A system and method for calculating and evaluating the remaining life of takeoff and landing strip pavement

Abstract

This invention provides a system and method for calculating and evaluating the remaining life of runway pavement. The system includes multiple displacement sensors; each group consists of three pavement panels, with a displacement sensor located in the middle of the middle pavement panel within each group; an industrial control computer for receiving and processing data collected by the displacement sensors; a data storage module for connecting to the industrial control computer to store data; and a backend server for exchanging data with the industrial control computer. This system and method for calculating and evaluating the remaining life of runway pavement has the advantages of convenient calculation, high reliability, and low application cost. It can automatically detect the life of runway structures and generate runway structure life status analysis reports, providing airport managers with more information to help them make more informed decisions and optimize maintenance plans and budget allocations.

Description

Technical Field

[0001] This invention belongs to the field of airport engineering technology, and in particular relates to a system and method for calculating and evaluating the remaining life of the takeoff and landing zone pavement. Background Technology

[0002] As a critical component of civil aviation safety, the structural life of airport runways is an important indicator for the quantitative evaluation of pavement load-bearing performance. It is also a crucial basis for decision-making regarding airport operational safety, pavement maintenance, pavement overlay, and flight area expansion and renovation. To ensure the safe and reliable operation of runways, airport management departments typically rely on airport runway life prediction systems to enable timely maintenance and repairs.

[0003] Currently, there are two commonly used methods for predicting the lifespan of airport concrete runways: the FAARFIELD software calculation method developed by the US FAA based on the principle of cumulative damage, and the mechanical-empirical method specified in my country's "Technical Specification for Evaluation and Management of Civil Airport Pavement" (MHT5024-2009). The mechanical-empirical method used in my country's civil aviation sector employs the "evaluation aircraft type" for equivalent load conversion, resulting in lifespan calculations for the same runway condition varying with the evaluation aircraft type. The problem with this method is that it does not consider the distribution of wheel tracks and wheel load stress on the two-dimensional plane of the runway. This leads to existing airport runway lifespan prediction systems often being limited by deterministic models, making it difficult to fully account for the differences between airports with different flight volumes, potentially resulting in inaccurate maintenance decisions.

[0004] Currently, runway life prediction primarily relies on heavy-duty deflectometer (HWD) impact loading tests. The drawbacks of this method are: while HWD testing has a relatively broad scope, it typically requires a lengthy process and necessitates specialized hardness testing equipment, which can be expensive and requires trained operators. This increases the cost and complexity of the testing. Furthermore, thorough preparation of the runway surface is usually required before HWD testing to ensure accurate results, potentially adding additional steps and time. Therefore, further research is needed to improve runway structural health monitoring capabilities and achieve information-based airport management. Summary of the Invention

[0005] In view of this, the present invention aims to propose a system and method for calculating and evaluating the remaining life of the takeoff and landing strip pavement, which addresses the problems of long testing time, complex preparation, and poor monitoring capabilities of existing evaluation systems and methods.

[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 system for calculating and evaluating the remaining life of the runway surface in takeoff and landing zones, comprising:

[0009] Multiple displacement sensors; among them, starting from the end of the runway, every three track panels are grouped together, and a displacement sensor is installed in the middle part of the middle track panel in each group.

[0010] Industrial control computer; used to receive and process data collected by displacement sensors;

[0011] Data storage module; used to connect to an industrial computer to store data;

[0012] Backend server; used for data exchange with industrial control computers.

[0013] Furthermore, the system also includes a wireless communication module for data exchange between the back-end server and the industrial control computer.

[0014] Furthermore, the system also includes a power supply for powering the displacement sensor, wireless communication module, data storage module, and industrial control computer.

[0015] Furthermore, the backend server includes:

[0016] Flight arrival and departure information capture module; used to acquire flight arrival and departure information data, as well as displacement data uploaded by displacement sensors, and store them in the database;

[0017] Runway structure life index calculation module; used to acquire data recorded in the database, and calculate the runway structure life index based on the data recorded in the database during the runway evaluation period under the cumulative equivalent number of sorties.

[0018] Runway structure life early warning module; used to determine whether the health status of the runway is normal based on the runway structure life index, and generate early warning information based on the judgment result;

[0019] Runway structure life value calculation module; used to acquire data recorded in the database and calculate the runway structure life value based on the data recorded in the database;

[0020] The runway structure life status evaluation module is used to obtain the runway structure life value and the early warning information, and generate a runway structure life status analysis report based on the runway structure life value or the early warning information.

[0021] Second aspect

[0022] This invention also provides a method for calculating and evaluating the remaining life of the runway surface in takeoff and landing zones, comprising:

[0023] After the system starts up and performs a self-test, it awaits user commands.

[0024] Receive the user instruction and perform an evaluation of the remaining life of the airport runway pavement based on the user instruction;

[0025] The displacement data collected by the displacement sensor is matched with the flight arrival and departure information in the flight arrival and departure data to determine the vertical deformation y of the runway corresponding to each aircraft type. i and takeoff and landing mass m i ;

[0026] Obtain the structural parameters of each layer of the airport runway, and calculate the theoretical vertical deformation y of the runway under standard load conditions for each aircraft type based on these parameters. s ;

[0027] Specify the evaluation aircraft model, and measure the vertical deformation y based on the runway corresponding to each aircraft model. i and the theoretical vertical deformation y of the runway s The equivalent number of sorties N under the action of the evaluated aircraft type was calculated. s ;

[0028] According to the equivalent number of sorties N s The runway life index ε was calculated. (i,j) ;

[0029] Using the runway life index ε (i,j) The remaining lifespan of the pavement area is compared with the dimensionless constant 1 to determine whether it is normal, and the result is obtained; wherein, if the runway lifespan index ε (i,j) If the value is greater than or equal to the dimensionless constant 1, it indicates that the remaining life of the pavement area is abnormal; otherwise, it indicates that the remaining life of the pavement area is normal.

[0030] When the judgment result is abnormal, an early warning message is issued and the alarm log is saved. A runway structure life status analysis report is generated based on the early warning message and the alarm log.

[0031] When the judgment result is normal, the runway structure life value Y is calculated, and a runway structure life status analysis report is generated based on the runway structure life value; wherein, the calculation formula for the runway structure life value Y is as follows:

[0032]

[0033] In the formula, Y T ε represents the current evaluation period; n represents the number of aircraft types within the current evaluation period; ε k For the number of aircraft sorties of category k during the current evaluation period; N k This represents the equivalent number of sorties for the k-th type of aircraft.

[0034] Furthermore, after the system starts and performs a self-test, it waits for user instructions, including:

[0035] The industrial control computer begins self-testing and checks whether it is communicating normally with the displacement sensor, data storage module, and backend server;

[0036] Under the control of the industrial control computer, the displacement sensor collects the displacement data of the runway, uploads it to the industrial control computer, and stores it in the data storage module;

[0037] Under the control of the backend server, flight take-off and landing information is captured through the flight information system, and the displacement data and flight take-off and landing information are stored in the database.

[0038] Furthermore, the displacement data collected by the displacement sensor is matched with the flight arrival and departure information in the flight arrival and departure information data to determine the vertical deformation y of the runway corresponding to each aircraft type. i and takeoff and landing mass m i ,include:

[0039] Displacement data uploaded by displacement sensors is acquired, and the displacement data is denoised to obtain the measured vertical deformation y of the runway at the location of maximum runway deformation. i ;

[0040] Acquire flight arrival and departure information data, and combine the flight takeoff and landing information in the flight arrival and departure information data with the vertical deformation amount y. i Perform time-matching to obtain information on the various aircraft types currently in operation, as well as the corresponding takeoff and landing mass m for each aircraft type. i .

[0041] Furthermore, the parameters of each structural layer of the airport runway are obtained, and based on these parameters, the theoretical vertical deformation y of the runway under standard load conditions for each aircraft type is calculated. s ,include:

[0042] 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:

[0043]

[0044] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function;

[0045] 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. s The formula is as follows:

[0046]

[0047] Among them, H i (i = 1, 2, 3, 4) is the generalized Krylov function, and the specific formula is as follows:

[0048]

[0049] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0050]

[0051] α is a dimensionless parameter, and its expression is as follows:

[0052]

[0053] Where y0, θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force, with θ0 = 0 and Q0 = -4.9m. i y0 and M0 are calculated according to the following formula:

[0054]

[0055]

[0056] Furthermore, the specified evaluation model is used, and the vertical deformation y is measured based on the runway corresponding to each model. i and the theoretical vertical deformation y of the runway s The equivalent number of sorties N under the action of the evaluated aircraft type was calculated. s ,include:

[0057] Specify the aircraft model to be evaluated, and obtain the number of tires A of the main landing gear of the aircraft model to be evaluated, and the number of tires B of the main landing gear of the aircraft model to be converted.

[0058] Obtain the vertical deformation y of the runway corresponding to the computer model to be converted. i and the theoretical vertical deformation y of the runway s ;

[0059] Calculate the equivalent number of sorties N under the action of the evaluation aircraft type. s The formula is as follows:

[0060]

[0061] Furthermore, the method based on the equivalent number of sorties N s The runway life index ε was calculated. (i,j) ,include:

[0062] Obtain the equivalent number of sorties N sAnd calculate the runway life index ε (i,j) The formula is as follows:

[0063]

[0064] In the formula, N i For the i-th evaluation aircraft type, the equivalent action sorties to be calculated; N T This represents the maximum number of takeoffs and landings allowed by the airport pavement for the evaluated aircraft type during the current evaluation period.

[0065] Among them, f j Let be the probability value of pavement region j being subjected to aircraft takeoff and landing loads, as shown in the following formula:

[0066] f j =∫∫ j f(p,q)dσ;

[0067]

[0068] In the formula, f p f is a function for calculating the probability of lateral aircraft takeoff and landing loads in the runway area; q is the probability calculation function for aircraft takeoff and landing loads along the longitudinal direction of the runway area; w is the width of the runway area; l is the length of the runway area.

[0069] Compared with existing technologies, the takeoff and landing strip pavement remaining life calculation and evaluation system and method of the present invention have the following advantages:

[0070] (1) The takeoff and landing strip pavement remaining life calculation and evaluation system and method described in this invention has the advantages of convenient calculation, high reliability and low application cost. It can realize automatic detection of runway structure life and generate runway structure life status analysis report, so as to provide airport managers with more information and help airport managers make more informed decisions, optimize maintenance plans and budget allocation.

[0071] (2) The runway pavement remaining life calculation and evaluation system and method described in this invention, by collecting a large amount of runway structure life data and considering the probability of aircraft takeoffs and landings, can conduct real-time evaluation of the runway structure life status using the actual aircraft load type, and can calculate separately according to the flight volume of different airports. At the same time, by combining airport runway pavement theory and measured displacement values ​​with aircraft mass information, the solution can be solved quickly, greatly improving the calculation speed and forming a real-time early warning capability, which is conducive to timely detection and problem solving, thereby reducing maintenance and repair costs, extending the service life of the runway and saving money, and avoiding frequent reconstruction or overhaul. Attached Figure Description

[0072] 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:

[0073] Figure 1 This is a schematic diagram of the structure of the takeoff and landing strip pavement remaining life calculation and evaluation system according to Embodiment 1 of the present invention;

[0074] Figure 2 This is a flowchart of a system for calculating and evaluating the remaining life of a runway surface in a takeoff and landing zone, as described in Embodiment 1 of the present invention.

[0075] Figure 3 This is a flowchart of a method for calculating and evaluating the remaining life of a takeoff and landing strip as described in Embodiment 2 of the present invention.

[0076] Explanation of reference numerals in the attached figures:

[0077] 1. Displacement sensor; 2. Industrial control computer; 3. Backend server. 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 the structure of a runway pavement remaining life calculation and evaluation system according to Embodiment 1 of the present invention. This system can be used for accurate calculation and evaluation of the remaining life of airport runway pavements. 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 system for calculating and evaluating the remaining life of the takeoff and landing strip pavement specifically includes:

[0081] Multiple displacement sensors 1; wherein, starting from the end of the runway, every three track panels are grouped together, and a displacement sensor 1 is installed in the middle part of the middle track panel in each group.

[0082] Industrial computer 2; used to receive and process data collected by displacement sensor 1.

[0083] Data storage module; used to connect to industrial computer 2 to store data.

[0084] Backend server 3; used for data exchange with industrial control computer 2.

[0085] For example, the displacement sensor 1 can be a vertical displacement sensor 1, with one displacement sensor 1 installed in the middle of every three track panels starting from the end of the runway.

[0086] In practical applications, the industrial control computer 2 includes a microcontroller, a displacement acquisition and control module, a CPU, and input / output (I / O) interfaces. The microcontroller is an Atmel Mega16, the displacement acquisition and control module is a Nanjing KJT-WJ30 from China, and the CPU is an AMD 80188-40. The I / O interfaces include digital input / output (DI / DO), analog input / output (AI / AO), communication interfaces (such as serial and Ethernet ports), and a USB port. The industrial control computer 2 can be installed on the outer surface of the airport runway.

[0087] Optionally, the system further includes a wireless communication module for data exchange between the backend server 3 and the industrial computer 2. For example, the wireless communication module can be an existing Wi-Fi communication module. For example, the displacement sensor 1 and the data storage module are connected to the industrial computer 2 via a power cord and an input / output (I / O) interface, and the industrial computer 2 exchanges data with the backend server 3 via the Wi-Fi communication module.

[0088] Optionally, the system also includes a power supply for powering the displacement sensor 1, the wireless communication module, the data storage module, and the industrial control computer 2. For example, a conventional power supply can be used; those skilled in the art can select and configure the power supply to power the displacement sensor 1, the Wi-Fi communication module, the data storage module, and the industrial control computer 2, which will not be elaborated further here.

[0089] Optionally, backend server 3 is a computer located in the management center, which includes:

[0090] Flight arrival and departure information capture module; used to acquire flight arrival and departure information data, as well as displacement data uploaded by displacement sensor 1, and store them in the database.

[0091] Runway structure life index calculation module; used to acquire data recorded in the database, and calculate the runway structure life index based on the data recorded in the database under the cumulative equivalent number of sorties during the runway evaluation period.

[0092] Runway structure life early warning module; used to determine whether the health status of the runway is normal based on the runway structure life index, and generate early warning information based on the judgment result.

[0093] Runway structure life value calculation module; used to acquire data recorded in the database and calculate the runway structure life value based on the data recorded in the database.

[0094] The runway structure life status evaluation module is used to obtain the runway structure life value and the early warning information, and generate a runway structure life status analysis report based on the runway structure life value or the early warning information.

[0095] Figure 2 The flowchart of the takeoff and landing strip pavement remaining life calculation and evaluation system described in Embodiment 1 of the present invention is shown below. Figure 2 This system, under the control of an industrial control computer, uses displacement sensors to collect vertical displacement data of the runway, then uploads it to the computer and caches it in a data storage module, before uploading it to a backend server via a wireless communication module. The backend server then uses its onboard modules for flight arrival / departure information capture, runway structure life index calculation, runway structure life early warning, runway structure life value calculation, and runway structure life status evaluation to analyze the runway structure life status in real time based on the aforementioned vertical displacement data and issue timely warnings.

[0096] Example 2

[0097] Figure 3 This is a flowchart illustrating the method for calculating and evaluating the remaining life of the runway surface in Embodiment 2 of the present invention. This embodiment is an optimization based on the above embodiment; see below. Figure 3 This method for calculating and evaluating the remaining life of the takeoff and landing strip pavement includes the following steps:

[0098] Step 101: After the system starts up and performs a self-test, it waits for user instructions.

[0099] Specifically, step 101 can be performed as follows:

[0100] First, the industrial control computer begins a self-test, checking whether communication with the displacement sensor, data storage module, and backend server is normal. In actual use, operators can replace faulty components or adjust the backend server's operating status based on the fault messages displayed by the industrial control computer.

[0101] Secondly, under the control of the industrial control computer, the displacement data of the runway collected by the displacement sensor is uploaded to the industrial control computer and stored in the data storage module.

[0102] Finally, under the control of the backend server, flight takeoff and landing information is captured through the aviation information system, and the displacement data and flight takeoff and landing information are stored in the database. In actual use, the backend server can obtain displacement data and flight takeoff and landing information through the wireless communication module, and check whether the uploaded data is normal. If the uploaded data is normal, it is stored in the database; otherwise, the staff is prompted to perform error detection, and the faulty component is replaced or the working status of the backend server is adjusted according to the fault prompt information of the industrial control computer.

[0103] Step 102: Receive the user instruction and perform an evaluation of the remaining life of the airport runway pavement based on the user instruction.

[0104] At this stage, the system waits for user instructions. When the user issues an instruction through the backend server, the system determines whether to perform an airport runway structure life prediction evaluation based on the user instruction. If the user instruction is no, the system returns to step 101; otherwise, it proceeds to the next step.

[0105] Step 103: Match the displacement data collected by the displacement sensor with the flight arrival and departure information in the flight arrival and departure data to determine the measured vertical deformation y of the runway for each aircraft type. i and takeoff and landing mass m i .

[0106] Specifically, step 103 can be performed as follows:

[0107] First, the displacement data uploaded by the displacement sensor is acquired, and the displacement data is denoised to obtain the measured vertical deformation y of the runway at the location of maximum runway deformation. i In practical use, noise reduction can be performed using existing conventional filtering methods to obtain the most unfavorable position of the runway (i.e., the position with the greatest runway deformation).

[0108] Secondly, acquire flight arrival and departure information data, and combine the flight takeoff and landing information in the flight arrival and departure information data with the vertical deformation amount y. i Perform time-matching to obtain information on the various aircraft types currently in operation, as well as the corresponding takeoff and landing mass m for each aircraft type. i In actual use, real-time matching is achieved by measuring the vertical deformation y of the runway. i The measured time is compared with the aircraft takeoff and landing times in the flight takeoff and landing information to determine the measured vertical deformation y of the runway. i Aircraft models and their corresponding takeoff and landing masses (m) i .

[0109] Step 104: Obtain the structural layer parameters of the airport runway, and calculate the theoretical vertical deformation y of the runway under standard load conditions for each aircraft type based on the structural layer parameters of the airport runway. s .

[0110] Specifically, step 104 can be performed as follows:

[0111] 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:

[0112]

[0113] In the formula: EI is the bending stiffness; k is the soil reaction modulus; δ(x) is the Dirac delta function.

[0114] 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. s The formula is as follows:

[0115]

[0116] Among them, H i (i = 1, 2, 3, 4) is the generalized Krylov function, and the specific formula is as follows:

[0117]

[0118] In the above formula, β is the characteristic coefficient, with the dimension 1 / length, and its expression is as follows:

[0119]

[0120] α is a dimensionless parameter, and its expression is as follows:

[0121]

[0122] Where y0, θ0, M0, and Q0 are the initial parameters of point O, namely deflection, rotation angle, bending moment, and shear force, with θ0 = 0 and Q0 = -4.9m. i y0 and M0 are calculated according to the following formula:

[0123]

[0124]

[0125] By using the above calculation steps, the pavement deformation y under standard loads for different machine types can be calculated. s .

[0126] Step 105: Specify the evaluation model and measure the vertical deformation y according to the runway corresponding to each model. i and the theoretical vertical deformation y of the runway s The equivalent number of sorties N under the action of the evaluated aircraft type was calculated. s .

[0127] Specifically, step 105 can be performed as follows:

[0128] First, specify the aircraft model to be evaluated, and obtain the number of tires A of the main landing gear of the aircraft model to be evaluated, and the number of tires B of the main landing gear of the aircraft model to be converted.

[0129] Secondly, obtain the vertical deformation y of the runway corresponding to the computer model to be converted. i and the theoretical vertical deformation y of the runway s .

[0130] Finally, the equivalent number of sorties N under the action of the evaluation aircraft type is calculated. s The formula is as follows:

[0131]

[0132] Step 106: Based on the equivalent number of sorties N s The runway life index ε was calculated. (i,j) .

[0133] Specifically, the equivalent number of sorties N is obtained. s And calculate the runway life index ε (i,j) The formula is as follows:

[0134]

[0135] In the formula, N i For the i-th evaluation aircraft type, the equivalent action sorties to be calculated; N T This represents the maximum number of takeoffs and landings allowed for the aircraft type being evaluated during the current evaluation period.

[0136] Among them, f j Let be the probability value of pavement region j being subjected to aircraft takeoff and landing loads, as shown in the following formula:

[0137] f j =∫∫ j f(p,q)dσ;

[0138]

[0139] In the formula, f p f is a function for calculating the probability of lateral aircraft takeoff and landing loads in the runway area; q is the probability calculation function for aircraft takeoff and landing loads along the longitudinal direction of the runway area; w is the width of the runway area; l is the length of the runway area.

[0140] Step 107: Utilize the runway life index ε (i,j) The remaining lifespan of the pavement area is compared with the dimensionless constant 1 to determine whether it is normal, and the result is obtained; wherein, if the runway lifespan index ε (i,j) If the value is greater than or equal to the dimensionless constant 1, it indicates that the remaining lifespan of the pavement area is abnormal; otherwise, it indicates that the remaining lifespan of the pavement area is normal.

[0141] Step 108: When the judgment result is abnormal, an early warning message is issued, the alarm log is saved, and a runway structure life status analysis report is generated based on the early warning message and the alarm log. In actual use, the backend server can issue early warning messages and save the alarm date.

[0142] Step 109: When the judgment result is normal, the runway structure life value Y is calculated, and a runway structure life status analysis report is generated based on the runway structure life value; wherein, the calculation formula for the runway structure life value Y is as follows:

[0143]

[0144] In the formula, Y T ε represents the current evaluation period; n represents the number of aircraft types within the current evaluation period; ε k For the number of aircraft sorties of category k during the current evaluation period; N k This represents the equivalent number of sorties for the k-th type of aircraft.

[0145] In practical applications, the runway structure lifespan calculation module can generate the runway structure lifespan value, and then the runway structure lifespan status evaluation module can simultaneously generate a runway structure lifespan status analysis report. Alternatively, the runway structure lifespan early warning module can issue early warning information and save alarm logs, and then the runway structure lifespan status evaluation module can simultaneously generate a runway structure lifespan status analysis report. Both of these runway structure lifespan status analysis reports can be stored on the backend server, at which point the current evaluation period ends.

[0146] The method for calculating and evaluating the remaining life of runway pavement described in this embodiment utilizes airport runway pavement theory and measured displacement values ​​combined with aircraft mass information for rapid calculation, significantly improving computational speed. This method also considers the probability of aircraft takeoffs and landings, using actual aircraft load types to conduct real-time evaluations of runway structural life. It can calculate separately for different airports with varying flight volumes and possesses real-time early warning capabilities, enabling timely detection and resolution of problems. This reduces maintenance and repair costs, extends runway life, saves funds, and avoids frequent reconstruction or overhauls.

[0147] 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 calculating and evaluating the remaining life of a runway strip pavement, characterized by, include: Multiple displacement sensors; among them, starting from the end of the runway, every three track panels are grouped together, and a displacement sensor is installed in the middle part of the middle track panel in each group. Industrial control computer; used to receive and process data collected by displacement sensors; Data storage module; used to connect to an industrial computer to store data; Backend server; used for data exchange with industrial control computers; After the system starts up and performs a self-test, it awaits user commands. Receive the user instruction and perform an evaluation of the remaining life of the airport runway pavement based on the user instruction; The displacement data collected by the displacement sensor is matched with the flight take-off and landing information in the flight arrival and departure information data in time, and the vertical deformation amount measured by the runway corresponding to each aircraft type is determined and take-off and landing quality ; Obtain the parameters of each structural layer of an airport runway, and calculate the theoretical vertical deformation of each aircraft model under standard load conditions according to the parameters of each structural layer of the airport runway ; specifying evaluation aircraft types, and measuring vertical deformation amounts on runways corresponding to the respective aircraft types , and theoretical vertical deformation amounts on the runways , and calculating equivalent effective sorties under the evaluation aircraft types ; According to the equivalent number of sorties The runway life index was calculated. ; Using the runway life index The remaining lifespan of the pavement area is compared with a dimensionless constant 1 to determine whether it is normal, and the result is obtained; wherein, if the runway lifespan index... If the value is greater than or equal to the dimensionless constant 1, it indicates that the remaining life of the pavement area is abnormal; otherwise, it indicates that the remaining life of the pavement area is normal. When the judgment result is abnormal, an early warning message is issued and the alarm log is saved. A runway structure life status analysis report is generated based on the early warning message and the alarm log. When the judgment result is normal, the runway structural life value is calculated. A runway structure lifespan analysis report is generated based on the runway structure lifespan values; wherein, the runway structure lifespan values... The calculation formula is as follows: In the formula, The current evaluation period is in years; This refers to the number of aircraft types within the current evaluation period. During the current evaluation period Flights of aircraft of this type; For the first Equivalent sorties after conversion for aircraft of the same type This represents the maximum number of takeoffs and landings allowed for the aircraft type being evaluated during the current evaluation period.

2. The method according to claim 1, characterized in that: The system also includes a wireless communication module for data exchange between the back-end server and the industrial control computer.

3. The method according to claim 2, characterized in that: The system also includes a power supply for powering the displacement sensor, wireless communication module, data storage module, and industrial control computer.

4. The method according to claim 1, characterized in that, The backend server includes: Flight arrival and departure information capture module; used to acquire flight arrival and departure information data, as well as displacement data uploaded by displacement sensors, and store them in the database; Runway structure life index calculation module; used to acquire data recorded in the database, and calculate the runway structure life index based on the data recorded in the database during the runway evaluation period under the cumulative equivalent number of sorties. Runway structure life early warning module; used to determine whether the health status of the runway is normal based on the runway structure life index, and generate early warning information based on the judgment result; Runway structure life value calculation module; used to acquire data recorded in the database and calculate the runway structure life value based on the data recorded in the database; The runway structure life status evaluation module is used to obtain the runway structure life value and the early warning information, and generate a runway structure life status analysis report based on the runway structure life value or the early warning information.

5. The method according to claim 1, characterized in that, After the system starts up and performs a self-test, it waits for user instructions, including: The industrial control computer begins self-testing and checks whether it is communicating normally with the displacement sensor, data storage module, and backend server; Under the control of the industrial control computer, the displacement sensor collects the displacement data of the runway, uploads it to the industrial control computer, and stores it in the data storage module; Under the control of the backend server, flight take-off and landing information is captured through the flight information system, and the displacement data and flight take-off and landing information are stored in the database.

6. The method according to claim 1, characterized in that, The displacement data collected by the displacement sensor is matched with the flight arrival and departure information in the flight arrival and departure information data to determine the vertical deformation of the runway corresponding to each aircraft type. and takeoff and landing quality ,include: Displacement data uploaded by displacement sensors is acquired, and the displacement data is denoised to obtain the measured vertical deformation of the runway at the location of maximum runway deformation. ; Acquire flight arrival and departure information data, and combine the flight takeoff and landing information in the flight arrival and departure information data with the vertical deformation amount. By performing time-matching, information on the various aircraft types currently in operation, as well as the corresponding takeoff and landing quality for each aircraft type, can be obtained. .

7. The method according to claim 1, characterized in that, The process involves obtaining the structural layer parameters of the airport runway and, based on these parameters, calculating the theoretical vertical deformation of the runway for each aircraft type under standard load conditions. ,include: 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 is: ； 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, the pavement deformation under standard load is calculated using the above formula. The formula is as follows: ； in, Indicates axial temperature force; The generalized Krylov function has the following formula: ； 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 , and Calculate using the following formula: ； in, Indicates the lateral main landing gear load and This indicates axial temperature force.

8. The method according to claim 1, characterized in that: The specified evaluation aircraft model, and the vertical deformation measured according to the runway corresponding to each aircraft model. and the theoretical vertical deformation of the runway The equivalent number of sorties under the action of the evaluated aircraft model was calculated. ,include: Specify the aircraft model to be evaluated, and obtain the number of tires A of the main landing gear of the aircraft model to be evaluated, and the number of tires B of the main landing gear of the aircraft model to be converted. Obtain the vertical deformation of the runway corresponding to the model to be converted. and the theoretical vertical deformation of the runway ; Calculate the equivalent number of sorties under the action of the evaluation aircraft type. The formula is as follows: 。 9. The method according to claim 1, characterized in that, The equivalent number of sorties The runway life index was calculated. ,include: Obtain the equivalent number of sorties And calculate the runway life index. The formula is as follows: ； In the formula, For the first The equivalent number of sorties to be converted for the aircraft type is evaluated. This represents the maximum number of takeoffs and landings allowed by the airport pavement for the evaluated aircraft type during the current evaluation period. in, pavement area The probability value of being affected by aircraft takeoff and landing loads is calculated using the following formula: ， ； In the formula, A function for calculating the probability of lateral aircraft takeoff and landing loads in the runway area; This is a function for calculating the probability of aircraft takeoff and landing loads acting longitudinally in the runway area. This refers to the width of the runway area. This represents the length of the runway area.

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