Intelligent sensing caulking sealing structure and runway pavement health state monitoring method

Abstract

According to the intelligent sensing caulking sealing structure and the runway pavement health state monitoring method provided by the invention, the prefabricated sensing rubber strip with the modulus gradient transition embedding material is arranged in the runway shoulder caulking, so that tight coupling and cooperative deformation between the sensing optical cable and the caulking glue made of a silicone material are realized; the problems of modulus mismatch, interface stripping, optical cable bounce and the like are effectively solved, and stable and high-fidelity acquisition of vibration signals is ensured; according to the monitoring method, the system identification technology of center line excitation and runway shoulder response is utilized, the surface wave propagation model and the regularization reconstruction algorithm are combined, the runway center line vibration state is inversed in a high-precision mode from runway shoulder signals, propagation attenuation and time delay are compensated, the monitored space coverage capacity and signal restoration precision are remarkably improved, and the monitoring precision is improved. The low-influence, wide-coverage and continuous real-time monitoring of the stock runway is realized, and finally a more reliable and efficient technical scheme is provided for runway surface health state evaluation and operation safety guarantee.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, and in particular to an intelligent sensing joint sealing structure and a method for monitoring the health status of runway pavement. Background Technology

[0002] Existing airport runway health monitoring methods primarily rely on manual inspections, non-destructive testing (NDT), and pavement management systems, all of which have significant shortcomings. Manual inspections depend on personnel experience, resulting in low efficiency, strong subjectivity, and difficulty in detecting hidden defects. While NDT technologies such as ground-penetrating radar and falling-weighted deflectometers can detect internal defects, they are expensive, slow, and require highly specialized data interpretation. Pavement management systems rely on historical data for analysis and prediction, but model accuracy is limited by data quality, making it impossible to reflect sudden damage in real time. These methods all suffer from common problems such as long detection cycles, poor real-time performance, and disruption to normal operations, making it difficult to achieve continuous, real-time monitoring and early warning around the clock.

[0003] Existing aircraft skid monitoring methods also have many limitations, making it difficult to guarantee the comprehensiveness and reliability of monitoring. Visual monitoring, performed by tower personnel, is susceptible to weather, nighttime conditions, and obstructed visibility, resulting in low reliability. Light signal systems are easily misunderstood in complex environments or when pilots are distracted. Guide vehicle-based guidance is inefficient, increasing operational manpower and time costs. While the Advanced Ground Movement Guidance and Control System (ADGLCS) possesses multi-source data reception and fusion capabilities, requiring the overlay of multiple monitoring technologies for skid monitoring, it faces risks of technical failures such as signal obstruction and multipath interference, and its construction and maintenance costs are high. None of the above methods can completely eliminate monitoring blind spots and response delays caused by human error or equipment limitations.

[0004] While an intelligent perception system for airport runways based on a high-capacity grating array sensor network can solve the challenges of large-scale, high-precision intelligent perception in existing technologies, its application in existing operational airports is highly impractical. This solution requires large-scale construction beneath the runway surface, directly leading to prolonged closures of critical areas such as runways and taxiways, causing widespread flight delays or cancellations, severely impacting airline operations and passenger travel. It also compromises runway structural integrity, introducing potential safety risks, and makes coordinating large equipment and aircraft operations within the airport area difficult, resulting in immense air defense security pressure and economic and social losses far exceeding project benefits. For the vast number of existing runways, the new solution of laying fiber optic cables for full coverage beneath the runway surface is extremely costly and complex, making it virtually impossible to implement. This further highlights the core dilemma of existing runway monitoring methods lacking the ability to perceive the health status of the entire cross-section continuously and in real time. Summary of the Invention

[0005] The purpose of this invention is to provide an intelligent sensing joint sealing structure and a method for monitoring the health status of runway pavement, which solves the technical problems of insufficient real-time performance of runway health monitoring, high construction difficulty, high equipment cost, difficulty in large-scale deployment at existing operating airports, and inability to perform full-section and continuous monitoring of pavement structure in the prior art, thereby achieving long-term, stable, and high-precision monitoring and early warning of runway pavement health status.

[0006] To solve the above-mentioned technical problems, the present invention first provides an intelligent sensing caulking and sealing structure for use in filling runway caulking joints, including an intelligent sensing prefabricated caulking strip and caulking adhesive that completely covers the outer surface of the intelligent sensing prefabricated caulking strip; the intelligent sensing prefabricated caulking strip includes, from the inside to the outside, a sensing optical cable and a transition insert adhesive in the radial direction, and the sensing optical cable consists of, from the inside to the outside, a sensing optical fiber based on a high-capacity grating array and a protective sleeve; The elastic modulus of the transition filler is between that of the protective sleeve and the caulking compound, so as to form a continuous modulus gradient between the sensing optical cable and the caulking compound.

[0007] Specifically, this application constructs a modulus gradient structure by adding a transitional insert between the protective sleeve and the caulking adhesive, so that the mechanical properties of the protective sleeve of the sensing optical cable and the runway caulking adhesive are smoothly connected, thereby solving the technical problem of modulus mismatch between the two. This enables the coordinated deformation of the sensing optical cable and the intelligent sensing prefabricated caulking adhesive strip, further avoiding stress concentration damage to the sensing optical cable and ensuring the stable and efficient transmission of pavement vibration and deformation signals. Ultimately, it achieves long-term stable and reliable monitoring of the health of the runway pavement structure with minimal construction costs.

[0008] Preferably, the transition insert comprises the following raw materials by weight: 80 parts amino polysiloxane, 15-20 parts fumed silica, 5-10 parts nano calcium carbonate, 5-10 parts additives, 8-12 parts AP-PVC (acrylate-functionalized polyvinyl chloride prepolymer) powder, 1-2 parts KH-550 silane coupling agent (γ-aminopropyltriethoxysilane) and 0.5-1 parts acrylate-based coupling agent.

[0009] Specifically, firstly, the transition insert uses amino polysiloxane as the base material and combines it with AP-PVC powder to form a composite structure of "silicone soft segment + PVC hard segment". This allows for precise control of the elastic modulus of the transition insert, making it perfectly positioned between the PVC protective sheath of the sensing optical cable and the conventional silicone sealant for runways, achieving a modulus gradient connection among the three and fundamentally solving the problem of modulus mismatch at the formulation level. Secondly, the synergistic reinforcement of fumed silica and nano-calcium carbonate further optimizes the mechanical properties of the materials, improves the structural stability and shear resistance of the transition insert, and avoids damage caused by thermal expansion and contraction of the pavement and aircraft loads during long-term use, ensuring coordinated deformation of the sensing optical cable and the sealant structure. Thirdly, the combined use of KH-550 silane coupling agent and acrylate-based coupling agent significantly improves the interfacial bonding strength between the transition insert and the optical cable protective sheath, conventional sealant, and concrete joint walls, achieving gapless and tight coupling. This prevents safety hazards such as abnormal bulging and bounce of the optical cable and ensures efficient transmission of vibration signals.

[0010] Preferably, the AP-PVC powder is prepared by grafting 100 parts of PVC powder with 15-20 parts of GMA in an organic solvent, removing the organic solvent by vacuum distillation, cooling and pulverizing; the additives include plasticizers and color pastes.

[0011] Specifically, AP-PVC powder is prepared by grafting 100 parts of PVC (polyvinyl chloride) powder with 15-20 parts of GMA (glycidyl methacrylate) in an organic solvent. After vacuum distillation, cooling, and pulverization, the acrylate groups grafted onto its molecular chain can significantly enhance the chemical reactivity and compatibility with amino polysiloxanes and acrylate coupling agents, resulting in a stronger interfacial bond between the transition insert and the optical cable protective sheath (PVC material). The plasticizers (epoxy plasticizers or polyester plasticizers) in the additives can improve the flexibility and workability of the transition insert, while the color pastes (including pigments, silicone-modified dispersants, and carrier resins) facilitate construction identification and quality inspection. Thus, while improving the interfacial bonding performance of the material and optimizing the modulus gradient design, it further enhances the structural stability, sensing reliability, and construction adaptability of the intelligent sensing prefabricated caulking strip.

[0012] Preferably, the protective sleeve is made of polyvinyl chloride (PVC) and the caulking compound is made of silicone sealant. The modulus gradient structure formed between the two materials and the transitional caulking compound effectively improves the differences in mechanical properties between the different materials, reduces stress concentration at the interface, and prevents the sensing optical cable from bulging, bouncing, or signal distortion during long-term use. At the same time, this material combination allows the prefabricated caulking strip to maintain good adhesion with the silicone sealant commonly used on runway surfaces and to achieve tight coupling with the PVC protective sleeve. Thus, while ensuring the performance of the runway structure and flight safety, it significantly improves the structural stability, environmental adaptability, and sensing reliability of the intelligent sensing prefabricated caulking strip.

[0013] Accordingly, the present invention also provides a method for monitoring the health status of runway pavement based on the above-mentioned intelligent sensing caulking and sealing structure, the method comprising: S10, conventional prefabricated caulking strips and intelligent sensing caulking sealing structures are respectively filled into multiple caulking joints formed by multiple runway panel arrays extending along the length of the runway; among them, conventional prefabricated caulking strips are filled into the caulking joints in the middle area of ​​the runway and are only used for caulking and sealing; intelligent sensing caulking sealing structures are filled into the caulking joints in the shoulder area of ​​the runway and are used for signal acquisition and monitoring; the middle area and the shoulder area are adjacent to each other along the width of the runway. S20, Apply a known excitation reference signal at the runway centerline position. s cal (t) The intelligent sensing joint sealing structure synchronously collects the corresponding shoulder response signal. r cal (t) ; S30, for a known excitation reference signal s cal (t) Shoulder response signal r cal (t) Perform Fourier transforms on each signal to obtain the frequency domain reference signal. S cal (f) and frequency domain shoulder signal R cal (f) ; S40, based on the frequency domain reference signal S cal (f) and frequency domain shoulder signal R cal (f) The frequency response estimate was calculated. Then, by performing an inverse Fourier transform, the estimated system impulse response along the vibration propagation path from the centerline to the shoulder is obtained. (t) ; The S50 continuously collects monitoring signals at the road shoulder through an intelligent sensing caulking and sealing structure. r(t) ; S60, for monitoring signals r(t) Perform Fourier transform to obtain R(f) Using the system frequency response function (f) Computational reconstruction of the center signal frequency domain estimation ;in, The system frequency response function (f) The complex conjugate of Γ, where Γ is the regularization parameter; S70, frequency domain estimation of the center signal (f) Performing an inverse Fourier transform yields the reconstructed time-domain vibration signal at the runway center. (t) ; S80, time-domain vibration signal of runway centerline (t) The analysis extracts time-domain and frequency-domain features; based on these features, the true source signal of the runway centerline is inferred. s(t) The vibration state is monitored to compensate for the attenuation and time delay during signal propagation, ultimately enabling the monitoring of runway operation safety and pavement health.

[0014] Specifically, this monitoring method first achieves a core advantage through a differentiated deployment scheme. The intelligent sensing joint sealing structure is deployed only in the shoulder joints, while a conventional sealing structure is used in the runway center. This avoids the safety risks and technical feasibility challenges of deploying sensing components in the center joints, and eliminates the need to damage the main runway structure or close the runway for extended periods. This achieves low-impact, low-cost deployment for the intelligent transformation of existing runways, providing a feasible path for monitoring upgrades at existing operational airports. Building on this, a vibration propagation model is accurately constructed using a system identification method based on "known excitation at the centerline - shoulder response." Combined with signal analysis techniques such as Fourier transform and regularization, this effectively compensates for the attenuation and time delay of the signal propagating from the centerline to the shoulder, overcoming the barrier between the shoulder monitoring signal and the actual centerline signal, and achieving high-precision reconstruction of the runway centerline vibration signal. Ultimately, through in-depth analysis of the time and frequency domain characteristics of the reconstructed signal, it is possible to capture the aircraft taxiing status and vibration anomalies caused by pavement defects in real time and accurately, achieving all-weather and continuous pavement health monitoring. Compared with traditional monitoring methods, this not only significantly improves the real-time performance and reliability of monitoring, but also fills the technological gap in full-section, interference-free intelligent monitoring of existing runways.

[0015] Preferably, in step S10, the conventional pre-fabricated caulking strip includes a sensing optical cable and caulking adhesive that completely covers the outer surface of the sensing optical cable.

[0016] Specifically, this design firstly ensures that the caulking in the central area of ​​the runway still possesses basic sensing capabilities, providing a necessary reference benchmark for subsequent system identification and signal reconstruction; secondly, without altering the main sealing function of the central caulking, this structure enhances the redundancy and reliability of the entire runway monitoring system, laying a structural foundation for achieving high-precision and stable runway pavement health status monitoring.

[0017] Preferably, in step S20, the excitation reference signal is known. s cal(t) It is applied by a standard falling weight or a vibrator of a specific frequency.

[0018] Specifically, in step S20, a known excitation reference signal is applied using a standard falling weight or a vibrator of a specific frequency. s cal (t) First, it ensures the controllability, repeatability, and stability of the excitation signal, providing a high-quality input benchmark for system identification. Second, this type of excitation can generate clear vibration characteristics along the runway centerline, enabling the shoulder response signal to... r cal (t) It can better reflect the true propagation path characteristics, thereby improving the system impulse response estimation. (t) The accuracy and robustness.

[0019] Preferably, in step S40, the estimated value of the system impulse response is... (t) and the system impulse response theoretical model based on surface wave propagation theory h(t)=A δ(t τ) Approximate fitting; where, A = e αd As the attenuation factor, τ = d / v For group delay, δ( ) is the Dirac delta function, α The attenuation coefficient is... d This is the distance from the center line of the runway to the shoulder. v The velocity is the surface wave group velocity.

[0020] Specifically, firstly, explicit physical parameters can be used to effectively characterize complex actual propagation processes, making the physical meaning of the impulse response clearer; secondly, by combining non-parametric frequency domain estimation results with theoretical models possessing explicit physical meaning, the impact of noise and measurement errors on system identification can be significantly reduced, improving... (t) The stability and reliability of the track are ensured; finally, the fitting process can further calibrate the vibration propagation path characteristics from the centerline to the shoulder, enabling subsequent adjustments based on... (t) The center signal reconstruction is more accurate, thereby significantly improving the accuracy and robustness of runway pavement health status monitoring while ensuring the engineering feasibility of the monitoring method.

[0021] Preferably, in step S60, the regularization parameter Γ is the reciprocal of the signal-to-noise ratio.

[0022] Specifically, this value selection method can achieve the best balance between suppressing noise amplification and preserving effective signals, avoiding signal distortion caused by excessive regularization or false features introduced by insufficient regularization. Preferably, in step S80, the time-domain features include peak amplitude, arrival time, duration, and energy, and the frequency-domain features include spectrum, main frequency, and frequency band energy.

[0023] Specifically, the aforementioned time-domain and frequency-domain features can comprehensively characterize the vibration characteristics of the reconstructed center signal from multiple dimensions, enabling a more detailed presentation of abnormal responses caused by aircraft taxiing events and pavement defects. Secondly, the complementary analysis of time-domain and frequency-domain features helps to distinguish vibration signals from different sources, improving the accuracy and reliability of event identification.

[0024] The beneficial effects of this invention are as follows: Unlike existing technologies, this invention provides an intelligent sensing caulking and sealing structure and a method for monitoring the health status of runway surfaces. By deploying prefabricated sensing strips with modulus gradient transition materials in the shoulder caulking, it achieves tight coupling and coordinated deformation between the sensing optical cable and the silicone caulking adhesive, effectively solving problems such as modulus mismatch, interface peeling, and optical cable bounce, ensuring stable and high-fidelity acquisition of vibration signals. The monitoring method utilizes a system identification technology of centerline excitation and shoulder response, combined with a surface wave propagation model and a regularized reconstruction algorithm, to achieve high-precision inversion of the runway centerline vibration state from shoulder signals. This compensates for propagation attenuation and time delay, significantly improving the spatial coverage and signal reconstruction accuracy of the monitoring. Without damaging the main runway structure or affecting normal operation, it achieves low-impact, wide-coverage, and continuous real-time monitoring of existing runways, providing a more reliable and efficient technical solution for runway surface health status assessment and operational safety assurance. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the intelligent sensing prefabricated caulking strip in the intelligent sensing caulking sealing structure provided in Embodiment 1. Figure 2 This is a schematic diagram of the coupling between the intelligent sensing caulking and sealing structure and the runway deck panel provided in Embodiment 1. Figure 3 This is a schematic diagram of the intelligent sensing caulking and sealing structure provided in Embodiment 1 being deployed in the runway deck panel; In the attached diagram, 100 – intelligent sensing prefabricated joint sealant strip; 10 – sensing optical cable; 20 – transition sealant; 300 – runway pavement panel; 400 – conventional prefabricated joint sealant strip. Detailed Implementation

[0026] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0028] The core concept of this invention lies in designing an intelligent sensing prefabricated sealing strip that encapsulates the sensing optical cable with airport-specific sealing strips. By replacing the existing sealing strips on airport runways, and combining advanced signal processing and multi-dimensional data analysis technologies, it can inversely calculate events (such as aircraft movement) and conditions (such as pavement health) occurring in the center of the runway, ultimately realizing the monitoring concept of "from the edge to the center." This core concept specifically includes the following three parts: (1) Design and core value of intelligent sensing prefabricated joint sealing strips: In airport pavement structures, prefabricated joints play a crucial role: they can adapt to thermal expansion and contraction caused by climate change, withstand the shear force on the pavement, and prevent rainwater and snowmelt from seeping into the pavement—avoiding problems such as pavement cracking, subsidence, misalignment, concrete damage, and corrosion caused by water seepage. Based on this inherent advantage of prefabricated joints, this invention proposes to embed sensing optical cables into the prefabricated joint sealing strips of airport concrete pavement. This design can directly reduce the difficulty of grooving during construction and has significant advantages such as low cost and short construction period, making it very suitable for the renovation needs of existing airport runways.

[0029] However, the solution of embedding the sensing optical cable into the pre-fabricated caulking strip faces a clear technical challenge in practical applications: the protective sleeve of existing sensing optical cables is usually made of polyvinyl chloride (PVC), while the conventional caulking sealant commonly used on airport runways is mostly silicone sealant. These two materials not only have mismatched elastic moduli, but also exhibit extremely poor adhesion between PVC and silicone sealant. This material compatibility issue directly leads to a significant decrease in the compatibility and coupling tightness between the optical cable and the sealant when temperature or seasons change, resulting in two major risks: first, the optical cable is prone to abnormal bulging, springing, or arching, seriously threatening the operational safety of the runway; second, it distorts the monitoring data collected by the sensing optical cable, directly affecting the reliability of subsequent monitoring results.

[0030] To address the aforementioned technical challenges, this invention proposes a targeted solution: introducing a transitional interlayer adhesive between the conventional sealant and the optical cable. This transitional interlayer ensures that the sensing optical cable and the sealant maintain a tight compatibility and coupling, guaranteeing that the vibration response performance of the sensing optical cable remains unaffected while meeting the original requirements for airport concrete pavement joints. Therefore, the core design focus of this invention is the development of this intelligent prefabricated sealant strip embedded with a sensing optical cable. By creating a reasonable modulus gradient through the transitional interlayer adhesive, the prefabricated sealant strip can bond tightly with the sealant commonly used in airport runways, while the embedded sensing optical cable can effectively sense the surface response information, laying the foundation for subsequent monitoring.

[0031] (2) Differentiated caulking and sealing structure layout scheme: To realize the monitoring concept of "from the edge to the center", this invention adopts a differentiated layout strategy - conventional prefabricated caulking strips are filled in the caulking and sealing area in the middle of the runway, which only undertake the basic function of caulking and sealing; the above-mentioned intelligent sensing caulking and sealing structure is filled in the caulking and sealing area in the shoulder area of ​​the runway, which is specifically responsible for the collection and monitoring of vibration signals. This layout method avoids the safety risks of deploying sensing components in the caulking and sealing area in the middle of the runway, and does not require damage to the main structure of the runway. At the same time, the sensing layout in the shoulder area achieves monitoring coverage of the entire runway, taking into account both safety and comprehensive monitoring.

[0032] (3) Design of pavement health monitoring algorithm based on signal reconstruction: In order to solve the problem of the difference between the shoulder monitoring signal and the real signal at the center of the runway, this invention designs a dedicated signal processing and analysis algorithm: First, a known excitation reference signal is applied to the center line of the runway, and the shoulder response signal is collected synchronously through the intelligent sensing caulking and sealing structure. Then, the system impulse response of the vibration propagation path is calculated by using Fourier transform and other techniques. Subsequently, the real vibration signal of the center line of the runway is inverted and calculated by continuously collecting the shoulder monitoring signal and combining the system impulse response with the regularization reconstruction algorithm. Finally, by extracting the time domain and frequency domain multi-dimensional features of the signal, the motion state of the aircraft and the health status of the pavement at the center of the runway are accurately judged, and the accurate monitoring from the edge to the center is finally achieved.

[0033] The technical solution of this application will now be described in conjunction with specific embodiments.

[0034] Example 1: This embodiment 1 first provides an intelligent sensing caulking and sealing structure for filling runway caulking joints, including an intelligent sensing prefabricated caulking strip 100 and caulking adhesive 200 that completely covers the outer surface of the intelligent sensing prefabricated caulking strip 100; the intelligent sensing prefabricated caulking strip 100 includes, from the inside to the outside, a sensing optical cable 10 and a transitional insert adhesive 20, and the sensing optical cable 10 consists of, from the inside to the outside, a sensing optical fiber based on a high-capacity grating array and a protective sleeve; The elastic modulus of the transition filler 20 is between that of the protective sleeve and the elastic modulus of the sealant 200, so as to form a continuous modulus gradient between the sensing optical cable 10 and the sealant 200.

[0035] In this Example 1, the transition insert 20 comprises the following raw materials by weight: 80 parts amino polysiloxane, 20 parts fumed silica, 10 parts nano calcium carbonate, 5 parts additives, 10 parts AP-PVC powder, 2 parts KH-550 silane coupling agent and 1 part acrylate coupling agent.

[0036] Specifically, the preparation steps of the transition insert 20 provided in Example 1 are as follows: Step (1): Add 80 parts of aminopolysiloxane to the stirred tank; Step (2): Add 20 parts of fumed silica and 10 parts of nano-calcium carbonate; Step (3): Stir for 30 minutes under a vacuum of -0.08 MPa to ensure that the filler is fully dispersed; Step (4): Add 4 parts plasticizer and 1 part colorant, and continue mixing for 10 minutes; Step (5): Slowly add 10 parts of AP-PVC powder (avoid clumping during operation); Step (6): Add 2 parts of KH-550 silane coupling agent and 1 part of acrylate coupling agent; Step (7): Degas for 20 minutes under a vacuum of -0.095 MPa; Step (8): Detect the viscosity of the system, adjust it to the range suitable for construction, and then prepare the transition insert main agent; Step (9): The transition insert agent is mixed with a small amount of molecular sieve to precisely control the moisture content, and after curing, the transition insert adhesive 20 is obtained.

[0037] Furthermore, the specific preparation steps of AP-PVC powder in step (5) are as follows: Step (5.1) Dissolution: Mix 100 parts of PVC powder with 200 parts of tetrahydrofuran (THF) and stir at 60°C until completely dissolved; Step (5.2) Functionalization: Add 20 parts of glycidyl methacrylate (GMA), heat to 75°C and react for 3 hours to graft GMA onto the PVC molecular chain; Post-processing in step (5.3): Remove THF by vacuum distillation to obtain AP-PVC viscous material; Step (5.4) Crushing: After cooling, mechanically crush and pass through a 200-mesh sieve to obtain AP-PVC powder.

[0038] Specifically, the preparation method of the multiple intelligent sensing prefabricated caulking strips 100 provided in this embodiment 1 has the following specific steps: Step (1): Build a preparation operation table and assemble two sets of rotatable fixtures at the beginning and end of the operation table. The fixtures are driven by an external motor to achieve the rotation function. Step (2): Make a cylindrical hollow prefabricated caulking rubber strip mold. The inner diameter of the mold is set to 8-10mm, and the length is flexibly adjusted according to the actual length of the operating table. Step (3): Place the completed mold stably on the operating table; Step (4): Select a sensing optical cable 10 with a diameter of about 4 mm and smoothly insert it into the cylindrical hollow mold; Step (5): First, mix the transition insert main agent with the micro molecular sieve to accurately control the moisture content, and then pour the mixed transition insert main agent into the mold. During the pouring process, the pouring nozzle starts from the middle of the mold and pours the glue at a uniform speed to both ends to ensure uniform glue pouring. Step (6): Use the clamps at the beginning and end of the operating table to clamp and fix the two ends of the mold, start the external motor to drive the clamps to slowly rotate the mold, and ensure that the sensing optical cable 10 is always in the center of the mold during the curing process of the transition insert adhesive 20, so as to avoid displacement. Step (7): After the transition filler adhesive 20 has completely cured, remove the mold to complete the preparation of the single-segment intelligent sensing prefabricated caulking strip 100, as shown below. Figure 1 As shown; Step (8) is repeated from step (3) to step (7) to carry out the preparation operation of the next intelligent sensing prefabricated caulking strip 100 in sequence, and finally realizes batch continuous production.

[0039] Example 1: Through the above-mentioned preparation process, it can be ensured that the sensing optical cable 10 and the transition insert adhesive 20 form a uniform and tight coupling structure, further ensuring the continuity and stability of the modulus gradient, so that the prepared intelligent sensing pre-caulking rubber strip fully meets the design requirements, providing a reliable structural carrier for subsequent deployment and monitoring.

[0040] Specifically, the transition insert 20 prepared in Example 1 is the core carrier for achieving efficient transmission of vibration between the sensing optical cable 10 and the track surface. Through four core mechanisms—close coupling, gradient modulus, acoustic impedance matching, and damping characteristics—it simultaneously ensures structural stability and monitoring signal fidelity, as detailed below: First, the tight coupling mechanism: The uncured transition insert adhesive 20 has excellent wettability, which can fully penetrate and fill all the micro gaps between the outer surface of the sensing optical cable 10 and the mold cavity, eliminating interface voids; after the transition insert adhesive 20 is cured, it will form a large-area, gapless, and firmly bonded structure with the outer surface of the optical cable, realizing the tight coupling between the sensing optical cable 10 and the transition insert adhesive 20 from a physical level, laying the foundation for the direct transmission of vibration signals.

[0041] Secondly, the gradient modulus control mechanism: To avoid safety hazards such as popping or arching of the sensing optical cable 10 during long-term use, the transition insert adhesive 20 controls the elastic modulus through multiple pathways: It enhances the crosslinking density of the system through a tri-addition crosslinking reaction, uses AP-PVC as the hard segment dispersed in the silicone soft segment to construct a soft-hard composite structure, and further optimizes the mechanical properties through the synergistic reinforcement effect of nano-calcium carbonate and fumed silica. Ultimately, the elastic modulus of the transition insert adhesive 20 is between that of the sensing optical cable 10 and the outer sealant 200, forming a continuous modulus gradient transition from the optical cable to the sealant 200, effectively alleviating interfacial stress concentration and ensuring long-term structural stability.

[0042] Thirdly, the acoustic impedance matching mechanism: The sensing optical cable 10 (usually made of glass fiber + acrylic coating) is made of hard material, while the outer sealant 200 (such as closed-cell polyethylene foam) is relatively soft. The large difference in acoustic impedance between the two can easily lead to vibration wave reflection. The density and elastic modulus of the transition sealant 20 are exactly between the two, forming a gradual acoustic impedance distribution, which can significantly reduce the reflection loss of vibration waves at the interface of different media, so that the pavement vibration energy can be transmitted to the sensing optical cable 10 more efficiently through the sealant 200 and the transition sealant 20.

[0043] Fourth, the selective damping transmission mechanism: The transition insert 20 possesses high internal damping characteristics, enabling it to selectively absorb high-frequency vibration noise in the pavement environment; simultaneously, it allows for almost lossless transmission of low-frequency vibrations and structural vibrations generated by core monitoring targets such as aircraft taxiing and vehicle passage. This selective transmission characteristic filters out interference noise while ensuring high-fidelity transmission of core monitoring signals, providing a high-quality signal source for subsequent accurate monitoring.

[0044] Specifically, the method for deploying the intelligent sensing caulking and sealing structure provided in Embodiment 1 at the airport runway pavement 300 is as follows: Step (1) Joint Cleaning: First, use a professional joint cleaning machine, high-pressure blower and other supporting tools to thoroughly clean the joints in the area to be laid on the track, completely removing old joint material, dust, debris and residual moisture. After cleaning, ensure that the joint walls are smooth, the joint bottom is firm, and the entire interior of the joint is dry, clean and free of any impurities that may affect the bonding effect.

[0045] Step (2) Applying the primer: Use a special tool to evenly apply the matching primer to both sides of the concrete joint wall of the cleaned joint. The application area should cover the entire contact area of ​​the joint wall to ensure no missed areas or uneven thickness. The core function of the primer is to enhance the interfacial adhesion between the precast adhesive strip and the concrete substrate. After application, allow it to stand until it is surface dry (the standard is that it is not sticky to the touch) before proceeding to the next step of construction.

[0046] Step (3) Pre-filling with silicone sealant 200: Apply silicone sealant 200 evenly to the treated joint, with the pre-filling height controlled to be 1 / 2 of the total joint height. The purpose of pre-filling is to provide a stable support base for the subsequent pre-cast sealant strips, and at the same time, to initially fill the gaps at the bottom of the joint, laying the foundation for subsequent tight sealing.

[0047] Step (4) Embedding and compacting the precast joint sealant strip: The intelligent sensing precast joint sealant strip 100 is smoothly embedded into the joint of the runway shoulder area using a special construction tool or manually. At the same time, the conventional precast joint sealant strip 400 is filled into the joint of the middle area of ​​the runway. During the embedding process, the strip must be kept flat and continuous to avoid problems such as twisting, bending or breaking. After the strip is in place, immediately use a compaction roller or a special compaction tool to roll it at a uniform speed along the length of the joint to press the strip evenly into the pre-filled silicone sealant 200, ensuring that the strip is finally in the middle of the pre-filled sealant and fits tightly with the pre-filled sealant without gaps.

[0048] Step (5) Silicone sealant 200 for leveling and sealing: Continue to evenly apply silicone sealant 200 above the pre-formed sealant strip after embedding and compaction, ensuring that the sealant 200 completely covers the upper surface and side gaps of the pre-formed strip, and fills the remaining space in the sealant joint. Figure 2 and Figure 3 As shown. After the coating is completed, the depth of the sealant 200 surface should be controlled to be slightly lower than the runway surface by 2-3 mm. This ensures the integrity of the sealant while avoiding direct impact from subsequent flight loads on the sealant 200.

[0049] Step (6) Finishing and Quality Inspection: Finally, finish the exposed edges of the caulking strips and the surface of the silicone caulking compound 200, removing any excess material left over from the construction process, so that the overall edges of the caulking are neat and the surface is smooth. Then, conduct a comprehensive quality inspection, focusing on checking the flatness of the caulking, the continuity of the caulking strip layout, and whether the height difference between the surface of the caulking compound 200 and the pavement meets the specifications. After confirming that it is qualified, the entire installation is completed.

[0050] Accordingly, Example 1 also provides a method for monitoring the health status of runway pavement based on the aforementioned intelligent sensing caulking and sealing structure. The core logic of this method is to reconstruct the actual vibration signal of the runway centerline from the vibration signal collected at the runway shoulder, thereby achieving pavement health status monitoring. Its core principle is based on the following signal propagation relationship assumptions and derivations: During the propagation of pavement vibration signals from the runway centerline to the shoulder, lateral attenuation and time delay are inevitable. Therefore, the signals collected at the shoulder must contain these two types of key information. Based on this, this method makes the following assumption: Let the vibration source signal at the runway centerline be... s(t) The signal collected at the shoulder by the intelligent sensing caulking and sealing structure is r(t) The two satisfy the signal propagation relationship of a linear time-invariant system, which can be specifically expressed as follows according to the convolution theorem: ; in, h(t) The system impulse response, which is the vibration propagation path from the runway centerline to the shoulder, directly determines the attenuation and time delay of the signal during propagation. n(t) The background noise at the road shoulder monitoring point mainly comes from non-target factors such as environmental interference.

[0051] In the actual monitoring process, the system impulse response h(t) It is a key parameter for achieving accurate signal reconstruction. This parameter can be obtained through experimental measurement ("centerline applied known excitation - shoulder acquisition response" experiment) or physical modeling (constructing a propagation model based on surface wave propagation theory, etc.).

[0052] Specifically, the above-mentioned runway pavement health status monitoring method based on "applying a known excitation to the centerline and collecting the response from the shoulder" includes the following steps: S10, conventional prefabricated caulking strips 400 and intelligent sensing caulking sealing structures are respectively filled into multiple caulking joints formed by an array of multiple runway panels 30 extending along the length of the runway; wherein, the conventional prefabricated caulking strips 400 are filled into the caulking joints in the middle region of the runway and are only used for caulking sealing; the intelligent sensing caulking sealing structures are filled into the caulking joints in the shoulder region of the runway and are used for signal acquisition and monitoring; the middle region and the shoulder region are adjacent to each other along the width of the runway; S20, Apply a known excitation reference signal at the runway centerline position. s cal (t) The intelligent sensing joint sealing structure synchronously collects the corresponding shoulder response signal. r cal (t) ; S30, for a known excitation reference signal scal (t) Shoulder response signal r cal (t) Perform Fourier transforms on each signal to obtain the frequency domain reference signal. S cal (f) and frequency domain shoulder signal R cal (f) ; S40, based on the frequency domain reference signal S cal (f) and frequency domain shoulder signal R cal (f) The frequency response estimate was calculated. Then, by performing an inverse Fourier transform, the estimated system impulse response along the vibration propagation path from the centerline to the shoulder is obtained. (t) ; The S50 continuously collects monitoring signals at the road shoulder through an intelligent sensing caulking and sealing structure. r(t) ; S60, for monitoring signals r(t) Perform Fourier transform to obtain R(f) Using the system frequency response function (f) Computational reconstruction of the center signal frequency domain estimation ;in, The system frequency response function (f) The complex conjugate of Γ, where Γ is the regularization parameter; S70, frequency domain estimation of the center signal (f) Performing an inverse Fourier transform yields the reconstructed time-domain vibration signal at the runway center. (t) ; S80, time-domain vibration signal of runway centerline (t) The analysis extracts time-domain and frequency-domain features; based on these features, the true source signal of the runway centerline is inferred. s(t) The vibration state is monitored to compensate for the attenuation and time delay during signal propagation, ultimately enabling the monitoring of runway operation safety and pavement health.

[0053] In step S10, the conventional pre-fabricated sealant strip 400 includes the sensing optical cable 10 and sealant 200 that completely covers the outer surface of the sensing optical cable 10; in step S20, the excitation reference signal is known. s cal (t)It is applied by a standard falling weight or a vibrator of a specific frequency.

[0054] In step S40, the estimated system impulse response value (t) and the system impulse response theoretical model based on surface wave propagation theory h(t)=A δ(t τ) Approximate fitting; where, A = e αd As the attenuation factor, τ = d / v For group delay, δ( ) is the Dirac delta function, α The attenuation coefficient is... d This is the distance from the center line of the runway to the shoulder. v The velocity is the surface wave group velocity.

[0055] In step S60, the regularization parameter Γ is the reciprocal of the signal-to-noise ratio; in step S80, the time-domain features include peak amplitude, arrival time, duration, and energy, and the frequency-domain features include the spectrum, dominant frequency, and band energy.

[0056] Compared with the prior art, the present invention has the following advantages: (1) Low-cost and highly feasible solution for upgrading existing runways: The intelligent sensing prefabricated joint sealing strip 100 with sensor optical cable 10 can directly replace the traditional joint sealing strip, eliminating the need for large-scale grooving construction on the runway, significantly reducing construction costs and time, and greatly improving the feasibility of technology implementation. This solution provides existing airports with previously missing wide-coverage, real-time monitoring capabilities, breaking through the technical bottleneck of intelligent upgrading of existing runway facilities, enabling large-capacity grating array sensing technology to be applied on a large scale to existing runways, thereby promoting the overall improvement of runway intelligent sensing level in more airports.

[0057] (2) High-modulus transition insert solves the interface compatibility problem: Through precise molecular design, this invention, while retaining the excellent original properties of silicone sealant, endows it with interfacial chemical bonding ability with the PVC optical cable protective sleeve, fundamentally solving the technical pain point of poor adhesion between silicone sealant and PVC material; at the same time, by constructing a gradient modulus structure, the elastic modulus of the transition insert 20 is between that of the protective sleeve of the sensing optical cable 10 and the outer caulking adhesive 200, effectively alleviating the modulus mismatch problem. This design ensures the coordinated deformation of the sensing optical cable 10 and the intelligent sensing prefabricated caulking strip 100, achieving stable and reliable monitoring of pavement structural health with minimal construction cost without affecting the original performance of the pavement.

[0058] (3) Shoulder signal reconstruction enables precise monitoring of the entire runway: Since the caulking in the center area of ​​the runway is directly related to flight safety, the feasibility of implanting sensing components in this area is low. Therefore, this invention deploys the intelligent sensing prefabricated caulking strip 100 with the sensor optical cable 10 embedded in the shoulder caulking, which avoids safety risks and ensures monitoring coverage. To solve the difference between the shoulder signal and the center signal, this invention further proposes a signal lateral reconstruction technology. Through system identification and regularization algorithms, the real vibration signal of the runway center is restored, realizing the accurate capture of aircraft behavior in the center of the runway and the real-time assessment of the pavement health status, ultimately achieving the goal of full runway monitoring "from the edge to the center".

[0059] It should be noted that all the above embodiments belong to the same inventive concept, and the descriptions of each embodiment have different focuses. Where the description in a particular embodiment is not detailed, please refer to the description in other embodiments.

[0060] The above embodiments merely illustrate implementation methods of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A smart sensing joint sealing structure, used for filling runway joints, characterized in that, It includes a smart sensing pre-fabricated caulking strip and caulking adhesive that completely covers the outer surface of the smart sensing pre-fabricated caulking strip; the smart sensing pre-fabricated caulking strip includes, from the inside to the outside, a sensing optical cable and a transition caulking adhesive in the radial direction, and the sensing optical cable consists of, from the inside to the outside, a sensing optical fiber based on a high-capacity grating array and a protective sleeve. The elastic modulus of the transition adhesive is between that of the protective sleeve and that of the sealant, so as to form a continuous modulus gradient between the sensing optical cable and the sealant.

2. The intelligent sensing caulking and sealing structure according to claim 1, characterized in that, The transition insert adhesive comprises the following raw materials by weight: 80 parts amino polysiloxane, 15-20 parts fumed silica, 5-10 parts nano calcium carbonate, 5-10 parts additives, 8-12 parts AP-PVC powder, 1-2 parts KH-550 silane coupling agent and 0.5-1 parts acrylate coupling agent.

3. The intelligent sensing caulking and sealing structure according to claim 2, characterized in that, The AP-PVC powder is prepared by grafting 100 parts of PVC powder with 15-20 parts of GMA in an organic solvent, removing the organic solvent by vacuum distillation, cooling and pulverizing; the additives include plasticizers and color pastes.

4. The intelligent sensing caulking and sealing structure according to claim 2, characterized in that, The protective sleeve is made of polyvinyl chloride, and the sealant is silicone sealant.

5. A method for monitoring the health status of runway pavement based on the intelligent sensing caulking and sealing structure according to any one of claims 1 to 4, characterized in that, The method includes: S10, conventional prefabricated caulking strips and the intelligent sensing caulking sealing structure are respectively filled into multiple caulking joints formed by multiple runway panel arrays extending along the length of the runway; wherein, the conventional prefabricated caulking strips are filled into the caulking joints in the middle region of the runway and are only used for caulking and sealing; the intelligent sensing caulking sealing structure is filled into the caulking joints in the shoulder region of the runway and is used for signal acquisition and monitoring; the middle region and the shoulder region are arranged adjacent to each other along the width of the runway; S20, Apply a known excitation reference signal at the runway centerline position. s cal (t) The intelligent sensing caulking and sealing structure synchronously collects the corresponding shoulder response signal. r cal (t) ; S30, for the known excitation reference signal s cal (t) and the shoulder response signal r cal (t) Perform Fourier transforms on each signal to obtain the frequency domain reference signal. S cal (f) and frequency domain shoulder signal R cal (f) ; S40, based on the frequency domain reference signal S cal (f) and the frequency domain shoulder signal R cal (f) The frequency response estimate was calculated. Then, by performing an inverse Fourier transform, the estimated system impulse response along the vibration propagation path from the centerline to the shoulder is obtained. (t) ; S50, continuously collects monitoring signals at the road shoulder through the intelligent sensing caulking and sealing structure. r(t) ; S60, regarding the monitoring signal r(t) Perform Fourier transform to obtain R(f) Using the system frequency response function (f) Computational reconstruction of the center signal frequency domain estimation ;in, The system frequency response function (f) The complex conjugate of Γ, where Γ is the regularization parameter; S70, frequency domain estimation of the center signal (f) Performing an inverse Fourier transform yields the reconstructed time-domain vibration signal at the runway center. (t) ; S80, regarding the time-domain vibration signal of the runway centerline. (t) The analysis extracts time-domain and frequency-domain features; based on these features, the true source signal of the runway centerline is inferred. s(t) The vibration state is monitored to compensate for the attenuation and time delay during signal propagation, ultimately achieving the monitoring of runway operation safety and pavement health.

6. The method for monitoring the health status of runway pavement according to claim 5, characterized in that, In step S10, the conventional prefabricated caulking strip includes the sensing optical cable and the caulking adhesive that completely covers the outer surface of the sensing optical cable.

7. The method for monitoring the health status of runway pavement according to claim 5, characterized in that, In step S20, the known excitation reference signal s cal (t) It is applied by a standard falling weight or a vibrator of a specific frequency.

8. The method for monitoring the health status of runway pavement according to claim 5, characterized in that, In step S40, the estimated system impulse response value (t) and the system impulse response theoretical model based on surface wave propagation theory h(t) = A δ(t τ) Approximate fitting; where, A=e αd As the attenuation factor, τ=d / v For group delay, δ( ) is the Dirac delta function, α The attenuation coefficient is... d This is the distance from the center line of the runway to the shoulder. v The velocity is the surface wave group velocity.

9. The method for monitoring the health status of runway pavement according to claim 5, characterized in that, In step S60, the value of the regularization parameter Γ is the reciprocal of the signal-to-noise ratio.

10. The method for monitoring the health status of a runway surface according to claim 5, characterized in that, In step S80, the time-domain features include peak amplitude, arrival time, duration, and energy, and the frequency-domain features include spectrum, main frequency, and frequency band energy.

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