Airport runway structure life evaluation method, device, equipment and medium

Abstract

The invention discloses an airport runway structure life evaluation method and device, equipment and a medium, and relates to the technical field of airport road engineering, and the method comprises the steps: determining a to-be-evaluated position of the airport runway structure life according to the positions of all mechanical sensors which are installed on an airport runway in advance; when the structural life of the target to-be-evaluated position is evaluated, determining a target mechanical sensor according to the pavement surface layer deformation at the flight landing moment, and judging whether the position of the target mechanical sensor is the target to-be-evaluated position or not; according to the corresponding judgment result, determining the actual action frequency of the flight model on the corresponding target to-be-evaluated position, and determining the allowable action frequency of the target to-be-evaluated position; and determining a structure life evaluation value of the target to-be-evaluated position based on the actual action times and the allowable action times, and evaluating the airport runway structure life based on the structure life evaluation value. Therefore, accurate analysis and evaluation of the actual pavement fatigue condition are realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airport road engineering, and in particular relates to an airport runway structure service life evaluation method, device, equipment and medium. BACKGROUND

[0002] The existing airport runway service life related evaluation method does not fully consider the load action reduction effect under the actual load action position deviation of the aircraft landing gear, and the real-time allowable action times of the runway, and is mostly dependent on stress, strain and other mechanical indicators for evaluation. Generally, it is affected by various factors, which leads to the inability to accurately analyze and evaluate the actual pavement fatigue condition, and therefore does not have practical application value. SUMMARY

[0003] Therefore, the purpose of the present application is to provide an airport runway structure service life evaluation method, device, equipment and medium, which can improve the aircraft allowable covering action times calculation method based on pavement deformation, accurately evaluate the runway structure service life, and determine whether the runway airworthiness performance is good. The specific scheme is as follows:

[0004] In a first aspect, the present application discloses an airport runway structure service life evaluation method, comprising:

[0005] determining the evaluation position of the airport runway structure service life according to the positions of the mechanical sensors pre-installed on the airport runway;

[0006] when evaluating the structure service life of the target evaluation position, determining the target mechanical sensor according to the pavement surface layer deformation at the landing moment of the flight, and determining whether the position of the target mechanical sensor is the target evaluation position;

[0007] determining the actual action times of the target evaluation position by the flight type according to the corresponding judgment result, and determining the allowable action times of the target evaluation position;

[0008] determining the structure service life evaluation value of the target evaluation position based on the actual action times and the allowable action times, and evaluating the airport runway structure service life based on the structure service life evaluation value.

[0009] Optionally, before determining the evaluation position of the airport runway structure service life according to the positions of the mechanical sensors pre-installed on the airport runway, the method further comprises:

[0010] installing the mechanical sensors under the pavement panels in the lower left corner of the airport runway in sequence based on the number of the airport runway, and numbering the mechanical sensors according to the installation order; wherein any two adjacent mechanical sensors are separated by four pavement panels.

[0011] If the mechanical sensor finds fault in the self-checking process, the number of the mechanical sensor with fault is recorded through the background server, the position of the mechanical sensor with fault is determined based on the number, and the mechanical sensor with fault is replaced or repaired.

[0012] Optionally, the target mechanical sensor is determined according to the runway surface deformation at the instant of landing of the flight, and the method comprises the following steps of:

[0013] The runway surface deformation at the instant of landing of the flight recorded by all the mechanical sensors is determined, and the mechanical sensor corresponding to the maximum runway surface deformation in the runway surface deformation is determined as the target mechanical sensor.

[0014] Optionally, the actual action times of the target evaluation position by the flight type are determined according to the corresponding judgment result, and the method comprises the following steps of:

[0015] If the position of the target mechanical sensor is the target evaluation position, the first actual action times of the target evaluation position by the flight type are determined as 1.

[0016] If the position of the target mechanical sensor is not the target evaluation position, the second actual action times of the target evaluation position by the flight type are determined through a second actual action times determination formula; the second actual action times determination formula is as follows:

[0017] ;

[0018] Wherein, is the second actual action times; is the flight type monitored by the mechanical sensor main landing gear acts on position the runway deformation generated by the position; is the flight type monitored by the mechanical sensor main landing gear acts on position the runway deformation generated by the position.

[0019] Optionally, the allowed action times of the target evaluation position are determined, and the method comprises the following steps of:

[0020] The allowed action times of the target evaluation position are determined through a preset allowed action times determination formula; the preset allowed action times determination formula is as follows:

[0021] ;

[0022] Wherein, is the allowable number of actions; u is the actual vertical displacement of the surface structure layer of the pavement structure under the action of the wheel load; e is the base of the natural logarithm.

[0023] Optionally, the structure life evaluation value of the target position to be evaluated is determined based on the actual number of actions and the allowable number of actions, and the structure life evaluation value of the target position to be evaluated is determined based on the first structure life evaluation value and the second structure life evaluation value of the target position to be evaluated.

[0024] If the position of the target mechanical sensor is the target position to be evaluated, the ratio between the first actual number of actions and the allowable number of actions is determined as the first structure life evaluation value of the target position to be evaluated.

[0025] If the position of the target mechanical sensor is the target position to be evaluated, the ratio between the second actual number of actions and the allowable number of actions is determined as the second structure life evaluation value of the target position to be evaluated.

[0026] The sum of each first structure life evaluation value and each second structure life evaluation value determined within a preset evaluation time is determined as the structure life evaluation value of the target position to be evaluated.

[0027] Optionally, the structure life of the airport runway is evaluated based on the structure life evaluation value.

[0028] An analysis report is generated based on the structure life evaluation value of each position to be evaluated of the airport runway according to a preset time or a number of flights, so as to complete the evaluation of the structure life of the airport runway based on the analysis report; if the structure life evaluation value is equal to 1, it is determined that the serviceable life of the position to be evaluated of the airport runway is 0; the structure life evaluation value is greater than 0 and less than or equal to 1; if the structure life evaluation value increases, the serviceable life of the position to be evaluated of the airport runway decreases.

[0029] In a second aspect, the application discloses an airport runway structure life evaluation device, which comprises:

[0030] A position to be evaluated determination module is configured to determine the position to be evaluated of the structure life of the airport runway according to the positions of the mechanical sensors pre-installed on the airport runway.

[0031] A judgment module is configured to determine the position of the target mechanical sensor when evaluating the structure life of the target position to be evaluated according to the deformation of the surface layer at the moment of landing of the flight.

[0032] An action number determination module is configured to determine the actual number of actions of the corresponding target position to be evaluated by the flight type according to the corresponding judgment result, and determine the allowable number of actions of the target position to be evaluated.

[0033] An evaluation module is configured to determine a structure life evaluation value of the target position to be evaluated based on the actual number of actions and the allowable number of actions, and evaluate the structure life of the airport runway based on the structure life evaluation value.

[0034] In a third aspect, the present application discloses an electronic device, comprising:

[0035] A memory is configured to store a computer program.

[0036] A processor is configured to execute the computer program to implement the airport runway structure life evaluation method as described above.

[0037] In a fourth aspect, the present application discloses a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the airport runway structure life evaluation method as described above.

[0038] Firstly, the present application determines the position to be evaluated of the structure life of the airport runway according to the positions of the mechanical sensors pre-installed on the airport runway; when evaluating the structure life of the target position to be evaluated, the target mechanical sensor is determined according to the deformation of the pavement surface layer at the instant of landing of the flight, and it is judged whether the position of the target mechanical sensor is the target position to be evaluated; the actual number of actions of the corresponding target position to be evaluated by the flight type is determined according to the corresponding judgment result, and the allowable number of actions of the target position to be evaluated is determined; the structure life evaluation value of the target position to be evaluated is determined based on the actual number of actions and the allowable number of actions, and the structure life of the airport runway is evaluated based on the structure life evaluation value. The present application uses the runway deformation theory and the measured pavement surface deformation value to quickly and synchronously solve the life of all runway regions, improves the calculation method of the allowable covering number of actions of the aircraft based on the pavement deformation, discards the disadvantages of large monitoring difficulty and inaccurate measurement caused by the stress calculation in the traditional method, realizes automatic monitoring, real-time alarm, and does not need manual intervention, and realizes accurate evaluation of the structure life of the runway. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor based on the provided drawings.

[0040] Figure 1 A flow chart of an airport runway structure life evaluation method disclosed by the present application is shown in FIG. 1;

[0041] Figure 2A mechanical sensor layout disclosed in the application;

[0042] Figure 3 A schematic structural diagram of an airport runway structure life evaluation device disclosed in the application;

[0043] Figure 4 An electronic device structure disclosed in the application. DETAILED DESCRIPTION

[0044] The technical solutions in the embodiments of the application will be apparently and completely described in combination with the drawings in the embodiments of the application. Obviously, the described embodiments are only part of the embodiments of the application, rather than all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the protection scope of the application.

[0045] In the prior method, a large number of high-precision mechanical sensors need to be laid out, which is expensive; the background server needs to have high computing power and large storage space to meet the data collection, analysis, processing and storage requirements in crowded flight time. In order to solve the above technical problems, the application discloses an airport runway structure life evaluation method, device, equipment and medium, which can improve the calculation method of the allowable covering action frequency of the aircraft based on the pavement deformation, accurately evaluate the runway structure life, and judge whether the runway airworthiness performance is good.

[0046] Referring to Figure 1 The embodiment of the application discloses an airport runway structure life evaluation method, which comprises the following steps:

[0047] Step S11, determining the to-be-evaluated position of the airport runway structure life according to the positions of the mechanical sensors pre-installed on the airport runway.

[0048] In the embodiment, first, the mechanical sensors are installed under the pavement panels at the lower left corner of the airport runway based on the numbers of the airport runway, and the mechanical sensors are numbered according to the installation order; wherein, any two adjacent mechanical sensors are separated by four pavement panels; if the mechanical sensors find faults in the self-checking process, the numbers of the mechanical sensors with faults are recorded by the background server, the positions of the mechanical sensors with faults are determined based on the numbers, and the mechanical sensors with faults are replaced or repaired. In a specific embodiment, starting from the end with a smaller number of the airport runway (for example, the runway number is 01 / 19, starting from the 01 end), one mechanical sensor is laid under every four pavement panels at the lower left corner, and the mechanical sensors are numbered in order. The locations of the sensors are recorded. Similarly, based on airport pavement evaluation management regulations and actual airport pavement condition assessment experience, the locations of the mechanical sensors represent the locations where the airport pavement structural lifespan needs to be evaluated. The locations where the airport runway structural lifespan needs to be evaluated are numbered as follows: And each location corresponds one-to-one with the location of the mechanical sensor, that is Location and correspond.

[0049] In addition, all the mechanical sensors on the runway are wired to a back-end server (1), such as Figure 2 As shown (where number 1 represents the mechanical sensor, number 5 represents the backend server (1), and number 6 represents the airport flight arrival and departure information system), the backend server statistically records, collects, and saves the stress, strain, and displacement data of each sensor. The backend server (1) connects to the airport flight arrival and departure information system, and all pavement mechanical sensors remain dormant when there are no flights. When there are flights arriving or departing, the backend server (1) activates all pavement mechanical sensors 1 minute in advance, and obtains the flight type ( ) and the corresponding arrival and departure times. During periods without flights, all mechanical sensors on the airport runway are in a dormant state. The backend server (1) is interconnected with the airport flight arrival and departure information system and the mechanical sensors. When the backend server (1) detects that there will be flights arriving or departing, it activates all mechanical sensors 2 minutes in advance. After receiving the activation command, the mechanical sensors perform a self-check. After the self-check is successful, they are in working condition. If a mechanical sensor malfunction is found during the self-check, the backend server (1) records the mechanical sensor malfunction number and determines the location of the malfunction through the number. The malfunctioning mechanical sensor is then replaced or repaired after the flight. Because the location of the airport runway structure life to be evaluated corresponds one-to-one with the location of the mechanical sensors, the location of the airport runway structure life to be evaluated is determined based on the location of each mechanical sensor pre-installed on the airport runway.

[0050] Step S12: When evaluating the structural life of the target location to be evaluated, the target mechanical sensor is determined based on the pavement surface deformation at the moment of flight landing, and it is determined whether the location of the target mechanical sensor is the target location to be evaluated.

[0051] In this embodiment, an airport runway is used. Taking location as an example, structural life evaluation is conducted. Based on runway engineering management practices, The structural lifespan of a landing gear is affected by the aircraft type and its position on the pavement. The aircraft type influences the load it places on the pavement, and the actual position of the aircraft needs to account for load reduction due to landing gear misalignment. When the aircraft type... After landing, all the mechanical sensors record the deformation of the pavement surface at the moment of landing. One of these mechanical sensors must be among them. The recorded deformation is at its maximum value, at which point there are two operating conditions: mechanical sensor Location Exactly Position and force sensors Location Not for Location.

[0052] When evaluating the structural life of the target location, the deformation of each pavement layer at the moment of flight landing, recorded by all mechanical sensors, is determined. The mechanical sensor corresponding to the largest pavement layer deformation is identified as the target mechanical sensor. Then, it is determined whether the location of the target mechanical sensor corresponds to the target evaluation location. This approach considers the load reduction effect due to the offset of the actual landing gear load application location.

[0053] Step S13: Determine the actual number of times the target location to be evaluated is affected by the aircraft type based on the corresponding judgment results, and determine the allowable number of times the target location to be evaluated is affected.

[0054] In this embodiment, it is assumed that the airport runway structure is within the life evaluation period (during which the runway structure performance and functional performance are intact). When aircraft types land randomly, the deformation pattern of the landing gear on the runway surface at the landing point is the same, that is:

[0055] ;

[0056] In the formula, u represents the pavement deformation under aircraft load. The main landing gear is located at point p. The main landing gear is located at point q. (Note: The original text contains some inconsistencies and inconsistencies. A more accurate translation would require the full context.) Aircraft main landing gear and airport runway When the positions coincide, it is the most unfavorable load position. Due to the randomness of aircraft takeoff and landing positions, if the main landing gear happens to act on the [unclear - possibly a specific location] during a single takeoff and landing... Position, then the aircraft to The coverage effect caused by position does not need to be reduced and is counted as 1. To quantify the effect of the main landing gear on position q, for The degree of coverage caused by location is defined by the damage attenuation coefficient. For model In other words, the expression is:

[0057] ;

[0058] in, model The main landing gear acts at position q. The pavement deformation caused by the location (by number) (Mechanical sensor monitoring); model The main landing gear acts at position q, resulting in pavement deformation at position q.

[0059] If the location of the target force sensor is the target location to be evaluated, then the first actual number of times the target location to be evaluated is subjected to the aircraft type is determined as 1; if the location of the target force sensor is not the target location to be evaluated, then the second actual number of times the target location to be evaluated is subjected to the aircraft type is determined by a second actual number of times formula; the second actual number of times formula is:

[0060] ;

[0061] in, This refers to the second actual number of times it was applied; For aircraft types monitored by mechanical sensors The main landing gear acts on Position Pavement deformation caused by location; For aircraft types monitored by mechanical sensors The main landing gear acts on Position The deformation of the pavement caused by the location.

[0062] Specifically, for When conducting structural life assessments at a location, the effective range of the landing gear load can be determined based on the extent of surface deformation. Based on airport-measured and statistically analyzed aircraft coverage data, flight parameter data for relevant aircraft models, and combined with engineering experience, it is assumed that the landing gear is acting on... The region (the deformation range of the structural layer, the set of all q positions) will affect If structural damage occurs at a certain location, then... Location is affected by aircraft model The actual number of coverage operations can be calculated using the following formula:

[0063] ;

[0064] If the mechanical sensor Location Exactly The location indicates the relative position of the landing site to the location being evaluated. In this respect, it is precisely in the most unfavorable load position, for The coverage effect caused by location does not decrease, that is:

[0065] ;

[0066] If the mechanical sensor Location Not for The location indicates the relative position of the landing site to the location being evaluated. In terms of The coverage effect caused by location will be attenuated, and the damage attenuation coefficient is:

[0067] ;

[0068] In the formula, For model The main landing gear acts on Location, The pavement deformation caused by the location (by number) (Mechanical sensor monitoring); For model The main landing gear acts on Location, The pavement deformation caused by the position (by mechanical sensors) monitor).

[0069] The maximum allowable load-bearing capacity of pavement structures is typically obtained from pavement fatigue equations, the most commonly used being the SN curve, which is usually derived from experimental data and empirical formulas. Although pavement fatigue equations differ between countries, evaluation methods based on pavement fatigue theory share inherent similarities. This application uses the FAA-NCHRP1-26 fatigue equation as a basis to analyze the maximum allowable load-bearing capacity of pavement structures. The FAA-NCHRP1-26 fatigue equation is as follows:

[0070] ;

[0071] As shown in the above formula, the tensile stress at the bottom of the slab is crucial to the fatigue equation value. However, based on actual airport engineering experience, the method of determining the maximum tensile stress at the bottom or within the slab by analyzing the location of the maximum stress is usually affected by various factors, making it impossible to accurately analyze and evaluate the actual pavement fatigue condition. This patent improves the fatigue equation based on the vertical displacement variation of the pavement structure surface layer to calculate the maximum allowable bearing capacity of the pavement structure. The mechanical response changes of the pavement slab under different landing conditions are analyzed, and the fatigue equation of the pavement slab is corrected through finite element simulation to obtain the variation of the maximum tensile stress at the bottom of the slab under different wheel loads (MPa). (MPa) (that is) ) and the maximum vertical displacement of the pavement structure surface layer (mm):

[0072] ;

[0073] Where x is the load applied to the pavement. Based on the two formulas above, we obtain a... and The relational expression is then substituted into the FAA-NCHRP1-26 fatigue equation. According to the Civil Airport Cement Concrete Pavement Design Code (MH / T 5004-2010), the design value of the axial tensile strength is taken. By performing multivariate regression analysis on the mechanical response of the pavement slab under the most unfavorable working condition, a method for calculating the allowable number of actions based on the most unfavorable vertical deformation of the pavement layer can be obtained. The results are as follows:

[0074] ;

[0075] in, The allowable number of loads; u is the actual vertical displacement of the pavement structure under wheel load; e is the base of the natural logarithm; where u is the value in the above formula. This application considers the real-time fatigue damage to the runway caused by different aircraft types and load weights. It monitors pavement deformation in real time using mechanical sensors and simultaneously analyzes and calculates the runway's permissible number of impacts. It eliminates destructive practices such as core drilling in traditional runway life assessments, thus avoiding any damage to the runway. Utilizing runway deformation theory and measured pavement layer deformation values, the lifespan of all runway areas can be quickly and simultaneously calculated. The application improves the calculation method for the permissible number of aircraft impacts based on pavement deformation, overcoming the difficulties and inaccuracies associated with traditional stress-based calculations.

[0076] Step S14: Determine the structural life evaluation value of the target location to be evaluated based on the actual number of actions and the allowed number of actions, and evaluate the structural life of the airport runway based on the structural life evaluation value.

[0077] In this embodiment, if the location of the target mechanical sensor is the target evaluation location, the ratio between the first actual number of actions and the allowed number of actions is determined as the first structural life evaluation value of the target evaluation location; if the location of the target mechanical sensor is the target evaluation location, the ratio between the second actual number of actions and the allowed number of actions is determined as the second structural life evaluation value of the target evaluation location; the sum of each first structural life evaluation value and each second structural life evaluation value determined within a preset evaluation time is determined as the structural life evaluation value of the target evaluation location. Specifically, if the mechanical sensor... Location Exactly Location, then model After this landing, Positional structure lifespan for:

[0078] ;

[0079] Where, 0 < <1, The closer the value is to 1, the better the airport runway. The shorter the remaining lifespan of the position.

[0080] If the mechanical sensor Location Not for Location, then model After this landing, Positional structure lifespan for:

[0081] ;

[0082] Finally, the sum of the first structural life evaluation values ​​and the second structural life evaluation values ​​determined within the preset evaluation time is determined as the structural life evaluation value of the target location to be evaluated.

[0083] Then, based on the structural life evaluation value of each location to be evaluated on the airport runway according to a preset time or number of flights, a corresponding analysis report is generated so as to complete the evaluation of the structural life of the airport runway based on the analysis report; wherein, if the structural life evaluation value is equal to 1, the service life of the location to be evaluated on the airport runway is determined to be 0; the structural life evaluation value is greater than 0 and less than or equal to 1; if the structural life evaluation value increases, the service life of the location to be evaluated on the airport runway decreases.

[0084] In summary, this application first determines the locations to be evaluated for the structural life of the airport runway based on the positions of various mechanical sensors pre-installed on the airport runway. When evaluating the structural life of the target locations, the target mechanical sensors are determined based on the pavement surface deformation at the moment of flight landing, and it is determined whether the location of the target mechanical sensors corresponds to the target location to be evaluated. Based on the corresponding judgment results, the actual number of times the target location to be evaluated is subjected to the aircraft type is determined, and the permissible number of times the target location to be evaluated is determined. Based on the actual number of times the aircraft type is subjected to the aircraft type and the permissible number of times the aircraft type is subjected to the aircraft type, the structural life evaluation value of the target location to be evaluated is determined, and the structural life evaluation value of the airport runway is evaluated based on the structural life evaluation value. This application utilizes runway deformation theory and measured pavement surface deformation values ​​to quickly and simultaneously solve the life of all runway areas, improving the calculation method for the permissible number of aircraft coverage actions based on pavement deformation. It overcomes the disadvantages of traditional methods based on stress calculations, such as high monitoring difficulty and inaccurate measurements, achieving automatic monitoring, real-time alarms, and no manual intervention, thus realizing accurate evaluation of runway structural life.

[0085] Compared to the traditional airport regulations that specify the number of permissible runway operations during the evaluation period, the significant innovation of this application lies in determining the permissible number of runway operations by using sensors to record pavement deformation in real time. This fully considers the fatigue damage caused to the runway by different aircraft types and landing weights, thus overcoming the deficiency of traditional runway life evaluation methods that cannot account for the fatigue damage fluctuations caused by random changes in takeoff and landing weights. Based on the above analysis, airport runways can be designated... Structural life assessment is performed at the location, in order to Taking the model as an example, The formula for evaluating the lifespan of a location structure is:

[0086] ;

[0087] In the formula, For the t-th load action Vertical displacement of the pavement surface layer. Therefore, the designated airport runway under the action of m types of aircraft during the evaluation period. The formula for evaluating the lifespan of a location structure can be expressed as:

[0088] ;

[0089] Similarly, the structural lifespan at any point on an airport runway can be quantitatively expressed by the above formula. As shown in the formula, as the coverage area of ​​the airport runway increases, R increases accordingly, indicating a decrease in the structural lifespan of that area. Theoretically, the structural lifespan at a certain point on the airport runway is 0 < 0. <1, The closer the value is to 1, the better the airport runway. The shorter the remaining service life of the position, the more... If the value is greater than or equal to 1, it indicates that the structural performance of the area has been completely lost and construction and maintenance are required.

[0090] Throughout the process, the backend server (1) automatically programs according to the formula of this application to synchronously analyze and calculate all locations of the airport runway and synchronously generate a runway structure life status analysis report. In a specific embodiment, when the structural life value of a certain monitoring area of ​​the runway reaches 0.99 (this value can be set arbitrarily), the system issues an early warning message and saves the alarm log, which is then stored on the backend server.

[0091] In this way, this application eliminates the drawbacks of traditional methods based on stress calculation, such as high monitoring difficulty and inaccuracy, and achieves automatic monitoring and real-time alarm without manual intervention.

[0092] See Figure 3 As shown in the figure, an embodiment of the present invention discloses an airport runway structure life evaluation device, comprising:

[0093] The evaluation location determination module 11 is used to determine the evaluation location of the airport runway structural life based on the positions of various mechanical sensors pre-installed on the airport runway.

[0094] The judgment module 12 is used to determine the target mechanical sensor based on the pavement surface deformation at the moment of flight landing when evaluating the structural life of the target location to be evaluated, and to determine whether the location of the target mechanical sensor is the target location to be evaluated.

[0095] The action count determination module 13 is used to determine the actual number of times the target location to be evaluated is affected by the aircraft type based on the corresponding judgment result, and to determine the allowable number of times the target location to be evaluated is affected.

[0096] Evaluation module 14 is used to determine the structural life evaluation value of the target location to be evaluated based on the actual number of actions and the allowed number of actions, and to evaluate the structural life of the airport runway based on the structural life evaluation value.

[0097] In some specific embodiments, the device can also be used to install the mechanical sensors sequentially below the pavement panel at the lower left corner of the airport runway based on the runway number, and to number the mechanical sensors according to the installation order; wherein, any two adjacent mechanical sensors are separated by four pavement panels; if a mechanical sensor is found to be faulty during self-testing, the number of the faulty mechanical sensor is recorded by the background server, and the location of the faulty mechanical sensor is determined based on the number, so as to replace or repair the faulty mechanical sensor.

[0098] In some specific embodiments, the judgment module 12 can be used to determine the amount of pavement surface deformation recorded by all mechanical sensors at the moment of flight landing, and to determine the mechanical sensor corresponding to the largest pavement surface deformation among the various pavement surface deformations as the target mechanical sensor.

[0099] In some specific embodiments, the action count determination module 13 can be used to determine the first actual action count of the target evaluation location being subjected to the flight type as 1 if the position of the target force sensor is the target evaluation location; and to determine the second actual action count of the target evaluation location being subjected to the flight type by a second actual action count determination formula if the position of the target force sensor is not the target evaluation location. The second actual action count determination formula is as follows:

[0100] ;

[0101] in, This refers to the second actual number of times it was applied; For aircraft types monitored by mechanical sensors The main landing gear acts on Position Pavement deformation caused by location; For aircraft types monitored by mechanical sensors The main landing gear acts on Position The deformation of the pavement caused by the location.

[0102] In some specific embodiments, the action count determination module 13 can be used to determine the allowable number of actions at the target evaluation location using a preset allowable action count determination formula; the preset allowable action count determination formula is:

[0103] ;

[0104] in, The allowable number of loads; u is the actual vertical displacement of the pavement structure under wheel load; e is the base of the natural logarithm.

[0105] In some specific embodiments, the evaluation module 14 can be specifically used to: if the position of the target mechanical sensor is the target evaluation position, determine the ratio between the first actual number of actions and the allowed number of actions as the first structural life evaluation value of the target evaluation position; if the position of the target mechanical sensor is the target evaluation position, determine the ratio between the second actual number of actions and the allowed number of actions as the second structural life evaluation value of the target evaluation position; and determine the sum of each first structural life evaluation value and each second structural life evaluation value determined within a preset evaluation time as the structural life evaluation value of the target evaluation position.

[0106] In some specific embodiments, the evaluation module 14 can be used to generate corresponding analysis reports based on the structural life evaluation values ​​of each location to be evaluated on the airport runway according to a preset time or number of flights, so as to complete the evaluation of the structural life of the airport runway based on the analysis reports; wherein, if the structural life evaluation value is equal to 1, the service life of the location to be evaluated on the airport runway is determined to be 0; the structural life evaluation value is greater than 0 and less than or equal to 1; if the structural life evaluation value increases, the service life of the location to be evaluated on the airport runway decreases.

[0107] Furthermore, embodiments of this application also disclose an electronic device, Figure 4 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content of the diagram should not be construed as limiting the scope of this application.

[0108] Figure 4 This is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. Specifically, the electronic device 20 may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the airport runway structure life assessment method disclosed in any of the foregoing embodiments. Alternatively, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0109] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0110] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored thereon can include operating system 221, computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0111] The operating system 221 is used to manage and control the various hardware devices on the electronic device 20 and the computer program 222, which may be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the airport runway structure life assessment method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs capable of performing other specific tasks.

[0112] Furthermore, this application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned airport runway structure life assessment method. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0113] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0114] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0115] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0116] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0117] The technical solutions provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for evaluating the structural life of an airport runway, characterized in that, include: The locations to be evaluated for the structural life of the airport runway are determined based on the positions of various mechanical sensors pre-installed on the airport runway. When evaluating the structural life of a target location, the target mechanical sensor is determined based on the pavement surface deformation at the moment of flight landing, and it is then determined whether the location of the target mechanical sensor is the target location to be evaluated. Based on the corresponding judgment results, determine the actual number of times the target location to be evaluated is affected by the aircraft type, and determine the allowable number of times the target location to be evaluated is affected; The structural life evaluation value of the target location to be evaluated is determined based on the actual number of actions and the allowed number of actions, and the structural life evaluation value is used to evaluate the structural life of the airport runway.

2. The method for evaluating the structural life of an airport runway according to claim 1, characterized in that, Before determining the location to be evaluated for the airport runway structural life based on the positions of various mechanical sensors pre-installed on the airport runway, the process also includes: The mechanical sensors are installed sequentially below the pavement panel at the lower left corner of the airport runway based on the runway number, and are numbered according to the installation order; wherein, any two adjacent mechanical sensors are separated by four pavement panels. If the mechanical sensor detects a fault during the self-test, the system records the faulty mechanical sensor number on the backend server, determines the location of the faulty mechanical sensor based on the number, and then replaces or repairs the faulty mechanical sensor.

3. The method for evaluating the structural life of an airport runway according to claim 1, characterized in that, The method for determining the target mechanical sensor based on the pavement surface deformation at the moment of flight landing includes: Determine the pavement surface deformation at the moment of flight landing recorded by all mechanical sensors, and identify the mechanical sensor corresponding to the largest pavement surface deformation among all pavement surface deformations as the target mechanical sensor.

4. The method for evaluating the structural life of an airport runway according to claim 1, characterized in that, The step of determining the actual number of times the target location to be evaluated is affected by the aircraft type based on the corresponding judgment result includes: If the position of the target mechanical sensor is the target position to be evaluated, then the first actual number of times the target position to be evaluated is subjected to the flight type is determined to be 1; If the location of the target force sensor is not the target location to be evaluated, then the second actual number of times the target location to be evaluated is subjected to the aircraft type is determined by the second actual number of times determination formula; the second actual number of times determination formula is: ； in, This refers to the second actual number of times it was applied; For aircraft types monitored by mechanical sensors The main landing gear acts on Position Pavement deformation caused by location; For aircraft types monitored by mechanical sensors The main landing gear acts on Position The deformation of the pavement caused by the location.

5. The method for evaluating the structural life of an airport runway according to claim 4, characterized in that, The permissible number of actions to determine the target location to be evaluated includes: The permissible number of actions at the target evaluation location is determined by a preset formula; the preset formula for determining the permissible number of actions is: ； in, The allowable number of loads; u is the actual vertical displacement of the pavement structure under wheel load; e is the base of the natural logarithm.

6. The method for evaluating the structural life of an airport runway according to claim 5, characterized in that, The determination of the structural life evaluation value of the target location to be evaluated based on the actual number of actions and the allowable number of actions includes: If the location of the target mechanical sensor is the target location to be evaluated, then the ratio between the first actual number of actions and the allowed number of actions is determined as the first structural life evaluation value of the target location to be evaluated. If the location of the target mechanical sensor is the target location to be evaluated, then the ratio between the second actual number of actions and the allowed number of actions is determined as the second structural life evaluation value of the target location to be evaluated. The sum of the first structural life evaluation values ​​and the second structural life evaluation values ​​determined within the preset evaluation time is determined as the structural life evaluation value of the target location to be evaluated.

7. The method for evaluating the structural life of an airport runway according to any one of claims 1 to 6, characterized in that, The evaluation of the airport runway structure life based on the structural life evaluation value includes: Based on a preset time or number of flights, a corresponding analysis report is generated for each location of the airport runway to be evaluated, according to the structural life evaluation value. The analysis report is used to evaluate the structural life of the airport runway. Specifically, if the structural life evaluation value is equal to 1, the usable life of the location to be evaluated for the airport runway is determined to be 0. The structural life evaluation value is greater than 0 and less than or equal to 1. If the structural life evaluation value increases, the usable life of the location to be evaluated for the airport runway decreases.

8. An airport runway structure life evaluation device, characterized in that, include: The evaluation location determination module is used to determine the evaluation location of the airport runway structural life based on the positions of various mechanical sensors pre-installed on the airport runway. The judgment module is used to determine the target mechanical sensor based on the pavement surface deformation at the moment of flight landing when evaluating the structural life of the target location to be evaluated, and to determine whether the location of the target mechanical sensor is the target location to be evaluated. The action count determination module is used to determine the actual number of times the target location to be evaluated is affected by the aircraft type based on the corresponding judgment results, and to determine the allowable number of times the target location to be evaluated is affected. The evaluation module is used to determine the structural life evaluation value of the target location to be evaluated based on the actual number of actions and the allowed number of actions, and to evaluate the structural life of the airport runway based on the structural life evaluation value.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program to implement the airport runway structure life assessment method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, A computer program is stored on a computer-readable storage medium, which, when executed by a processor, implements the airport runway structure life assessment method as described in any one of claims 1 to 7.

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