A grouting area pavement life prediction system and method

Abstract

This invention provides a system and method for predicting the lifespan of grouting pavement. The system includes: a central processing unit (CPU) for receiving, recording, processing, and storing data; an aircraft detection module for acquiring aircraft type and mass data; a flight count conversion module for converting the equivalent flight count of the aircraft based on the aircraft type and mass data; a subgrade detection module for acquiring subgrade displacement, acceleration, and elastic modulus data; a pavement detection module for acquiring pavement elevation, surface evenness, and acceleration data; and a pavement lifespan prediction and evaluation module for calculating the remaining flight counts. This system for predicting the lifespan of grouting pavement in airport pavement can accurately predict pavement lifespan based on the actual deformation of the grouting area and by converting the equivalent flight count.

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 grouting areas. Background Technology

[0002] my country has a vast territory, and the groundwater level is high in coastal areas and some inland areas. Under the influence of temperature and aircraft load, airport pavement foundations are prone to delamination, which has a significant impact on airport pavement and aircraft safety.

[0003] Airport runways have a linear layered structure, consisting of a pavement slab (concrete or asphalt concrete), a water-stabilized layer, and a subgrade. The subgrade is a region prone to voiding defects. To mitigate the impact of voiding on the pavement, grouting is commonly used to repair these voided areas. Currently, the bearing capacity of the grouted areas is primarily assessed using a heavy hammer deflectometer (HWD) for impact loading tests, followed by on-site testing of the measured areas.

[0004] The problem with the above method is that while HWD testing is relatively intuitive, the testing cycle is too long, which is not conducive to airports taking appropriate measures at the right time. Therefore, further research is needed to improve the ability to predict the pavement life of runway grouting areas, making the test results more intuitive and realizing the informatization of airport management.

[0005] Therefore, in light of technological advancements in airport engineering, a simple, reliable evaluation method for predicting the lifespan of grouting pavement is proposed, which has practical significance for improving airport runway safety management capabilities. Summary of the Invention

[0006] In view of this, the present invention aims to propose a pavement life prediction system and method for grouting areas, in order to solve the problem that the existing pavement life prediction methods for grouting areas have too long testing cycles, which is not conducive to airports taking measures at the appropriate time.

[0007] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0008] First aspect

[0009] This invention provides a pavement life prediction system for grouting areas, comprising:

[0010] Central processing unit; used to receive, record, process, and store data;

[0011] Aircraft inspection module; used to acquire aircraft model data and aircraft quality data;

[0012] Response sortie conversion module; used to convert the aircraft's equivalent response sorties based on the aircraft type data and aircraft mass data;

[0013] Soil foundation detection module; used to acquire soil foundation displacement data, soil foundation acceleration data, and soil foundation elastic modulus data;

[0014] Pavement inspection module; used to acquire pavement elevation data, pavement surface smoothness data, and pavement surface acceleration data;

[0015] The pavement service life prediction and evaluation module is used to calculate the remaining number of pavement actions to obtain the pavement service life prediction and evaluation results.

[0016] Furthermore, the aircraft inspection module includes an aircraft model inspection unit and an aircraft quality inspection unit.

[0017] Furthermore, the soil foundation detection module includes a soil foundation displacement detection unit, a soil foundation acceleration detection unit, and a soil foundation elastic modulus detection unit.

[0018] Furthermore, the pavement detection module includes a pavement elevation detection unit, a pavement surface flatness detection unit, and a pavement surface acceleration detection unit.

[0019] Second aspect

[0020] This invention also provides a method for predicting the pavement life in grouting areas, comprising:

[0021] After the system starts up and performs a self-test, it awaits user commands.

[0022] Receive the user instruction and predict the pavement life of the grouting area according to the user instruction;

[0023] Obtain the parameters of each structural layer of the airport runway, and calculate the pavement deformation of each aircraft type under standard load based on the parameters of each structural layer of the airport runway.

[0024] The system obtains flight number data, aircraft type data, and corresponding mass data for each aircraft type from the flight arrival and departure information. Based on the flight number data, the system selects the aircraft with the most flights and the highest requirements for airport pavement thickness as the standard aircraft type.

[0025] Based on the flight data, aircraft type data, and corresponding mass data for each aircraft type, the actual number of landings of each aircraft type under different load conditions is converted into the standard number of landings of the standard aircraft type under standard load conditions.

[0026] Obtain the distance between the grouting pavement area and the aircraft touchdown position, and calculate the soil reaction modulus k after grouting based on the aircraft sortie coefficient corresponding to the standard aircraft type and the distance between the grouting pavement area and the aircraft touchdown position. n ;

[0027] According to the soil reaction modulus k after grouting n Calculate the theoretical deformation of the pavement after grouting;

[0028] The actual deformation of the pavement after grouting is obtained, and the theoretical deformation is compared with the actual deformation to determine whether the measured deformation value of the pavement in the grouting area is within the safe range. If the actual deformation is less than the theoretical deformation, the measured deformation value of the pavement in the grouting area is within the safe range; otherwise, it is not within the safe range.

[0029] When the measured value of the pavement deformation in the grouting area is within the safe range, the number of pavement service life cycles is increased, and the remaining service life cycles of the pavement structure are calculated based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is less than 0.7, the remaining service life cycles are increased by 0.5; otherwise, the remaining service life cycles are increased by 0.2.

[0030] When the measured value of the pavement deformation in the grouting area is not within the safe range, the number of pavement service life cycles is reduced, and the remaining service life cycles of the pavement structure are calculated based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is greater than 1.3, the remaining service life cycles are reduced by 0.5; otherwise, the remaining service life cycles are reduced by 0.2.

[0031] A pavement life prediction report for the grouting area is generated based on the remaining number of uses of the pavement structure.

[0032] Furthermore, the step of obtaining the structural layer parameters of the airport runway and calculating the pavement deformation of each aircraft type under standard load conditions based on the structural layer parameters of the airport runway includes:

[0033] 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 as follows:

[0034]

[0035] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function;

[0036] Based on the parameters of each structural layer of the runway obtained from on-site testing or laboratory experiments, and using the initial parameter method to solve the above formula, the pavement deformation y of each aircraft type under standard load is calculated as follows:

[0037]

[0038] Where Hi (i = 1, 2, 3, 4) is a generalized Krylov function, and its specific expression is as follows:

[0039]

[0040] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0041]

[0042] α is a dimensionless parameter, and its expression is as follows:

[0043]

[0044] Where y0, θ0, M0, and Q0 are the initial parameters of point O, representing deflection, rotation angle, bending moment, and shear force, respectively; θ0 = 0, Q0 = -0.5P, and y0 and M0 are calculated according to the following formulas:

[0045]

[0046]

[0047] Furthermore, the step of acquiring actual deformation data of the airport pavement and, based on the flight count data, aircraft type data, and corresponding mass data for each aircraft type, converting the actual landing counts of each aircraft type under different load conditions into the standard landing counts of the standard aircraft type under standard load conditions includes:

[0048] Based on the aircraft model data and the corresponding mass data of each aircraft model, the load data of each aircraft model's landing flights are obtained.

[0049] The actual deformation data of the airport pavement is obtained, and the actual deformation data is matched with the load data of the landing flights of each aircraft type in time to obtain the airport pavement deformation data of each aircraft type under different load conditions.

[0050] Calculate the ratio of the airport pavement deformation data of each aircraft type under different load conditions to the airport pavement deformation of the standard aircraft type under standard load conditions, and use the ratio as the conversion standard for the landing number of the corresponding aircraft type.

[0051] Based on the flight data, the actual number of landings of each aircraft type under different load conditions is obtained, and the conversion standard is used to convert the actual number of landings of each aircraft type under different load conditions into the standard number of landings of the standard aircraft type under standard load conditions.

[0052] Furthermore, the distance between the grouting pavement area and the aircraft touchdown position is obtained, and the soil reaction modulus k after grouting is calculated based on the aircraft sortie coefficient corresponding to the standard aircraft type and the distance between the grouting pavement area and the aircraft touchdown position. n ,include:

[0053] Obtain the distance D between the grouting surface area and the aircraft touchdown position;

[0054] Obtain the aircraft sortie coefficient t corresponding to the standard aircraft type; wherein, the aircraft sortie coefficient for medium-sized aircraft is 1, the aircraft sortie coefficient for small aircraft is 0.7, and the aircraft sortie coefficient for large aircraft is 1.5.

[0055] Based on the aircraft sortie coefficient t corresponding to the standard aircraft model and the distance D between the grouting surface area and the aircraft touchdown position, calculate the soil reaction modulus k after grouting. n The calculation formula is as follows:

[0056]

[0057] Where k is the soil reaction modulus.

[0058] Furthermore, the reaction modulus k of the subgrade after grouting... n Calculate the theoretical deformation of the pavement after grouting, including:

[0059] Obtain the soil reaction modulus after grouting, and calculate the theoretical deformation y of the pavement after grouting based on the soil reaction modulus after grouting. s The calculation formula is as follows:

[0060]

[0061] Among them, H i (i = 1, 2, 3, 4) is the generalized Krylov function, and the specific formula is as follows:

[0062]

[0063] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0064]

[0065] α is a dimensionless parameter, and its expression is as follows:

[0066]

[0067] Where y0, θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force, θ0 = 0, Q0 = -0.5P, and y0 and M0 are calculated according to the following formula:

[0068]

[0069]

[0070] Furthermore, after generating the pavement life prediction report for the grouting area based on the remaining service life of the pavement structure, the method further includes:

[0071] The pavement life prediction report for the grouting area is obtained and stored in the central processing unit.

[0072] Compared with existing technologies, the grouting area pavement life prediction system and method of the present invention have the following advantages:

[0073] (1) The pavement life prediction system for grouting area described in this invention can accurately predict the pavement life based on the actual deformation of the grouting area of ​​the airport pavement and by converting the equivalent number of flights. This helps airport management departments to take appropriate measures and reduce the maintenance and replacement costs of airport pavement.

[0074] (2) The pavement life prediction method for grouting areas described in this invention has the advantages of high accuracy and good real-time performance. By directly predicting the pavement lifespan based on the number of times the pavement has been used, and reflecting the pavement lifespan prediction in terms of the number of aircraft operations, the lifespan prediction results are more intuitive and convenient, making it easier for airport management departments to understand the pavement usage status more clearly. At the same time, this lifespan prediction method can be based on real-time pavement deformation data, which can reflect changes in pavement conditions in a timely manner, helping airport management departments to promptly grasp the pavement condition and make corresponding maintenance and repair plans to ensure the safety and reliability of the pavement. Furthermore, this method not only calculates the impact of aircraft flights on runway lifespan, but also distinguishes between different aircraft types, quantifying the impact of different aircraft types on the pavement, which is beneficial to improving the accuracy of pavement life prediction in grouting areas. Attached Figure Description

[0075] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0076] Figure 1 This is a schematic diagram of the structure of a grouting area pavement life prediction system according to Embodiment 1 of the present invention;

[0077] Figure 2This is a flowchart of a method for predicting the pavement life in a grouting area according to Embodiment 2 of the present invention. Detailed Implementation

[0078] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0079] Example 1

[0080] Figure 1 This is a schematic diagram of a pavement life prediction system for grouting areas according to Embodiment 1 of the present invention. This pavement life prediction system for grouting areas can be used for accurate prediction of the pavement life in airport grouting areas. It is simple to implement, provides reliable results, and has practical application significance for improving airport runway safety management capabilities. See also... Figure 1 This grouting area pavement life prediction system includes:

[0081] Central processing unit; used to receive, record, process, and store data.

[0082] An aircraft inspection module is used to acquire aircraft model data and aircraft quality data. For example, the aircraft inspection module includes an aircraft model inspection unit and an aircraft quality inspection unit.

[0083] Response sortie conversion module; used to convert the aircraft's equivalent response sorties based on the aircraft type data and aircraft mass data.

[0084] A soil foundation testing module is used to acquire soil displacement data, soil acceleration data, and soil elastic modulus data. For example, the soil foundation testing module includes a soil displacement detection unit, a soil acceleration detection unit, and a soil elastic modulus detection unit. The soil displacement detection unit can use a vertical displacement sensor, and the soil acceleration detection unit can use an acceleration sensor.

[0085] The pavement inspection module is used to acquire pavement elevation data, pavement surface smoothness data, and pavement surface acceleration data. For example, the pavement inspection module includes a pavement elevation detection unit, a pavement surface smoothness detection unit, and a pavement surface acceleration detection unit.

[0086] The pavement service life prediction and evaluation module is used to calculate the remaining number of pavement actions to obtain the pavement service life prediction and evaluation results.

[0087] The pavement life prediction system for grouting areas described in this embodiment can accurately predict the pavement life based on the actual deformation of the grouting area and by converting it into equivalent flight operations. This helps airport management departments take appropriate measures and reduce the maintenance and replacement costs of airport pavements.

[0088] Example 2

[0089] Figure 2 This is a flowchart of a method for predicting the pavement life in a grouting area according to Embodiment 2 of the present invention. This embodiment is an optimization based on the above embodiment; see below. Figure 2 This lifespan prediction method includes:

[0090] Step 201: After the system starts up and performs a self-test, it waits for user instructions.

[0091] Specifically, the life prediction system can be started in the computer and perform a self-test, and then enter the idle mode stage. In this stage, the life prediction system will wait for user instructions. When the user issues an instruction through the central processing unit, it will enter the next evaluation stage.

[0092] Step 202: Receive the user instruction and predict the pavement life of the grouting area according to the user instruction.

[0093] After receiving the instruction from the user, the system enters the evaluation phase. In this phase, the life prediction system will determine whether the user clicks the "Precision Milling Rigid Track Life Evaluation" button on the computer screen. If the result is "yes", the system will proceed to the subsequent precision milling rigid track life evaluation; otherwise, it will not proceed and will return to the idle mode phase.

[0094] Step 203: Obtain the parameters of each structural layer of the airport runway, and calculate the pavement deformation of each aircraft type under standard load conditions based on the parameters of each structural layer of the airport runway.

[0095] Specifically, step 203 can be performed as follows:

[0096] First, 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 as follows:

[0097]

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

[0099] Secondly, based on the parameters of each structural layer of the runway obtained from on-site testing or laboratory experiments, and using the initial parameter method, the pavement deformation y of each aircraft type under standard load is calculated using the above formula, as follows:

[0100]

[0101] Where Hi (i = 1, 2, 3, 4) is a generalized Krylov function, and its specific expression is as follows:

[0102]

[0103] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0104]

[0105] α is a dimensionless parameter, and its expression is as follows:

[0106]

[0107] Where y0, θ0, M0, and Q0 are the initial parameters of point O, representing deflection, rotation angle, bending moment, and shear force, respectively; θ0 = 0, Q0 = -0.5P, and y0 and M0 are calculated according to the following formulas:

[0108]

[0109]

[0110] Step 204: Obtain flight number data, aircraft type data, and corresponding mass data for each aircraft type from the flight arrival and departure information, and select the aircraft with the most flights and the highest requirements for airport pavement thickness as the standard aircraft type based on the flight number data.

[0111] Specifically, step 204 can be performed as follows:

[0112] Once the pavement life prediction system enters the grouting area, it will select the aircraft with the most flights and the highest requirements for airport pavement thickness as the standard aircraft type based on flight arrival and departure information, flight number data, aircraft type data, and the corresponding quality data of each aircraft type.

[0113] Step 205: Based on the flight data, aircraft type data, and the corresponding mass data of each aircraft type, convert the actual landings of each aircraft type under different load conditions into the standard landings of the standard aircraft type under standard load conditions.

[0114] Specifically, step 205 can be performed as follows:

[0115] First, based on the aircraft model data and the corresponding mass data of each aircraft model, the load data of each aircraft model's landing flights are obtained.

[0116] Secondly, the actual deformation data of the airport pavement is obtained, and the actual deformation data is matched with the load data of the landing flights of each aircraft type to obtain the airport pavement deformation data of each aircraft type under different load conditions.

[0117] Next, the ratio of the airport pavement deformation data of each aircraft type under different load conditions to the airport pavement deformation of the standard aircraft type under standard load conditions is calculated, and the ratio is used as the conversion standard for the landing flights of the corresponding aircraft type.

[0118] Finally, based on the flight data, the actual number of landings for each aircraft type under different load conditions is obtained, and the conversion standard is used to convert the actual number of landings for each aircraft type under different load conditions into the standard number of landings for the standard aircraft type under standard load conditions.

[0119] In practical applications, the conversion of aircraft equivalent landing flights can be performed by detecting the aircraft type using aircraft type detection units installed in the taxiway area, and by detecting the aircraft quality using aircraft quality detection units. Furthermore, the actual number of landing flights can be converted into the standard number of landing flights for the standard aircraft type under standard load conditions by comparing the damage to the airport pavement caused by different aircraft types and loads during the landing phase with the ratio of the damage caused by the standard aircraft type and load conditions.

[0120] Step 206: Obtain the distance between the grouting pavement area and the aircraft touchdown position, and calculate the soil reaction modulus k after grouting based on the aircraft sortie coefficient corresponding to the standard aircraft type and the distance between the grouting pavement area and the aircraft touchdown position. n .

[0121] Because the soil reaction modulus is calculated after grouting, the bearing capacity of the soil in the affected area increases after grouting, leading to an increase in the soil reaction modulus. Simultaneously, grouting significantly increases the soil reaction modulus in the grouting area and also positively impacts the soil reaction modulus in the surrounding area. However, the grouting effect gradually weakens with increasing aircraft sorties. Therefore, it is necessary to consider the effects of different factors on the correction of the soil reaction modulus k. n The impact.

[0122] Specifically, step 206 can be performed as follows:

[0123] First, the distance D between the grouting surface area and the aircraft's touchdown position is obtained.

[0124] Next, obtain the aircraft sortie coefficient t corresponding to the standard aircraft type; wherein, the aircraft sortie coefficient for medium-sized aircraft is 1, the aircraft sortie coefficient for small aircraft is 0.7, and the aircraft sortie coefficient for large aircraft is 1.5.

[0125] Finally, based on the aircraft sortie coefficient t corresponding to the standard aircraft model and the distance D between the grouting pavement area and the aircraft touchdown position, the soil reaction modulus k after grouting is calculated. n The calculation formula is as follows:

[0126]

[0127] Where k is the soil reaction modulus.

[0128] Step 207: Based on the post-grouting soil reaction modulus k n Calculate the theoretical deformation of the pavement after grouting.

[0129] To calculate the pavement deformation after grouting, the modified soil reaction modulus can be substituted into the pavement deformation calculation formula to obtain the pavement deformation calculation result in the grouting area under standard load.

[0130] Specifically, step 207 can be performed as follows:

[0131] Obtain the soil reaction modulus after grouting, and calculate the theoretical deformation y of the pavement after grouting based on the soil reaction modulus after grouting. s The calculation formula is as follows:

[0132]

[0133] Among them, H i (i = 1, 2, 3, 4) is the generalized Krylov function, and the specific formula is as follows:

[0134]

[0135] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0136]

[0137] α is a dimensionless parameter, and its expression is as follows:

[0138]

[0139] Where y0, θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force, θ0 = 0, Q0 = -0.5P, and y0 and M0 are calculated according to the following formula:

[0140]

[0141]

[0142] Step 208: Obtain the actual deformation of the pavement after grouting, and compare the theoretical deformation with the actual deformation to determine whether the measured value of the pavement deformation in the grouting area is within the safe range; wherein, if the actual deformation is less than the theoretical deformation, the measured value of the pavement deformation in the grouting area is within the safe range, otherwise it is not within the safe range.

[0143] Specifically, the actual deformation of the runway in the grouting area can be detected by using the pavement elevation detection unit, pavement surface flatness detection unit, and pavement surface acceleration detection unit in the pavement detection module arranged in the runway area, as well as the subgrade displacement detection unit, subgrade acceleration detection unit, and subgrade elastic modulus detection unit in the subgrade detection module, so as to obtain the actual deformation of the pavement after grouting.

[0144] Step 209: When the measured value of the pavement deformation in the grouting area is within the safe range, increase the number of pavement service life cycles, and calculate the remaining number of pavement service life cycles based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is less than 0.7, increase the remaining number of service life cycles by 0.5; otherwise, increase the remaining number of service life cycles by 0.2.

[0145] Step 210: When the measured value of the pavement deformation in the grouting area is not within the safe range, reduce the number of pavement service life cycles, and calculate the remaining number of pavement service life cycles based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is greater than 1.3, reduce the remaining number of service life cycles by 0.5; otherwise, reduce the remaining number of service life cycles by 0.2.

[0146] Step 211: Generate a pavement life prediction report for the grouting area based on the remaining number of uses of the pavement structure.

[0147] Specifically, the remaining number of times the pavement structure can be used to calculate the remaining number of times the pavement structure can be used. The remaining number of times the pavement can be used is the expected number of times the pavement can be used after grouting plus the remaining number of times calculated in step 210, or minus the remaining number of times calculated in step 211, so as to obtain the pavement life prediction report for the grouting area.

[0148] Optionally, after generating the pavement life prediction report for the grouting area based on the remaining number of uses of the pavement structure, the method further includes: obtaining the pavement life prediction report for the grouting area and storing it in a central processing unit.

[0149] In practical applications, during this stage, the system can also determine whether to output a runway life prediction report based on user instructions. If the evaluation result is "yes," a runway lifespan prediction report is output, the evaluation ends, and the report is stored in the central processing unit. Otherwise, no report is output, but the report is stored in the central processing unit.

[0150] The pavement life prediction method for grouting areas described in this embodiment has the advantages of high accuracy and good real-time performance. By directly predicting the pavement lifespan based on the number of times it is used, and reflecting the pavement lifespan prediction in terms of the number of aircraft operations, the lifespan prediction results are more intuitive and convenient, allowing airport management departments to better understand the pavement usage. Simultaneously, this lifespan prediction method can be based on real-time pavement deformation data, which can promptly reflect changes in pavement conditions. This helps airport management departments to promptly grasp the pavement condition and make corresponding maintenance and repair plans to ensure pavement safety and reliability. Furthermore, this method not only calculates the impact of aircraft flights on runway lifespan but also differentiates between different aircraft types, quantifying the impact of different aircraft types on the pavement, which helps improve the accuracy of pavement life prediction in grouting areas.

[0151] The above description is only 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 pavement life using a grouting zone pavement life prediction system, characterized in that, The system includes: Central processing unit; used to receive, record, process, and store data; Aircraft inspection module; used to acquire aircraft model data and aircraft quality data; Response sortie conversion module; used to convert the aircraft's equivalent response sorties based on the aircraft type data and aircraft mass data; Soil foundation detection module; used to acquire soil foundation displacement data, soil foundation acceleration data, and soil foundation elastic modulus data; Pavement inspection module; used to acquire pavement elevation data, pavement surface smoothness data, and pavement surface acceleration data; The pavement service life prediction and evaluation module is used to calculate the remaining number of pavement actions to obtain the pavement service life prediction and evaluation results. The method includes the following steps: After the system starts up and performs a self-test, it awaits user commands. Receive the user instruction and predict the pavement life of the grouting area according to the user instruction; Obtain the parameters of each structural layer of the airport runway, and calculate the pavement deformation of each aircraft type under standard load based on the parameters of each structural layer of the airport runway. The system obtains flight number data, aircraft type data, and corresponding mass data for each aircraft type from the flight arrival and departure information. Based on the flight number data, the system selects the aircraft with the most flights and the highest requirements for airport pavement thickness as the standard aircraft type. Obtain actual deformation data of airport pavement, and based on the flight count data, aircraft type data, and mass data corresponding to each aircraft type, convert the actual landing counts of each aircraft type under different load conditions into the standard landing counts of the standard aircraft type under standard load conditions. Obtain the distance between the grouting pavement area and the aircraft touchdown position, and calculate the soil reaction modulus after grouting based on the aircraft sortie coefficient corresponding to the standard aircraft type and the distance between the grouting pavement area and the aircraft touchdown position. ; Based on the soil reaction modulus after grouting Calculate the theoretical deformation of the pavement after grouting; The actual deformation of the pavement after grouting is obtained, and the theoretical deformation is compared with the actual deformation to determine whether the measured deformation value of the pavement in the grouting area is within the safe range; wherein, if the actual deformation is less than the theoretical deformation, the measured deformation value of the pavement in the grouting area is within the safe range, otherwise it is not within the safe range. When the measured value of the pavement deformation in the grouting area is within the safe range, the number of pavement service life cycles is increased, and the remaining service life cycles of the pavement structure are calculated based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is less than 0.7, the remaining service life cycles are increased by 0.5; otherwise, the remaining service life cycles are increased by 0.

2. When the measured value of the pavement deformation in the grouting area is not within the safe range, the number of pavement service life cycles is reduced, and the remaining service life cycles of the pavement structure are calculated based on the ratio of the actual deformation to the theoretical deformation. If the ratio of the actual deformation to the theoretical deformation is greater than 1.3, the remaining service life cycles are reduced by 0.5; otherwise, the remaining service life cycles are reduced by 0.

2. A pavement life prediction report for the grouting area is generated based on the remaining number of uses of the pavement structure.

2. The method according to claim 1, characterized in that: The aircraft inspection module includes an aircraft type inspection unit and an aircraft quality inspection unit.

3. The method according to claim 1, characterized in that: The soil foundation testing module includes a soil foundation displacement testing unit, a soil foundation acceleration testing unit, and a soil foundation elastic modulus testing unit.

4. The method according to claim 1, characterized in that: The pavement inspection module includes a pavement elevation inspection unit, a pavement surface flatness inspection unit, and a pavement surface acceleration inspection unit.

5. The method according to claim 1, characterized in that, The process of obtaining the structural layer parameters of the airport runway and calculating the pavement deformation of each aircraft type under standard load conditions based on these parameters includes: Based on the classic Winkler elastic foundation model, considering the lateral main landing gear load. and axial temperature force The differential equation governing surface deformation during time is as follows: ； In the formula: For bending stiffness; The soil reaction modulus; For Dirac function; Based on the parameters of each structural layer of the runway obtained from on-site testing or laboratory experiments, and using the initial parameter method to solve the above formula, the pavement deformation of each aircraft type under standard load is calculated. The formula is as follows: ； Where Hi (i = 1, 2, 3, 4) is a generalized Krylov function, and its specific expression is as follows: ； In the above formula, The characteristic coefficient, with dimensions 1 / length, is expressed as follows: ； For a dimensionless parameter, its expression is as follows: ； in, The initial parameters at point 0 represent deflection, rotation angle, bending moment, and shear force, respectively. , , and Calculate using the following formula: 。 6. The method according to claim 1, characterized in that, The process of acquiring actual deformation data of the airport pavement and, based on the flight count data, aircraft type data, and corresponding mass data for each aircraft type, converting the actual landing counts of each aircraft type under different load conditions into the standard landing counts of the standard aircraft type under standard load conditions includes: Based on the aircraft model data and the corresponding mass data of each aircraft model, the load data of each aircraft model's landing flights are obtained. The actual deformation data of the airport pavement is obtained, and the actual deformation data is matched with the load data of the landing flights of each aircraft type in time to obtain the airport pavement deformation data of each aircraft type under different load conditions. Calculate the ratio of the airport pavement deformation data of each aircraft type under different load conditions to the airport pavement deformation of the standard aircraft type under standard load conditions, and use the ratio as the conversion standard for the landing number of the corresponding aircraft type. Based on the flight data, the actual number of landings of each aircraft type under different load conditions is obtained, and the conversion standard is used to convert the actual number of landings of each aircraft type under different load conditions into the standard number of landings of the standard aircraft type under standard load conditions.

7. The method according to claim 1, characterized in that, The distance between the grouting pavement area and the aircraft touchdown position is obtained, and the soil reaction modulus after grouting is calculated based on the aircraft sortie coefficient corresponding to the standard aircraft type and the distance between the grouting pavement area and the aircraft touchdown position. ,include: Obtain the distance between the grouting surface area and the aircraft touchdown location. ; Obtain the aircraft sortie coefficient corresponding to the standard aircraft type. Among them, the sortie coefficient for medium-sized aircraft is 1, the sortie coefficient for small aircraft is 0.7, and the sortie coefficient for large aircraft is 1.

5. According to the aircraft sortie coefficient corresponding to the standard aircraft model and the distance between the grouting surface area and the aircraft touchdown location. Calculate the soil reaction modulus after grouting. The calculation formula is as follows: ； in, It represents the soil reaction modulus.

8. The method according to claim 1, characterized in that, The reaction modulus of the subgrade after grouting Calculate the theoretical deformation of the pavement after grouting, including: Obtain the soil reaction modulus after grouting, and calculate the theoretical deformation of the pavement after grouting based on the soil reaction modulus after grouting. The calculation formula is as follows: ； Where Hi (i = 1, 2, 3, 4) is the generalized Krylov function, and the specific formula is as follows: ； In the above formula, The characteristic coefficient, with dimensions 1 / length, is expressed as follows: ； For a dimensionless parameter, its expression is as follows: ； in, The initial parameters at point 0 are deflection, rotation angle, bending moment, and shear force. , , and Calculate using the following formula: 。 9. The method according to claim 1, characterized in that, After generating a pavement life prediction report for the grouting area based on the remaining service life of the pavement structure, the method further includes: The pavement life prediction report for the grouting area is obtained and stored in the central processing unit.

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