A system and method for life prediction of precision milled rigid runway

Abstract

The application provides a life prediction system and method for precision milling rigid runway, wherein the system comprises a central processing unit; a module for receiving, recording, processing and storing data; a module for collecting flight in and out information; a module for collecting flight cycle data, flight model information data and aircraft weight data; a theoretical pavement deformation calculation module for calculating the theoretical deformation of the pavement; an actual pavement deformation detection module for detecting the actual deformation of the pavement; a pavement repair evaluation module for determining whether the pavement deformation is within a safe range; and a pavement residual service life evaluation module for calculating the residual cumulative equivalent action times of the pavement and obtaining the residual service life prediction result of the pavement. The life prediction system and method for precision milling rigid runway can automatically collect information through various modules, process the information through the central processing unit, calculate the residual service life of the pavement and obtain a life prediction report.

Description

Technical Field

[0001] This invention belongs to the field of airport engineering technology, and in particular relates to a life prediction system and method for precision milled rigid runways. Background Technology

[0002] Currently, the service life of airport concrete pavements is generally around 20 to 30 years. As the service life increases, many pavements develop various defects, such as cracks, fractures, and gaps. Although these defects are diverse in form and complex in cause, they are common problems in civil aviation airport pavements and seriously threaten the operational safety of aircraft.

[0003] To address pavement defects and extend the service life of airport pavements, precision milling combined with rapid repair can quickly and efficiently restore pavement performance while meeting the requirements for uninterrupted construction. Currently, the load-bearing capacity of milled and reinforced concrete pavements is primarily tested using a heavy-duty deflectometer (HWD) for impact loading tests on the pavement, with on-site testing of the measured area. However, this method has limitations: the size and depth of influence of the heavy-duty deflectometer are not comparable to the total aircraft load; furthermore, the test requires runway closure, which, for busy large airports with continuous day and night takeoffs and landings, would have significant economic and social impacts.

[0004] Therefore, in light of technological advancements in airport engineering, a simple, reliable, and easy-to-implement life prediction system and evaluation method for precision milled rigid runways is proposed, which has practical significance for improving airport runway safety management capabilities. Summary of the Invention

[0005] In view of this, the present invention aims to propose a life prediction system and method for precision milling of rigid runways, in order to solve the problem that the existing life evaluation method of precision milling and overlaying of cement concrete pavement has a significant impact on airports and affects airport operational efficiency.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] First aspect

[0008] This invention provides a life prediction system for precision-milled rigid runways, comprising:

[0009] Central processing unit; used to receive, record, process, and store data;

[0010] Flight arrival and departure information collection module; used to collect flight number data, aircraft type information data, and aircraft weight data;

[0011] Theoretical pavement deformation calculation module; used to calculate the theoretical deformation of the pavement;

[0012] Actual pavement deformation detection module; used to detect the actual deformation of the pavement.

[0013] Pavement repair evaluation module; used to determine whether pavement deformation is within a safe range;

[0014] The pavement remaining service life evaluation module is used to calculate the remaining cumulative equivalent number of pavement actions and obtain the predicted pavement remaining service life.

[0015] Furthermore, the actual pavement deformation detection module includes a vertical displacement sensor and an acceleration sensor.

[0016] Furthermore, the system also includes:

[0017] Information transmission module; used for data exchange between the central processing unit and other modules.

[0018] Second aspect

[0019] This invention also provides a method for predicting the lifespan of a precision-milled rigid runway, comprising:

[0020] After the system starts up and performs a self-test, it awaits user commands.

[0021] Receive the user instructions and evaluate the runway service life according to the user instructions;

[0022] Obtain flight type information data from 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;

[0023] Based on the parameters of each structural layer of the runway, calculate the pavement deformation y under the standard load of the standard aircraft model;

[0024] Acquire flight number data, aircraft type information data, and aircraft weight data, and convert the actual number of landings into the standard number of landings under standard aircraft type and standard load conditions;

[0025] According to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement", the elastic modulus E of the composite pavement obtained after precision milling and the addition of new cement concrete is calculated. * ;

[0026] Based on the elastic modulus E of the composite pavement * The theoretical deformation y* of the composite pavement under standard load of standard model is calculated.

[0027] Based on the theoretical pavement deformation y* and the pavement deformation y under the standard load of the standard machine model, the influence of fine milling and the addition of new cement concrete on the pavement service life is determined, and the influence results are obtained.

[0028] The actual deformation of the composite pavement after precision milling and the addition of new cement concrete was measured to obtain the actual deformation y' of the composite pavement.

[0029] Based on the actual pavement deformation y' and the theoretical pavement deformation y*, determine whether the pavement deformation is within the safe range; where, when y' > y*, it indicates that the pavement deformation is not within the safe range, and when y' ≤ y*, it indicates that the pavement deformation is within the safe range.

[0030] When the pavement deformation is within the safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specification for Evaluation and Management of Civil Airport Pavement"; when the pavement deformation is no longer within the safe range, a runway structure safety warning is issued and the warning log is stored.

[0031] The remaining cumulative equivalent number of times the pavement was subjected to action and the resulting impact are obtained to generate a report on the remaining service life of the pavement.

[0032] Furthermore, the calculation of the pavement deformation y under the standard load of the standard aircraft model based on the parameters of each structural layer of the 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 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 acquisition of flight number data, aircraft type information data, and aircraft weight data, and the conversion of actual landings into standard landings under standard aircraft type and standard load conditions, includes:

[0048] Obtain flight schedule data, aircraft type information data, and aircraft weight data;

[0049] The formula for converting actual landings to standard landings under standard aircraft and standard load conditions is as follows:

[0050]

[0051] Where, N si denoted as _n_, where _m_ is the equivalent annual number of operations for a given aircraft type; _m_ is the number of tires on the main landing gear of the given aircraft type; _n_ is the number of tires on the main landing gear of the standard aircraft type to be converted; _N_ is the equivalent annual number of operations for a given aircraft type. i Pi is the average number of annual operations for the standard aircraft model to be converted; Pi is the wheel load (kN) on the main landing gear of the standard aircraft model to be converted; Psi is the wheel load (kN) on the main landing gear of the given aircraft model.

[0052] Furthermore, according to the "Technical Specifications for Evaluation and Management of Civil Airport Pavements," the elastic modulus E of the composite pavement obtained after precision milling and the addition of new cement concrete is calculated. * ,include:

[0053] Data on the composite pavement obtained after precision milling and resurfacing with new cement concrete was obtained according to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement".

[0054] Using the data of the composite pavement, calculate the elastic modulus E of the composite pavement. * The formula is as follows:

[0055]

[0056] Where E represents the elastic modulus of the cement concrete slab (GPa); μ represents the Poisson's ratio of the cement concrete material; K represents the reaction modulus of the top surface of the base layer (MN / m); l is the relative stiffness radius of the pavement structure (m); and h represents the effective thickness of the pavement structure (m).

[0057] Furthermore, the elastic modulus E of the composite pavement... * The theoretical pavement deformation y* under standard load of standard model is calculated, including:

[0058] The elastic modulus E of the composite pavement * Substituting into the formula for calculating pavement deformation, the theoretical pavement deformation y* under standard load is calculated as follows:

[0059]

[0060] Furthermore, based on the theoretical pavement deformation y* and the pavement deformation y under the standard load of the standard machine model, the influence of fine milling and the addition of new cement concrete on the pavement service life is determined, and the influence results are obtained, including:

[0061] The parameter d is defined as the ratio of the theoretical pavement deformation y* to the actual pavement deformation y, as shown in the following formula:

[0062]

[0063] The effect of fine milling and paving with new cement concrete on pavement life is obtained based on the parameter d. If d > 1, it means that fine milling and paving with new cement concrete will reduce the number of pavement service life cycles. If d < 1, it means that fine milling and paving with new cement concrete will increase the number of pavement service life cycles.

[0064] Furthermore, when the pavement deformation is within the safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specification for Evaluation and Management of Civil Airport Pavement"; when the pavement deformation is no longer within the safe range, a runway structure safety early warning is issued, and an early warning log is stored, including:

[0065] When pavement deformation is within a safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specifications for Evaluation and Management of Civil Airport Pavement", as follows:

[0066]

[0067] σ p =(1-LT)σ e ;

[0068] Where: f cm σ represents the flexural strength of the pavement panel. p Calculate the stress at the edge of the plate; σ e The stress at the edge of the plate is calculated using a finite element method (FEM) model of an elastic thin plate structure with four sides free on a Winkler foundation; LT is the stress reduction rate at one side.

[0069] When the pavement deformation is no longer within the safe range, a runway structure safety warning is issued and the warning log is stored.

[0070] Compared with existing technologies, the life prediction system and method for precision milling rigid runways described in this invention have the following advantages:

[0071] (1) The life prediction system for precision milled rigid runways described in this invention can conveniently and systematically collect information automatically through various modules, process it through a central processor, calculate the remaining life of the runway surface, and generate a life prediction report, which has practical application significance for improving the safety management capabilities of airport runways.

[0072] (2) The life prediction method for precision milling rigid runway described in this invention can determine whether the remaining service life of the rigid runway is improved after precision milling and new cement concrete is laid, and can accurately predict the remaining number of flights under the standard model of the pavement, and generate a pavement remaining service life report, so as to achieve accurate prediction of the remaining life of precision milling rigid runway. Attached Figure Description

[0073] 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:

[0074] Figure 1 This is a schematic diagram of the life prediction system for a precision milled rigid runway according to Embodiment 1 of the present invention.

[0075] Figure 2 This is a flowchart of a life prediction method for a precision milled rigid runway according to Embodiment 2 of the present invention. Detailed Implementation

[0076] 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.

[0077] Example 1

[0078] Figure 1 This is a schematic diagram of the life prediction system for a precision-milled rigid runway according to Embodiment 1 of the present invention. This life prediction system can be used to determine whether precision milling of a rigid runway and subsequent application of new cement concrete has increased its remaining service life. Furthermore, this life prediction system can accurately predict the remaining flight times for standard aircraft models on the runway surface. See also... Figure 1 This lifespan prediction system specifically includes:

[0079] Central processing unit; used to receive, record, process, and store data.

[0080] Flight arrival and departure information collection module; used to collect flight number data, aircraft type information data, and aircraft weight data.

[0081] The theoretical pavement deformation calculation module is used to calculate the theoretical deformation of the pavement. For example, this module includes a pavement elastic modulus calculation unit and other parameter acquisition units. These other parameter acquisition units use pavement data relevant to the "Technical Specification for Evaluation and Management of Civil Airport Pavements," such as μ representing the Poisson's ratio of cement concrete (typically 0.15); K representing the reaction modulus of the base course (MN / m); l representing the relative stiffness radius of the pavement structure (m); and h representing the effective thickness of the pavement structure (m).

[0082] An actual pavement deformation detection module is used to detect the actual deformation of the pavement. For example, the actual pavement deformation detection module includes a vertical displacement sensor and an acceleration sensor.

[0083] Pavement repair evaluation module; used to determine whether pavement deformation is within a safe range.

[0084] The pavement remaining service life evaluation module is used to calculate the remaining cumulative equivalent number of pavement actions and obtain the predicted pavement remaining service life.

[0085] Optionally, the system further includes an information transmission module for data exchange between the central processing unit and the various modules.

[0086] The life prediction system for precision milled rigid runways described in this embodiment can conveniently and systematically collect information automatically through various modules, process it through a central processing unit, calculate the remaining service life of the pavement, and generate a life prediction report. This has practical significance for improving airport runway safety management capabilities.

[0087] Example 2

[0088] Figure 2 This is a flowchart of a life prediction method for precision milled rigid runways according to Embodiment 2 of the present invention. This embodiment is an optimization based on the above embodiment. See also... Figure 2 This lifespan prediction method includes:

[0089] Step 201: After the system starts up and performs a self-test, it waits for user instructions.

[0090] 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.

[0091] Step 202: Receive the user instruction and evaluate the runway service life according to the user instruction.

[0092] 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.

[0093] Step 203: Obtain the aircraft type information data 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.

[0094] Once the service life evaluation of the precision milled rigid runway is completed, the service life prediction system will select the aircraft with the most flights and the highest requirements for airport pavement thickness as the standard aircraft type based on the aircraft type information data in the flight arrival and departure information.

[0095] Step 204: Calculate the pavement deformation y under the standard load of the standard aircraft model based on the parameters of each structural layer of the runway.

[0096] Specifically, the calculation can be performed by referring to the following steps:

[0097] 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:

[0098]

[0099] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function.

[0100] 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 under standard load is calculated using the above formula, as follows:

[0101]

[0102] Where Hi (i = 1, 2, 3, 4) is a generalized Krylov function, and its specific expression is as follows:

[0103]

[0104] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0105]

[0106] α is a dimensionless parameter, and its expression is as follows:

[0107]

[0108] 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:

[0109]

[0110]

[0111] Step 205: Obtain flight number data, flight type information data, and aircraft weight data, and convert the actual number of landings into the standard number of landings under standard aircraft type and standard load conditions.

[0112] Specifically, the conversion can be performed by following these steps:

[0113] First, obtain flight number data, aircraft type information data, and aircraft weight data.

[0114] Secondly, the actual number of landings is converted to the standard number of landings under standard aircraft and standard load conditions, using the following formula:

[0115]

[0116] Where, N si denoted as _n_, where _m_ is the equivalent annual number of operations for a given aircraft type; _m_ is the number of tires on the main landing gear of the given aircraft type; _n_ is the number of tires on the main landing gear of the standard aircraft type to be converted; _N_ is the equivalent annual number of operations for a given aircraft type. i Pi is the average number of annual operations for the standard aircraft model to be converted; Pi is the wheel load (kN) on the main landing gear of the standard aircraft model to be converted; Psi is the wheel load (kN) on the main landing gear of the given aircraft model.

[0117] Step 206: According to the "Technical Specifications for Evaluation and Management of Civil Airport Pavements", calculate the elastic modulus E of the composite pavement obtained after precision milling and the addition of new cement concrete. * .

[0118] MHT5024-2019, "Technical Specification for Evaluation and Management of Civil Airport Pavements," was officially released in accordance with Announcement No. 4 of 2019 issued by the Civil Aviation Administration of China (CAAC) – "Announcement of the CAAC on Issuing the 'Technical Specification for Evaluation and Management of Civil Airport Pavements.'" Tongji University was the lead drafting unit for this standard, which was approved by the CAAC and is managed and interpreted by the Airport Department of the CAAC. This specification was formulated to standardize the evaluation and management of civil airport pavements. It applies to the evaluation and technical management of cement concrete pavements, asphalt pavements, and composite pavements in civil airports.

[0119] MHT5024-2019, "Technical Specification for Evaluation and Management of Civil Airport Pavement," consists of 10 chapters and 6 appendices. The main technical contents are: General Provisions; Terms and Symbols; Basic Data; Pavement Inspection; Pavement Damage Investigation and Evaluation; Surface Material Performance Testing and Evaluation; Pavement Structural Performance Testing and Evaluation; Pavement Functional Performance Testing and Evaluation; Pavement Remaining Life Prediction; Airport Pavement Management System.

[0120] In practical applications, after the pavement is milled and repaved with new cement concrete, it becomes a composite pavement, and the elastic modulus of the pavement surface changes. For example, the elastic modulus E of the composite pavement obtained after fine milling and repaving with new cement concrete can be calculated by referring to the following steps. * :

[0121] Data on the composite pavement obtained after precision milling and resurfacing with new cement concrete was obtained according to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement".

[0122] Using the data of the composite pavement, calculate the elastic modulus E of the composite pavement. * The formula is as follows:

[0123]

[0124] Where E represents the elastic modulus of the cement concrete slab (GPa); μ represents the Poisson's ratio of the cement concrete material, typically taken as 0.15; K represents the reaction modulus of the top surface of the base layer (MN / m); l is the relative stiffness radius of the pavement structure (m); and h represents the effective thickness of the pavement structure (m). By substituting the above data of the composite pavement into the calculation formula, the elastic modulus E of the composite pavement can be obtained. * .

[0125] Step 207: Based on the elastic modulus E of the composite pavement * The theoretical deformation y* of the composite pavement under standard load of standard model is calculated.

[0126] Specifically, you can refer to the following steps for calculation:

[0127] The elastic modulus E of the composite pavement * Substituting into the formula for calculating pavement deformation, the theoretical pavement deformation y* under standard load is calculated as follows:

[0128]

[0129] Where Hi (i = 1, 2, 3, 4) is a generalized Krylov function, and its specific expression is as follows:

[0130]

[0131] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0132]

[0133] α is a dimensionless parameter, and its expression is as follows:

[0134]

[0135] 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:

[0136]

[0137]

[0138] Step 208: Based on the theoretical pavement deformation y* and the pavement deformation y under the standard load of the standard machine model, determine the impact of fine milling and the addition of new cement concrete on the pavement life, and obtain the impact results.

[0139] Specifically, to determine whether fine milling and the subsequent application of cement concrete improve the pavement surface, the following steps can be used:

[0140] First, the parameter d is defined as the ratio of the theoretical pavement deformation y* to the pavement deformation y, as shown in the following formula:

[0141]

[0142] Secondly, the effect of fine milling and adding new cement concrete on the pavement life is obtained according to the parameter d; where, if d>1, it means that fine milling and adding new cement concrete will reduce the number of pavement service life cycles; if d<1, it means that fine milling and adding new cement concrete will increase the number of pavement service life cycles.

[0143] Step 209: Detect the actual deformation of the composite pavement after precision milling and the addition of new cement concrete to obtain the actual deformation y' of the composite pavement.

[0144] For example, the actual deformation of the composite pavement can be detected using the actual pavement deformation detection module in the life prediction system. Specifically, the actual deformation of the composite pavement is detected using vertical displacement sensors and acceleration sensors arranged in the actual pavement deformation detection module.

[0145] Step 210: Determine whether the pavement deformation is within the safe range based on the actual pavement deformation y' and the theoretical pavement deformation y*; wherein, when y' > y*, it indicates that the pavement deformation is not within the safe range, and when y' ≤ y*, it indicates that the pavement deformation is within the safe range.

[0146] Specifically, the actual deformation y' recorded by vertical displacement sensors and acceleration sensors can be compared with the calculated theoretical deformation y* to determine whether the pavement deformation is safe. If the calculated y' > y*, the pavement deformation is not within the safe range; if y' ≤ y*, the pavement deformation is within the safe range.

[0147] Step 211: When the pavement deformation is within the safe range, calculate the remaining cumulative equivalent number of pavement actions according to the pavement structure remaining life evaluation method in the "Technical Specification for Evaluation and Management of Civil Airport Pavement"; when the pavement deformation is no longer within the safe range, issue a runway structure safety warning and store the warning log.

[0148] Specifically, when pavement deformation is within a safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specifications for Evaluation and Management of Civil Airport Pavements," as shown in the following formula:

[0149]

[0150] σ p =(1-LT)σ e ;

[0151] Where: f cm σ represents the flexural strength of the pavement panel. p Calculate the stress at the edge of the plate; σ e The stress at the edge of the plate is calculated using a finite element method (FEM) model of an elastic thin plate structure with four sides free on a Winkler foundation. LT is the stress reduction rate for one side, which is typically 0.25 for composite pavements.

[0152] When pavement deformation exceeds the safe range, a runway structure safety warning is issued, and the warning log is stored. In actual use, an alarm can be issued via a computer or a computer-connected audible and visual alarm device to alert management personnel that pavement deformation is no longer within the safe range. After the alarm is issued, the warning log can be stored in the central processing unit for later retrieval.

[0153] Step 212: Obtain the remaining cumulative equivalent number of times the pavement has been acted and the impact results, and generate a pavement remaining service life report.

[0154] Specifically, the generated pavement remaining service life report can be stored in the central processing unit for later retrieval.

[0155] The life prediction method for precision milled rigid runways described in this embodiment can determine whether precision milling of the rigid runway and the addition of new cement concrete improves its remaining service life, and can accurately predict the remaining number of flights under the standard aircraft model of the pavement, generating a pavement remaining service life report, so as to achieve accurate prediction of the remaining life of precision milled rigid runways.

[0156] 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 the lifespan of a precision-milled rigid runway, characterized in that, include: After the system starts up and performs a self-test, it awaits user commands. Receive the user instructions and evaluate the runway service life according to the user instructions; Obtain flight type information data from 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 parameters of each structural layer of the runway, calculate the pavement deformation under the standard load of the standard aircraft model. y ; Acquire flight number data, aircraft type information data, and aircraft weight data, and convert the actual number of landings into the standard number of landings under standard aircraft type and standard load conditions; According to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement", the elastic modulus of the composite pavement obtained after precision milling and the addition of new cement concrete is calculated. ; Based on the elastic modulus of the composite pavement The theoretical deformation of the composite pavement under standard load of standard model was calculated. y ; According to the theoretical deformation of the pavement y and the pavement deformation under the standard load of the standard model. y The study aimed to determine the impact of precision milling and the application of new cement concrete on the pavement's lifespan and obtain the results. The actual deformation of the composite pavement after precision milling and the addition of new cement concrete was measured to obtain the actual deformation of the composite pavement. y’ ; Based on the actual deformation of the pavement y’ and the theoretical deformation of the pavement y To determine whether the pavement deformation is within a safe range; among them, when y’ > y When, it indicates that the pavement deformation is outside the safe range, when y’ ≤ y When the time is right, it indicates that the pavement deformation is within a safe range; When the pavement deformation is within a safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specification for Evaluation and Management of Civil Airport Pavement". When the pavement deformation is outside the safe range, a runway structure safety warning is issued and the warning log is stored. The remaining cumulative equivalent number of times the pavement was subjected to action and the resulting impact are obtained to generate a report on the remaining service life of the pavement.

2. The method according to claim 1, characterized in that, The pavement deformation under standard load of the standard aircraft model is calculated based on the parameters of each structural layer of the runway. y ,include: Based on the classic Winkler elastic foundation model, considering the lateral main landing gear load. P and axial temperature force T The differential equation governing surface deformation during time is as follows: ； In the formula: EI For bending stiffness; k The soil reaction modulus; For Dirac δ 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, the pavement deformation under standard load is calculated using the above formula. y 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, β The characteristic coefficient, with dimensions 1 / length, is expressed as follows: ； α For a dimensionless parameter, its expression is as follows: ； in, The initial parameters for point O are deflection, rotation angle, bending moment, and shear force, respectively. , , y 0 and M 0 Calculate using the following formula: 。 3. The method according to claim 1, characterized in that, The acquisition of flight number data, aircraft type information data, and aircraft weight data, and the conversion of actual landings into standard landings under standard aircraft type and standard load conditions, includes: Obtain flight schedule data, aircraft type information data, and aircraft weight data; The formula for converting actual landings to standard landings under standard aircraft and standard load conditions is as follows: ； in, N si For a given aircraft type, this represents the equivalent number of annual operations. m The number of tires on the main landing gear for a given aircraft model; n To calculate the number of tires on the main landing gear of the standard aircraft model; N i This represents the average number of annual operations for the standard model to be converted during the period. Pi To calculate the wheel load (kN) on the main landing gear of the standard aircraft model; Psi Wheel load (kN) on the main landing gear of a given aircraft model.

4. The method according to claim 1, characterized in that, According to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement", the elastic modulus of the composite pavement obtained after precision milling and the addition of new cement concrete is calculated. ,include: Data on the composite pavement obtained after precision milling and resurfacing with new cement concrete was obtained according to the "Technical Specifications for Evaluation and Management of Civil Airport Pavement". Using the data of the composite pavement, the elastic modulus of the composite pavement is calculated. The formula is as follows: ； in, This represents the elastic modulus (GPa) of a cement concrete slab. Poisson's ratio represents the ratio of cement concrete materials; Indicates the reaction modulus (MN / m) of the top surface of the base layer; The relative stiffness radius (m) of the pavement structure; Indicates the effective thickness (m) of the pavement structure.

5. The method according to claim 1, characterized in that, The elastic modulus based on the composite pavement The theoretical deformation of the composite pavement under standard load of standard model was calculated. y ,include: The elastic modulus of the composite pavement Substituting into the formula for calculating pavement deformation, the theoretical deformation of the pavement under standard load is calculated. y The formula is as follows: 。 6. The method according to claim 1, characterized in that, The deformation amount based on the pavement theory y and the pavement deformation under the standard load of the standard model. y The study aimed to determine the impact of precision milling and the application of new cement concrete on pavement life, and obtained the results, including: Define parameters d The theoretical deformation of the pavement y With the amount of pavement deformation y The ratio is given by the following formula: ； According to the parameters d The effects of fine milling and the addition of new cement concrete on pavement life were obtained; among them, if d >1 indicates that fine milling and adding new cement concrete will reduce the number of pavement service cycles; if d A value of <1 indicates that fine milling and the addition of new cement concrete will increase the number of times the pavement's service life is increased.

7. The method according to claim 1, characterized in that, When the pavement deformation is within a safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specification for Evaluation and Management of Civil Airport Pavement". When pavement deformation exceeds safe limits, a runway structure safety warning is issued, and a warning log is stored, including: When pavement deformation is within a safe range, the remaining cumulative equivalent number of pavement actions is calculated according to the pavement structure remaining life evaluation method in the "Technical Specifications for Evaluation and Management of Civil Airport Pavement", as follows: ， ； in: f cm The flexural strength of the pavement panel; Calculate the stress at the edge of the plate; The stress at the edge of the plate was calculated using a finite element method (FEM) to establish an analytical model of an elastic thin plate structure with four sides free on the Winkler foundation. LT This is the stress reduction rate for one side; When the pavement deformation is outside the safe range, a runway structure safety warning is issued and the warning log is stored.

8. A prediction system for predicting the life of a precision-milled rigid runway using the method described in any one of claims 1-7, characterized in that, include: CPU; Used for receiving, recording, processing, and storing data; Flight arrival and departure information collection module; Used to collect flight number data, aircraft type information data, and aircraft weight data; Theoretical pavement deformation calculation module; used to calculate the theoretical deformation of the pavement; Actual pavement deformation detection module; used to detect the actual deformation of the pavement. Pavement repair evaluation module; used to determine whether pavement deformation is within a safe range; The pavement remaining service life evaluation module is used to calculate the remaining cumulative equivalent number of pavement actions and obtain the predicted pavement remaining service life.

9. The life prediction system for a precision-milled rigid runway according to claim 8, characterized in that: The actual pavement deformation detection module includes a vertical displacement sensor and an acceleration sensor.

10. The life prediction system for a precision-milled rigid runway according to claim 8, characterized in that, The system also includes: Information transmission module; used for data exchange between the central processing unit and other modules.

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