Concrete pavement integrity evaluation method, device and equipment and storage medium

Abstract

The invention belongs to the technical field of pavement assembly, and discloses a concrete pavement integrity evaluation method, device and equipment and a storage medium. The method comprises the following steps: obtaining a bending fatigue residual life factor according to rigidity information; according to the longitudinal and transverse loading displacement differences and the longitudinal and transverse load transfer coefficient weights, obtaining a two-way load transfer capability factor of the assembly surface; obtaining a vertical deformation coordination factor between the structural layers according to the assembly surface displacement, the supporting layer displacement and the displacement tolerance value; obtaining a dynamic integrity index according to the plurality of factors to perform integrity evaluation; according to the method, the pavement performance is quantified from three key dimensions of fatigue life, load transfer and interlayer deformation by calculating the bending fatigue residual life factor, the assembly surface bidirectional load transfer capability factor and the structure interlayer vertical deformation coordination factor, the instantaneous state is reflected, adjustment can be carried out along with the change of loads and environments, and the stability of the pavement performance is improved. Real-time evaluation is carried out in construction acceptance and long-term monitoring, and the timeliness and accuracy of evaluation are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of pavement assembly, and in particular to a concrete pavement integrity evaluation method, device, equipment and storage medium. BACKGROUND

[0002] The prefabricated concrete pavement system for road use is a new type of pavement structure. By transporting prefabricated units to the site and quickly assembling the pavement structure, the prefabricated concrete pavement system has the advantages of short construction period, green environmental protection and high degree of mechanization compared with traditional cement concrete pavement and asphalt pavement. With the development of prefabricated pavement technology, various prefabricated pavement structure forms and construction methods have appeared at home and abroad, but there is no unified evaluation standard to judge the cooperative working mechanism of the prefabricated pavement structure and to perform construction acceptance of the prefabricated pavement structure. SUMMARY

[0003] Therefore, it is necessary to provide a concrete pavement integrity evaluation method, device, equipment and storage medium to solve the technical problem that the current concrete pavement integrity evaluation is not accurate.

[0004] To solve the above problems, the present application provides a concrete pavement integrity evaluation method, comprising: obtaining a bending fatigue residual life factor according to the initial stiffness and the current stiffness of the concrete pavement, the bending fatigue residual life factor representing the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement; obtaining a two-way load transmission capability factor of the assembled surface according to the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transmission coefficient weight and the longitudinal load transmission coefficient weight of the concrete pavement, the two-way load transmission capability factor of the assembled surface representing the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transmission coefficient weight and the longitudinal load transmission coefficient weight on the load transmission capability of the concrete pavement; obtaining a vertical deformation coordination factor between structure layers according to the displacement of the assembled surface, the displacement of the support layer and the displacement tolerance value of the concrete pavement, the vertical deformation coordination factor between structure layers representing the influence of the displacement of the assembled surface, the displacement of the support layer and the displacement tolerance value on the vertical deformation of the concrete pavement; accumulating the dynamic integrity index according to the bending fatigue residual life factor, the two-way load transmission capability factor of the assembled surface and the vertical deformation coordination factor between structure layers; evaluating the integrity of the concrete pavement according to the dynamic integrity index.

[0005] In a possible implementation manner, the stiffness information includes the initial stiffness and the current stiffness. The method for obtaining the bending fatigue residual life factor according to the initial stiffness and the current stiffness of the concrete pavement comprises: obtaining a rigidity ratio according to the initial rigidity and the current rigidity; obtaining a bending fatigue residual life factor according to the material parameters of the concrete pavement and the rigidity ratio.

[0006] In a possible implementation, the obtaining of the two-way load transfer capability factor of the joint surface according to the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight and the longitudinal load transfer coefficient weight of the concrete pavement comprises: obtaining a longitudinal dynamic load transfer efficiency and a transverse dynamic load transfer efficiency according to the longitudinal loading displacement difference and the transverse loading displacement difference of the concrete pavement; multiplying the longitudinal dynamic load transfer efficiency and the longitudinal load transfer coefficient weight to obtain a longitudinal factor, and multiplying the transverse dynamic load transfer efficiency and the transverse load transfer coefficient weight to obtain a transverse factor; adding the longitudinal factor and the transverse factor to obtain the two-way load transfer capability factor of the joint surface.

[0007] In a possible implementation, the obtaining of the structural interlayer vertical deformation coordination factor according to the joint surface displacement, the support layer displacement and the displacement tolerance value of the concrete pavement comprises: subtracting the joint surface displacement from the support layer displacement to obtain a displacement difference; obtaining a structural interlayer vertical deformation coordination factor according to a preset value minus a ratio of the displacement difference and the displacement tolerance value.

[0008] In a possible implementation, the accumulation of the dynamic integrity index according to the bending fatigue residual life factor, the two-way load transfer capability factor of the joint surface and the structural interlayer vertical deformation coordination factor comprises: obtaining a preset unit plate weight, a preset joint surface weight and a preset structural system weight; multiplying the bending fatigue residual life factor and the preset unit plate weight to obtain a unit plate coefficient, multiplying the two-way load transfer capability factor of the joint surface and the preset joint surface weight to obtain a joint surface coefficient, and multiplying the structural interlayer vertical deformation coordination factor and the preset structural system weight to obtain a structural system coefficient; adding the unit plate coefficient, the joint surface coefficient and the structural system coefficient to obtain the dynamic integrity index.

[0009] In a possible implementation, the integrity evaluation of the concrete pavement according to the dynamic integrity index comprises: obtaining a dynamic integrity threshold value; determining the integrity evaluation of the dynamic integrity index according to the dynamic integrity threshold value.

[0010] In a possible implementation, the integrity evaluation according to the dynamic integrity index determined based on the dynamic integrity threshold comprises: obtaining a first dynamic integrity threshold, a second dynamic integrity threshold, a third dynamic integrity threshold and a fourth dynamic integrity threshold arranged from large to small; when the dynamic integrity index is greater than or equal to the first dynamic integrity threshold, evaluating the integrity as structural integrity; when the dynamic integrity index is less than the first dynamic integrity threshold and greater than or equal to the second dynamic integrity threshold, evaluating the integrity as slight damage; when the dynamic integrity index is less than the second dynamic integrity threshold and greater than or equal to the third dynamic integrity threshold, evaluating the integrity as functional degradation; when the dynamic integrity index is less than the third dynamic integrity threshold and greater than or equal to the fourth dynamic integrity threshold, evaluating the integrity as critical failure; when the dynamic integrity index is less than the fourth dynamic integrity threshold, evaluating the integrity as structural failure.

[0011] In addition, to achieve the above object, the application further provides a concrete pavement integrity evaluation device, which comprises: an integrity factor calculation module configured to obtain a bending fatigue residual life factor according to initial stiffness and current stiffness of the concrete pavement, the bending fatigue residual life factor representing influences of the initial stiffness and the current stiffness on service life of the concrete pavement; the integrity factor calculation module is further configured to obtain a two-way load transmission capability factor of a joint surface according to longitudinal loading displacement difference, transverse loading displacement difference, transverse load transmission coefficient weight and longitudinal load transmission coefficient weight of the concrete pavement, the two-way load transmission capability factor representing influences of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transmission coefficient weight and the longitudinal load transmission coefficient weight on load transmission capability of the concrete pavement; the integrity factor calculation module is further configured to obtain a structural interlayer vertical deformation coordination factor according to joint surface displacement, support layer displacement and displacement tolerance value of the concrete pavement, the structural interlayer vertical deformation coordination factor representing influences of the joint surface displacement, the support layer displacement and the displacement tolerance value on vertical deformation of the concrete pavement; the integrity factor calculation module is further configured to accumulate the bending fatigue residual life factor, the two-way load transmission capability factor of the joint surface and the structural interlayer vertical deformation coordination factor to obtain a dynamic integrity index; a concrete pavement evaluation module configured to evaluate the integrity of the concrete pavement according to the dynamic integrity index.

[0012] In addition, to achieve the above object, the present application further provides an electronic device, comprising a memory, a processor, a display, and a concrete pavement integrity evaluation program stored in the memory and executable on the processor, the concrete pavement integrity evaluation program being configured to implement the steps of the concrete pavement integrity evaluation method as described above.

[0013] In addition, to achieve the above object, the present application further provides a storage medium having a concrete pavement integrity evaluation program stored thereon, the concrete pavement integrity evaluation program being executable by a processor to implement the steps of the concrete pavement integrity evaluation method as described above.

[0014] The beneficial effects of the above implementation manner are that: by calculating the bending fatigue residual life factor, the two-way load transmission capacity factor of the assembled surface, and the vertical deformation coordination factor between the structure layers, the pavement performance is quantified from three key dimensions of fatigue life, load transmission, and interlayer deformation, the dynamic integrity index is obtained by comprehensively considering the three factors, which not only reflects the instantaneous state of the pavement, but also adjusts with the changes of the load and the environment, can be used for real-time evaluation in construction acceptance and long-term monitoring, and can timely find problems, thereby improving the timeliness and accuracy of the evaluation. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0016] Figure 1 The flowchart of the first embodiment of the concrete pavement integrity evaluation method of the present application; Figure 2 The schematic diagram of interlayer load transmission in an ideal situation of the first embodiment of the concrete pavement integrity evaluation method of the present application; Figure 3 The schematic diagram of interlayer load transmission in an actual situation of the first embodiment of the concrete pavement integrity evaluation method of the present application; Figure 4 The schematic diagram of interlayer deformation transmission analysis of the unit plate and the support layer of the first embodiment of the concrete pavement integrity evaluation method of the present application; Figure 5 The schematic diagram of road integrity evaluation process of the road assembled concrete pavement system of the first embodiment of the concrete pavement integrity evaluation method of the present application; Figure 6 The flowchart of the second embodiment of the concrete pavement integrity evaluation method of the present application; Figure 7 is a structural block diagram of a first embodiment of the concrete pavement integrity evaluation device of the present application; Figure 8 is a structural diagram of an electronic device provided by the present application. DETAILED DESCRIPTION

[0017] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person skilled in the art without creative work fall within the scope of protection of the present application.

[0018] In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise specified.

[0019] In the embodiments of the present application, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, device, product or equipment comprising a series of steps or modules does not have to be limited to the clearly listed steps or modules, but can include other steps or modules that are not clearly listed or inherent to the process, method, product or equipment.

[0020] The naming or numbering of steps appearing in the embodiments of the present application does not mean that the steps in the method flow must be performed in the time / logical order indicated by the naming or numbering. The named or numbered flow steps can change the execution order according to the technical purpose to be achieved, as long as the same or similar technical effects can be achieved.

[0021] Reference to "embodiments" in this document means that the specific features, structures or properties described in connection with the embodiments can be included in at least one embodiment of the present application. The phrase appears at various places in the specification does not necessarily refer to the same embodiment, nor is it independent or alternative to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0022] The execution subject of the present embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a concrete pavement integrity evaluation device, etc. The present embodiment and each of the following embodiments will be described below taking the concrete pavement integrity evaluation device as an example.

[0023] The present embodiment provides a concrete pavement integrity evaluation method, which is described with reference toFigure 1 , Figure 1 is a flowchart of a first embodiment of the concrete pavement integrity evaluation method of the present application.

[0024] In this embodiment, the concrete pavement integrity evaluation method comprises steps S10-S50: Step S10: obtaining a bending fatigue residual life factor according to the initial stiffness and the current stiffness of the concrete pavement, the bending fatigue residual life factor representing the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement.

[0025] It should be noted that the stiffness information can include the initial stiffness and the current stiffness of the concrete pavement.

[0026] It should be noted that the bending fatigue residual life factor is used to represent the residual bending fatigue life of the unit plate, the fatigue residual life factor being the ratio of the residual life to the total life, and describing the attenuation of the residual life with the fatigue cycle.

[0027] It should be emphasized that the bending fatigue residual life factor can be calculated according to the comprehensive damage variable after multiple cyclic loadings, or can be calculated by the stiffness change of the concrete pavement, and in this embodiment, the two cases are described respectively.

[0028] In specific implementation, theoretically, the calculation by the comprehensive damage variable after multiple cyclic loadings can first set the initial total life as , the residual life as , and introduce the comprehensive damage variable after cyclic loadings as :

[0029] wherein, A differential equation similar to the modified Miner accumulation model is adopted, as follows:

[0030] wherein, is the local stress amplitude; is the reference stress (such as the bending fatigue limit of the material); , , is a material parameter, which is obtained by test fitting, is a damage evolution rate coefficient, which is fitted by multi-stress level fatigue test data; is a stress sensitivity index; is a damage nonlinearity index.

[0031] Further, the bending fatigue residual life factor The stiffness ratio can be defined as:

[0032] In an embodiment, the step S10 can comprise steps A11-A12. Step A11, obtaining the stiffness ratio according to the initial stiffness and the current stiffness.

[0033] It should be noted that in actual engineering, the stiffness ratio of the concrete pavement is usually used to calculate the bending fatigue residual life factor.

[0034] Specifically, the stiffness ratio can be expressed as the following formula: E i / E0, it should be noted that the above comprehensive damage variable can be measured by the stiffness degradation theory, and the unit plate stiffness after loading is introduced into the macroscopic damage. and the initial stiffness are obtained.

[0035] Step A12, obtaining the bending fatigue residual life factor according to the material parameters of the concrete pavement and the stiffness ratio.

[0036] It should be noted that the material parameters of the concrete pavement can be understood as the damage nonlinearity index. The bending fatigue residual life factor can be calculated based on the damage nonlinearity index and the stiffness ratio. For details, refer to the following formula:

[0037] It should be noted that when the unit plate is in the initial state , , ; when the fatigue life is reached , .

[0038] Further, the bending fatigue residual life factor of the unit plate is related to the service time of the plate, i.e. the number of fatigue loads. The key to obtaining accurate is the consistency of the bending fatigue test method. In the study, other detection methods can also be used to quickly obtain the bending fatigue residual life factor of the unit plate to represent the bending fatigue performance of the unit plate.

[0039] ​​In this embodiment, the rigidity degradation theory is used to measure the rigidity of the unit plate after use and the initial rigidity to express the comprehensive damage variable of the concrete pavement after long-term use, and the comprehensive damage variable is used to more conveniently describe the remaining bending fatigue life of the unit plate of the concrete pavement without losing accuracy, so that a more accurate integrity evaluation of the concrete pavement is obtained by comprehensively considering various factors.

[0040] The above is only a feasible implementation of step S10 provided by the embodiment, and the embodiment does not specifically limit the specific implementation of step S10.

[0041] Step S20: obtaining a two-way load transmission capability factor of the assembled surface according to the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transmission coefficient weight and the longitudinal load transmission coefficient weight, the two-way load transmission capability factor of the assembled surface representing the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transmission coefficient weight and the longitudinal load transmission coefficient weight on the load transmission capability of the concrete pavement.

[0042] It should be noted that since the plate body is mainly pressure-bearing before bending failure, the integrity of the assembled surface plate mainly depends on the connectivity of the connecting steel and the connecting piece, and therefore, on the basis of the clear deterioration mechanism of the overall performance of the assembled surface plate, the two-way load transmission capability factor of the assembled surface is used to evaluate the integrity of the assembled concrete pavement plate. Evaluate the integrity of the assembled concrete pavement plate.

[0043] In a feasible implementation, step S20 can include steps A21-A23. Step A21: obtaining longitudinal dynamic load transmission efficiency and transverse dynamic load transmission efficiency according to the longitudinal loading displacement difference and the transverse loading displacement difference of the concrete pavement.

[0044] It should be noted that the assembled concrete pavement specifically refers to a road assembled concrete pavement system formed by precast concrete units assembled on site, and the core feature to be evaluated is that there are a large number of longitudinal and transverse assembled joints.

[0045] It should be emphasized that when a load (such as a vehicle wheel) acts on a precast plate, due to the existence of the joint, the load will be transmitted to the adjacent plate through the joint, and the displacement difference refers to the difference in vertical displacement at the joint edge between the precast plate on the loading side and the adjacent precast plate on the non-loading side under the action of the load.

[0046] Further, the longitudinal loading displacement difference can be understood as the displacement difference between the two sides of the joint when the load is transmitted along the joint in the driving direction of the road (longitudinally); and the transverse loading displacement difference refers to the displacement difference between the two sides of the joint when the load is transmitted through the joint perpendicular to the driving direction of the road (transversely).

[0047] It should be understood that the smaller the displacement difference, the more coordinated the deformation of the plates on both sides of the joint, the better the load transfer effect, and the stronger the "integrity" of the joint. Conversely, the larger the displacement difference, the poorer the load transfer ability, the weaker the joint, and the more likely to cause damage.

[0048] It should be noted that the longitudinal loading displacement difference and the transverse loading displacement difference of the concrete pavement can be obtained by the falling weight deflectometer method or the sensor static loading method, and can be selected according to the actual application scene or the use requirement. The present embodiment does not limit this.

[0049] In a specific implementation, the longitudinal and transverse dynamic load transfer efficiencies are respectively denoted as DLTE Z and DLTE H , considering the relative independence of the two, the longitudinal dynamic load transfer efficiency and the transverse dynamic load transfer efficiency obtained according to the longitudinal loading displacement difference and the transverse loading displacement difference of the concrete pavement can be represented as:

[0050] wherein, , are the displacement differences under longitudinal and transverse loading respectively, , is the initial value. In the initial state , when completely fails .

[0051] Step A22, multiplying the longitudinal dynamic load transfer efficiency by the longitudinal load transfer coefficient weight to obtain a longitudinal factor, and multiplying the transverse dynamic load transfer efficiency by the transverse load transfer coefficient weight to obtain a transverse factor.

[0052] It can be understood that the longitudinal load transfer coefficient weight and the transverse load transfer coefficient weight are both pre-set numerical values.

[0053] It should be noted that in the pavement structure, the load frequency, size and its influence on the overall performance of the longitudinal joint (parallel to the driving direction) and the transverse joint (perpendicular to the driving direction) are different; for example, the vehicle load is mainly transmitted in the longitudinal direction, and the load transfer ability of the longitudinal joint may have a greater impact on the fatigue life of the pavement, and therefore is usually given a higher weight; these two weight values are pre-determined based on theoretical analysis, experimental data and engineering experience, and the main function can be understood as distinguishing the size of the contribution of the load transfer performance in different directions to the overall "two-way load transfer ability".

[0054] Step A23, adding the longitudinal factor and the transverse factor to obtain a two-way load transfer ability factor of the assembled surface.

[0055] It is understandable that the longitudinal and transverse factors are combined to form a two-way load transfer capacity factor for the assembly surface, so as to evaluate the load transfer capacity of prefabricated concrete from two different dimensions of load transfer performance.

[0056] It should be noted that, considering both longitudinal and transverse load transfer capabilities, the bidirectional load transfer capability factor of the assembled surface is adopted. Evaluate the overall integrity of the assembled unit panels. It can be represented as:

[0057] In the formula, , The weighting factors for the longitudinal and lateral load transfer coefficients are respectively. Under normal working conditions, the longitudinal direction, which is the overall direction of travel, is more important. A preliminary plan is proposed... , The different load transfer capacities between plates can be simulated by adjusting the tightness of the connectors.

[0058] It should be noted that the bidirectional load transfer capacity factor of the assembled surface reflects the degradation of the overall load transfer capacity of the assembled surface under multi-field coupling. When both the longitudinal and transverse directions reach an ideal state, such as... Figure 2 The diagram shows the load transfer between plates under ideal conditions. That is, prefabricated concrete pavement unit slabs form an ideal pavement whole on the plane, and their performance is comparable to that of continuously reinforced concrete pavement; when At times, such as Figure 3 The diagram shows the load transfer between slabs under actual conditions; when At that time, the assembled surface degenerates into a discrete unit plate paving form that is not a force transmission form.

[0059] In this embodiment, the importance of the longitudinal and transverse load transfer coefficients to the bidirectional load transfer capacity factor of the assembled surface is determined by pre-setting the longitudinal load transfer coefficient weight and the transverse load transfer coefficient weight. Based on the different importance settings of different dimensions, a more accurate bidirectional load transfer capacity factor of the assembled surface can be calculated, thereby providing a more accurate reference for evaluating the integrity of prefabricated concrete pavement.

[0060] The above are merely feasible implementations of step S20 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S20.

[0061] Step S30: Based on the displacement of the assembled surface of the concrete pavement, the displacement of the supporting layer, and the displacement tolerance value, the interlayer vertical deformation coordination factor is obtained. The interlayer vertical deformation coordination factor characterizes the influence of the displacement of the assembled surface, the displacement of the supporting layer, and the displacement tolerance value on the vertical deformation of the concrete.

[0062] It should be noted that the displacement of the assembly surface can refer to the vertical displacement (settlement or deformation) of the uppermost prefabricated assembly panel under load. The uppermost prefabricated assembly panel is the layer that directly bears the wheel load. The displacement of the uppermost prefabricated assembly panel reflects the stiffness of the panel itself and the combined response of the support plate under the panel under load.

[0063] It should be noted that the support layer displacement refers to the vertical displacement of the base layer or subbase (i.e., support layer) below the assembly surface under the same load. The support layer displacement reflects the solidity and bearing capacity of the base layer.

[0064] It is important to emphasize that a common problem with prefabricated pavement is the separation of layers. If the supporting layer is not compacted enough or is eroded, its displacement will not match the displacement of the panel, causing the panel to lose effective support.

[0065] It should be noted that the displacement tolerance value is a pre-set safety threshold or allowable limit value, which limits the maximum allowable interlayer displacement difference to ensure the long-term performance of the pavement. The displacement tolerance value can be pre-determined based on design specifications, material properties and engineering experience.

[0066] Furthermore, the displacement tolerance value can be used as a benchmark to judge whether the deformation is "coordinated". If the displacement difference is lower than this tolerance value, the coordination is considered to be good; if it is close to or exceeds this value, it means that there is a risk.

[0067] It should be emphasized that the displacement of the assembled surface of the concrete pavement and the displacement of the supporting layer can be obtained through static load test method, dynamic load test method, or continuous monitoring by pre-embedded sensors to obtain data in real time. This embodiment does not limit this and can be adjusted according to the actual use scenario and usage requirements.

[0068] It should be noted that the prefabricated concrete pavement system, formed by the assembly surface of the structural layer and its bonding with the base layer, depends on the collaborative working mechanism of the "slab-surface-body" structure. Ideally, the deformation between the assembly surface and the foundation support layer should be perfectly matched, i.e., the interlayer displacement should be consistent. However, in reality, due to support defects, material fatigue, and temperature effects, there are relative displacement differences between layers. This is addressed by incorporating the interlayer vertical deformation coordination factor. It characterizes the degree of interlayer bonding, i.e. the coordination of deformation transfer.

[0069] In one feasible implementation, step S30 may include steps A31-A32: Step A31: Obtain the displacement difference by subtracting the displacement of the assembled surface of the concrete pavement from the displacement of the supporting layer.

[0070] Specifically, the displacement difference can be calculated using the following formula:

[0071] in, , These represent the displacements of the assembly surface and the support layer, respectively, with Δω representing the displacement difference.

[0072] Step A32: Obtain the interlayer vertical deformation coordination factor by subtracting the ratio of the displacement difference to the displacement tolerance value from the preset value.

[0073] It should be noted that the vertical deformation compatibility factor between structural layers can be obtained by subtracting the ratio of the displacement difference to the displacement tolerance value from the preset value, using the following formula:

[0074] in, To design tolerance values, f t This represents the vertical deformation compatibility factor between structural layers.

[0075] It is important to emphasize that, under ideal conditions, When completely emptied, .

[0076] Furthermore, considering the improved toughness of the unitized panels and the discontinuous contact state between layers, It is close to 1 and cannot be 0. A schematic diagram of the interlayer deformation transfer analysis between the unit plate and the support layer can be found here. Figure 4 , Figure 4 Interlayer displacement difference The larger it is, the worse the coordination. Approaching 0; when When the value approaches zero, the cumulative vertical deformation of the foundation support layer is completely transferred within the prefabricated concrete pavement system. Approaching 1. Even with rubber fiber reinforcement, the allowable bending toughness of the unit plate is still limited. With increasing service life, the vertical deformation of the top of the support layer will continue to increase due to the increased degree of voiding. When the wheel load exceeds the allowable range, the plate will break and re-establish contact with the base layer, i.e. After increasing to a certain value, it will remain relatively stable, but after a break or damage, a new contact relationship will be established. It will decrease.

[0077] In this embodiment, the coordination between the assembly surface and the support layer is determined by comparing the displacement difference between the assembly surface and the support layer with the designed displacement difference tolerance value, thereby accurately assessing the vertical deformation coordination factor between structural layers. In turn, the integrity of the concrete pavement can be accurately assessed based on the vertical deformation coordination factor between structural layers.

[0078] The above are merely feasible implementations of step S30 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S30.

[0079] Step S40: The dynamic integrity index is obtained by summing the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation coordination factor between structural layers.

[0080] It is understandable that calculating the dynamic integrity index based on the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembled surface, and the vertical deformation coordination factor between structural layers can fully consider the cascading and collaborative working characteristics of prefabricated concrete pavement “slab-surface-body”. Starting from slab fatigue, inter-slab connection and inter-layer coordination, it is proposed to define the dynamic integrity index (DII) to characterize the structural integrity of prefabricated concrete pavement.

[0081] Step S50: Assess the integrity of the concrete pavement based on the dynamic integrity index.

[0082] It should be noted that, based on the "slab-surface-volume" three-stage progressive deterioration mechanism of structural integrity, a failure criterion for the integrity of prefabricated concrete structures, distinct from that for cast-in-place concrete pavements, is established.

[0083] Understandably, the dynamic integrity index can be compared with the pre-set indices for different states of prefabricated concrete pavement, thereby assessing the integrity of the concrete pavement based on the dynamic integrity index.

[0084] In specific implementation, when If this occurs, the prefabricated concrete pavement system is considered to have failed, requiring maintenance or reinforcement measures. The value is a pre-set index for different states of prefabricated concrete pavement. It can be adapted to the index set according to the different pavement performance requirements of highways, general roads, urban roads, airport roads, etc. One or more of these indices can be set and adjusted according to the actual situation. The index is determined by calibration through on-site data.

[0085] This application constructs an evaluation system based on the coordinated working mechanism of "slab-surface-body" in prefabricated concrete pavement, avoiding the one-sidedness of a single evaluation indicator.

[0086] In one feasible implementation, step S50 may include steps A51-A52: Step A51: Obtain the dynamic integrity threshold.

[0087] It should be noted that the dynamic integrity threshold in this embodiment includes a first dynamic integrity threshold, a second dynamic integrity threshold, a third dynamic integrity threshold, and a fourth dynamic integrity threshold, and the relationship between the first dynamic integrity threshold, the second dynamic integrity threshold, the third dynamic integrity threshold, and the fourth dynamic integrity threshold is from large to small.

[0088] Step A52: Determine the integrity assessment of the dynamic integrity index based on the dynamic integrity threshold.

[0089] It should be noted that when the dynamic integrity index is greater than or equal to the first dynamic integrity threshold, structural integrity is used as the integrity assessment; when the dynamic integrity index is less than the first dynamic integrity threshold but greater than or equal to the second dynamic integrity threshold, minor damage is used as the integrity assessment; when the dynamic integrity index is less than the second dynamic integrity threshold but greater than or equal to the third dynamic integrity threshold, functional degradation is used as the integrity assessment; when the dynamic integrity index is less than the third dynamic integrity threshold but greater than or equal to the fourth dynamic integrity threshold, critical failure is used as the integrity assessment; and when the dynamic integrity index is less than the fourth dynamic integrity threshold, structural failure is used as the integrity assessment.

[0090] The first dynamic integrity threshold can be set to 0.85, the second dynamic integrity threshold can be set to 0.75, the third dynamic integrity threshold can be set to 0.6, and the fourth dynamic integrity threshold can be set to 0.45.

[0091] A method for evaluating the road service integrity of prefabricated concrete pavement systems. Through data acquisition and testing, the cascading degradation mechanism, namely the fatigue performance of unit plates, is obtained. Load transfer capacity of the assembled surface Interlayer deformation coordination capability Next, calibrate the cascaded attenuation parameters of the "plate-surface-volume" system and determine the cooperative weighting coefficients of the "plate-surface-volume" system; finally, perform... Calculation. Determined based on the engineering requirements of different pavements. ,by Compare and determine the road integrity of the prefabricated concrete pavement system.

[0092] In practical implementation, the flowchart for evaluating the road integrity of prefabricated concrete pavement systems can be used as a reference. Figure 5 , Figure 5 The integrity evaluation process, which combines the specific values ​​of the first, second, third, and fourth dynamic integrity thresholds, first involves collecting and testing data on prefabricated pavement. Based on the collected data, the fatigue performance of unit plates, the load transfer capacity of the assembled surface, and the interlayer deformation coordination are obtained. Then, the cascade attenuation parameters of the "plate-surface-body" are calibrated, followed by the synergistic weight coefficient calibration of the "plate-surface-body". Based on the calibration results, the dynamic integrity index is calculated. According to the preset failure criteria of levels I-V, the standard of the dynamic integrity index is determined, thereby obtaining the integrity status of the corresponding prefabricated concrete pavement. Finally, an accurate decision is made based on the integrity status.

[0093] In this embodiment, by comparing the dynamic integrity index with preset values ​​of different integrity, an objective quantitative evaluation of prefabricated pavement with different structural forms is achieved. The dynamic integrity index is set to standardize the construction and acceptance process of the prefabricated concrete pavement system. The dynamic integrity index is calculated and compared with the operation and maintenance threshold to propose failure criteria, avoiding the risk of blind repair or omission, and reducing the cost during the service life of the pavement.

[0094] The above are merely feasible implementations of step S50 provided in this embodiment. This embodiment does not specifically limit the specific implementation of step S50.

[0095] This embodiment provides a method for assessing the integrity of concrete pavement. By calculating the remaining flexural fatigue life factor, the bidirectional load transfer capacity factor of the assembled surface, and the vertical deformation coordination factor between structural layers, the pavement performance is quantified from three key dimensions: fatigue life, load transfer, and interlayer deformation. This method not only reflects the instantaneous state but also adjusts with changes in load and environment. It enables real-time assessment during construction acceptance and long-term monitoring, improving the timeliness and accuracy of the assessment.

[0096] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 6 Step S40, the concrete pavement integrity assessment method further includes steps S41~S43: Step S41: Obtain the preset unit board weight, preset assembly surface weight, and preset structure weight.

[0097] It should be noted that the preset unit plate weight, preset assembly surface weight, and preset structural weight can be weight values ​​that have been pre-calibrated based on experience or experiments. The weight of each parameter indicates the importance of each parameter to the integrity of the prefabricated concrete pavement. Generally speaking, the greater the weight, the more important it is.

[0098] It should be noted that the preset unit plate weight, preset assembly surface weight, and preset structural weight respectively characterize the remaining bending fatigue life factor of the unit plate. Bidirectional load transfer capacity factor of the assembly surface and interlayer vertical deformation compatibility factor of the structure The weight.

[0099] Specifically, using parameters , , The weighting coefficients for unit panels, assembled surfaces, and structures were determined through sensitivity analysis and experimental data. .

[0100] Step S42: Multiply the bending fatigue remaining life factor and the preset unit plate weight to obtain the unit plate coefficient; multiply the assembly surface bidirectional load transfer capacity factor and the preset assembly surface weight to obtain the assembly surface coefficient; multiply the interlayer vertical deformation coordination factor and the preset structural body weight to obtain the structural system number.

[0101] It should be noted that the unit plate coefficient can also be obtained by using the preset unit plate weight as the life exponent and then using the life exponent of the bending fatigue remaining life factor as the unit plate coefficient.

[0102] Furthermore, the assembly surface coefficient can also be obtained by using the preset assembly surface weight as the assembly surface exponent, and then using the assembly surface exponent of the bidirectional load transfer capacity factor of the assembly surface as the assembly surface coefficient.

[0103] Furthermore, the structural system number can also be obtained by using the preset structural weights as the structural exponent powers, and then using the structural exponent powers of the vertical deformation coordination factors between structural layers as the structural system number.

[0104] Step S43: Add the unit plate coefficient, the assembly surface coefficient, and the structural system number to obtain the dynamic integrity index.

[0105] In practical implementation, the calculation of DII can be referenced using the following formula:

[0106] It is worth emphasizing that, since all three factors are values ​​between 0 and 1, the dynamic integrity index (DII) of the pavement structure also falls within the range of 0 to 1. When DII = 1, the prefabricated concrete pavement has an ideal integral structure, comparable to the initial state of cast-in-place concrete pavement. When DII approaches 0, the prefabricated concrete pavement has become approximately a discrete structure, and the pavement structure integrity is lost.

[0107] This embodiment provides a method for evaluating the integrity of concrete pavement. By combining three core evaluation factors—bending fatigue, bidirectional load transfer, and interlayer coordination—with preset weights for unit plates, assembled surfaces, and structural components, a dynamic integrity index is calculated. This solves the problem of inaccurate judgment caused by the failure of traditional evaluation methods to distinguish the primary and secondary contributions of different structural components to the overall performance, resulting in a more accurate dynamic integrity index that can represent prefabricated concrete pavement.

[0108] To better implement the concrete pavement integrity assessment method in this invention embodiment, based on the concrete pavement integrity assessment method, correspondingly, as follows: Figure 7 As shown, this embodiment of the invention also provides a concrete pavement integrity assessment device, the concrete pavement integrity assessment device 700 comprising: The integrity factor calculation module 701 is used to obtain the bending fatigue remaining life factor based on the initial stiffness and current stiffness of the concrete pavement. The bending fatigue remaining life factor characterizes the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement. The integrity factor calculation module 701 is also used to obtain the bidirectional load transfer capacity factor of the assembled surface based on the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight and the longitudinal load transfer coefficient weight of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface characterizes the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight and the longitudinal load transfer coefficient weight on the load transfer capacity of the concrete pavement. The integrity factor calculation module 701 is also used to obtain the interlayer vertical deformation coordination factor based on the assembly surface displacement, support layer displacement and displacement tolerance value of the concrete pavement. The interlayer vertical deformation coordination factor characterizes the influence of the assembly surface displacement, the support layer displacement and the displacement tolerance value on the vertical deformation of the concrete. The integrity factor calculation module 701 is also used to accumulate the dynamic integrity index based on the bending fatigue remaining life factor, the assembly surface bidirectional load transfer capacity factor and the interlayer vertical deformation coordination factor. The concrete pavement assessment module 702 is used to assess the integrity of the concrete pavement based on the dynamic integrity index.

[0109] The concrete pavement integrity assessment device 700 provided in the above embodiments can realize the technical solutions described in the above concrete pavement integrity assessment method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above concrete pavement integrity assessment method embodiments, and will not be repeated here.

[0110] like Figure 8 As shown, the present invention also provides an electronic device 800. The electronic device 800 includes a processor 801, a memory 802, and a display 803. Figure 8 Only some components of the electronic device 800 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0111] In some embodiments, memory 802 may be an internal storage unit of electronic device 800, such as a hard disk or memory of electronic device 800. In other embodiments, memory 802 may also be an external storage device of electronic device 800, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 800.

[0112] Furthermore, the memory 802 may include both internal storage units of the electronic device 800 and external storage devices. The memory 802 is used to store application software and various types of data installed on the electronic device 800.

[0113] In some embodiments, processor 801 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 802 or process data, such as the concrete pavement integrity assessment method of the present invention.

[0114] In some embodiments, display 803 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 803 is used to display information from electronic device 800 and to display a visual user interface. Components 801-803 of electronic device 800 communicate with each other via a system bus.

[0115] In some embodiments of the present invention, when the processor 801 executes the concrete pavement integrity assessment program in the memory 802, the following steps may be performed: The flexural fatigue remaining life factor is obtained based on the initial stiffness and current stiffness of the concrete pavement. The flexural fatigue remaining life factor characterizes the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface is obtained based on the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface characterizes the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight on the load transfer capacity of the concrete pavement. The vertical deformation coordination factor between structural layers is obtained based on the displacement of the assembled surface of the concrete pavement, the displacement of the supporting layer, and the displacement tolerance value. The vertical deformation coordination factor between structural layers characterizes the influence of the displacement of the assembled surface, the displacement of the supporting layer, and the displacement tolerance value on the vertical deformation of the concrete. The dynamic integrity index is obtained by summing the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation coordination factor between structural layers. The integrity of the concrete pavement is assessed based on the dynamic integrity index.

[0116] It should be understood that when the processor 801 executes the concrete pavement integrity assessment program in the memory 802, in addition to the functions mentioned above, it can also perform other functions, as detailed in the description of the corresponding method embodiments above.

[0117] Furthermore, the embodiments of the present invention do not specifically limit the type of electronic device 800 mentioned. Electronic device 800 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the present invention, electronic device 800 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0118] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the concrete pavement integrity assessment method provided by the methods described above, the method comprising: The flexural fatigue remaining life factor is obtained based on the initial stiffness and current stiffness of the concrete pavement. The flexural fatigue remaining life factor characterizes the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface is obtained based on the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface characterizes the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight on the load transfer capacity of the concrete pavement. The vertical deformation coordination factor between structural layers is obtained based on the displacement of the assembled surface of the concrete pavement, the displacement of the supporting layer, and the displacement tolerance value. The vertical deformation coordination factor between structural layers characterizes the influence of the displacement of the assembled surface, the displacement of the supporting layer, and the displacement tolerance value on the vertical deformation of the concrete. The dynamic integrity index is obtained by summing the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation coordination factor between structural layers. The integrity of the concrete pavement is assessed based on the dynamic integrity index.

[0119] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0120] The concrete pavement integrity assessment method provided by this invention has been described in detail above. Specific examples have been used to illustrate the principle and implementation of this invention. The description of the above embodiments is only for the purpose of helping to understand the method and core idea of ​​this invention. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the idea of ​​this invention. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A method for assessing the integrity of concrete pavement, characterized in that, include: The flexural fatigue remaining life factor is obtained based on the initial stiffness and current stiffness of the concrete pavement. The flexural fatigue remaining life factor characterizes the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface is obtained based on the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface characterizes the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight, and the longitudinal load transfer coefficient weight on the load transfer capacity of the concrete pavement. The vertical deformation coordination factor between structural layers is obtained based on the displacement of the assembled surface of the concrete pavement, the displacement of the supporting layer, and the displacement tolerance value. The vertical deformation coordination factor between structural layers characterizes the influence of the displacement of the assembled surface, the displacement of the supporting layer, and the displacement tolerance value on the vertical deformation of the concrete. The dynamic integrity index is obtained by summing the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation coordination factor between structural layers. The integrity of the concrete pavement is assessed based on the dynamic integrity index.

2. The method for assessing the integrity of concrete pavement as described in claim 1, characterized in that, The method of obtaining the flexural fatigue remaining life factor based on the initial stiffness and current stiffness of the concrete pavement includes: The stiffness ratio is obtained based on the initial stiffness and the current stiffness; The bending fatigue remaining life factor is obtained based on the material parameters of the concrete pavement and the stiffness ratio.

3. The method for assessing the integrity of concrete pavement as described in claim 1, characterized in that, The step of obtaining the bidirectional load transfer capacity factor of the assembled surface based on the longitudinal load displacement difference, transverse load displacement difference, transverse load transfer coefficient weight, and longitudinal load transfer coefficient weight of the concrete pavement includes: The longitudinal dynamic load transfer efficiency and the transverse dynamic load transfer efficiency are obtained based on the longitudinal load displacement difference and the transverse load displacement difference of the concrete pavement. The longitudinal dynamic load transfer efficiency and the weight of the longitudinal load transfer coefficient are multiplied together to obtain the longitudinal factor, and the lateral dynamic load transfer efficiency and the weight of the lateral load transfer coefficient are multiplied together to obtain the lateral factor. The longitudinal factor and the transverse factor are added together to obtain the bidirectional load transfer capacity factor of the assembly surface.

4. The method for assessing the integrity of concrete pavement as described in claim 1, characterized in that, The method for obtaining the inter-layer vertical deformation compatibility factor based on the assembly surface displacement of the concrete pavement, the support layer displacement, and the displacement tolerance value includes: The displacement difference is obtained by subtracting the displacement of the concrete pavement assembly surface from the displacement of the supporting layer. The vertical deformation coordination factor between structural layers is obtained by subtracting the ratio of the displacement difference to the displacement tolerance value from the preset value.

5. The method for assessing the integrity of concrete pavement as described in claim 1, characterized in that, The dynamic integrity index, obtained by accumulating the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation compatibility factor between structural layers, includes: Obtain the preset unit board weight, preset assembly surface weight, and preset structure weight; The unit plate coefficient is obtained by multiplying the bending fatigue remaining life factor and the preset unit plate weight; the assembly surface coefficient is obtained by multiplying the bidirectional load transfer capacity factor of the assembly surface and the preset assembly surface weight; and the structural system number is obtained by multiplying the vertical deformation coordination factor between structural layers and the preset structural body weight. The dynamic integrity index is obtained by adding the unit plate coefficient, the assembly surface coefficient, and the structural system number.

6. The method for assessing the integrity of concrete pavement as described in claim 1, characterized in that, The integrity assessment of the concrete pavement based on the dynamic integrity index includes: Obtain the dynamic integrity threshold; The integrity assessment of the dynamic integrity index is determined based on the dynamic integrity threshold.

7. The method for assessing the integrity of concrete pavement as described in claim 6, characterized in that, The integrity assessment based on the dynamic integrity threshold to determine the dynamic integrity index includes: Obtain the first, second, third, and fourth dynamic integrity thresholds, arranged from largest to smallest. When the dynamic integrity index is greater than or equal to the first dynamic integrity threshold, structural integrity is used as the integrity assessment. When the dynamic integrity index is less than the first dynamic integrity threshold and greater than or equal to the second dynamic integrity threshold, minor damage is used as an integrity assessment. When the dynamic integrity index is less than the second dynamic integrity threshold and greater than or equal to the third dynamic integrity threshold, functional degradation is used as an integrity assessment. When the dynamic integrity index is less than the third dynamic integrity threshold and greater than or equal to the fourth dynamic integrity threshold, critical failure is used as an integrity assessment. When the dynamic integrity index is less than the fourth dynamic integrity threshold, structural failure is considered as an integrity assessment.

8. A device for assessing the integrity of concrete pavement, characterized in that, The concrete pavement integrity assessment device includes: The integrity factor calculation module is used to obtain the flexural fatigue remaining life factor based on the initial stiffness and current stiffness of the concrete pavement. The flexural fatigue remaining life factor characterizes the influence of the initial stiffness and the current stiffness on the service life of the concrete pavement. The integrity factor calculation module is also used to obtain the bidirectional load transfer capacity factor of the assembled surface based on the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight and the longitudinal load transfer coefficient weight of the concrete pavement. The bidirectional load transfer capacity factor of the assembled surface characterizes the influence of the longitudinal loading displacement difference, the transverse loading displacement difference, the transverse load transfer coefficient weight and the longitudinal load transfer coefficient weight on the load transfer capacity of the concrete pavement. The integrity factor calculation module is also used to obtain the interlayer vertical deformation coordination factor based on the assembly surface displacement, support layer displacement and displacement tolerance value of the concrete pavement. The interlayer vertical deformation coordination factor characterizes the influence of the assembly surface displacement, the support layer displacement and the displacement tolerance value on the vertical deformation of the concrete. The integrity factor calculation module is also used to accumulate the dynamic integrity index based on the bending fatigue remaining life factor, the bidirectional load transfer capacity factor of the assembly surface, and the vertical deformation coordination factor between structural layers. The concrete pavement assessment module is used to assess the integrity of the concrete pavement based on the dynamic integrity index.

9. An electronic device, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is configured to execute the program stored in the memory to implement the steps of the concrete pavement integrity assessment method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the concrete pavement integrity assessment method as described in any one of claims 1 to 7.

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