivatives of these functions can then be obtained to extract the rate of change of the asphalt fusion coefficient and the rate of change of the interlayer bond potential coefficient. The equivalent thermal conductivity is the equivalent thermal conductivity of the pavement structural layers (from the surface layer to the underlying layer), which can be found in material supplier databases or engineering manuals. The convective heat transfer coefficient is the surface convective heat transfer coefficient related to real-time wind speed, and can be obtained by using... The effective heat dissipation surface area is determined by the classical engineering formula. It is the effective heat dissipation surface area between the road surface and the air, and can be determined by the geometric dimensions of the construction area. The surface emissivity is the emissivity of the road surface, which can be obtained from material handbooks or measured using a portable emissivity meter. The subgrade temperature is the ground temperature at a certain depth (e.g., usually a constant temperature layer), which can be preset to the local annual average ground temperature (a known regional constant) or read in real time by a ground temperature sensor embedded in the road structure. The average road surface temperature is the real-time average temperature of the heated road surface, determined by an infrared temperature measurement array or... The average value is calculated in real time using cloth thermocouples. The ambient air temperature is the temperature of the air at the construction site during the cycle, measured in real time by on-site temperature and humidity sensors. The total heating power can be determined by comprehensively considering the instantaneous power of all heating equipment. The thermal effect depth is the vertical depth at which heat effectively affects or needs to be controlled during the construction process, which can be directly obtained from the construction documents. The conduction area is the effective conduction area in contact with the underlying ground, usually equal to the surface area of ​​the construction area. The total mass of the heating material can be calculated from the paving volume and density. The average specific heat capacity of the heating material can be determined according to the material type. The average temperature change value of the material can be calculated by differential calculation based on the data from the real-time temperature sensor network, for example, by subtracting the average temperature of the previous moment in the construction cycle from the current average temperature. Based on the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average pavement temperature, the ambient air temperature, the subgrade temperature, the average temperature change value of the material, the thermal effect depth, the conduction area, the total mass of the heating material, and the average specific heat capacity of the heating material, the available power input to the pavement system during the construction process is evaluated to determine the net heat efficiency.

[0114] According to an embodiment of the present invention, step S55 includes: determining the net heat efficiency at the i-th moment of the construction cycle according to formula (3). , (3),

[0115] in, The total heating power at the i-th moment of the construction cycle. Let be the convective heat transfer coefficient at the i-th moment of the construction cycle. To achieve effective heat dissipation surface area, Let be the average road surface temperature at the i-th moment of the construction cycle. Let be the ambient air temperature at the i-th moment of the construction cycle. For surface emissivity, Boltzmann's constant, Let be the foundation temperature at the i-th moment of the construction cycle. For the conduction area, For the depth of thermal action, The equivalent thermal conductivity is The total mass of the heating material. The average specific heat capacity of the heating material. This represents the average temperature change of the material at the i-th moment of the construction cycle. To preset the first energy conversion coefficient, To preset the second energy conversion coefficient, Let be the rate of change of the asphalt fusion coefficient at the i-th moment of the construction cycle. This represents the rate of change of the interlayer bonding potential coefficient at the i-th moment of the construction cycle.

[0116] According to one embodiment of the present invention, the heat flux density (heat loss per unit area) of an object surface into a fluid (e.g., air) via convection is proportional to the difference between the object surface temperature and the fluid temperature. This represents the heat consumed by forced convection diffusion. Net radiative heat flux density, This represents the amount of heat dissipated from the road surface to the sky and surrounding environment in the form of infrared radiation (thermal radiation), i.e., thermal radiation heat loss. It is the ratio of equivalent thermal conductivity to thermal penetration depth, representing the equivalent thermal conductivity of a pavement structural layer per unit thickness. To achieve effective heat dissipation surface area, Let be the temperature difference between the average road surface temperature and the subgrade temperature at the i-th moment of the construction cycle, and let represent the thermal conductivity temperature difference. This refers to the amount of heat dissipated from the heated road surface through the structural layer materials themselves to the unheated, cooler foundation below; that is, heat conduction heat loss. This represents the total heat dissipation of the environment.

[0117] According to one embodiment of the present invention, The first energy conversion coefficient is preset, representing the energy change corresponding to a unit change in the asphalt fusion coefficient. The preset second energy conversion coefficient represents the energy change corresponding to a change in the unit interlayer bonding potential coefficient, measured in joules. It can be determined through process calibration methods. For example, in a laboratory setting, an experimental mixture with a composition similar to the current construction mixture is heated to a target experimental temperature. The heat energy consumed in heating the experimental mixture to the target experimental temperature, as well as the mechanical energy consumed during mixing, are determined. Based on the heat and mechanical energy, the total energy consumption is determined. Under a fixed material system (e.g., the diffusion rate coefficients of new and old asphalt and the interfacial energy difference between new and old asphalt are fixed), by changing process parameters (e.g., changing the effective stress time and mixing energy input rate), a series of corresponding asphalt fusion coefficients and total energy consumption are determined. A curve is plotted based on these corresponding asphalt fusion coefficients and total energy consumption. The average value of this curve from 0 to a specific asphalt fusion coefficient is the preset first energy conversion coefficient. Similarly, the determination methods for the preset second energy conversion coefficient and the preset first energy conversion coefficient are similar and will not be elaborated further here. This represents the energy consumed by the changes in the asphalt fusion coefficient and interlayer bond potential coefficient at the i-th moment of the construction cycle.

[0118] According to one embodiment of the present invention, This represents thermal inertial power, which occurs when the material is heated. A positive value indicates that some of the input power is absorbed by the material for temperature rise, rather than for work or loss; that is, the energy used to change the material's own temperature.

[0119] According to one embodiment of the present invention, The net thermal efficiency is determined by subtracting the total heat dissipation from the environment, the energy consumed by changes in the asphalt fusion coefficient and interlayer bonding potential coefficient, and the energy required to change the material's own temperature from the total heating power.

[0120] In this way, the net thermal efficiency can be determined based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the depth of thermal action, the conduction area, the total mass of the heated material, and the average specific heat capacity of the heated material. During the calculation process, the net thermal efficiency can be determined by subtracting the total heat dissipation from the environment, the energy consumed by the changes in the asphalt fusion coefficient and the interlayer bonding potential coefficient, and the energy used to change the temperature of the material itself from the total heating power, thus improving the accuracy of the net thermal efficiency.

[0121] According to one embodiment of the present invention, in step S6, optimization measures are determined based on the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the net heat efficiency.

[0122] For example, when the net thermal efficiency is 0, the construction system is in perfect thermal equilibrium, and the input power is just enough to compensate for all heat loss, provide the energy required for performance improvement, and meet the energy required for material temperature rise. When the net thermal efficiency is greater than 0, the input power is excessive, and the excess energy is not effectively utilized, which may lead to material overheating and aging and energy waste. The heating power should be reduced. When the net thermal efficiency is less than 0, the input power is insufficient, and the energy gap will lead to the inability to achieve performance targets (insufficient asphalt fusion coefficient and interlayer bond potential coefficient), a drop in material temperature, and difficulty in compaction. The heating power should be increased. When the asphalt fusion coefficient is less than the preset asphalt fusion coefficient threshold (which can be set to 0.85), the mixed asphalt temperature can be increased or the effective stress time can be increased. When the interlayer bond potential coefficient is less than the preset asphalt fusion coefficient threshold (which can be set to 0.8), the compaction process can be optimized to reduce residual air at the interface.

[0123] The thin-layer overlay paving optimization method based on thermal recycling technology according to embodiments of the present invention can accurately acquire surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt during the construction process. Based on the collected data, the asphalt fusion and bonding conditions during construction are evaluated to determine the asphalt fusion coefficient and interlayer bonding potential coefficient. Net heat efficiency is calculated based on the asphalt fusion coefficient and interlayer bonding potential coefficient. Furthermore, optimization measures are determined based on the asphalt fusion coefficient, interlayer bonding potential coefficient, and net heat efficiency, improving the effectiveness and accuracy of thin-layer overlay paving optimization. When determining the asphalt fusion coefficient, it can be determined based on the upper limit of mechanical force contribution, effective stress time, mixing energy input rate, crushing sensitivity coefficient, mixed asphalt temperature, diffusion rate coefficient of new and old asphalt, and the interfacial energy difference between new and old asphalt. During the calculation process, the effect of continuous mechanical force on promoting mutual diffusion, transport, and homogenization between new and old asphalt molecules, the time effect during the fusion process, and the interfacial energy difference can be accurately analyzed. Based on the analysis results, the asphalt fusion coefficient is determined, improving its accuracy. When determining the interlayer bond potential coefficient, it can be determined based on ambient atmospheric pressure, the surface bond coefficient of the underlying layer, the asphalt viscosity of the underlying layer surface, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface. During the calculation process, the interlayer bond potential coefficient can be determined based on three aspects: viscosity matching degree, interface density, and the surface quality of the underlying layer, thus improving the accuracy of the interlayer bond potential coefficient. When determining the net thermal efficiency, it can be determined based on total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bond potential coefficient, equivalent thermal conductivity, convective heat transfer coefficient, effective heat dissipation surface area, surface emissivity, average pavement temperature, ambient air temperature, subgrade temperature, average material temperature change, depth of thermal action, conduction area, total mass of heated material, and average specific heat capacity of heated material. During the calculation process, the net thermal efficiency can be determined by subtracting the total ambient heat dissipation, the energy consumed by changes in the asphalt fusion coefficient and interlayer bond potential coefficient, and the energy required to change the material's own temperature from the total heating power, thus improving the accuracy of the net thermal efficiency.

[0124] Figure 6 An exemplary block diagram of a thin-layer cover laying optimization system based on thermal regeneration technology according to an embodiment of the present invention is shown, the system comprising:

[0125] The detection data module is used to acquire surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt at multiple points in the construction cycle.

[0126] The fusion coefficient module is used to determine the asphalt fusion coefficient based on the construction parameters and the parameters of the new and old asphalt.

[0127] A surface bonding module is used to determine the surface bonding coefficient of the underlying layer based on the surface data of the underlying layer.

[0128] The bonding strength module is used to determine the interlayer bonding potential coefficient based on the bonding coefficient of the underlying layer surface and the interlayer detection data.

[0129] The utility module is used to determine the net heat utility based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters.

[0130] An optimization module is used to determine optimization measures based on the asphalt fusion coefficient, the interlayer bond potential coefficient, and the net heat efficiency.

[0131] This invention can be a method, apparatus, system, and / or computer program product. The computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for performing various aspects of the invention.

[0132] Those skilled in the art should understand that the embodiments of the present invention described above and shown in the accompanying drawings are merely examples and do not limit the present invention. The objectives of the present invention have been fully and effectively achieved. The functions and structural principles of the present invention have been demonstrated and explained in the embodiments, and any variations or modifications may be made to the implementation of the present invention without departing from the stated principles.

Claims

1. An optimized method for thin-layer overlay laying based on thermal regeneration technology, characterized in that, include: At multiple points during the construction cycle, acquire surface data of the underlying layer, construction environment data, interlayer testing data, construction parameters, and parameters of new and old asphalt. The asphalt fusion coefficient is determined based on the construction parameters and the parameters of the new and old asphalt. Based on the surface data of the underlying layer, determine the surface adhesion coefficient of the underlying layer; The interlayer bonding potential coefficient is determined based on the surface adhesion coefficient of the underlying layer and the interlayer detection data. The net heat efficiency is determined based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters. Optimization measures are determined based on the asphalt fusion coefficient, the interlayer bonding potential coefficient, and the net heat efficiency.

2. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 1, characterized in that, Based on the construction parameters and the parameters of the new and old asphalt, the asphalt fusion coefficient is determined, including: Based on the construction parameters, determine the effective stress time and mixing energy input rate; Based on the parameters of the new and old asphalt, determine the interfacial energy difference between the new and old asphalt, the crushing sensitivity coefficient, the mixing temperature of the asphalt, and the diffusion rate coefficient between the new and old asphalt. Obtain the upper limit of mechanical force contribution; The asphalt fusion coefficient is determined based on the upper limit of mechanical force contribution, the effective stress time, the stirring energy input rate, the crushing sensitivity coefficient, the mixed asphalt temperature, the diffusion rate coefficient of new and old asphalt, and the interface energy difference between new and old asphalt.

3. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 2, characterized in that, The asphalt fusion coefficient is determined based on the upper limit of mechanical force contribution, the effective stress time, the mixing energy input rate, the crushing sensitivity coefficient, the mixed asphalt temperature, the diffusion rate coefficient between new and old asphalt, and the interfacial energy difference between new and old asphalt, including: according to the formula: ， Determine the asphalt fusion coefficient at the i-th moment of the construction cycle. ,in, and These are preset parameters. The diffusion rate coefficient between new and old asphalt. Due to the difference in interfacial properties between new and old asphalt, Let K be the temperature of the mixed asphalt at the i-th moment of the construction cycle, and K be the Boltzmann constant. Let be the mixing energy input rate at the i-th moment of the construction cycle. To preset the stirring energy input rate threshold, The breakage sensitivity coefficient, To contribute an upper limit to mechanical force, The effective stress time is the i-th moment of the construction cycle.

4. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 1, characterized in that, Based on the surface data of the underlying layer, the surface adhesion coefficient of the underlying layer is determined, including: Based on the surface data of the underlying layer, determine the surface texture depth and contamination level of the underlying layer; The surface contamination coefficient is determined based on the degree of contamination. The surface adhesion coefficient of the underlying layer is determined based on the surface texture depth and the surface contamination coefficient.

5. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 1, characterized in that, Based on the surface adhesion coefficient of the underlying layer and the interlayer testing data, the interlayer adhesion potential coefficient is determined, including: Based on the interlayer detection data, the asphalt viscosity at the surface of the underlying layer, the asphalt viscosity at the bottom of the thin layer, and the residual air pressure at the interface are determined. Obtain ambient atmospheric pressure; The interlayer bonding potential coefficient is determined based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface.

6. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 5, characterized in that, The interlayer bonding potential coefficient is determined based on the ambient atmospheric pressure, the surface adhesion coefficient of the underlying layer, the surface asphalt viscosity of the underlying layer, the bottom asphalt viscosity of the thin layer, and the residual air pressure at the interface, including: according to the formula: ， Determine the interlayer bond potential coefficient at the i-th moment of the construction cycle. ,in, Let be the viscosity of the asphalt surface of the subgrade at the i-th moment of the construction cycle. Let be the viscosity of the thin-layer bottom asphalt at the i-th moment of the construction cycle. Let be the residual air pressure at the interface at the i-th moment of the construction cycle. Let be the ambient atmospheric pressure at the i-th moment of the construction cycle. Let be the surface bonding coefficient of the underlying layer at the i-th moment of the construction cycle. This is a preset threshold for the adhesion coefficient of the underlying layer surface.

7. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 1, characterized in that, Based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters, the net heat efficiency is determined, including: The rate of change of the asphalt fusion coefficient and the rate of change of the interlayer bond potential coefficient are determined based on the asphalt fusion coefficient and the interlayer bond potential coefficient. Based on the construction environment data, the equivalent thermal conductivity, convective heat transfer coefficient, effective heat dissipation surface area, surface emissivity, foundation temperature, average road surface temperature, and ambient air temperature are determined. Based on the construction parameters, determine the total heating power, thermal penetration depth, and conduction area; Based on the parameters of the new and old asphalt, determine the total mass of the heating material, the average specific heat capacity of the heating material, and the average temperature change of the material. The net heat efficiency is determined based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the depth of thermal action, the conductive area, the total mass of the heating material, and the average specific heat capacity of the heating material.

8. The optimized method for thin-layer cover laying based on thermal regeneration technology according to claim 7, characterized in that, The net heat efficiency is determined based on the total heating power, the rate of change of the asphalt fusion coefficient, the rate of change of the interlayer bonding potential coefficient, the equivalent thermal conductivity, the convective heat transfer coefficient, the effective heat dissipation surface area, the surface emissivity, the average road surface temperature, the ambient air temperature, the subgrade temperature, the average temperature change of the material, the depth of thermal action, the conductive area, the total mass of the heating material, and the average specific heat capacity of the heating material, including: according to the formula: ， Determine the net heat efficiency at the i-th moment of the construction period. ,in, The total heating power at the i-th moment of the construction cycle. Let be the convective heat transfer coefficient at the i-th moment of the construction cycle. To achieve effective heat dissipation surface area, Let be the average road surface temperature at the i-th moment of the construction cycle. Let be the ambient air temperature at the i-th moment of the construction cycle. For surface emissivity, Boltzmann's constant, Let be the foundation temperature at the i-th moment of the construction cycle. For the conduction area, For the depth of thermal action, The equivalent thermal conductivity is The total mass of the heating material. The average specific heat capacity of the heating material. This represents the average temperature change of the material at the i-th moment of the construction cycle. To preset the first energy conversion coefficient, To preset the second energy conversion coefficient, Let be the rate of change of the asphalt fusion coefficient at the i-th moment of the construction cycle. This represents the rate of change of the interlayer bonding potential coefficient at the i-th moment of the construction cycle.

9. A thin-layer cover laying optimization system based on thermal regeneration technology, characterized in that, For performing the method of any one of claims 1-8, comprising: The detection data module is used to acquire surface data of the underlying layer, construction environment data, interlayer detection data, construction parameters, and parameters of new and old asphalt at multiple points in the construction cycle. The fusion coefficient module is used to determine the asphalt fusion coefficient based on the construction parameters and the parameters of the new and old asphalt. A surface bonding module is used to determine the surface bonding coefficient of the underlying layer based on the surface data of the underlying layer. The bonding strength module is used to determine the interlayer bonding potential coefficient based on the bonding coefficient of the underlying layer surface and the interlayer detection data. The utility module is used to determine the net heat utility based on the construction environment data, the parameters of the new and old asphalt, the asphalt fusion coefficient, the interlayer bond potential coefficient, and the construction parameters. An optimization module is used to determine optimization measures based on the asphalt fusion coefficient, the interlayer bond potential coefficient, and the net heat efficiency.

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