Airport pavement dynamics simulation method, device and equipment under airplane dynamic load excitation and medium

Abstract

The invention relates to an airport pavement dynamics simulation method and device under airplane dynamic load excitation, equipment and a medium. The method comprises the following steps: constructing a target pavement hierarchical model based on a void position and a void area which are obtained in advance; inputting taxiing load time history data generated according to aircraft taxiing working conditions into the target pavement layering model to obtain dynamic response characteristics; the dynamic response characteristics comprise displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer. By adopting the method, the coupling relationship between the dynamic load and the pavement structure of the aircraft can be truly reflected.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of simulation analysis of airport engineering structures, and in particular to an airport pavement dynamics simulation method, device, equipment and medium under the excitation of aircraft dynamic load. BACKGROUND

[0002] As the key infrastructure subjected to high-frequency repeated load during the process of aircraft taking off and landing, the structural performance of the airport pavement is directly related to flight safety and operation efficiency. With the wide use of large aircraft, structural diseases such as void, settlement and cracking often occur in the pavement during service, among which the void problem is particularly prominent, which seriously affects the integrity and service life of the pavement structure. In order to improve the accuracy of pavement disease prediction and the scientificity of maintenance decision, it has become a research focus to build a pavement vibration response simulation model that accurately reflects the actual operation conditions.

[0003] The existing simulation method of airport pavement void simplifies the aircraft wheel load as a static concentrated force or a static distributed force applied to the pavement structure model. However, the existing technology cannot truly reflect the coupling relationship between the aircraft dynamic load and the pavement structure. SUMMARY

[0004] Therefore, it is necessary to provide an airport pavement dynamics simulation method, device, equipment and medium under the excitation of aircraft dynamic load, which can truly reflect the coupling relationship between the aircraft dynamic load and the pavement structure.

[0005] In a first aspect, the present application provides an airport pavement dynamics simulation method under the excitation of aircraft dynamic load, comprising:

[0006] constructing a target pavement layered model based on the pre-acquired void position and void area;

[0007] inputting the taxiing load time history data generated according to the aircraft taxiing condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer.

[0008] In a second aspect, the present application further provides an airport pavement dynamics simulation device under the excitation of aircraft dynamic load, comprising:

[0009] The construction module is configured to construct a target pavement layered model based on the pre-acquired void position and void area;

[0010] The input module is configured to input the taxiing load time history data generated according to the aircraft taxiing condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer.

[0011] In a third aspect, the present application provides a computer device, comprising a memory and a processor, the memory storing a computer program, and the processor implementing the following steps when executing the computer program:

[0012] constructing a target pavement layered model based on the pre-acquired void position and void area;

[0013] inputting the taxiing load time-history data generated according to the airplane taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time-history data, stress time-history data and strain time-history data of each monitoring node of the pavement surface layer.

[0014] In a fourth aspect, the present application provides a computer readable storage medium, which stores a computer program, and the computer program implements the following steps when executed by a processor:

[0015] constructing a target pavement layered model based on the pre-acquired void position and void area;

[0016] inputting the taxiing load time-history data generated according to the airplane taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time-history data, stress time-history data and strain time-history data of each monitoring node of the pavement surface layer.

[0017] In a fifth aspect, the present application provides a computer program product, comprising a computer program, and the computer program implements the following steps when executed by a processor:

[0018] constructing a target pavement layered model based on the pre-acquired void position and void area;

[0019] inputting the taxiing load time-history data generated according to the airplane taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time-history data, stress time-history data and strain time-history data of each monitoring node of the pavement surface layer.

[0020] The airport pavement dynamics simulation method, device, equipment and medium under the aircraft dynamic load excitation based on the pre-acquired void position and void area, constructs a target pavement layered model, and inputs the taxiing load time history data generated according to the aircraft taxiing working condition into the target model, to obtain the simulation method of displacement, stress and strain time history data of each monitoring node of the pavement surface layer. Compared with the prior art, the method directly introduces the real dynamic load time history curve under the aircraft taxiing working condition, and completely couples the force generated by the tire and pavement contact in the taxiing process to the three-dimensional pavement layered structure with time. By inputting dynamic load instead of static equivalent force, the target pavement layered model can more accurately reflect the stress and deformation response of the pavement structure under the actual running state. In addition, combined with the spatial distribution characteristics of the void area, the target pavement layered model can capture local nonlinear responses such as plate warping, void area rebound and joint slip under the action of dynamic load, thereby realizing more real restoration of the coupling effect of aircraft dynamic load and pavement structure. Therefore, the method helps to improve the simulation accuracy and reliability of the airport pavement in the design, evaluation and maintenance strategy development process, and overcomes the technical problem of insufficient coupling response characterization ability of the existing static load simulation model. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the drawings needed to be used in the description of the embodiments of the present application or the related art will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other related drawings can be obtained by those skilled in the art without creative labor.

[0022] Figure 1 It is an internal structure diagram of a computer device in an embodiment;

[0023] Figure 2 It is a flowchart of an aircraft dynamic load excitation under the airport pavement dynamics simulation method in an embodiment;

[0024] Figure 3 It is a flowchart of an aircraft dynamic load excitation under the airport pavement dynamics simulation method in another embodiment;

[0025] Figure 4 It is a flowchart of an aircraft dynamic load excitation under the airport pavement dynamics simulation method in another embodiment;

[0026] Figure 5 It is a flowchart of an aircraft dynamic load excitation under the airport pavement dynamics simulation method in another embodiment;

[0027] Figure 6 It is a flowchart of an aircraft dynamic load excitation under the airport pavement dynamics simulation method in another embodiment;

[0028] Figure 7 Flowchart of the method for simulating the dynamics of the airport pavement under the dynamic load excitation of the airplane in another embodiment;

[0029] Figure 8 Structural block diagram of the device for simulating the dynamics of the airport pavement under the dynamic load excitation of the airplane in an embodiment. DETAILED DESCRIPTION

[0030] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not intended to limit the present application.

[0031] In an exemplary embodiment, a computer device, which can be a server, is provided, and an internal structural diagram of the computer device can be as shown in Figure 1 The computer device includes a processor, a memory, an input / output interface (I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The database of the computer device is configured to store relevant data in the process of simulating the dynamics of the airport pavement under the dynamic load excitation of the airplane. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with external terminals through network connection. The computer program is executed by the processor to implement a method for simulating the dynamics of the airport pavement under the dynamic load excitation of the airplane.

[0032] Those skilled in the art can understand that Figure 1 the structure shown in the above is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0033] In an exemplary embodiment, as shown in Figure 2 , a method for simulating the dynamics of the airport pavement under the dynamic load excitation of the airplane is provided, and the method will be described by taking the computer device in Figure 1 as an example, which includes the following steps 201 to 202. In the steps:

[0034] Step 201: Based on the pre-obtained de-elevation location and de-elevation area, construct a layered model of the target pavement.

[0035] The void location refers to the spatial coordinates of the discontinuous area between pavement structural layers caused by bonding failure or damage to the base layer. In airport pavements, voids typically occur between the cement concrete panel and the base layer, and their planar location and depth can be determined using non-destructive testing techniques such as ground-penetrating radar.

[0036] Void area refers to the projected area of ​​the voided region on the pavement plane. Void area is an indicator for evaluating the structural integrity of the pavement, and its size directly affects the stress distribution and deformation characteristics of the pavement under load.

[0037] The target pavement layered model is a numerical model of the pavement structure established based on the finite element method. The physical and geometric parameters of each layer material in the target pavement layered model can be determined based on actual pavement design and inspection data. The void region in the target pavement layered model is manifested as a change in the interlayer contact relationship.

[0038] In this embodiment, the computer device first receives or imports airport pavement clearance information pre-acquired by the detection system. The clearance location can be represented as the relative position of pavement panel units, such as a corner, edge, or center area of ​​a panel. The clearance area is used to quantitatively describe the spatial extent of the local clearance region, for example, an area of ​​2 square meters.

[0039] After acquiring the above data, the computer equipment enters the 3D modeling process, constructing a layered model of the target pavement based on the void location and void area parameters.

[0040] In one specific embodiment, to achieve automated and parametric modeling, the secondary development interface of a general-purpose finite element analysis system (ABAQUS) is utilized and integrated with a mechanical system automatic dynamics analysis / aircraft ADAMS / aircraft dynamics simulation platform to realize a cross-platform data-driven modeling process.

[0041] First, an ABAQUS graphical user interface plugin was developed. This plugin establishes a parameter input interface through the Road Spectrum Generator (RSG) dialog box builder. Users can input void-related information through this interface, including void location (such as corner, edge, or custom polygon area) and void area (0.5–5 square meters). The plugin's backend integrates a pavement structure geometric feature library, which covers standard pavement panel dimensions, joint layout rules, and void shape templates.

[0042] When the user finishes inputting the void parameters, the plug-in automatically calls the three-dimensional modeling engine to match the appropriate structure configuration and geometric shape according to the input information. In the model building process, the cement concrete surface layer, the cement stabilized macadam base layer and the soil base layer are generated in turn according to the multi-layer structure, and the corresponding local cavity structure is generated under the surface layer in combination with the selected void parameters, so as to form a target pavement layered model with real geometric relationship.

[0043] The model provides a basic calculation unit for subsequent sliding load excitation and response analysis, and can be directly imported into the simulation process for coupling mechanical analysis and response prediction.

[0044] In step 202, the sliding load time history data generated according to the aircraft sliding operation condition is input into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer.

[0045] Among them, the aircraft sliding operation condition refers to the running state of the aircraft when it is sliding, taking off or landing on the pavement, including parameters such as speed, load, landing gear configuration, etc. Different sliding operation conditions will produce different load characteristics, for example: landing condition: including vertical impact load and horizontal friction force; sliding condition: mainly static load and small amplitude vibration; brake condition: generating large longitudinal braking force.

[0046] The sliding load time history data is the sequence data of the load at the contact point between the aircraft tire and the pavement changing with time, which can include three directional components: vertical force: caused by the gravity of the aircraft and dynamic impact; longitudinal force: generated by acceleration, deceleration or braking; lateral force: caused by turning or crosswind. These data are generated through the coupling simulation of the aircraft virtual prototype model and the pavement elevation model, reflecting the dynamic characteristics of the load.

[0047] The dynamic response characteristics are the mechanical responses of the pavement structure under dynamic load, which are calculated by the target pavement layered model, wherein:

[0048] The displacement time history data is the displacement of each point of the pavement in the vertical direction changing with time, reflecting the deformation degree of the pavement.

[0049] The stress time history data is the stress (such as tensile stress, compressive stress) inside the pavement material changing with time, which is used to evaluate the fatigue damage risk.

[0050] The strain time history data is the strain (such as tensile strain, compressive strain) of the pavement material changing with time, which is used to judge whether the material enters the plastic state.

[0051] In the embodiment of the present application, the computer device imports the taxiing load time history data generated according to the aircraft taxiing working condition into the target pavement layered model. The taxiing load time history data is derived from the dynamic excitation generated by the tire and pavement contact during the aircraft taxiing process, specifically the tire contact force curve changing with time, including vertical load, longitudinal sliding force and possible lateral disturbance. When importing the data, by applying boundary load, the tire contact force at each time during the taxiing process is applied to the surface layer node or grid of the corresponding model, realizing the equivalent effect of taxiing excitation.

[0052] After completing the load application, the computer device calls the finite element solving module to perform dynamic simulation, calculates and outputs the response process of the airport pavement under the taxiing excitation. The response result is given in units of pavement surface layer monitoring nodes, respectively giving the displacement time history, stress time history and strain time history data of each node in the entire taxiing time period. The response data can be used to evaluate the mechanical behavior characteristics of the pavement structure in the presence of the void area, and then assist the maintenance department to judge whether the local structure has further damage risk.

[0053] In the above-mentioned airport pavement dynamics simulation method under aircraft dynamic load excitation, based on the pre-acquired void position and void area, a target pavement layered model is constructed, and the taxiing load time history data generated according to the aircraft taxiing working condition is input into the target model, to obtain the displacement, stress and strain time history data simulation method of each monitoring node of the pavement surface layer. Compared with the prior art, this method directly introduces the real dynamic load time history curve under the aircraft taxiing working condition, and completely couples the force generated by the tire and pavement contact during the taxiing process with time into the three-dimensional pavement layered structure. By inputting dynamic load instead of static equivalent force, the target pavement layered model can more accurately reflect the stress and deformation response of the pavement structure under actual operating conditions. In addition, combined with the spatial distribution characteristics of the void area, the target pavement layered model can capture local nonlinear responses such as plate warping, void area rebound and joint slip under dynamic load, thereby realizing a more realistic restoration of the coupling effect of aircraft dynamic load and pavement structure. Therefore, this method helps to improve the simulation accuracy and reliability of the airport pavement in the design, evaluation and maintenance strategy development process, and overcomes the technical problem of insufficient coupling response characterization ability of the existing static load simulation model.

[0054] In one exemplary embodiment, as shown in Figure 3 The above-mentioned "constructing a target pavement layered model based on pre-acquired void position and void area" includes steps 301 to 304. Among them:

[0055] Step 301, extracting pavement component structure and void area characteristics matching the void position and void area from the preset pavement structure characteristic library.

[0056] The preset pavement structure feature library refers to a pre-established database of structure parameters of various pavements, containing information of component levels, material properties, and disease characteristics of the pavements, and is used for rapid matching of the pavement state detected in an actual project. The pavement component structure refers to each level of structure and material type constituting the pavement, such as a soil base layer, a cement stabilized macadam base layer, and a cement concrete surface layer. Different levels bear different load transmission and support functions, and jointly guarantee the bearing capacity of the pavement. The void area feature is other attributes of the void area in addition to the void position and area, such as the shape, depth, boundary definition, and whether accompanied by cracks, and is used for more accurate construction of the pavement model.

[0057] In the embodiment of the application, the computer device first extracts structure information matched with the current void parameters from the preset pavement structure feature library. The void parameters include a void position and a void area, and are used to represent the local void distribution range and specific position relationship of the pavement. The structure feature library stores standard pavement structure forms, slab arrangement schemes, and typical void area geometric templates. Through matching, the system can determine the pavement component structure and the corresponding void area feature required for this modeling.

[0058] In step 302, an initial pavement layered model is constructed according to the pavement component structure and the void area feature. The initial pavement layered model includes a soil base layer, a cement stabilized macadam base layer, and a cement concrete surface layer arranged in a stack from bottom to top.

[0059] The initial pavement layered model is a digital model of the superimposed structure of each level of the pavement preliminarily established according to the pavement component structure and the void area feature, and is the basis for subsequent refined modeling, containing basic information such as the thickness and material parameters of each layer. The soil base layer is the bottom layer of the pavement structure, usually composed of compacted soil or soil-stone mixture, and mainly functions to bear the load transmitted by the upper structure and disperse it to the foundation, ensuring the overall stability of the pavement. The cement stabilized macadam base layer is a structural layer above the soil base layer, formed by mixing and compacting cement, aggregate (sandstone, etc.), and water, and has high strength and stability. Its main function is to transmit and disperse the load of the surface layer and reduce the deformation of the soil base layer. The cement concrete surface layer is the uppermost layer of the pavement, directly contacting vehicles or other loads, and is formed by pouring cement concrete. It has high strength, wear resistance, and erosion resistance, and is the key level of the pavement to bear the load and provide the driving surface. The cement concrete surface layer is usually poured in blocks to form independent slabs, and the joints are set to reduce cracks caused by temperature changes or load effects. The size and strength of the slabs are determined according to the pavement design standards.

[0060] In the embodiment of the present application, the computer device constructs an initial pavement layered model based on the extracted pavement composition structure and void area features. The model defines the structural layer relationship in a layered and superimposed manner, and is sequentially set from bottom to top as follows: subbase layer, cement stabilized macadam base layer, and cement concrete surface layer. The thickness, boundary size, and positional relationship of each structural layer are automatically set according to the standard parameters in the feature library.

[0061] In step 303, a dowel bar is arranged at the inter-panel joint between adjacent cement concrete panels in the cement concrete surface layer to establish an intermediate pavement layered model; one end of the dowel bar is rigidly connected to the cement concrete panel in the cement concrete surface layer through a node binding mode, and the other end is in frictional contact with the adjacent cement concrete panel.

[0062] The inter-panel joint is a gap between adjacent cement concrete panels, which is used to adapt to the thermal expansion and contraction deformation of the panels to avoid cracking of the panels due to stress concentration, and is a weak link of the pavement structure, which is prone to voids, misalignment, and other diseases. The dowel bar is a steel bar or metal rod arranged at the inter-panel joint, which is used to transfer the load between adjacent panels to reduce stress concentration at the joint and prevent the panels from misalignment or cracking, and is usually arranged transversely along the joint. Node binding is a modeling method used to simulate the rigid connection of components, which means that the connection node of one end of the dowel bar with the panel is fixed, and there is no relative displacement between the two, ensuring effective force transfer. The frictional contact relationship is a modeling method used to simulate the interaction between the other end of the dowel bar and the adjacent panel, which allows a certain range of relative sliding between the two, but there is a friction force limit, which is closer to the actual contact state of the dowel bar and the panel in the engineering. The intermediate pavement layered model is a pavement model formed by adding detailed components such as dowel bars to the initial model, which is closer to the actual structure than the initial model, and can more accurately reflect the mechanical behavior of the pavement.

[0063] In the embodiment of the present application, after the initial pavement layered model is constructed, the computer device identifies the position of the inter-panel joint between adjacent pavement panels in the cement concrete surface layer, and arranges a dowel bar at the joint to establish a structural connection. One end of each dowel bar is rigidly connected to the cement concrete panel where it is located through a node binding mode, and the other end is in frictional contact with the adjacent panel, which is used to simulate load transfer and relative sliding between panels in the joint area.

[0064] In step 304, the intermediate pavement layered model is subjected to meshing processing to obtain a target pavement layered model.

[0065] The meshing processing is to divide the continuous pavement model into a large number of small units (such as triangular or quadrilateral meshes) for mechanical analysis (such as deformation and stress distribution under load) by numerical methods such as finite elements. The finer the mesh, the higher the calculation accuracy.

[0066] In the embodiments of the present application, the computer device performs finite element meshing processing on the constructed intermediate pavement layered model, and generates a target pavement layered model under the premise of meeting the analysis accuracy requirement. The target model has complete structural layered relationship, inter-plate connection structure and void area expression, and is suitable for subsequent load input and structural response analysis.

[0067] In one specific embodiment, a three-dimensional pavement layered model is constructed in ABAQUS, including a cement concrete surface layer, a base layer and a soil base, and the grid elements are all eight-node linear hexahedral reduced integration elements C3D8R. The stress transmission between the plates is realized by setting three-dimensional entity dowels between the plates, as shown in the following table. Considering the influence of gravity and aircraft dynamic load, the time increment is fixed at 0.002s. Therefore, the signal sampling rate is fixed at 500Hz.

[0068] An airport pavement layered finite element model is established based on the ABAQUS finite element platform. First, a three-dimensional geometric model including a cement concrete surface layer, a cement stabilized macadam base layer and a soil base is constructed, and the geometric dimensions and material parameters of each structural layer are shown in Table 1. Among them, the cement concrete surface layer adopts the standardized 5m×5m×0.36m plate design of airport pavement, and the base layer and soil base are respectively extended to 35.04m×20.016m to simulate the boundary effect of semi-infinite foundation. A solid element with a diameter of 35mm and a length of 500mm is used to simulate the dowel bar structure, and 13 dowel bars are arranged in an array along the transverse joint at an interval of 350mm, one end of which is rigidly bound to the main pavement plate through Tie constraint, and the other end defines a friction contact model with a friction coefficient of 0.05, including normal hard contact and tangential friction behavior. Table 1 shows the geometric parameters and material parameters of each structural layer and dowel bar in the target pavement layered model.

[0069] Table 1

[0070]

[0071] The entire model is meshed using C3D8R elements, and the contact area of the dowel bar is processed with increased density. The transverse joint is constructed with an 8mm gap. The dynamic load is imported through the user-defined material subroutine (UMAT) from the wheel load time history data output by ADAMS / Aircraft. The temperature gradient load is applied through the pre-defined field function, and the global gravity field and the self-defined temperature field along the thickness direction of the surface layer are defined in the Initial analysis step.

[0072] The dynamic explicit Dynamic Implicit analysis step is used for dynamic calculation of the model, and the time increment step is fixed at 0.002s. After the model calculation is completed, the key mechanical responses of the airport pavement under the combined action of the aircraft taxiing load and the temperature gradient are extracted through the post-processing module of ABAQUS. The output results mainly include the displacement, stress and strain time history data of each monitoring node of the pavement surface layer, so as to comprehensively reflect the dynamic response characteristics of the structure in the whole process of aircraft taxiing.

[0073] In an exemplary embodiment, as shown in Figure 4 The determination process of the above-mentioned "taxiing load time history data" includes steps 401 to 403. Among them:

[0074] Step 401, for each aircraft taxiing condition, discrete pavement elevation data is generated according to the power spectral density function.

[0075] The power spectral density function is used to describe the function of the energy distribution characteristics of the random signal at different frequency components. It quantifies the contribution of each frequency component to the overall fluctuation by decomposing the random fluctuations of the pavement elevation into a series of sine / cosine components of different frequencies. In pavement engineering, the power spectral density function is a core mathematical tool for characterizing pavement roughness, which can be fitted based on measured pavement data or using standard spectrum functions in international standards. Discrete pavement elevation data is a set of pavement elevation values generated based on the power spectral density function and distributed discretely in space at fixed intervals (such as every 0.1m or 1m). These data are presented in numerical form, with each data point corresponding to the height value at a specific location on the pavement, which can directly reflect the undulating shape of the pavement. Discretization allows it to be directly read and used by subsequent virtual prototype models or simulation software.

[0076] In the embodiments of the present application, in order to obtain the taxiing load time history data for airport pavement simulation, the computer device first constructs the corresponding pavement input model based on the power spectral density function for a plurality of different aircraft taxiing conditions.

[0077] The computer device determines the key parameters of the power spectral density function, such as the reference spatial frequency, the frequency exponent, the frequency cutoff range, etc., according to the taxiing speed of each condition and the typical response frequency band of the landing gear system. Combined with the function, the computer device generates discrete pavement elevation data with statistical irregularity characteristics through inverse Fourier transform. This elevation data is used to represent the changes in the pavement surface profile that the aircraft will face under different taxiing conditions.

[0078] Step 402, according to the pre-defined aircraft start parameter file and attribute database, the aircraft virtual prototype model is constructed.

[0079] The predefined aircraft startup parameter file is a set of key parameters preset for initializing the aircraft virtual prototype model, and contains core startup conditions in the processes of aircraft takeoff, taxiing, landing, etc., such as: initial mass of the aircraft, center of gravity position, initial compression amount of the landing gear buffer, initial value of the engine thrust, initial taxiing speed, etc. These parameters provide basic operating boundary conditions for the virtual prototype model, and ensure that the model can simulate the aircraft motion state conforming to the actual working condition.

[0080] The attribute database stores a database of physical attributes and structural parameters of each component of the aircraft, covering detailed information of key components such as the fuselage, landing gear, tire, engine, etc., for example:

[0081] Structural attributes: geometric dimensions (length, diameter) of the component, material parameters (density, elastic modulus, Poisson's ratio).

[0082] Physical attributes: stiffness coefficient, damping coefficient, friction coefficient of the tire, load-carrying limit of the landing gear, etc. This database provides data support for building a high-precision virtual prototype model, ensuring that the mechanical properties of the model are consistent with the real aircraft.

[0083] The aircraft virtual prototype model is a digital model based on computer technology, which can simulate the structure and dynamics of the real aircraft. It restores the overall structure (such as the connection relationship between the fuselage and the landing gear), mass distribution, motion constraints and interaction between components by integrating the information in the startup parameter file and the attribute database, and can reproduce the mechanical behavior of the aircraft in the whole process of taxiing, taking off, landing, etc. in the virtual environment. It is a core tool for subsequent load simulation.

[0084] In the embodiments of the present application, the computer device calls the predefined aircraft startup parameter file and the attribute database to build a corresponding aircraft virtual prototype model. The model includes key subsystems such as the fuselage, wings, landing gear and tires, and forms a complete aircraft virtual prototype model that can participate in multi-body dynamics simulation by setting the structural parameters, mass distribution and connection relationship of each subsystem.

[0085] Step 403: coupling the discrete runway elevation data and the aircraft virtual prototype model to obtain taxiing load time history data.

[0086] The coupling process refers to the process of associating and interacting the runway unevenness information represented by the discrete runway elevation data with the aircraft virtual prototype model. By establishing a dynamic contact relationship between the runway and the aircraft landing gear tires (such as the tire rolling on the undulating surface defined by the runway elevation data), the virtual prototype model can respond to the unevenness input of the runway, and further simulate the dynamic behavior such as vibration and impact of the aircraft during taxiing on the real runway conditions, realizing the coordinated simulation of the runway-aircraft system.

[0087] Taxiing load time history data is a sequence of data of load generated by the tire of the landing gear on the pavement during the taxiing process of the aircraft on the pavement. The taxiing load time history data includes the size, direction (vertical, longitudinal, and lateral) and variation law of the load, for example, the impact load peak at the instant of aircraft landing, the periodic load fluctuation caused by the pavement undulation during the taxiing process, the longitudinal braking force variation during braking, and the like. These data are key inputs for analyzing the dynamic response of the pavement structure under the action of the aircraft load.

[0088] In the embodiment of the present application, after the virtual prototype is built, the computer device couples the generated discrete pavement elevation data with the virtual prototype model. In the coupling process, the pavement elevation data is loaded as an external pavement input into the prototype model, and the dynamic contact relationship between the tire and the pavement is established, so that the aircraft can generate a dynamic response that truly reflects the influence of unevenness during the taxiing process.

[0089] Finally, the computer device performs simulation calculation on the coupled model, and outputs the tire ground force data at different time points, to form the taxiing load time history data including the vertical force, the longitudinal force and the lateral force, which are used for subsequent pavement dynamic response analysis.

[0090] In one specific embodiment, based on the ADAMS / Aircraft aircraft dynamics simulation platform, a virtual prototype model of an aircraft for airport pavement dynamic load analysis is constructed. The modeling process includes three key stages:

[0091] First, the key parameters of the virtual prototype of the aircraft are defined. The geometric and physical information of each component is accurately characterized by specifying the mass, mass center coordinates and other parameters of each component. Based on the principle of aircraft aerodynamics, the key geometric parameters such as the wing area and the average aerodynamic chord length are defined, and the aerodynamic load calculation model of the aircraft is constructed as shown in the following formula, combined with the relevant aerodynamic coefficients:

[0092]

[0093] wherein L is the lift, D is the drag, M is the pitch moment, p is the air density, v is the speed of the aircraft, W is the wing area, l is the average aerodynamic chord length, C l , C d , and C ml are the relevant aerodynamic coefficients.

[0094] Secondly, based on the hierarchical modeling architecture of ADAMS / Aircraft, the predefined aerodynamic parameter files and component attribute database are called by the template generator to establish the fuselage, wing, landing gear strut and tire subsystem models respectively. For the landing gear mechanism, the whole aircraft assembly is completed through the topological constraint relationship. In particular, the air spring force and oil damping force parameters related to the stroke of the buffer mechanism are loaded through the pre-compiled characteristic file, and the mathematical model is shown as follows:

[0095]

[0096] where F air is the air spring force, F oil is the oil damping force, p0 is the initial inflation pressure, V0 is the initial volume, γ is the gas compression change index, generally taken as 1, A a is the effective piston pressure area, and S is the piston rod movement stroke.

[0097] Finally, the dynamic load excitation coupling system is constructed in the Standard Interface module. The uneven road elevation data obtained by preprocessing is converted into an RDF format road file through cubic spline interpolation, and the road-tire dynamic contact model is established through the Landing Analysis module. A sampling frequency of 500 Hz is set to perform landing-rolling aircraft dynamics simulation analysis, and the tire ground load time history curve is output. The time domain load vector is stored in the form of a text matrix, and its data structure includes time stamp, vertical force, longitudinal force and lateral force three-axis components, which are used as load condition input for subsequent finite element analysis.

[0098] In an exemplary embodiment, as shown in Figure 5 the above-mentioned "generating discrete road elevation data according to the power spectral density function" includes steps 501 to 505. Among them:

[0099] Step 501, based on the number of monitoring nodes of the road and the coordinates of each monitoring node along the longitudinal direction of the road, calculate the flatness index.

[0100] Wherein, the monitoring node refers to a specific location point on the road that is pre-set for data collection. Its number and coordinates along the longitudinal direction of the road are the basis for calculating the flatness, and each node can reflect the road elevation or fluctuation state at the location. The longitudinal direction of the road corresponds to the length direction of the aircraft taxiway or vehicle driving. The longitudinal coordinates of the monitoring nodes are used to locate their specific positions on the length of the road. The flatness index is a quantitative index that characterizes the overall flatness of the road, which is calculated based on the elevation data of the monitoring nodes. It integrates the fluctuation differences of each node through statistical or mathematical methods, such as standard deviation, international flatness index IRI, and the smaller the value, the more flat the road.

[0101] In the embodiment of the present application, in order to generate the pavement uneven input data meeting the simulation demand of the aircraft taxiing working condition, the computer device first acquires the monitoring node distribution information on the airport pavement. The computer device collects the spatial distribution coordinates of a plurality of monitoring nodes on the target pavement, for example, the coordinate arrangement in the longitudinal direction of the pavement, so as to serve as the basis of the pavement longitudinal profile data.

[0102] Based on the coordinate information of the monitoring nodes, the computer device calculates the corresponding International Roughness Index (IRI) according to the established road roughness evaluation method. The index quantifies the average characteristics of the pavement longitudinal elevation fluctuation, and is an important input parameter for constructing the uneven model.

[0103] In step 502, the roughness index is converted to obtain the pavement unevenness coefficient under the reference frequency.

[0104] The reference frequency is used as the reference frequency value of the unified calculation standard. In the pavement unevenness analysis, the reference frequency is the reference for converting the roughness index to the power spectral density parameter, so as to facilitate the unified comparison of different pavement working conditions. The pavement unevenness coefficient represents the physical parameter of the pavement fluctuation degree, and is used to quantify the unevenness amplitude of the pavement under the reference frequency. It is one of the key parameters in the power spectral density function, and directly affects the fluctuation amplitude of the pavement elevation data generated subsequently.

[0105] In the embodiment of the present application, the roughness index calculated by the computer device is converted to the pavement unevenness coefficient of the power spectral density function under the reference spatial frequency through the preset conversion formula or atlas conversion relationship. The coefficient is used to describe the energy distribution basis level of the pavement elevation fluctuation in the frequency domain.

[0106] In step 503, the ratio of each discrete spatial frequency to the reference frequency, the preset frequency index, and the pavement unevenness coefficient under the reference frequency are substituted into the power spectral density function to calculate the power spectral density amplitude corresponding to each discrete spatial frequency.

[0107] The discrete spatial frequency refers to a series of frequency values obtained by discretizing the continuous frequency range of the pavement unevenness. Each discrete spatial frequency corresponds to a certain period (such as 1 fluctuation per meter, 2 fluctuations per meter, etc.) in the pavement fluctuation.

[0108] The preset frequency index is a fixed index set based on the pavement engineering experience or standard, and is used to describe the attenuation law of the power spectral density function with the spatial frequency. It reflects the energy distribution proportion of the high-frequency component (small-scale fluctuation) and the low-frequency component (large-scale fluctuation) in the pavement unevenness.

[0109] The power spectral density amplitude corresponds to the power spectral density function value of a discrete spatial frequency, and is used to quantify the energy contribution of the frequency component in the pavement roughness. The greater the amplitude, the more significant the influence of the fluctuation component corresponding to the frequency on the overall roughness of the pavement.

[0110] In the embodiments of the present application, after the conversion of the basic parameters is completed, the computer device selects a group of discrete spatial frequency points according to the frequency index defined by the standard. For each discrete spatial frequency, the computer device obtains the power spectral density amplitude corresponding to the spatial frequency by substituting the expression of the power spectral density function and the roughness coefficient obtained by the above conversion.

[0111] In step 504, the preset total number of sampling points, the equivalent spatial sampling frequency, and the power spectral density amplitude corresponding to each discrete spatial frequency are substituted into the amplitude conversion formula for quantitative calculation to obtain the spectral amplitude and the phase angle.

[0112] The preset total number of sampling points is a total number of data points preset for generating discrete pavement elevation data. It determines the discretization accuracy of the pavement elevation data. The more the points, the more accurate the data.

[0113] The equivalent spatial sampling frequency refers to the number of pavement elevation data points collected per unit spatial length (unit: points / m), which is similar to the concept of time sampling frequency (time sampling frequency is the number of sampling points per unit time). It reflects the spatial resolution of the pavement elevation data. The higher the frequency, the smaller the distance between adjacent data points.

[0114] The amplitude conversion formula is a mathematical formula for converting the power spectral density amplitude into the spectral amplitude. The core is to convert the power spectral density parameter representing energy into an amplitude parameter that can be directly used for Fourier transform by combining the preset total number of sampling points and the equivalent spatial sampling frequency.

[0115] The spectral amplitude refers to the amplitude of each discrete spatial frequency corresponding to the pavement roughness in the frequency domain, which is the real part of the complex spectrum and reflects the fluctuation amplitude of the frequency component.

[0116] The phase angle refers to the phase parameter corresponding to each discrete spatial frequency of the pavement roughness in the frequency domain, which is the imaginary part of the complex spectrum and reflects the starting position of the fluctuation of the frequency component in space, which is used to ensure that the pavement elevation data generated after inverse Fourier transform meets the spatial continuity.

[0117] In the embodiment of the present application, in order to further obtain complex spectrum data that can be used for random height generation, the computer device combines the preset total sampling point number and the equivalent spatial sampling frequency, and applies an amplitude conversion formula to perform amplitude quantization processing on the power spectrum density. Meanwhile, the computer device randomly generates a phase angle for each frequency component, and the phase angle is subject to uniform distribution in the interval (0, 2π) to ensure that the constructed height signal has statistical randomness.

[0118] Step 505, combining the spectral amplitude and the phase angle into a complex spectrum, performing inverse Fourier transform on the complex spectrum to generate discrete pavement height data.

[0119] The complex spectrum formed by the combination of the spectral amplitude and the phase angle is a complex number array, which is a complete representation of the pavement roughness in the frequency domain. It contains the amplitude and phase information of each discrete spatial frequency component, and provides basic data for inverse Fourier transform. The inverse Fourier transform is a mathematical operation for converting a frequency domain signal into a spatial domain signal. Through the inverse Fourier transform, the frequency domain characteristics (amplitude and phase of each frequency) of the pavement roughness can be converted into discrete pavement height data in the spatial domain, and the actual undulating form of the pavement can be restored.

[0120] In the embodiment of the present application, the computer device pairs the spectral amplitude of each discrete spatial frequency with the corresponding random phase angle, combines to form a complex spectral component in the form of a complex number, and constitutes a complete complex spectrum sequence. After the complex spectrum is constructed, the computer device performs inverse Fourier transform operation to restore the discrete pavement height data sequence corresponding to the longitudinal profile direction of the pavement point by point.

[0121] Finally, the height data sequence serves as the height input file of the random uneven pavement, providing input basis for subsequent modeling of pavement tire interaction and load time history data generation during airplane taxiing. This method can ensure that the constructed pavement unevenness has statistical consistency, frequency domain rationality and structure controllability, and is convenient for repeated calling of multi-scene simulation.

[0122] In one specific embodiment, based on the ISO 8608 standard, a random uneven pavement is generated by power spectrum density (PSD). The power spectrum density model is the most typical digital model for representing runway longitudinal unevenness. The research results show that the unevenness of the pavement is a uniform random field subject to zero-mean Gaussian distribution, and its characteristics can be represented by a PSD function as shown in the following formula:

[0123]

[0124] where n represents the spatial frequency; n0 is the reference spatial frequency; w is the frequency index, which is usually taken as 2; n l is the lower cutoff frequency, n uThe upper cut-off frequency, which can be calculated by the following formula:

[0125]

[0126] where [f l ,f u ] is the range of the inherent frequency of the aircraft landing gear, and v is the taxiing speed of the aircraft. The cut-off criterion can significantly reduce the computational complexity while ensuring the completeness of the key frequency band excitation.

[0127] G q (n0) is the road roughness coefficient at the reference frequency (unit: m 3 ). In combination with the correlation research (correlation coefficient R 2 ≥0.85) between the international roughness index IRI and the PSD, the conversion formula between the reference frequency G q (n0) of IRI and PSD can be calculated.

[0128]

[0129] IRI can be calculated from the measured road data points, and the calculation formula is as follows:

[0130] IRI=E[x 2 ]-(E[x]) 2

[0131]

[0132] where n is the number of measured road data points, and x i is the coordinate of each road data point in the vertical direction. After calculating IRI, G q (n0) can be calculated from the conversion formula.

[0133] Based on the reference frequency G q (n0), a discrete road surface conforming to the statistical characteristics of PSD is generated by inverse Fourier transform, and the discrete spatial frequency is defined.

[0134] n k =kΔn

[0135] Δn=F s / N

[0136] where F s is the equivalent spatial sampling frequency, and N is the total number of sampling points. The spectral amplitude is determined by the PSD amplitude and the sampling parameters:

[0137]

[0138] The random phase angle θ kThe complex spectrum is uniformly distributed U(0, 2π) and is thus constructed The time-domain road profile is generated by inverse Fourier transform:

[0139]

[0140] In an exemplary embodiment, as shown in FIG. 6, the above-mentioned "constructing the aircraft virtual prototype model according to the predefined aircraft startup parameter file and attribute database" includes steps 601 to 603. Among them: Figure 6

[0141] Step 601, calling the aircraft startup parameter file and attribute database, establishing a plurality of virtual subsystem models.

[0142] Among them, the virtual subsystem model is a digital model constructed based on different functional modules of the aircraft (such as fuselage, wing, landing gear, engine, etc.), each model only focuses on the structure, motion or force characteristics of the corresponding subsystem, and is the basic unit of the aircraft virtual prototype model.

[0143] In the embodiment of the application, the computer device first calls the aircraft startup parameter file containing the structure configuration and initial state information according to the preset aircraft modeling process, and simultaneously calls the physical attribute data of the geometric size, mass parameter and material property of each component from the aircraft attribute database. These data are used to construct a plurality of virtual subsystem models of the aircraft, including a fuselage subsystem, a wing subsystem, a landing gear subsystem and a tire subsystem, etc.

[0144] Step 602, for each virtual subsystem model, establishing an aerodynamic load calculation model corresponding to the virtual subsystem model based on the wing reference area, the average aerodynamic chord length and the aerodynamic force coefficient database.

[0145] Among them, the wing reference area is a characteristic area of the wing used for aerodynamic calculation, usually taking the projection area of the wing in the direction perpendicular to the airflow (including the wing area of the fuselage part), which is an important reference parameter for calculating the aerodynamic force. The average aerodynamic chord length represents the equivalent chord length parameter of the wing aerodynamic characteristics, which is calculated by the ratio of the wing area to the wing span, and is used to simplify the parameter correlation related to the wing size in the aerodynamic force calculation. The aerodynamic force coefficient database stores the database of the aerodynamic force coefficients of each component of the aircraft under different flight states. These coefficients are empirical or semi-empirical data obtained through wind tunnel test or numerical simulation, and are used for rapid calculation of aerodynamic load. The aerodynamic load calculation model is a mathematical model established for the virtual subsystem model for calculating the aerodynamic load. By inputting the wing reference area, the average aerodynamic chord length and other parameters, and calling the aerodynamic force coefficient database, the aerodynamic load (such as the lift size, the resistance direction, etc.) of the subsystem under a specific working condition can be output.

[0146] ​In the embodiment of the present application, in the subsystem establishment stage, the computer device establishes aerodynamic load calculation models for the wing, fuselage and other subsystems with aerodynamic characteristics according to the wing reference area, average aerodynamic chord length, and the lift / drag coefficient mapping relationship of the attack angle provided in the aircraft attribute database. The model is used to calculate the aerodynamic load acting on each component in real time according to the flight attitude parameters (such as the attack angle, pitch angle, and flight speed).

[0147] In step 603, the plurality of aerodynamic load calculation models are assembled according to the topological constraint relationship between the landing gear and the fuselage and the motion constraint relationship inside the landing gear to obtain the aircraft virtual prototype model.

[0148] The topological constraint relationship between the landing gear and the fuselage is used to describe the spatial constraint relationship of the connection mode of the landing gear and the fuselage, such as the position of the connection point, the allowed relative motion degree of freedom (such as whether it can rotate or stretch), the rigid or flexible connection characteristics, etc., for determining the position association and force transmission path of the two in the motion process. The motion restriction relationship between the components of the landing gear, such as the shock absorber, the wheel, and the connecting rod, such as the rotation angle range of the hinge connection and the sliding direction of the sliding block connection, is used to simulate the internal motion law of the landing gear under force or motion. The aircraft virtual prototype model is a digital model of the whole aircraft formed by assembling the plurality of virtual subsystem models, which can simulate the structural state, motion characteristics and force condition of the aircraft in the process of taxiing, flying and the like, and can be used for subsequent coupling calculation of taxiing load with pavement data and the like.

[0149] In the embodiment of the present application, the computer device calls the pre-defined topological constraint relationship table to connect the landing gear subsystem and the fuselage subsystem. The connection process depends on the known connection type and the coordinates of each connection point. At the same time, the system will also impose necessary kinematic pair constraints according to the structural relationship and kinematic characteristics between the components inside the landing gear, such as the freedom degree for limiting the compression direction of the shock absorber and the rotation direction of the tire, to ensure that the assembled structure can truly reflect the multi-rigid-body motion behavior of the physical aircraft. The connection type can be a revolute pair, a prismatic pair, a spherical hinge connection, etc.

[0150] After the above assembly process is completed, the computer device integrates all the established aerodynamic load calculation models into a unified multi-rigid-body dynamics framework to finally form the aircraft virtual prototype model containing the virtual subsystem models and the coupling relationship therebetween. The prototype model has the ability of combined response of structural mechanics and aerodynamic characteristics, and provides a basis for subsequent taxiing load generation and dynamic simulation.

[0151] In one exemplary embodiment, as shown in FIG. 1, the computer device first establishes a plurality of virtual subsystem models for the aircraft, and then assembles the plurality of virtual subsystem models to obtain the aircraft virtual prototype model. Figure 7As shown, the above "coupling the discrete runway elevation data and the virtual prototype model to obtain the taxiing load time history data" includes steps 701 to 704.

[0152] wherein:

[0153] Step 701, performing multiple spline interpolation processing on the discrete runway elevation data to generate a format compatible road surface file.

[0154] wherein the multiple spline interpolation processing is a mathematical method of smoothing fitting the discrete runway elevation data by a cubic or higher order polynomial function to generate a continuous elevation curve, for eliminating the mutation between data points and improving the accuracy and continuity of the road surface file. The format compatible road surface file is a standardized road surface data file meeting the input requirements of the virtual prototype model, containing runway elevation, friction coefficient and other parameters, and common formats such as.tir,.irr, used to drive the runway model in the virtual simulation environment.

[0155] In the embodiments of the present application, the computer device first performs multiple spline interpolation processing on the generated discrete runway elevation data to improve the spatial resolution and continuity of the data. The interpolated elevation data is converted into a road surface file in a format required by the virtual simulation platform, such as a road data file (RDF) format. This file records the elevation change information in the longitudinal direction of the runway and can accurately reflect the excitation effect of uneven road surface on the tire.

[0156] Step 702, assigning values to the virtual prototype model based on the road surface file, and establishing a runway-tire contact model according to the tire parameters.

[0157] wherein the tire parameters are physical parameters describing the mechanical properties of the tire, including stiffness coefficient, damping ratio, contact area, friction coefficient, etc., used to define the mechanical behavior in the runway-tire contact model. The runway-tire contact model is a mechanical model simulating the interaction between the tire and the runway, which calculates the normal force, tangential force and moment in the contact area by combining the road surface file and the tire parameters.

[0158] In the embodiments of the present application, the road surface file is imported into the aircraft virtual prototype model which has been constructed. The computer device configures the runway-tire contact model according to the structural parameters of the aircraft tire, including tire radius, stiffness, damping, mass, contact stiffness, etc. This model uses a mechanical contact element to describe the contact behavior between the tire and the uneven runway, and can calculate the vertical reaction force, longitudinal friction force and lateral slip force on the tire in real time during the simulation process.

[0159] Step 703, performing full-process dynamics simulation including aircraft grounding stage, taxiing stage to deceleration stage based on the runway-tire contact model.

[0160] Among them, the whole-process dynamic simulation is a numerical simulation of the dynamic mechanical behavior of the aircraft from the moment of landing to the whole process of deceleration on the runway, including the compression of the landing gear, the rolling of the tire, the action of the brake system and other multi-physical field coupling processes.

[0161] In the embodiment of the application, after the tire-road contact relationship is set, the computer device starts the whole-process simulation of the aircraft taxiing. The simulation process covers the whole process from the moment the aircraft touches the ground (landing stage) to the moment it completely stops (deceleration stage). During this period, the virtual prototype responds to the input excitation of the road roughness according to the multi-rigid-body dynamics principle, and real-time feedback of the mechanical response between the landing gear system, the fuselage and the tire.

[0162] Step 704, in the simulation process, the contact data between the tire and the road is obtained, and the contact data is integrated into a time sequence to obtain the taxiing load time history data.

[0163] Among them, the contact data is the mechanical data of the tire and the road contact area in the simulation process, including vertical force, longitudinal force, lateral force, contact area and pressure distribution, etc., which is the direct basis for analyzing the stress state of the pavement. The time sequence is a data sequence formed by arranging the contact data in the order of simulation time, each time point corresponds to a complete set of contact force data, which is used to describe the dynamic change characteristics of the load in the taxiing process.

[0164] In the embodiment of the application, in the simulation process, the computer device continuously monitors and extracts the contact data between the tire and the road in each time step, mainly including the vertical force, longitudinal force, lateral force of the contact point and the corresponding time stamp. These contact data are automatically integrated into structured time sequence data and exported as an excitation input file for the taxiing stage, i.e. the taxiing load time history data, which can be directly used for subsequent airport pavement response analysis and finite element load application.

[0165] In an exemplary embodiment, as shown in Figure 7 The above method further comprises:

[0166] The temperature gradient load is applied to the layered model of the target pavement to obtain the dynamic response characteristics under the synergistic action of temperature and load; the temperature gradient load is used to simulate the dynamic response characteristics under the condition of temperature change.

[0167] Among them, the temperature gradient load is the load generated by the temperature change rate along the depth direction of the pavement structure, that is, the internal stress or deformation load generated by the thermal expansion and contraction caused by the temperature difference of different layers of the pavement. The dynamic response characteristics under the condition of temperature change are the dynamic mechanical behavior of the pavement under the influence of temperature gradient, including the displacement difference between the layers caused by temperature difference, additional stress and strain, etc., which together with the response caused by the taxiing load constitute the comprehensive dynamic response.

[0168] In the embodiments of the present application, after the computer device completes the construction of the target pavement layered model and the application of the sliding load, in order to further analyze the influence of temperature change on the response of the pavement, the temperature gradient load is applied in the model. The temperature gradient load is distributed along the vertical direction (i.e. the thickness direction of the pavement), which is used to simulate the temperature difference between the upper and lower layers of the surface layer caused by environmental factors such as day and night temperature difference or seasonal change.

[0169] In a specific embodiment, the temperature gradient load is applied by a predefined field function, which defines a global gravity field and a linear temperature field along the thickness direction of the surface layer, and its expression is:

[0170] ΔT = T0 + G·z

[0171] where T0 is the reference temperature at the bottom of the surface layer, G is the temperature gradient strength, and z is the coordinate height in the thickness direction.

[0172] After loading the temperature gradient, the computer device performs thermal-structure coupling analysis, and the thermal strain caused by the temperature field and the mechanical response generated by the sliding load act on the target pavement layered model together, thereby simulating the cooperative response behavior in the real running environment. The simulation results include the displacement time history data, stress time history data and strain time history data of each monitoring node under the action of heat and force, and these dynamic response characteristics can be used to evaluate the stability and fatigue risk of the pavement structure under different temperature environments.

[0173] In an exemplary embodiment, the above method further comprises:

[0174] Step 1, extracting the pavement component structure and the void area characteristics matched with the void position and the void area from the preset pavement structure feature library.

[0175] Step 2, constructing an initial pavement layered model according to the pavement component structure and the void area characteristics; the initial pavement layered model includes a subbase layer, a cement stabilized macadam base layer and a cement concrete surface layer arranged in layers from bottom to top.

[0176] Step 3, setting a dowel bar at the inter-panel joint between adjacent cement concrete panels in the cement concrete surface layer to establish an intermediate pavement layered model; one end of the dowel bar is rigidly connected with the cement concrete panel in the cement concrete surface layer through a node binding mode, and the other end establishes a frictional contact relationship with the adjacent cement concrete panel.

[0177] Step 4, performing meshing processing on the intermediate pavement layered model to obtain a target pavement layered model.

[0178] Step 5, calculating the flatness index based on the number of monitoring nodes of the pavement and the coordinates of each monitoring node along the longitudinal direction of the pavement for each aircraft sliding condition.

[0179] Step 6, the roughness index is converted to obtain the road roughness coefficient under the reference frequency.

[0180] Step 7, the ratio of each discrete spatial frequency to the reference frequency, the preset frequency index and the road roughness coefficient under the reference frequency are substituted into the power spectrum density function to calculate the power spectrum density amplitude corresponding to each discrete spatial frequency.

[0181] Step 8, the preset total sampling point number, the equivalent spatial sampling frequency and the power spectrum density amplitude corresponding to each discrete spatial frequency are substituted into the amplitude conversion formula for quantitative calculation to obtain the spectral amplitude and phase angle.

[0182] Step 9, the spectral amplitude and phase angle are combined into a complex spectrum, and inverse Fourier transform is performed on the complex spectrum to generate discrete pavement elevation data.

[0183] Step 10, an aircraft startup parameter file and an attribute database are called to establish a plurality of virtual subsystem models.

[0184] Step 11, for each virtual subsystem model, an aerodynamic load calculation model corresponding to the virtual subsystem model is established based on the wing reference area, the average aerodynamic chord length and the aerodynamic force coefficient database.

[0185] Step 12, according to the topological constraint relationship between the landing gear and the fuselage and the motion constraint relationship inside the landing gear, the plurality of aerodynamic load calculation models are assembled to obtain an aircraft virtual prototype model.

[0186] Step 13, the discrete pavement elevation data is subjected to multiple spline interpolation processing to generate a format compatible road file.

[0187] Step 14, the virtual prototype model is valued based on the road file, and a pavement tire contact model is established according to the tire parameters.

[0188] Step 15, based on the pavement tire contact model, a full-process dynamics simulation including the aircraft grounding stage, the taxiing stage to the deceleration stage is performed.

[0189] Step 16, during the simulation process, the contact data between the tire and the pavement are obtained, and the contact data are integrated into a time series to obtain taxiing load time history data.

[0190] Step 17, the temperature gradient load and the taxiing load time history data generated according to the aircraft taxiing working condition are input into the target pavement layered model to obtain the dynamic response characteristics under the synergistic action of temperature and load; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer, and the temperature gradient load is used to simulate the dynamic response characteristics under the condition of temperature change.

[0191] It should be understood that although the steps in the flowcharts involved in the above embodiments are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of the steps is not strictly limited in sequence, and the steps can be executed in other orders. Moreover, at least some of the steps in the flowcharts involved in the above embodiments can include multiple steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of the steps or stages is not necessarily sequential, but can be alternately or alternately executed with at least part of other steps or steps or stages in other steps.

[0192] Based on the same inventive concept, the embodiments of the present application also provide an airport pavement dynamics simulation device under aircraft dynamic load excitation for implementing the above-mentioned aircraft dynamic load excitation under airport pavement dynamics simulation method. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more airport pavement dynamics simulation device embodiments under aircraft dynamic load excitation provided below can refer to the limitations of the aircraft dynamic load excitation under airport pavement dynamics simulation method in the above, and will not be repeated here.

[0193] In one exemplary embodiment, as shown in Figure 8 An airport pavement dynamics simulation device under aircraft dynamic load excitation is provided, comprising: a construction module 801 and an input module 802, wherein:

[0194] The construction module 801 is configured to construct a target pavement layered model based on the pre-acquired void position and void area;

[0195] The input module 802 is configured to input the taxiing load time history data generated according to the aircraft taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer.

[0196] In an example embodiment, the construction module 801 is specifically configured to extract a pavement composition structure and a void area feature matching the void position and the void area from the preset pavement structure feature library; construct an initial pavement layered model according to the pavement composition structure and the void area feature; the initial pavement layered model comprises, from bottom to top, a subbase layer, a cement stabilized macadam base layer and a cement concrete surface layer; in the cement concrete surface layer, a dowel bar is arranged at an inter-panel joint between adjacent cement concrete panels to establish an intermediate pavement layered model; one end of the dowel bar is rigidly connected to the cement concrete panel in the cement concrete surface layer through a node binding mode, and the other end establishes a friction contact relationship with the adjacent cement concrete panel; the intermediate pavement layered model is subjected to meshing processing to obtain a target pavement layered model.

[0197] In an example embodiment, the input module 802 is specifically configured to generate discrete pavement elevation data according to a power spectral density function for each aircraft taxiing working condition; construct an aircraft virtual prototype model according to a predefined aircraft startup parameter file and an attribute database; and couple the discrete pavement elevation data and the aircraft virtual prototype model to obtain taxiing load time history data.

[0198] In an example embodiment, the input module 802 is specifically configured to calculate a flatness index based on the number of monitoring nodes of the pavement and the coordinates of each monitoring node along the longitudinal direction of the pavement; convert the flatness index to obtain a road unevenness coefficient at a reference frequency; substitute the ratio of each discrete spatial frequency to the reference frequency, a preset frequency index and the road unevenness coefficient at the reference frequency into a power spectral density function to calculate the power spectral density amplitude corresponding to each discrete spatial frequency; substitute a preset total sampling point number, an equivalent spatial sampling frequency and the power spectral density amplitude corresponding to each discrete spatial frequency into an amplitude conversion formula to perform quantitative calculation to obtain a spectral amplitude and a phase angle; combine the spectral amplitude and the phase angle into a complex spectrum, and perform inverse Fourier transform on the complex spectrum to generate discrete pavement elevation data.

[0199] In an example embodiment, the input module 802 is specifically configured to call an aircraft startup parameter file and an attribute database to establish a plurality of virtual subsystem models; for each virtual subsystem model, establish an aerodynamic load calculation model corresponding to the virtual subsystem model based on a wing reference area, an average aerodynamic chord length and an aerodynamic force coefficient database; and assemble the plurality of aerodynamic load calculation models according to a topological constraint relationship between the landing gear and the fuselage and an internal motion constraint relationship of the landing gear to obtain an aircraft virtual prototype model.

[0200] In an example embodiment, the input module 802 described above is specifically configured to perform multiple spline interpolation processing on discrete pavement elevation data to generate a format-compatible road surface file; assign values to a virtual prototype model based on the road surface file, and establish a pavement-tire contact model according to tire parameters; perform full-process dynamic simulation including an aircraft grounding stage, a rolling stage to a deceleration stage based on the pavement-tire contact model; and obtain contact data between the tire and the pavement during the simulation process, and integrate the contact data into a time sequence to obtain rolling load time history data.

[0201] In an example embodiment, the airport pavement dynamic simulation device under aircraft dynamic load excitation described above is specifically configured to apply a temperature gradient load to a target pavement layered model to obtain dynamic response characteristics under the synergistic action of temperature and load; and the temperature gradient load is used to simulate dynamic response characteristics under temperature change conditions.

[0202] Each module in the airport pavement dynamic simulation device under aircraft dynamic load excitation described above can be realized by software, hardware, or a combination thereof, in whole or in part. Each module described above can be embedded in or independent of a processor in a computer device in hardware form, or can be stored in a memory in a computer device in software form, so as to be called and executed by a processor to perform the operations corresponding to each module.

[0203] In an example embodiment, a computer device is also provided, including a memory and a processor, the memory storing a computer program, and the processor implementing the steps in each method embodiment described above when executing the computer program.

[0204] In an example embodiment, a computer readable storage medium is provided, storing a computer program thereon, the computer program being executed by a processor to implement the steps in each method embodiment described above.

[0205] In an example embodiment, a computer program product is provided, including a computer program, the computer program being executed by a processor to implement the steps in each method embodiment described above.

[0206] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the above-mentioned embodiment methods. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. The non-volatile memory can include read-only memory (ReadOnly Memory, ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive random access memory (Resistive Random Access Memory, ReRAM), magnetoresistive random access memory (Magnetoresistive Random Access Memory, MRAM), ferroelectric memory (Ferroelectric Random Access Memory, FRAM), phase change memory (Phase Change Memory, PCM), graphene memory, etc. The volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (Static Random Access Memory, SRAM) or dynamic random access memory (Dynamic Random Access Memory, DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (Artificial Intelligence, AI) processor, etc., without being limited thereto.

[0207] The technical features of the above embodiments can be combined in any way. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist contradictions, they should be considered as the scope of the present application.

[0208] The above-described embodiments are merely illustrative of several embodiments of the present application, and the description is relatively specific and detailed, but should not be understood as a limitation on the scope of the patent. It should be noted that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the scope of the present application. Therefore, the scope of protection of the present application should be subject to the appended claims.

Claims

1. A method for simulating the dynamics of an airport pavement under the excitation of a moving aircraft load, characterized in that, The method comprises: constructing a target pavement layered model based on the pre-acquired void position and void area; inputting the taxiing load time history data generated according to the aircraft taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics include displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer.

2. The method of claim 1, wherein, The construction of the target pavement layered model based on the pre-acquired void position and void area comprises: extracting a pavement component structure and a void area feature matched with the void position and the void area from a preset pavement structure feature library; constructing an initial pavement layered model according to the pavement component structure and the void area feature; the initial pavement layered model comprises, from bottom to top, a subbase layer, a cement stabilized macadam base layer and a cement concrete surface layer; in the cement concrete surface layer, a dowel bar is arranged at the inter-panel joint between adjacent cement concrete panels to establish an intermediate pavement layered model; one end of the dowel bar is rigidly connected to the cement concrete panel in the cement concrete surface layer through a node binding mode, and the other end establishes a frictional contact relationship with the adjacent cement concrete panel; the intermediate pavement layered model is subjected to meshing processing to obtain the target pavement layered model.

3. The method of claim 1, wherein, The determination process of the taxiing load time history data comprises: for each aircraft taxiing working condition, discrete pavement elevation data is generated according to a power spectral density function; an aircraft virtual prototype model is constructed according to a pre-defined aircraft start parameter file and an attribute database; the discrete pavement elevation data and the aircraft virtual prototype model are coupled to obtain the taxiing load time history data.

4. The method of claim 3, wherein, The generation of the discrete pavement elevation data according to the power spectral density function comprises: based on the number of monitoring nodes of the pavement and the coordinates of each monitoring node along the longitudinal direction of the pavement, a flatness index is calculated; the flatness index is subjected to conversion processing to obtain a road unevenness coefficient under a reference frequency; a ratio of each discrete spatial frequency to the reference frequency, a preset frequency index and the road unevenness coefficient under the reference frequency are substituted into the power spectral density function to calculate the power spectral density amplitude corresponding to each discrete spatial frequency; a preset total sampling point number, an equivalent spatial sampling frequency and the power spectral density amplitude corresponding to each discrete spatial frequency are substituted into an amplitude conversion formula to perform quantitative calculation to obtain a frequency spectrum amplitude and a phase angle; the frequency spectrum amplitude and the phase angle are combined into a complex frequency spectrum, inverse Fourier transform is performed on the complex frequency spectrum to generate the discrete pavement elevation data.

5. The method of claim 3, wherein, The construction of the aircraft virtual prototype model according to the pre-defined aircraft start parameter file and the attribute database comprises: a plurality of virtual subsystem models are established by calling the aircraft start parameter file and the attribute database; for each virtual subsystem model, an aerodynamic load calculation model corresponding to the virtual subsystem model is established based on a wing reference area, an average aerodynamic chord length and an aerodynamic force coefficient database; According to the topology constraint relationship between the landing gear and the fuselage and the motion constraint relationship inside the landing gear, a plurality of the aerodynamic load calculation models are assembled to obtain the aircraft virtual prototype model.

6. The method of claim 3, wherein, The coupling processing of the discrete pavement elevation data and the virtual prototype model to obtain the taxiing load time history data comprises: The discrete pavement elevation data is subjected to multiple spline interpolation processing to generate a format-compatible road surface file; The virtual prototype model is assigned based on the road surface file, and a pavement tire contact model is established according to tire parameters; Based on the pavement tire contact model, a full-process dynamic simulation including an aircraft grounding stage, a taxiing stage to a deceleration stage is performed; During the simulation process, contact data between the tire and the pavement are obtained, and the contact data are integrated into a time sequence to obtain the taxiing load time history data.

7. The method according to any one of claims 1 to 6, characterized in that, The method further comprises: The temperature gradient load is applied to the target pavement layered model to obtain dynamic response characteristics under the synergistic action of temperature and load; the temperature gradient load is used to simulate the dynamic response characteristics under the condition of temperature change.

8. An apparatus for simulating the dynamics of an airport pavement under the excitation of a moving aircraft load, characterized in that The device comprises: A construction module configured to construct a target pavement layered model based on a pre-acquired void position and void area; An input module configured to input taxiing load time history data generated according to an aircraft taxiing working condition into the target pavement layered model to obtain dynamic response characteristics; the dynamic response characteristics comprise displacement time history data, stress time history data and strain time history data of each monitoring node of the pavement surface layer. 9.A computer device, comprising a memory and a processor, wherein the memory stores a computer program, and the computer device is configured to perform the method according to any one of claims 1-8 when the computer program is executed by the processor. The processor executes the computer program to implement the steps of the method of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the steps of the method of any one of claims 1 to 7.

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