A cold region airport pavement life prediction system and method

Abstract

The application provides a cold region airport runway life prediction system, comprising: a central server; a runway deformation calculation module for calculating the deformation of the runway under standard load; an equivalent action stand conversion module for calculating the equivalent action stand of the airplane according to the deformation of the runway under various types of airplane load; a runway deformation detection module for detecting the actual deformation of the runway of the cold region airport; a runway residual service life correction module for increasing or reducing the residual service life of the runway; a runway structure service life evaluation module for calculating the residual service life prediction value of the runway structure according to the increased or reduced residual service life of the runway; and a data transmission module. The application considers the influence of the soil freezing on the life of the runway by the method of converting the equivalent action stand based on the actual deformation of the runway of the cold region airport, and the prediction is based on the real-time deformation data of the runway, so that the change of the runway condition can be timely reflected, and the prediction result is more comprehensive and accurate.

Description

Technical Field

[0001] This invention belongs to the field of airport engineering technology, and in particular relates to a system and method for predicting the pavement life of airports in cold regions. Background Technology

[0002] With the development of transportation, the construction and maintenance of airports in cold regions has become an important task. Runways are the core facilities of airports in cold regions, and their stability and service life assessment is crucial for airport safety and operation. Currently, research on airport pavement evaluation indicators at home and abroad mainly focuses on the Pavement Condition Index (PCI), International Roughness Index (IRI), Load Capacity Evaluation Index (ACN-PCN), and Skid Resistance Evaluation Index (SRI). The assessment of the service life of airport runway structures is mainly based on the inverse design method proposed by the International Civil Aviation Organization (ICAO). This method calculates the remaining service life of the pavement using fatigue equations, based on the airport runway design data or on-site inspection data, under the current usage condition of the concrete pavement and combined with future traffic forecasts. The problems with the aforementioned methods are as follows: although the reverse design method is widely used, the inspection cycle is too long, and each inspection requires testing of each structural layer of the airport runway to obtain its parameters, which is not conducive to airport operation and maintenance; when using the reverse design method for calculation, the remaining service life of the pavement is heavily dependent on the predicted future traffic volume, making it difficult to predict the remaining service life of the pavement under conditions of a surge or sharp decrease in traffic volume; in addition, the reverse design method does not consider the impact of soil freezing on pavement life in cold-region airports during the calculation process. Therefore, in conjunction with the scientific and technological developments in the field of airport engineering, an evaluation method for predicting the pavement life of airports in cold regions is proposed, aiming to improve the accuracy and reliability of runway structure service life prediction, which is of great significance for promoting the improvement of runway safety management capabilities, especially for airports in cold regions. Summary of the Invention

[0003] In view of this, the present invention aims to overcome the deficiencies in the prior art and proposes a pavement life prediction system and method for airports in cold regions, so as to improve the runway safety management capabilities of airports in cold regions.

[0004] To achieve the above objectives, the technical solution created by this invention is implemented as follows:

[0005] A system for predicting the lifespan of airport pavements in cold regions includes:

[0006] A central server is used to receive, process, record, and store data;

[0007] The pavement deformation calculation module is used to calculate the pavement deformation under standard loads.

[0008] The equivalent sortie conversion module calculates the equivalent sortie count of the aircraft based on the pavement deformation under various types of aircraft loads.

[0009] The pavement deformation detection module detects the measured deformation of airport runways in cold regions.

[0010] The pavement remaining service life correction module can expand or reduce the remaining service life of the pavement.

[0011] The pavement structure service life evaluation module calculates the predicted value of the remaining service life of the pavement structure based on the expanded or reduced remaining service life of the pavement.

[0012] Data transmission module; used for data exchange between the central server and various modules.

[0013] Furthermore, the pavement deformation calculation module is equipped with a runway structural layer parameter acquisition module, a soil reaction modulus calculation module, and a ground temperature detection module. The ground temperature detection module and the soil reaction modulus calculation module transmit data to each other through a data transmission module.

[0014] Furthermore, the equivalent flight conversion module has a built-in actual flight statistics module.

[0015] A prediction method using the aforementioned cold-region airport pavement life prediction system includes the following steps:

[0016] S1. After the system starts up and performs a self-test, it waits for user instructions.

[0017] S2. Receive user instructions and conduct a health performance evaluation of the airport runway structure;

[0018] S3. Transmit the parameters of each structural layer of the runway obtained by the runway structural layer parameter acquisition module through on-site testing or laboratory tests to the pavement deformation calculation module to calculate the pavement deformation under standard load.

[0019] S4. After converting the standard aircraft load to the load of the current aircraft type by the equivalent flight conversion module, the pavement deformation under the load of this type of aircraft type can be obtained.

[0020] S5. Calculate the soil reaction modulus under freezing conditions based on the measured ground temperature after the soil foundation freezes.

[0021] S6. Calculate the pavement deformation after freezing based on the soil reaction modulus under frozen conditions.

[0022] S7. Considering the melting and settling effect of the subgrade of airport runways in cold regions, the pavement deformation should be corrected.

[0023] S8. The pavement deformation detection module detects the pavement deformation of the airport runway in cold regions during aircraft take-off and landing, obtains the actual deformation of the airport runway in cold regions under aircraft load, and sends the detection results to the central server.

[0024] S9. Determine whether the measured deformation of the airport runway in the cold region is within the safe range. Specifically, the central processing unit compares the deformation of the airport runway in the cold region under the aircraft load obtained from the measured deformation in stage S8 with the theoretical deformation of the airport runway in the cold region under the standard load calculated in stage S7 to determine whether the actual deformation of the airport runway in the cold region is within the safe range. If the measured deformation is within the safe range, proceed to stage S10; if the measured deformation is within the dangerous range, proceed to stage S11.

[0025] S10. The remaining service life of the pavement is calculated by the pavement remaining service life correction module, and then the process proceeds to S12.

[0026] S11. The remaining service life of the pavement is reduced by the pavement remaining service life correction module. After reduction, the process proceeds to stage S12.

[0027] S12. The calculation results of the pavement service life correction module are transmitted to the pavement structure service life evaluation module, and the pavement structure service life evaluation module calculates the predicted value of the remaining service life of the pavement structure based on the expanded or reduced pavement service life.

[0028] S13. Since the remaining service life of the runway structure is calculated for each aircraft takeoff and landing, the central server can issue a command to output a runway life prediction report, taking into account the pavement health condition, the time interval for outputting analysis reports, and the needs of airport operation and management. If the command is yes, proceed to stage S14; if the command is no, return to stage S8.

[0029] S14. The runway structure service life evaluation module generates a runway service life prediction and analysis report and stores it on the central server.

[0030] Furthermore, in step S3, based on the Winkler elastic foundation model, the differential equation governing pavement deformation considering the lateral main landing gear load P and axial temperature force T is:

[0031]

[0032] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function.

[0033] The parameters of each structural layer of the runway obtained by the runway structural layer parameter acquisition module through field testing or laboratory test are transmitted to the pavement deformation calculation module. The pavement deformation y under standard load is calculated by solving equation (1) using the initial parameter method and obtaining equation (2) from equation (1).

[0034]

[0035] Among them, H i(i = 1, 2, 3, 4) is the generalized Krylov function, and its specific expression is shown in equation (3):

[0036]

[0037] β is the characteristic coefficient, with the dimension 1 / length, and its expression is shown in equation (4):

[0038]

[0039] α is a dimensionless parameter, and its expression is shown in equation (5):

[0040]

[0041] y0, θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force, θ0 = 0 and Q0 = -0.5P. y0 and M0 can be calculated according to equation (6):

[0042]

[0043]

[0044] Substituting equations (3)-(6) into equation (2) will allow us to calculate the pavement deformation y under standard load.

[0045] Furthermore, in step S4, the equivalent action sortie conversion module (3) replaces the standard aircraft load P in equation (2) with the load P of the i-th type of aircraft. i After recalculation, the pavement deformation y under the load of type i can be obtained. i ; Equivalent action sortie conversion factor λ for type i aircraft i It can be calculated using equation (7):

[0046]

[0047] Where, λ i ∈(0,1], the equivalent number of sorties for the i-th type of aircraft i The result is obtained by calculation using equation (8):

[0048] n i =λ i n ir (8)

[0049] In the formula, n ir This refers to the actual number of aircraft operations, which can be retrieved from the airport's flight arrival and departure information system by the actual operations statistics module and then transmitted to the equivalent operations conversion module.

[0050] Furthermore, in step S5, the ground temperature detection module first detects the ground temperature of the runway subgrade in cold regions, and transmits the ground temperature detection results to the subgrade reaction modulus calculation module. Here, the subgrade reaction modulus k under frozen conditions is calculated using equation (9). f :

[0051] k f =aE S b (9)

[0052] In the formula, a and b are regression coefficients related to the runway surface layer thickness (h), which can be calculated using equation (10):

[0053]

[0054] Among them, E S The resilient modulus of the subgrade is the resilient modulus of the soil. Compared with the normal temperature state, the temperature of the subgrade drops significantly after freezing, and liquid water freezes into ice. S As the expression increases, its value can be calculated using equation (11):

[0055] E S =307.065+0.509t-(477.895+4.467t)e (0.503+0.005t)H (11)

[0056] In the formula, H is the influence depth of the airport runway subgrade structure in the permafrost region under aircraft load, which can be calculated by formula (12):

[0057]

[0058] Substituting equations (10)-(12) into equation (2) will allow us to calculate the soil reaction modulus under frozen conditions.

[0059] Furthermore, in step S6, the soil reaction modulus calculated by the soil reaction modulus calculation module under frozen conditions in stage S5 is transferred to the pavement deformation calculation module, and the pavement deformation calculation formula (2) is modified according to formula (13):

[0060] k = k f (13)

[0061] Corrected β f With α f The results are obtained from equations (14) and (15) respectively:

[0062]

[0063]

[0064] The corrected βf With α f Substituting into equations (3) and (6) will give us H i (i = 1, 2, 3, 4) are corrected with y0 and θ0 to obtain the corrected H. if (i=1, 2, 3, 4) and y 0f θ 0f :

[0065]

[0066]

[0067]

[0068] Calculate the pavement deformation yf after soil freezing by using the soil reaction modulus under frozen conditions:

[0069]

[0070] This concludes the calculation of pavement deformation after the soil freezes.

[0071] Furthermore, in step S10, the remaining pavement service life correction module expands the calculation of the remaining pavement service life; the remaining service life is expressed as the equivalent remaining number of sorties N. S To represent, N S The result is obtained by calculation using equation (22):

[0072] N S =N d -N e (twenty two)

[0073] Where, N d The equivalent design load can be calculated using equation (23):

[0074] N d =Y d ×N Y (twenty three)

[0075] In the formula, Y d N represents the design service life of the runway. Y This is equivalent to the number of flights per year.

[0076] N e The equivalent number of flights already used can be obtained by summarizing the number of aircraft takeoffs and landings since the runway was built using the actual number of flights used statistics module, and then converting it into equivalent number of flights using the equivalent number of flights conversion module.

[0077] When the measured deformation is within the safe range, the actual deformation is less than the theoretical deformation, and the remaining service life of the pavement can be increased according to formula (24):

[0078] N S1 =N S +(1-γ) (24)

[0079] In the formula, N S1 γ represents the remaining service life of the pavement after the extension, and γ is the pavement deformation safety factor.

[0080] Furthermore, in step S11, since the actual deformation is greater than the theoretical deformation, the remaining service life of the pavement can be reduced according to equation (25):

[0081] N S2 =N S -γ (25)

[0082] In the formula, N S2 The remaining service life of the pavement after reduction is given, and γ is the pavement deformation safety factor.

[0083] Compared with existing technologies, the present invention has the following advantages:

[0084] This invention, based on the actual deformation of airport pavements in cold regions, accurately predicts pavement lifespan by converting equivalent flight loads. This helps airport management departments in cold regions take appropriate measures to extend pavement lifespan and reduce maintenance and replacement costs. The impact of soil freezing on pavement lifespan is considered, making the prediction results more comprehensive and accurate. The calculated and detected pavement deformation data is crucial monitoring data, providing airport management with comprehensive decision-making support. Furthermore, predictions based on real-time pavement deformation data can promptly reflect changes in pavement conditions, helping airport management to understand pavement status in a timely manner and develop corresponding maintenance and repair plans to ensure pavement safety and reliability. Attached Figure Description

[0085] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0086] Figure 1 This is a block diagram of the cold-region airport pavement life prediction system of the present invention;

[0087] Figure 2 This is a flowchart of the evaluation method for the cold-region airport pavement life prediction system of the present invention. Detailed Implementation

[0088] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0089] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0090] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0091] The invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0092] A pavement life prediction system for airports in cold regions includes a central server 1, a pavement deformation calculation module 2, an equivalent flight count conversion module 3, a pavement deformation detection module 4, a pavement remaining service life correction module 5, and a pavement structure service life evaluation module 6. The central server 1 transmits data to the pavement deformation calculation module 2, the equivalent flight count conversion module 3, the pavement deformation detection module 4, and the pavement remaining service life correction module 5 via a data transmission module 7. The pavement deformation calculation module 2 includes a runway structure layer parameter acquisition module 8, a subgrade reaction modulus calculation module 9, and a ground temperature detection module 10. The ground temperature detection module 10 and the subgrade reaction modulus calculation module 9 transmit data via the data transmission module 7. The equivalent flight count conversion module 3 has a built-in actual flight count statistics module 11.

[0093] The following is a method for predicting the pavement life of airports in cold regions, including the following steps:

[0094] 1) System idle S1 phase: In this phase, the system waits for user instructions. When the user issues an instruction through the central server 1, it enters the S2 phase.

[0095] 2) S2 stage for determining whether to conduct an evaluation: In this stage, the system determines whether to conduct an airport runway structural health performance evaluation based on user instructions. If the evaluation result is "yes", it proceeds to the S3 stage; otherwise, it returns to the S1 stage.

[0096] 3) Stage S3: Calculation of pavement deformation under standard load based on standard load and parameters of each structural layer of the airport runway. In this stage, based on the classic Winkler elastic foundation model, the differential equation governing pavement deformation considering the lateral main landing gear load P and axial temperature force T is:

[0097]

[0098] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function.

[0099] The parameters of each structural layer of the runway obtained by the runway structural layer parameter acquisition module 8 from field testing or laboratory tests are transmitted to the pavement deformation calculation module 2. The pavement deformation y under standard load is calculated by solving equation (1) using the initial parameter method and obtaining equation (2) from equation (1).

[0100]

[0101] Among them, H i (i = 1, 2, 3, 4) is the generalized Krylov function, and its specific expression is shown in equation (3):

[0102]

[0103] β is the characteristic coefficient, with the dimension 1 / length, and its expression is shown in equation (4):

[0104]

[0105] α is a dimensionless parameter, and its expression is shown in equation (5):

[0106]

[0107] y 0， θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force. θ0 = 0 and Q0 = -0.5P. y0 and M0 can be calculated according to equation (6):

[0108]

[0109]

[0110] Substituting equations (3)-(6) into equation (2) will allow us to calculate the pavement deformation y under standard load, and then proceed to stage S4.

[0111] 4) S4 stage for calculating the equivalent number of aircraft sorties based on pavement deformation under various types of aircraft loads: In this stage, the equivalent number of sorties conversion module 3 replaces the standard aircraft load P in equation (2) with the load P of the i-th type of aircraft. i After recalculation, the pavement deformation y under the load of type i can be obtained. i ; Equivalent action sortie conversion factor λ for type i aircraft i It can be calculated using equation (7):

[0112]

[0113] Where, λ i ∈(0,1], the equivalent number of sorties for the i-th type of aircraft i The result is obtained by calculation using equation (8):

[0114] n i =λ i n ir (8)

[0115] In the formula, n ir This represents the actual number of aircraft sorties, which can be retrieved from the airport flight arrival and departure information system by the actual sortie statistics module 11 and then transmitted to the equivalent sortie conversion module 3. This stage ends here, and the process proceeds to stage S5.

[0116] 5) S5 stage: Calculate the soil reaction modulus under frozen conditions based on the measured ground temperature (t) after the soil foundation freezes. In this stage, the ground temperature detection module 10 first detects the ground temperature of the runway soil foundation in cold regions and transmits the ground temperature detection results to the soil reaction modulus calculation module 9. Here, the soil reaction modulus k under frozen conditions is calculated using equation (9). f :

[0117] k f =aE S b (9)

[0118] In the formula, a and b are regression coefficients related to the runway surface layer thickness (h), which can be calculated using equation (10):

[0119]

[0120] Among them, E S The resilient modulus of the subgrade is the resilient modulus of the soil. Compared with the normal temperature state, the temperature of the subgrade drops significantly after freezing, and liquid water freezes into ice. SAs the expression increases, its value can be calculated using equation (11):

[0121] E S =307.065+0.509t-(477.895+4.467t)e (0.503+0.005t)H (11)

[0122] In the formula, H is the influence depth of the airport runway subgrade structure in the permafrost region under aircraft load, which can be calculated by formula (12):

[0123]

[0124] Substituting equations (10)-(12) into equation (2) will allow us to calculate the soil reaction modulus under frozen conditions, and then proceed to stage S6.

[0125] 6) S5 stage for calculating pavement deformation after freezing based on soil reaction modulus under frozen soil conditions: In this stage, the soil reaction modulus under frozen soil conditions calculated by soil reaction modulus calculation module 9 in S5 stage is transferred to pavement deformation calculation module 2, and the pavement deformation calculation formula (equation (2)) is corrected according to equation (13):

[0126] k = k f (13)

[0127] Corrected β f With α f The results are obtained from equations (14) and (15) respectively:

[0128]

[0129]

[0130] The corrected β f With α f Substituting into equations (3) and (6) will give us H i (i = 1, 2, 3, 4) are corrected with y0 and θ0 to obtain the corrected H. if (i=1, 2, 3, 4) and y 0f θ 0f :

[0131]

[0132]

[0133]

[0134] Finally, the soil reaction modulus under frozen conditions is used to calculate the pavement deformation y after soil freezing. f :

[0135]

[0136] This concludes the calculation of pavement deformation after the soil freezes, and we proceed to stage S7.

[0137] 7) Correct the pavement deformation y according to the settlement ratio coefficient η. f Phase S7: In this phase, the runway subgrade settlement effect in cold regions is considered, and the pavement deformation is corrected. The corrected pavement deformation is... The result is obtained by calculation using equation (19):

[0138]

[0139] The melting and settling ratio coefficient η (η∈[0,1]) can be obtained by statistical analysis of the ground temperature data detected by the ground temperature detection module 10, and its value can be calculated by equation (20):

[0140]

[0141] In the formula, d represents the number of days with an average ground temperature above 0℃ during the ground temperature monitoring period; D represents the total number of days for ground temperature monitoring. The pavement deformation y is thus calculated. f Corrections complete, proceeding to S8 phase;

[0142] 8) Detect the measured deformation y of airport runways in cold regions. r Phase S8: In this phase, the pavement deformation detection module 4 detects the pavement deformation of the cold-region airport runway during aircraft takeoff and landing, obtaining the actual deformation y of the cold-region airport runway under aircraft load. r The test results are then sent to central server 1, entering phase S9.

[0143] 9) Stage S9: Determining whether the measured deformation of the airport runway in a cold region is within the safe range: In this stage, the central processing unit 1 compares the deformation of the airport runway in a cold region under aircraft load obtained from the measured deformation in stage S8 with the theoretical deformation of the airport runway in a cold region under standard load calculated in stage S7 to determine whether the actual deformation of the airport runway in a cold region is within the safe range. Here, the pavement deformation safety factor γ is defined:

[0144]

[0145] If γ≤1, the measured deformation is determined to be within the safe range, and the process enters stage S10.

[0146] If γ > 1, the measured deformation is determined to be within the danger zone, and the process enters stage S11.

[0147] 10) S10 stage of expanding pavement remaining service life: In this stage, the pavement remaining service life correction module 5 calculates the expansion of the pavement remaining service life; the remaining service life is expressed as equivalent remaining flight counts N. S To represent, N S The result is obtained by calculation using equation (22):

[0148] N S =N d -N e (twenty two)

[0149] Where, N d The equivalent design load can be calculated using equation (23):

[0150] N d =Y d ×N Y (twenty three)

[0151] In the formula, Y d N represents the design service life of the runway. Y This is equivalent to the number of flights per year.

[0152] N e The equivalent number of flights already used can be obtained by the actual number of flights used statistics module 11 summarizing the number of aircraft takeoffs and landings since the runway was built, and then passing it to the equivalent number of flights conversion module 3 to convert it into equivalent number of flights.

[0153] When the measured deformation is within the safe range, the actual deformation is less than the theoretical deformation, and the remaining service life of the pavement can be increased according to formula (24):

[0154] N S1 =N S +(1-γ) (24)

[0155] In the formula, N S1 The remaining service life of the extended pavement.

[0156] At this point, stage S10 ends, and stage S12 begins;

[0157] 11) S11 stage of reducing the remaining service life of the pavement: In this stage, the remaining service life of the pavement is reduced by the pavement remaining service life correction module 5; the measured deformation is within the danger range, and the actual deformation is greater than the theoretical deformation, so the remaining service life of the pavement can be reduced according to formula (25):

[0158] N S2 =N S -γ (25)

[0159] In the formula, N S2 This represents the reduced remaining service life of the pavement.

[0160] At this point, phase S11 ends, and we proceed to phase S12.

[0161] 12) Stage S12 for predicting the remaining service life of pavement structure: In this stage, the calculation results of pavement service life correction module 5 are transmitted to pavement structure service life evaluation module 10. Pavement structure service life evaluation module 6 calculates the predicted value Y of the remaining service life of pavement structure based on the expanded or reduced remaining service life of pavement. S Calculation formula:

[0162]

[0163] At this point, phase S12 ends, and phase S13 begins;

[0164] 13) S13 stage for determining whether to output runway life prediction report: In this stage, since the remaining service life of the runway structure is calculated for each aircraft takeoff and landing, the central server can issue a command to output runway life prediction report based on the pavement health status, the time interval for outputting analysis reports, and the needs of airport operation and management. If the command is yes, then proceed to S14 stage; if the command is no, then return to S8 stage.

[0165] 14) S14 stage of outputting runway service life prediction analysis report: In this stage, the runway structure service life evaluation module 6 generates the runway service life prediction analysis report and stores it in the central server 1, and this evaluation ends.

[0166] This invention, based on the actual deformation of airport pavements in cold regions, accurately predicts pavement lifespan by converting equivalent flight loads. This helps airport management departments in cold regions take appropriate measures to extend pavement lifespan and reduce maintenance and replacement costs. The impact of soil freezing on pavement lifespan is considered, making the prediction results more comprehensive and accurate. The calculated and detected pavement deformation data is crucial monitoring data, providing airport management with comprehensive decision-making support. Furthermore, predictions based on real-time pavement deformation data can promptly reflect changes in pavement conditions, helping airport management to understand pavement status in a timely manner and develop corresponding maintenance and repair plans to ensure pavement safety and reliability.

[0167] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for predicting the lifespan of airport pavements in cold regions, characterized in that, Includes the following steps: S1. After the system starts up and performs a self-test, it waits for user instructions. S2. Receive user instructions and conduct a health performance evaluation of the airport runway structure; S3. Transmit the parameters of each structural layer of the runway obtained by the runway structural layer parameter acquisition module through on-site testing or laboratory tests to the pavement deformation calculation module to calculate the pavement deformation under standard load. S4. After converting the standard aircraft load to the load of the current aircraft type by the equivalent flight conversion module, the pavement deformation under the load of this type of aircraft type can be obtained. S5. Calculate the soil reaction modulus under freezing conditions based on the measured ground temperature after the soil foundation freezes. S6. Calculate the pavement deformation after freezing based on the soil reaction modulus under frozen conditions. S7. Considering the melting and settling effect of the subgrade of airport runways in cold regions, the pavement deformation should be corrected. S8. The pavement deformation detection module detects the pavement deformation of the airport runway in cold regions during aircraft take-off and landing, obtains the actual deformation of the airport runway in cold regions under aircraft load, and sends the detection results to the central server. S9. Determine whether the measured deformation of the airport runway in the cold region is within the safe range. Specifically, the central processing unit compares the deformation of the airport runway in the cold region under the aircraft load obtained by the actual measurement in stage S8 with the theoretical deformation of the airport runway in the cold region under the standard load calculated in stage S7 to determine whether the actual deformation of the airport runway in the cold region is within the safe range. If the measured deformation is within the safe range, proceed to stage S10; if the measured deformation is within the dangerous range, proceed to stage S11. S10. The remaining service life of the pavement is calculated by the pavement remaining service life correction module, and then the process proceeds to S12. S11. The remaining service life of the pavement is reduced by the pavement remaining service life correction module. After reduction, the process proceeds to stage S12. S12. The calculation results of the pavement service life correction module are transmitted to the pavement structure service life evaluation module, and the pavement structure service life evaluation module calculates the predicted value of the remaining service life of the pavement structure based on the expanded or reduced pavement service life. S13. Since the remaining service life of the runway structure is calculated for each aircraft takeoff and landing, the central server can issue a command to output a runway life prediction report, taking into account the pavement health condition, the time interval for outputting analysis reports, and the needs of airport operation and management. If the command is yes, proceed to stage S14; if the command is no, return to stage S8. S14. The runway structure service life evaluation module generates a runway service life prediction and analysis report and stores it on the central server.

2. The method according to claim 1, characterized in that: In step S3, based on the Winkler elastic foundation model, the lateral main landing gear load is considered. P and axial temperature force T The differential equation governing surface deformation is: （1） In the formula: EI For bending stiffness; k The soil reaction modulus; For Dirac δ function; The parameters of each structural layer of the runway obtained from field testing or laboratory experiments by the runway structural layer parameter acquisition module are transmitted to the pavement deformation calculation module. The pavement deformation under standard load is calculated by solving equation (2) using the initial parameter method to solve equation (1). y ; （2） Among them, H i ( i = 1, 2, 3, 4) is the generalized Krylov function, and its specific expression is shown in equation (3): （3） β The characteristic coefficient has the dimension 1 / length, and its expression is shown in equation (4): （4） α For a dimensionless parameter, its expression is shown in equation (5): （5） for O The initial parameters of the point are deflection, rotation, bending moment, and shear force. and , y 0 and M 0 It can be calculated according to equation (6): （6） Substituting equations (3)-(6) into equation (2) will allow us to calculate the pavement deformation under standard load. y .

3. The method according to claim 1, characterized in that: In step S4, the equivalent action sortie conversion module (3) converts the aircraft standard load in equation (2) to... P Change to the first i Load of similar models P i After recalculation, the result can be obtained at the [number]th [position]. i pavement deformation under similar machine loads y i ;No. i Equivalent action sortie conversion factor for similar aircraft types λ i It can be calculated using equation (7): （7） in, , No. i Equivalent number of sorties for this type of aircraft n i The result is obtained by calculation using equation (8): （8） In the formula, n ir This refers to the actual number of aircraft operations, which can be retrieved from the airport's flight arrival and departure information system by the actual operations statistics module and then transmitted to the equivalent operations conversion module.

4. The method according to claim 1, characterized in that: In step S5, the ground temperature detection module first detects the ground temperature of the runway subgrade in cold regions, and transmits the ground temperature detection results to the subgrade reaction modulus calculation module. Here, the subgrade reaction modulus under frozen conditions is calculated using equation (9). k f : （9） In the formula, a and b It is related to the thickness of the runway surface layer ( h The relevant regression coefficients can be calculated using equation (10): （10） in, E S The resilient modulus of the subgrade is the resilient modulus of the soil. Compared with the normal temperature state, the temperature of the subgrade drops significantly after freezing, and liquid water solidifies into ice. E S As the expression increases, its value can be calculated using equation (11): （11） In the formula, H The influence depth of the airport runway subgrade structure under aircraft load in permafrost regions can be calculated using equation (12): （12） Substituting equations (10)-(12) into equation (2) will allow us to calculate the soil reaction modulus under frozen conditions.

5. The method according to claim 1, characterized in that: In step S6, the soil reaction modulus calculated by the soil reaction modulus calculation module in stage S5 under frozen conditions is transferred to the pavement deformation calculation module, and the pavement deformation calculation formula (2) is corrected according to formula (13): k = k f （13） Revised β f and α f The results are obtained from equations (14) and (15) respectively: （14） （15） The revised β f and α f Substituting into equations (3) and (6) will give us H i ( i = 1, 2, 3, 4) and Make corrections to obtain the corrected H. if ( i = 1, 2, 3, 4) and : (16) （17） Calculate the pavement deformation after soil freezing by using the soil subgrade reaction modulus under frozen conditions. y f : （18）； This concludes the calculation of pavement deformation after the soil freezes.

6. The method according to claim 1, characterized in that: In step S10, the remaining service life of the pavement is increased by the pavement remaining service life correction module; the remaining service life is calculated based on the equivalent remaining number of operations. N S To indicate, N S The result is obtained by calculation using equation (22): (twenty two); in, N d The equivalent design load can be calculated using equation (23): (23); where, Y d The design service life of the runway; N Y The equivalent of annual flight operations; N e The equivalent number of sorties already performed can be obtained by summarizing the number of aircraft takeoffs and landings since the runway was built using the actual number of sorties statistics module, and then converting it into equivalent number of sorties using the equivalent number of sorties conversion module. When the measured deformation is within the safe range, the actual deformation is less than the theoretical deformation, and the remaining service life of the pavement can be increased according to formula (24): (24); where, N S1 The remaining service life of the extended pavement. γ is Safety factor for pavement deformation.

7. The method according to claim 1, characterized in that: In step S11, the actual deformation is greater than the theoretical deformation, and the remaining service life of the pavement can be reduced according to equation (25): (25); In the formula, N S2 The remaining service life of the pavement after the reduction. γ is Safety factor for pavement deformation.

8. A pavement life prediction system for cold-region airports, used to implement the pavement life prediction method for cold-region airports according to any one of claims 1 to 7, characterized in that, include: A central server is used to receive, process, record, and store data. The pavement deformation calculation module is used to calculate the pavement deformation under standard loads. The equivalent sortie conversion module calculates the equivalent sortie count of the aircraft based on the pavement deformation under various types of aircraft loads. The pavement deformation detection module detects the measured deformation of airport runways in cold regions. The pavement remaining service life correction module can expand or reduce the remaining service life of the pavement. The pavement structure service life evaluation module calculates the predicted value of the remaining service life of the pavement structure based on the expanded or reduced remaining service life of the pavement. Data transmission module; used for data exchange between the central server and various modules.

9. The cold-region airport pavement life prediction system according to claim 8, characterized in that: The pavement deformation calculation module includes a runway structure layer parameter acquisition module, a soil reaction modulus calculation module, and a ground temperature detection module. The ground temperature detection module and the soil reaction modulus calculation module transmit data to each other through a data transmission module.

10. The cold-region airport pavement life prediction system according to claim 8, characterized in that: The equivalent action sortie conversion module has a built-in actual action sortie statistics module.

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