A rigid pavement warping deformation online monitoring method, device and medium

Abstract

This invention relates to a method, device, and medium for online monitoring of rigid pavement warping deformation. The method includes the following steps: setting one or more strain sensing modules at the target pavement panel; each strain sensing module includes a first strain sensor and a second strain sensor correspondingly installed at the upper and lower parts of the target pavement panel; for each strain sensing module, acquiring first strain data and second strain data from the first strain sensor and the second strain sensor, respectively; and obtaining the warping deformation at the current location based on the first strain data and the second strain data. Compared with the prior art, this invention, by deploying static strain gauges on both the upper and lower layers of the pavement panel to sense static strain, accurately derives the relationship between warping deformation and static strain, and monitors the warping deformation of the runway pavement in real time, providing support for the diagnosis of runway defects and precise maintenance.

Description

Technical Field

[0001] This invention relates to the field of airport engineering, and in particular to a method, equipment, and medium for online monitoring of rigid pavement warping deformation. Background Technology

[0002] Airport rigid pavement is typically 42cm thick. In hot weather, the temperature difference between the top and bottom of the slab can reach 15°C. The thermal expansion and contraction of cement concrete can cause the pavement slab to warp. The stress from aircraft loads and the stress generated by temperature warping have a cumulative effect. When the total stress exceeds the allowable stress of the cement concrete slab, structural defects such as slab breakage and joint damage can easily occur. Traditional methods mainly use temperature gradients to predict the amount of pavement warping, but the theoretical calculation conditions are too idealized, resulting in limited accuracy.

[0003] Chinese patent application CN202011521010.1 discloses a method for monitoring intelligent runway and airport pavement information. The intelligent runway includes an airport runway body, which incorporates a foundation settlement sensing module and a pavement property sensing module. The foundation settlement sensing module includes a single-point settlement measurement device, etc.; the pavement property sensing module includes a base surface point-type bearing pressure monitoring device, etc. The intelligent runway and method provided by this invention possess automatic, autonomous, and intelligent sensing and analysis capabilities for runway operation and maintenance. It can monitor and make timely decisions regarding foundation settlement risks, under-slab void risks, pavement fracture risks, and aircraft hydroplaning risks in real time, providing timely warnings when accident symptoms appear, and proactively determining maintenance plans, enabling unmanned management. However, this patent does not provide a solution for the problem of pavement warping and deformation.

[0004] In summary, existing methods for monitoring pavement warping deformation have the following drawbacks:

[0005] (1) The existing pavement warping deformation monitoring accuracy is not ideal and cannot accurately express the relationship between warping deformation and static strain. Therefore, the obtained runway pavement warping deformation is inaccurate and cannot provide technical support for the diagnosis of runway defects and precise maintenance.

[0006] (2) Current pavement warping monitoring does not achieve automated calculation and visualization, and cannot meet the functional requirements of accurate analysis, dynamic evaluation and real-time early warning. Summary of the Invention

[0007] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an online monitoring method for rigid pavement warping deformation. By deploying static strain gauges on the upper and lower layers of the pavement panel to sense static strain, the relationship between warping deformation and static strain can be accurately derived, thereby achieving precise and real-time monitoring of runway pavement warping deformation and providing technical support for the diagnosis of runway defects and precise maintenance.

[0008] The objective of this invention can be achieved through the following technical solutions:

[0009] One aspect of the present invention provides a method for online monitoring of rigid pavement warping deformation, comprising the following steps:

[0010] One or more strain sensing modules are provided at the target track panel, and each strain sensing module includes a first strain sensor and a second strain sensor respectively disposed on the upper and lower parts of the target track panel.

[0011] For each strain sensing module, first strain data and second strain data are acquired from the first strain sensor and the second strain sensor, respectively. Based on the first strain data and the second strain data, the warping deformation at the current location of the strain sensing module is obtained using the following formula.

[0012]

[0013] Where c is the warpage at the edge of the track panel, d is the distance from the edge of the track panel to the center of the panel where the warpage is zero, and ε is the distance from the edge of the track panel to the center of the panel where the warpage is zero. t For the first strain data, ε b The second strain data is given by h, where h is the distance between the first strain sensor and the second strain sensor.

[0014] As a preferred technical solution, the first strain sensor is installed at a layer 1-10cm away from the top of the target pavement panel, and the second strain sensor is installed at a layer 1-10cm away from the bottom of the target pavement panel.

[0015] As a preferred technical solution, the horizontal projection of the strain sensing module is located at one or more of the following: the midpoint of the longitudinal joint plate edge, the corner of the longitudinal joint plate, the midpoint of the transverse joint plate edge, and the corner of the transverse joint plate.

[0016] As a preferred technical solution, the first strain sensor and the second strain sensor are static strain gauges based on fiber Bragg grating technology.

[0017] As a preferred technical solution, the interior of the target deck panel is made of a uniform and isotropic linear elastic material.

[0018] As a preferred technical solution, the following are also included:

[0019] The warping deformation at the locations of each strain sensing module is summarized, and a graph showing the relationship between the warping deformation and time is plotted to visualize the warping deformation of the track panel.

[0020] As a preferred technical solution, the distance from the edge point of the track panel to the center of the panel with zero warpage and the distance between the first strain sensor and the second strain sensor are obtained by measurement before monitoring.

[0021] As a preferred technical solution, the strain sensing module is fixed to the target pavement panel by a steel reinforcement bracket.

[0022] In another aspect, an electronic device is provided, comprising one or more processors and a memory, wherein the memory stores one or more programs, the one or more programs including instructions for performing the above-described online monitoring method for rigid pavement warping deformation.

[0023] In another aspect, the present invention provides a computer-readable storage medium comprising one or more programs executable by one or more processors of an electronic device, the one or more programs comprising instructions for performing the above-described online monitoring method for rigid pavement warping deformation.

[0024] Compared with the prior art, the present invention has the following advantages:

[0025] (1) One or more strain sensing modules are used to collect the strain data of the pavement panel. Each strain sensing module includes two strain sensors that are set on the upper and lower parts of the target pavement panel. By establishing a more accurate algorithm model to express the relationship between the warping deformation and the static strain, the precise control of the runway pavement warping deformation is realized, providing technical support for the diagnosis of runway defects and precise maintenance.

[0026] (2) Through active sensing by high-performance sensors, massive data is transmitted without loss and quickly, and the core algorithm model is run in a programmed manner, the online automated calculation and visualization of the runway surface warping deformation index is realized, which meets the functional requirements of accurate analysis, dynamic evaluation and real-time early warning of runway performance of the smart runway system. Attached Figure Description

[0027] Figure 1 This is a flowchart of the online monitoring method for rigid pavement warping deformation in the embodiments;

[0028] Figure 2(a) is a schematic diagram of the vertical installation position of the static strain gauge in the embodiment;

[0029] Figure 2(b) is a schematic diagram of the installation position of the static strain gauge in the horizontal direction in the embodiment;

[0030] Figure 3 This is a schematic diagram illustrating the calculation of the relationship between the warping deformation of the slide panel and the strain at the bottom and top of the panel in the embodiment.

[0031] Figure 4 This is a visualization of the warping deformation of the channel panel in the embodiment. Detailed Implementation

[0032] 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0033] Example 1

[0034] like Figure 1 This embodiment provides an online monitoring method for rigid pavement warping deformation, including the following steps:

[0035] Step S1, taking into account both functional requirements and safety, uses static strain gauges to monitor warping deformation. The static strain gauges are respectively placed at a distance of 4cm from the top and bottom of the plate.

[0036] Step S2: Based on the thickness and planar dimensions of the plate, establish the relationship between the warping deformation and the strain at the bottom and top of the plate;

[0037] Step S3: Static strain gauge data is collected every 0.5 hours and sent to the site service room in real time;

[0038] Step S4: Calculate and visualize the warping deformation online, and plot the relationship between the warping deformation and time.

[0039] In step S1, to ensure the static strain gauges accurately sense the strain at the top and bottom of the paving panel, and to avoid damage to the paving panel and the static strain gauges due to an excessively thin concrete cover, the static strain gauges are vertically positioned 4 cm from the top and bottom of the paving panel, as shown in Figure 2(a). Considering that the warping at the edges and corners of the paving panel is greater than that in the center, the static strain gauges are located at the midpoints and corners of the longitudinal seam edges and the midpoints and corners of the transverse seam edges, as shown in Figure 2(b). The static strain gauges are fixed using steel reinforcement supports. This sensor uses fiber optic grating technology to sense strain changes in the monitored object. The sensor is embedded in the paving panel. When the paving panel deforms, the sensor generates strain, which causes a change in the light signal (i.e., the wavelength of light). After acquiring the changed signal data, the strain magnitude is calculated in the data acquisition instrument, enabling real-time sensing of the paving panel strain under environmental loads. Among them, the static strain gauge has a range of 2500με, an accuracy of 0.5με, and an operating temperature of -20~80℃, enabling precise, all-weather, and full-range sensing of the strain of the track panel.

[0040] The process of calculating the warpage is shown in the following formula. Based on a single panel, the warpage and the top of the panel are derived. Taking upward warpage as an example, the calculation diagram is as follows. Figure 3 The downward warping can be derived similarly and will not be discussed here. The calculation of the relationship between the warping deformation of the paving panel and the strain at the bottom and top of the panel assumes the following: the material inside the panel is a uniform, isotropic linear elastic material; the cross-section remains planar after bending; there is no stress or strain in the vertical direction; the warping is sufficiently small compared to the panel size; and the paving panel becomes spherical after warping.

[0041] According to the definition of strain, we can obtain equations (1) and (2):

[0042]

[0043]

[0044] Where l is the original length of the track panel, l t l is the arc length of the location of the static strain gauge on the top of the plate. b This is the arc length of the location of the static strain gauge at the bottom of the plate.

[0045] Equations (3) and (4) can be obtained from geometric relationships:

[0046] l t =R·θ (3)

[0047] l b =(R+h)·θ (4)

[0048] Where R is the radius of the sphere at the location of the static strain gauge on the top of the plate, and θ is the central angle corresponding to the arc length.

[0049] Combining equations (1) to (4), we obtain equations (5) and (6):

[0050] (1+ε t )·l=R·θ (5)

[0051] (1+ε b )·l=Rθ+hθ (6)

[0052] The combined equations (5) and (6) yield the warping curvature ρ of the panel:

[0053]

[0054] We derive this from geometric relationships:

[0055]

[0056] Substituting equation (7) into equation (8) yields the warping amount:

[0057]

[0058] Where c is the warpage at the edge of the track panel (c>0, track panel warps upwards; c<0, track panel warps downwards), d is the distance from the edge of the panel to the center of the panel where the warpage is zero, and ε is the distance from the edge of the panel to the center of the panel where the warpage is zero. t ε represents the strain of the plate at the location of the static strain gauge on the top of the plate. b denoted as , where is the strain of the plate at the location of the static strain gauge at the bottom of the plate, and h is the distance between the static strain gauge at the top of the plate and the static strain gauge at the bottom of the plate.

[0059] In step S3, to adapt to the characteristics of high data acquisition frequency, long transmission distance, and massive data volume at airports, and to meet the airport's requirements for high frequency and rapid response, the static strain gauge of this invention uses optical signals for demodulation and transmission. An optical cable connects the sensor and the acquisition instrument, enabling rapid, long-distance, stable, and lossless transmission of massive amounts of data. Considering the impact of environmental temperature and humidity changes on the mechanical effects of thermal expansion and contraction, humidity warping, and drying shrinkage creep of concrete pavement panels, as well as the impact of data volume on system operating efficiency, 0.5 hours was selected as the static strain gauge data acquisition interval. Longer intervals may miss critical strain data, while shorter intervals may collect too much unnecessary data, reducing system operating efficiency.

[0060] In step S4, the algorithm model of the relationship between the warping deformation of the pavement panel and the strain at the bottom and top of the panel is embedded into the pavement operation environment monitoring system to automatically calculate the warping deformation of the pavement panel and draw a graph showing the relationship between the warping deformation and time, thereby realizing online monitoring of the warping deformation of the pavement panel.

[0061] Example 2

[0062] This embodiment is based on a newly constructed international airport project, located in a subtropical monsoon humid climate zone. The test slab is located on the west runway of the airport, with a pavement panel size of 5.0m × 5.0m. The pavement structure, from top to bottom, consists of a 42cm cement concrete surface layer, an asphalt-based isolation layer, a cement-stabilized crushed stone base layer, and a compacted soil base. The transverse joints of the pavement panel are dummy joints with dowel bars, and the longitudinal joints are flat joints with dowel bars.

[0063] The process of obtaining the warping deformation of the rigid pavement panel of the airport runway using the monitoring method of Example 1 is as follows:

[0064] (1) Vertically, static strain gauges are installed at 4cm intervals from the top and bottom of the plate; in the plane, static strain gauges are located at the midpoint and corner of the longitudinal seam plate edge, and the midpoint and corner of the transverse seam plate edge, such as... Figure 1 As shown.

[0065] (2) Static strain gauge data were collected every 0.5 hours and transmitted to the field service room in real time via optical signal through optical cable. The strain data of the top and bottom of the pavement panel collected from April 1 to April 4 are shown in Table 1 (only part of the data is shown).

[0066] (3) Based on the measured strain data at the top and bottom of the slab, the warping deformation of the slab is calculated online in real time according to the relationship between the warping deformation and the strain at the top and bottom of the slab, and then visualized. The relationship between the warping deformation and the strain at the top and bottom of the slab is as follows:

[0067]

[0068] Where c is the warpage at the edge of the track panel (c>0, track panel warps upwards; c<0, track panel warps downwards), d is the distance from the edge of the panel to the center of the panel where the warpage is zero, and ε is the distance from the edge of the panel to the center of the panel where the warpage is zero. t ε represents the strain of the plate at the location of the static strain gauge on the top of the plate. b denoted as , where is the strain of the plate at the location of the static strain gauge at the bottom of the plate, and h is the distance between the static strain gauge at the top of the plate and the static strain gauge at the bottom of the plate.

[0069] The calculation results of the warping deformation are shown in Table 2 (only partial data is shown), and the relationship between the warping deformation and time is shown in the graph below. Figure 4 As stated above.

[0070] Table 1. Strain data of top and bottom of pavement panels from April 1st to April 4th

[0071]

[0072]

[0073] Table 2. Drive panel warpage from April 1st to April 4th

[0074]

[0075]

[0076] Depend on Figure 4 It can be seen that the maximum warping deformation of the track panel occurs around 14:00 to 17:00 every day, with a negative warping value. The track panel warps downwards, and at this time the track panel has a positive temperature gradient. The thermal expansion effect causes the middle to arch and the edges to warp downwards. The minimum warping deformation of the track panel occurs around 6:00 to 8:00 every day, with a positive warping value. The track panel warps upwards, and at this time the track panel has a negative temperature gradient. The cold contraction effect causes the edges to warp upwards.

[0077] For the slab edge, the warping is -0.553mm to 0.212mm when the joint type is a dowel bar flat joint (longitudinal joint) and -0.311mm to 0.157mm when the joint type is a dowel bar dummy joint (transverse joint). For the slab corner, the warping is -2.327mm to 0.746mm when the joint type is a dowel bar flat joint (longitudinal joint) and -2.242mm to 0.590mm when the joint type is a dowel bar dummy joint (transverse joint). It can be seen that the warping of the slab corner is higher than that of the slab edge, and the warping of the pavement is greater when the joint type is a dowel bar flat joint.

[0078] Therefore, the online monitoring method for rigid pavement warping deformation of the present invention achieves real-time and accurate control of runway pavement warping deformation through active sensing by high-performance sensors, lossless and rapid transmission of massive amounts of data, and online automated calculation and visualization of warping deformation indicators by the core algorithm model. This provides technical support for the diagnosis of runway defects and precise maintenance, and meets the functional requirements of intelligent runway systems for accurate analysis, dynamic evaluation, and real-time early warning of runway performance.

[0079] In summary, this invention effectively overcomes the various shortcomings of the prior art and has high industrial application value.

[0080] Example 3

[0081] This embodiment provides an electronic device, including one or more processors and a memory, wherein the memory stores one or more programs, including instructions for executing the online monitoring method for rigid pavement warping deformation as described in Embodiment 1.

[0082] Example 4

[0083] This embodiment provides a computer-readable storage medium including one or more programs executable by one or more processors of an electronic device, the one or more programs including instructions for performing the online monitoring method for rigid pavement warping deformation as described in Embodiment 1.

[0084] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for online monitoring of rigid pavement warping deformation, characterized in that, Includes the following steps: One or more strain sensing modules are provided at the target track panel, and each strain sensing module includes a first strain sensor and a second strain sensor respectively disposed on the upper and lower parts of the target track panel. For each strain sensing module, first strain data and second strain data are acquired from the first strain sensor and the second strain sensor, respectively. Based on the first strain data and the second strain data, the warping deformation at the current location of the strain sensing module is obtained using the following formula. Where c is the warpage at the edge of the track panel, d is the distance from the edge of the track panel to the center of the panel where the warpage is zero, and ε is the distance from the edge of the track panel to the center of the panel where the warpage is zero. t For the first strain data, ε b The second strain data is given by h, where h is the distance between the first strain sensor and the second strain sensor.

2. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The first strain sensor is installed at a distance of 1-10 cm from the top of the target pavement panel, and the second strain sensor is installed at a distance of 1-10 cm from the bottom of the target pavement panel.

3. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The horizontal projection of the strain sensing module is located at one or more of the following locations: the midpoint of the longitudinal joint plate edge, the corner of the longitudinal joint plate, the midpoint of the transverse joint plate edge, and the corner of the transverse joint plate.

4. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The first and second strain sensors are static strain gauges based on fiber Bragg grating technology.

5. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The target deck panel is made of a uniform and isotropic linear elastic material.

6. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, Also includes: The warping deformation at the locations of each strain sensing module is summarized, and a graph showing the relationship between the warping deformation and time is plotted to visualize the warping deformation of the track panel.

7. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The distance from the edge of the track panel to the center of the panel where the warpage is zero and the distance between the first strain sensor and the second strain sensor are obtained by measurement before monitoring.

8. The method for online monitoring of rigid pavement warping deformation according to claim 1, characterized in that, The strain sensing module is fixed to the target pavement panel by a steel reinforcement bracket.

9. An electronic device, characterized in that, It includes one or more processors and a memory, wherein the memory stores one or more programs, the one or more programs including instructions for executing the online monitoring method for rigid pavement warping deformation as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, Includes one or more programs executed by one or more processors of an electronic device, said one or more programs including instructions for performing the online monitoring method for rigid pavement warping deformation as described in any one of claims 1-8.

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