A method and system for improving the skid resistance of a highway ultra-thin wearing course pavement

Abstract

The application discloses a method and system for improving the anti-skid performance of an ultrathin wearing layer pavement of an expressway, and relates to the technical field of road engineering pavement maintenance. The method comprises the following steps: identifying a critical proportion threshold of heavy freight vehicles, constructing a time-varying attenuation model of the anti-skid performance of the pavement, and calculating a comprehensive index of the anti-skid performance of the pavement; introducing a dry-compound modifier into modified asphalt to form a compound modified asphalt binder containing a three-dimensional cross-linked lattice structure, testing the high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binder, and calculating an asphalt migration and closure inhibition index, wherein the asphalt migration and closure inhibition index not less than a specified threshold is taken as a judgment standard to determine the optimal type and dosage of the compound modifier; based on the compound modified asphalt binder, the aggregate gradation is optimized by using an open-closed aggregate gradation design method, and the best asphalt dosage is determined through a flying loss rate test, a water immersion stability test and a water permeability coefficient test.

Description

Technical Field

[0001] This invention belongs to the field of road engineering pavement maintenance technology, and more specifically, relates to a method and system for improving the skid resistance of ultra-thin wear layer pavement of highways. Background Technology

[0002] Ultra-thin wearing course technology (represented by Novachip) has been widely used in the maintenance of urban arterial road networks due to its fast construction speed, early traffic opening, and good noise reduction effect. However, under the combined effects of heavy traffic and complex climate, the anti-skid performance of ultra-thin wearing courses exhibits a significantly faster-than-expected degradation phenomenon. Actual monitoring data shows that the lateral force coefficient (SFC) drops below the critical maintenance threshold within 18 to 24 months after opening to traffic, and the texture depth (TD) degrades synchronously, seriously restricting the service life of the surface layer and driving safety.

[0003] To address the aforementioned issues, existing research approaches suffer from three fundamental limitations that restrict the engineering applicability and widespread application value of the technical solutions: Limitation 1: The attenuation prediction model lacks a heavy load threshold activation mechanism. Existing pavement performance attenuation prediction models all use power-law or linear multiplicative factors, simply amplifying the impact of heavy traffic onto the base attenuation rate. However, the actual laws governing pavement physical damage show that when the proportion of heavy vehicles is below a certain critical threshold, aggregate polishing dominates the skid resistance degradation process, and its attenuation rate is relatively slow. But when the proportion of heavy vehicles exceeds this critical threshold, two damage mechanisms—asphalt binder migration and aggregate shedding—are activated simultaneously, resulting in a qualitative leap in the attenuation rate. Existing models cannot capture this threshold activation characteristic, leading to prediction errors exceeding 30% in road sections with a high proportion of heavy loads, thus causing systematic misjudgments of maintenance timing.

[0004] Limitation 2: Lack of a comprehensive quantitative evaluation method for asphalt migration inhibition capacity. The migration of asphalt binder to the surface of the pavement and the sealing of voids under high temperature and heavy load conditions (i.e., the "asphalt floating" phenomenon) is the core physical mechanism leading to the accelerated decline of the skid resistance of ultra-thin wearing courses. Current technologies for evaluating binder performance rely on independent test indicators such as high-temperature viscosity, dynamic shear rheology (DSR) rutting factor, and water stability. These indicators are evaluated separately, lacking a comprehensive evaluation method that integrates high-temperature cohesiveness, oil migration potential, and interfacial grid structure stability into a single operable indicator. This deficiency makes it impossible to quantitatively compare the anti-migration performance of different compound modification schemes, and the selection and dosage optimization of compound modifiers lack unified standards, resulting in low engineering reproducibility.

[0005] Limitation 3: The Novachip synchronous spreading construction process lacks a quantitative control method for time-coupling. The core of Novachip's ultra-thin wearing course construction lies in the precise timing coordination between emulsified asphalt spreading and hot-mix paving: the emulsified asphalt must contact the hot-mix mixture and undergo compaction together within a specific time window after sufficient demulsification to form a bond film but before it is fully cured, in order to achieve a high-strength interlayer bond between the surface layer and the underlying layer. However, existing construction specifications only provide qualitative descriptions or empirical ranges for the interaction and matching relationship between the time interval from spreading to initial compaction, the temperature reached by the mixture, and the amount of emulsified asphalt spread. There is a lack of a method to quantify the quality of time-coupling into a single construction control index, resulting in poor batch stability of interlayer bond quality in large-area construction, which is one of the important causes of early surface layer spalling.

[0006] Therefore, a technical solution is urgently needed to solve the above technical problems. Summary of the Invention

[0007] To address the above technical problems, this invention proposes a method for improving the skid resistance of ultra-thin wearing course pavements on highways, comprising: Obtain the proportion of heavy-duty freight vehicles in each monitoring period, identify the critical proportion threshold of heavy-duty freight vehicles, construct a time-varying decay model of road surface skid resistance performance, and calculate the comprehensive index of road surface skid resistance performance. Dry-process compound modifiers were introduced into modified asphalt to form compound modified asphalt binders with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binders were tested, and the asphalt migration and blocking inhibition index was calculated. The asphalt migration and blocking inhibition index not being lower than the specified threshold was used as the judgment criterion to determine the optimal type and dosage of compound modifiers. Based on the compound modified asphalt binder, the aggregate gradation optimization was completed by adopting the open-joint gradation design method. The optimal asphalt content was determined by the fly scattering loss rate test, the water immersion stability test and the water permeability coefficient test, and the mix proportion design of the surface asphalt mixture was completed.

[0008] Furthermore, the calculation of the comprehensive index of pavement skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant, The threshold is used to activate the incremental decay rate. Activate the sharpness coefficient for Logistic regression. The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction coefficient.

[0009] Furthermore, the calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index To formulate modified asphalt binder at temperature The dynamic viscosity below, For temperature The baseline dynamic viscosity is as follows. The sensitivity coefficient for oil migration potential. The mass fraction of light oil in the compound modified asphalt binder. The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, It contributes an index to the stability of the grid structure.

[0010] Furthermore, it also includes: during the synchronous spreading of the ultra-thin wear layer, real-time data collection of the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread, calculating the synchronous spreading time coupling coefficient, and implementing real-time quantitative control of the entire construction process with the synchronous spreading time coupling coefficient not being lower than the specified qualified threshold as the judgment criterion.

[0011] Furthermore, calculating the timing coupling coefficient for synchronous dispensing includes: in, For synchronous distribution timing coupling coefficients, This refers to the actual time interval between the completion of emulsified asphalt spreading and the start of initial compaction of the hot mix. For the optimal time interval, For timing tolerance window parameters, This refers to the measured temperature of the hot-mixed material during initial compaction. This is the critical minimum compaction temperature. To achieve the optimal compaction temperature, This represents the actual amount of emulsified asphalt applied. For the target amount of distribution, This is a sensitivity index to the amount of sprayed.

[0012] Furthermore, this also includes: based on the cumulative service life after the road opens to traffic. Comprehensive index of road surface skid resistance The service status of the surface layer is divided into normal service status, preventive maintenance status, and emergency intervention status.

[0013] This invention also proposes a system for improving the skid resistance of ultra-thin wearing course pavement on highways, comprising: The calculation module is used to obtain the proportion of heavy freight vehicles in each monitoring period, identify the critical proportion threshold of heavy freight vehicles, construct a time-varying decay model of road anti-skid performance, and calculate the comprehensive index of road anti-skid performance. The module for determining the optimal type and dosage is used to introduce dry compound modifiers into modified asphalt to form compound modified asphalt binders with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binders are tested, and the asphalt migration and closure inhibition index is calculated. The asphalt migration and closure inhibition index not being lower than the specified threshold is used as the judgment criterion to determine the optimal type and dosage of the compound modifier. The mix design module is used to optimize the aggregate gradation based on the compound modified asphalt binder using the open-joint gradation design method. It determines the optimal asphalt content through the fly scattering loss rate test, immersion stability test and permeability coefficient test, and completes the mix design of the surface asphalt mixture.

[0014] Furthermore, the calculation of the comprehensive index of pavement skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant, The threshold is used to activate the incremental decay rate. Activate the sharpness coefficient for Logistic regression. The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction coefficient.

[0015] Furthermore, the calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index To formulate modified asphalt binder at temperature The dynamic viscosity below, For temperature The baseline dynamic viscosity is as follows. The sensitivity coefficient for oil migration potential. The mass fraction of light oil in the compound modified asphalt binder. The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, It contributes an index to the stability of the grid structure.

[0016] Furthermore, it also includes: during the synchronous spreading of the ultra-thin wear layer, real-time data collection of the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread, calculating the synchronous spreading time coupling coefficient, and implementing real-time quantitative control of the entire construction process with the synchronous spreading time coupling coefficient not being lower than the specified qualified threshold as the judgment criterion.

[0017] In summary, the technical solutions conceived by this invention have the following beneficial effects compared with the prior art: (1) By introducing the Logistic threshold activation mechanism, the accurate capture of the qualitative leap in the decay rate after the proportion of heavy vehicles crosses the critical value is realized. In road sections where the proportion of heavy loads exceeds the critical value, the prediction error is significantly reduced from the high level of existing technology to the low level, providing reliable quantitative support for the accurate judgment of maintenance timing.

[0018] (2) The interaction and coupling effect of the three key parameters of Novachip construction process, namely time interval, compaction temperature and spreading amount, is quantified into a single real-time calculable index, so that the batch variation coefficient of interlayer bonding quality of large-area paving is reduced from the high level of existing technology to the low level, thus eliminating the process-induced cause of early peeling of the surface layer from the source. Attached Figure Description

[0019] Figure 1 This is a flowchart of the method in Embodiment 1 of the present invention; Figure 2 This is a system structure diagram of Embodiment 2 of the present invention. Detailed Implementation

[0020] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0021] The method provided by this invention can be implemented in a terminal environment that may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0022] A processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the terminal, and performs various functions and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and by calling data stored in the storage medium.

[0023] Storage media can include random access memory (RAM) or read-only memory (ROM). Storage media can be used to store instructions, programs, code, code sets, or instructions.

[0024] The display screen is used to show the user interface of each application.

[0025] In addition, those skilled in the art will understand that the structure of the terminal described above does not constitute a limitation on the terminal. The terminal may include more or fewer components, or combine certain components, or have different component arrangements. For example, the terminal may also include radio frequency circuits, input units, sensors, audio circuits, power supplies, and other components, which will not be described in detail here.

[0026] Example 1 like Figure 1 As shown in the figure, this embodiment proposes a method for improving the skid resistance of ultra-thin wearing course pavement on highways, including: Step 101: Obtain the proportion of heavy-duty freight vehicles in each monitoring period, identify the critical proportion threshold of heavy-duty freight vehicles, construct a time-varying decay model of road surface skid resistance performance, and calculate the comprehensive index of road surface skid resistance performance. Preferably, historical traffic volume statistics, vehicle type classification records, the proportion of heavy freight vehicles in total traffic volume, technical archives of each maintenance project, and annual pavement periodic inspection reports (covering lateral force coefficient SFC, texture depth TD, and pendulum value BPN) are collected for ultra-thin wearing course pavements. A structured dataset covering the entire design, construction, inspection, and monitoring cycle is constructed. The structured dataset is then statistically analyzed using the Chow test of breakpoints. Value less than The corresponding proportion of heavy-duty freight vehicles is determined as the critical proportion threshold for heavy-duty freight vehicles. .

[0027] Specifically, the calculation of the comprehensive index of pavement skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant can be , To activate the incremental decay rate at a threshold, one can... , Activate the sharpness factor for Logistic regression, with a value range of [range missing]. Calibration value , The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction factor, derived from the temperature cycling correction factor. (range of values) to Rainfall erosion correction factor (range of values) to ) and road section slope correction factor (range of values) to The product of the three is obtained, that is Preferably, the model parameters of the time-varying attenuation model of road surface skid resistance are localized using historical test data.

[0028] Preferably, the comprehensive index of the initial pavement skid resistance at the time of completion is calculated. include: in, As the first weight, For the measured lateral force coefficient, This represents the minimum value of the lateral force coefficient. This represents the maximum value of the lateral force coefficient. As the second weight, To measure the actual structural depth, To construct the minimum depth, To construct the maximum depth, As the third weight, The measured pendulum value is... For the minimum value of the pendulum, To obtain the maximum pendulum value, the measured lateral force coefficient is obtained using a pendulum friction tester or a lateral force coefficient test vehicle. The measured structural depth is obtained using a sand-spreading method or a laser texture analyzer. Finally, the measured pendulum value is obtained using a pendulum instrument.

[0029] Step 102: A dry-process compound modifier is introduced into the modified asphalt to form a compound modified asphalt binder with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binder are tested, and the asphalt migration and sealing inhibition index is calculated. The asphalt migration and sealing inhibition index not being lower than the specified threshold is used as the judgment criterion to determine the optimal type and dosage of the compound modifier. Specifically, the calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index reflects the weight of high-temperature dynamic viscosity in inhibiting migration rate, and its value ranges from [value range missing]. Calibration value , To formulate modified asphalt binder at temperature The dynamic viscosity at which the viscosity decreases, for example... It can be used for compound modified asphalt in The dynamic viscosity below, For temperature The baseline dynamic viscosity, for example. It can be used for ordinary SBS modified bitumen in The baseline dynamic viscosity is as follows. The oil migration potential sensitivity coefficient reflects the degree to which the content of light oil in asphalt exceeds a reference value, thereby accelerating the migration rate. Its value range is... Calibration value , The mass fraction of light oil in the compound modified asphalt binder (i.e., the sum of the mass fractions of saturated and aromatic components in the compound modified asphalt binder). The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, The index contributes to the stability of the grid structure, with a range of values. Calibration value .

[0030] Step 103: Based on the compound modified asphalt binder, the aggregate gradation optimization is completed by adopting the open-joint gradation design method. The optimal asphalt content is determined by the fly scattering loss rate test, the immersion stability test and the permeability coefficient test, and the mix proportion design of the surface asphalt mixture is completed.

[0031] Specifically, during the synchronous spreading of the ultra-thin wear-resistant layer (Novachip), the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread are collected in real time. The synchronous spreading time coupling coefficient is calculated, and the synchronous spreading time coupling coefficient is not lower than the specified qualified threshold as the criterion for implementing real-time quantitative control of the entire construction process.

[0032] Specifically, calculating the timing coupling coefficient for synchronous deployment includes: in, For synchronous distribution of timing coupling coefficients, the target value is... lower than When the corresponding construction batch is completed, compaction must be stopped and a special assessment of the interlayer bonding quality must be conducted. This refers to the actual time interval between the completion of emulsified asphalt spreading and the start of initial compaction of the hot mix. The optimal time interval corresponds to the point in time when the emulsified asphalt has completed sufficient demulsification to form a uniform bonding film but has not yet fully cured. This is a timing tolerance window parameter that controls the allowable range of timing deviations. This refers to the measured temperature of the hot-mixed material during initial compaction. This is the critical minimum compaction temperature. To achieve the optimal compaction temperature, This represents the actual amount of emulsified asphalt applied. For the target amount of distribution, This is a sensitivity index for the amount of material distributed, with a value range of [value range missing]. Calibration value .

[0033] Specifically, based on the cumulative service life after the road opens to traffic... Comprehensive index of road surface skid resistance The service status of the surface layer is divided into normal service status, preventive maintenance status, and emergency intervention status.

[0034] Preferred, normal service condition ( ), preventative maintenance status ( ) and emergency intervention status ( ).

[0035] Preferably, comparative test sections with different layer thicknesses and different runoff loss rates are paved, and pavement performance is systematically tested annually. The measured attenuation data is fed back into the time-varying attenuation model of pavement skid resistance performance for rolling parameter updates. Example 2 like Figure 2As shown in the figure, this embodiment proposes a system for improving the skid resistance of ultra-thin wearing course pavement on highways, comprising: The calculation module is used to obtain the proportion of heavy freight vehicles in each monitoring period, identify the critical proportion threshold of heavy freight vehicles, construct a time-varying decay model of road anti-skid performance, and calculate the comprehensive index of road anti-skid performance. Specifically, the calculation of the comprehensive index of pavement skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant, The threshold is used to activate the incremental decay rate. Activate the sharpness coefficient for Logistic regression. The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction coefficient.

[0036] The module for determining the optimal type and dosage is used to introduce dry compound modifiers into modified asphalt to form compound modified asphalt binders with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binders are tested, and the asphalt migration and closure inhibition index is calculated. The asphalt migration and closure inhibition index not being lower than the specified threshold is used as the judgment criterion to determine the optimal type and dosage of the compound modifier. Specifically, the calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index To formulate modified asphalt binder at temperature The dynamic viscosity below, For temperature The baseline dynamic viscosity is as follows. The sensitivity coefficient for oil migration potential. The mass fraction of light oil in the compound modified asphalt binder. The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, It contributes an index to the stability of the grid structure.

[0037] The mix design module is used to optimize the aggregate gradation based on the compound modified asphalt binder using the open-joint gradation design method. It determines the optimal asphalt content through the fly scattering loss rate test, immersion stability test and permeability coefficient test, and completes the mix design of the surface asphalt mixture.

[0038] Specifically, during the synchronous spreading of the ultra-thin wear layer, the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread are collected in real time. The synchronous spreading time coupling coefficient is calculated, and the synchronous spreading time coupling coefficient is not lower than the specified qualified threshold as the criterion for implementing real-time quantitative control of the entire construction process.

[0039] Specifically, calculating the timing coupling coefficient for synchronous deployment includes: in, For synchronous distribution timing coupling coefficients, This refers to the actual time interval between the completion of emulsified asphalt spreading and the start of initial compaction of the hot mix. For the optimal time interval, For timing tolerance window parameters, This refers to the measured temperature of the hot-mixed material during initial compaction. This is the critical minimum compaction temperature. To achieve the optimal compaction temperature, This represents the actual amount of emulsified asphalt applied. For the target amount of distribution, This is a sensitivity index to the amount of sprayed.

[0040] Specifically, based on the cumulative service life after the road opens to traffic... Comprehensive index of road surface skid resistance The service status of the surface layer is divided into normal service status, preventive maintenance status, and emergency intervention status.

[0041] Example 3 This invention also proposes a storage medium storing multiple instructions for implementing the aforementioned method for improving the skid resistance of ultra-thin wear layer pavement on highways.

[0042] Optionally, in this embodiment, the storage medium may be located in any computer terminal in a group of computer terminals in a computer network, or in any mobile terminal in a group of mobile terminals.

[0043] Optionally, in this embodiment, the storage medium is configured to store program code for performing the method steps of Embodiment 1.

[0044] Example 4 This invention also proposes an electronic device, including a processor and a storage medium connected to the processor. The storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to execute the method for improving the anti-skid performance of an ultra-thin wear layer pavement on a highway.

[0045] Specifically, the electronic device in this embodiment can be a computer terminal, which may include one or more processors and a storage medium.

[0046] The storage medium can be used to store software programs and modules, such as the method for improving the skid resistance of ultra-thin wearing layer pavement of highways in this embodiment of the invention. The corresponding program instructions / modules allow the processor to execute various functional applications and data processing by running the software programs and modules stored in the storage medium, thereby realizing the aforementioned method for improving the skid resistance of ultra-thin wearing layer pavement of highways. The storage medium may include high-speed random access storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely configured relative to the processor, which can be connected to the terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0047] The processor can execute the method steps of Embodiment 1 by calling the information and application stored in the storage medium through the transmission system.

[0048] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0049] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0050] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0051] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0052] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, optical disks, and other media capable of storing program code.

[0053] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A method for improving the skid resistance of ultra-thin wearing course pavement on highways, characterized in that, include: Obtain the proportion of heavy-duty freight vehicles in each monitoring period, identify the critical proportion threshold of heavy-duty freight vehicles, construct a time-varying decay model of road surface skid resistance performance, and calculate the comprehensive index of road surface skid resistance performance. Dry-process compound modifiers were introduced into modified asphalt to form compound modified asphalt binders with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component and light oil content of the compound modified asphalt binders were tested, and the asphalt migration and sealing inhibition index was calculated. The asphalt migration and sealing inhibition index not being lower than the specified threshold was used as the judgment criterion to determine the optimal type and dosage of compound modifiers. Based on the compound modified asphalt binder, the aggregate gradation optimization was completed by adopting the open-joint gradation design method. The optimal asphalt content was determined by the fly scattering loss rate test, the water immersion stability test and the water permeability coefficient test, and the mix proportion design of the surface asphalt mixture was completed.

2. The method for improving the skid resistance of ultra-thin wearing course pavement on highways as described in claim 1, characterized in that, The calculation of the comprehensive index of road surface skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant, The threshold is used to activate the incremental decay rate. Activate the sharpness coefficient for Logistic regression. The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction coefficient.

3. The method for improving the skid resistance of ultra-thin wearing course pavement on highways as described in claim 1, characterized in that, The calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index To formulate modified asphalt binder at temperature The dynamic viscosity below, To be at temperature The baseline dynamic viscosity is as follows. The sensitivity coefficient for oil migration potential. The mass fraction of light oil in the compound modified asphalt binder. The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, It contributes an index to the stability of the grid structure.

4. The method for improving the skid resistance of ultra-thin wearing course pavement on highways as described in claim 1, characterized in that, Also includes: During the synchronous spreading of the ultra-thin wear layer, the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread are collected in real time. The synchronous spreading time coupling coefficient is calculated, and the synchronous spreading time coupling coefficient is not lower than the specified qualified threshold as the criterion for implementing real-time quantitative control of the entire construction process.

5. The method for improving the skid resistance of ultra-thin wearing course pavement of highways as described in claim 4, characterized in that, Calculating the timing coupling coefficient for synchronous deployment includes: in, For synchronous distribution timing coupling coefficients, This refers to the actual time interval between the completion of emulsified asphalt spreading and the start of initial compaction of the hot mix. For the optimal time interval, For timing tolerance window parameters, This refers to the measured temperature of the hot-mixed mixture during initial compaction. This is the critical minimum compaction temperature. To achieve the optimal compaction temperature, This represents the actual amount of emulsified asphalt applied. For the target amount of distribution, This is a sensitivity index to the amount of sprayed.

6. The method for improving the skid resistance of ultra-thin wearing course pavement on highways as described in claim 2, characterized in that, Also includes: Based on the cumulative service life after the opening of the road Comprehensive index of road surface skid resistance The service status of the surface layer is divided into normal service status, preventive maintenance status, and emergency intervention status.

7. A system for improving the skid resistance of ultra-thin wearing course pavement on highways, characterized in that, include: The calculation module is used to obtain the proportion of heavy freight vehicles in each monitoring period, identify the critical proportion threshold of heavy freight vehicles, construct a time-varying decay model of road anti-skid performance, and calculate the comprehensive index of road anti-skid performance. The module for determining the optimal type and dosage is used to introduce dry compound modifiers into modified asphalt to form compound modified asphalt binders with a three-dimensional cross-linked network structure. The high-temperature dynamic viscosity, dynamic shear elastic stiffness component, and light oil content of the compound modified asphalt binders are tested, and the asphalt migration and closure inhibition index is calculated. The asphalt migration and closure inhibition index not being lower than the specified threshold is used as the judgment criterion to determine the optimal type and dosage of the compound modifier. The mix design module is used to optimize the aggregate gradation based on the compound modified asphalt binder using the open-joint gradation design method. It determines the optimal asphalt content through the fly scattering loss rate test, immersion stability test and permeability coefficient test, and completes the mix design of the surface asphalt mixture.

8. The system for improving the skid resistance of ultra-thin wearing course pavement as described in claim 7, characterized in that, The calculation of the comprehensive index of road surface skid resistance includes: in, The cumulative service life after the opening of the line is The comprehensive index of road surface skid resistance at that time The initial anti-skid performance index of the pavement upon completion of construction. The basic decay rate constant, The threshold is used to activate the incremental decay rate. Activate the sharpness coefficient for Logistic regression. The proportion of heavy freight vehicles in total traffic volume. This represents the critical percentage threshold for heavy-duty freight vehicles. This is the environmental coupling correction coefficient.

9. The system for improving the skid resistance of ultra-thin wearing course pavement as described in claim 8, characterized in that, The calculation of the asphalt migration sealing inhibition index includes: in, The asphalt migration sealing inhibition index, The viscosity contribution index To formulate modified asphalt binder at temperature The dynamic viscosity below, To be at temperature The baseline dynamic viscosity is as follows. The sensitivity coefficient for oil migration potential. The mass fraction of light oil in the compound modified asphalt binder. The base light oil content is the mass fraction. To determine the dynamic shear modulus of the compound modified asphalt binder under DSR test conditions, To and The corresponding phase angle, As a reference dynamic shear modulus, As the reference phase angle, It contributes an index to the stability of the grid structure.

10. The system for improving the skid resistance of ultra-thin wearing course pavement as described in claim 7, characterized in that, Also includes: During the synchronous spreading of the ultra-thin wear layer, the time interval between the completion of emulsified asphalt spreading and the start of the initial compaction of the hot mix, the measured temperature of the hot mix during the initial compaction, and the amount of emulsified asphalt spread are collected in real time. The synchronous spreading time coupling coefficient is calculated, and the synchronous spreading time coupling coefficient is not lower than the specified qualified threshold as the criterion for implementing real-time quantitative control of the entire construction process.

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