Method for generating repair scheme based on airport pavement damage grade evaluation

Abstract

The application provides a kind of repair scheme generation method based on airport pavement damage grade evaluation, it is related to airport pavement maintenance technical field.The method comprises: collecting field damage data including damage type, geometric parameter, reinforcement state, base state, temporary plate state and area ratio;Damage data is input into multistage quantitative evaluation model, and the comprehensive damage grade of pavement slab is output;According to the grade, from the scheme library that stores partial thickness repair, full thickness repair, whole plate replacement and other repair measures, automatically match and output the structured repair scheme containing process parameters, material performance and equipment configuration.The application establishes the intelligent mapping of quantitative evaluation model and standard scheme library, solves the fundamental technical defects that traditional manual decision efficiency is low, standardization degree is poor, and experience leads to scheme consistency is difficult to guarantee, realizes the rapid, scientific and standardized generation of airport pavement repair scheme.

Description

Technical Field

[0001] This invention relates to the field of airport pavement maintenance technology, and in particular to a method for generating repair plans based on airport pavement damage level assessment. Background Technology

[0002] As a critical infrastructure ensuring the safe takeoff, landing, and taxiing of aircraft, the maintenance of airport pavement's structural integrity and surface functionality is of paramount importance. With the continuous growth of air traffic and the aging of pavement materials, various types of damage can occur, including cracks, potholes, breaks, and misalignments. Currently, the industry's maintenance of airport concrete pavements primarily relies on normative documents such as the "Technical Specification for Maintenance of Civil Airport Concrete Pavements" (MH / T 5084—2025).

[0003] However, in practical maintenance decision-making and engineering implementation, existing technologies suffer from a fundamental flaw: a lack of efficient, accurate, and automated "mapping bridge" between standardized technical standards and specific, complex on-site damage conditions. Although standards provide detailed "damage-response" correspondences and technical parameters, damage data obtained from on-site surveys (such as precise dimensions of damage, real-time status of reinforcing steel, actual disturbance of the base layer, and percentage of damaged area) is diverse, complex, and unstructured. Current decision-making heavily relies on maintenance engineers' personal experience to subjectively interpret and comprehensively judge on-site information, then manually compare it with standard provisions to select and combine processes, materials, and equipment. This process is not only inefficient, delaying emergency repairs, but also highly susceptible to errors due to individual experience differences or information processing oversights. This can lead to insufficient scientific rigor and low standardization in solution selection, and even omissions or misuse of critical requirements (such as material selection for specific environments and precise control of process parameters), ultimately affecting the quality, durability, and airport operational safety of the repair project. Therefore, how to transform paper-based, static technical specifications into an intelligent decision-making system that can dynamically respond to specific on-site data and automatically output standardized, executable repair solutions has become a core technical problem that urgently needs to be solved to improve the modernization level of airport pavement maintenance.

[0004] Therefore, this invention proposes a method for generating repair schemes based on airport pavement damage level assessment. Summary of the Invention

[0005] This invention provides a method for generating repair plans based on airport pavement damage level assessment. By establishing an automated intelligent mapping between damage data and standard repair plans, it overcomes the core defects of low efficiency and poor standardization caused by traditional reliance on manual experience-based decision-making, and achieves rapid, scientific, and standardized generation of airport pavement repair plans.

[0006] This invention provides a method for generating repair plans based on airport pavement damage level assessment, including: Collect on-site damage data for airport pavements; The damage data is input into a multi-level quantitative assessment model, and the assessment model outputs a comprehensive damage level on the panel based on the damage data. Based on the overall damage level, the system automatically matches and outputs the corresponding structured repair plan from the repair plan library; The damage data includes the damage type of the pavement slab, the damage geometry parameters, the condition of the reinforcing steel, the condition of the base layer, the condition of the adjacent slab, and the percentage of damaged area. The repair solution library contains a variety of repair measures, including partial thickness repair, full thickness repair, whole slab replacement, thin layer repair, crack filling, pavement grouting, slab arching repair, and slab grinding.

[0007] Preferably, the damage type is selected from cracks, pits, joint breakage, corner spalling, subsidence, and misalignment; The geometric parameters of the damage include the diameter of the damaged area, the length of the long side of the damaged area, the depth of the damage, and the slope of the damaged sidewall; The condition of reinforcing bars includes exposed reinforcing bars, reinforcing bar displacement, and reinforcing bar fracture; The condition of the base layer includes loose base layer, waterlogged base layer, and mud-pumped base layer; The status of the adjacent panel refers to whether the damage has affected the adjacent panel.

[0008] The preferred evaluation logic of the multi-level quantitative evaluation model includes: When a crack extends through the entire thickness of the slab, or when the depth of the damage reaches the steel mesh or the dowel bar, it is assessed as a level of damage requiring full-thickness repair. When the cumulative impact of structural damage to the pavement panel exceeds half of the area of ​​the pavement panel, it is assessed as a damage level that requires the replacement of the entire panel. When the damage is characterized by peeling, flaking, or exposed aggregate on the pavement surface, it is assessed as a damage level requiring thin-layer repair.

[0009] Preferably, the structured repair scheme includes a process parameter module and a material performance module; The process parameter module specifies the specific construction requirements for the repair measures. The construction requirements include the method for determining the repair scope, the method for pavement removal, the method for interface treatment, the method for concrete pouring, the method for concrete vibration, and the method for surface leveling. The material performance module specifies the technical indicators that repair materials must meet, including workability, mechanical properties, durability, and interfacial bond strength.

[0010] Preferred process parameters for partial thickness repair include: The repair thickness is 100mm to half the thickness of the plate; The shorter side of the rectangular patch is 300mm, and the aspect ratio of the rectangular patch is 3:1. The repair boundary extends 100mm outward from the affected area.

[0011] Preferably, in the material performance module, the technical indicators of fast-hardening and early-strength repair mortar include: The flowability is 140 mm, and the working time is 20 minutes; The flexural strength after 3 hours is 4.0 MPa, and the compressive strength after 3 hours is 30 MPa. The flexural strength after 28 days is 9.0 MPa, and the compressive strength after 28 days is 55 MPa. The interfacial bond strength shall not be lower than the flexural strength of the original pavement concrete.

[0012] Preferably, in the material performance module, the technical indicators of organic resin-based repair materials include: The operable time is 20 minutes; The flexural strength after 3 hours is 18.0 MPa, and the compressive strength after 3 hours is 35 MPa. The flexural strength at 28 days is 25.0 MPa, and the compressive strength at 28 days is 90 MPa. Organic resin-based repair materials are epoxy resin materials or polyurethane materials.

[0013] Preferably, it also includes the following steps: Receive on-site construction environment parameters, including ambient temperature; When the ambient temperature is below 0℃, the preferred repair solution is a repair solution using fast-hardening, early-strength inorganic cementitious materials or organic polymer materials. Rapid-hardening, early-strength inorganic cementitious materials are phosphate cement or modified silicate early-strength cement.

[0014] Preferably, the structured remediation solution also includes an equipment configuration suggestion module. This module generates an equipment list based on the remediation measures. The equipment list includes the following equipment types: Cutting equipment; Crushing equipment or pickaxe; Vacuum cleaning equipment or high-pressure blower equipment; Mixing equipment; Vibrating equipment; Level the equipment.

[0015] Preferred options are suitable for emergency repairs, routine maintenance, and preventative maintenance of cement concrete pavements in civil airports. They are adaptable to various construction environments, including negative temperatures, high temperatures, and high humidity, and are compatible with the repair needs of different pavement areas such as runways, taxiways, and aprons.

[0016] The beneficial effects of this invention compared to existing technologies are as follows: it fundamentally overcomes the shortcomings of existing technologies that rely on subjective and inefficient decision-making based on human experience. Existing technologies lack a bridge for automatically and accurately mapping complex on-site damage data (including damage type, size, rebar condition, base disturbance, etc.) to standardized maintenance technical specifications, resulting in a slow, inconsistent, and error-prone repair plan development process. This method constructs an integrated "collection-evaluation-matching" system, inputting diverse on-site data into a standardized multi-level quantitative evaluation model, thereby automatically outputting a structured repair plan that precisely corresponds to the damage level, achieving a fundamental shift from experience-driven to data- and rule-driven decision-making.

[0017] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in this application.

[0018] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is an overview diagram of the core method of the repair scheme generation method based on airport pavement damage level assessment in the embodiments of the present invention; Figure 2 This is a detailed diagram illustrating the generation of the structured repair scheme in an embodiment of the present invention. Detailed Implementation

[0020] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0021] like Figure 1 As shown, this invention provides a method for generating repair schemes based on airport pavement damage level assessment, including: Collect on-site damage data for airport pavements; The damage data is input into a multi-level quantitative assessment model, and the assessment model outputs a comprehensive damage level on the panel based on the damage data. Based on the overall damage level, the system automatically matches and outputs the corresponding structured repair plan from the repair plan library; The damage data includes the damage type of the pavement slab, the damage geometry parameters, the condition of the reinforcing steel, the condition of the base layer, the condition of the adjacent slab, and the percentage of damaged area. The repair solution library contains a variety of repair measures, including partial thickness repair, full thickness repair, whole slab replacement, thin layer repair, crack filling, pavement grouting, slab arching repair, and slab grinding.

[0022] In this embodiment, collecting on-site damage data of airport pavement refers to obtaining objective quantitative information on pavement damage through on-site surveys, testing equipment, or sensors. For example, damage types, according to industry standards, can be specified as longitudinal cracks, cross cracks, potholes, and joint breakage; damage geometric parameters include key dimensions used to determine whether an emergency repair is necessary, such as potholes with a diameter greater than 120 mm or a depth greater than 70 mm; the condition of the reinforcing steel involves whether the reinforcing steel is exposed, displaced, or broken, which directly affects whether full-thickness repair is required; the condition of the base layer refers to whether the base layer is loose, waterlogged, or exhibiting mud pumping, which relates to whether the base layer needs to be treated as well; the condition of adjacent slabs refers to whether the damage has affected adjacent slabs; the proportion of damaged area is one of the core quantitative indicators for determining whether the entire slab needs to be replaced, and the important threshold is usually that the damaged area accounts for half of the area of ​​a single slab.

[0023] In this embodiment, the multi-level quantitative assessment model is a data processing and decision-making logic based on rules or algorithms. Its function is to classify and map the complex and varied on-site damage data to a limited and clearly defined damage level. Its built-in assessment logic is directly related to the handling principles in industry technical specifications. For example, when it is determined that the crack has penetrated the entire thickness of the pavement slab, or the depth of the damage has reached the position of the steel mesh or dowel bars within the slab, the model will automatically assess it as a high-level damage requiring full-thickness repair; when it is calculated that the cumulative impact range of the structural damage exceeds half of the slab area, it is assessed as the highest-level damage requiring the replacement of the entire slab.

[0024] In this embodiment, the repair solution library is a structured, pre-generated database of technical measures, where each repair measure is associated with a specific damage level assessment result and comes with standardized technical requirements. For example, some thickness repair measures stored in the library are specified as applicable to damage where the repair depth does not exceed half the slab thickness and does not involve reinforcing steel, and technical parameters such as a repair thickness of not less than 100 mm and a short side dimension of not less than 300 mm for rectangular patch blocks are specified; thin-layer repair measures are specified as applicable to functional damage such as peeling and flaking of pavement surfaces, and the repair thickness is generally specified as not exceeding 40 mm.

[0025] In this embodiment, the structured repair plan is the final, directly operable technical guidance document output by the system. Its structural integrity lies in the fact that it not only specifies the core repair measure type but also integrates all the necessary technical elements. These elements include, but are not limited to: detailed process parameters, such as specific cutting depths and methods, interface treatment methods, and concrete vibration requirements; clear material performance indicators, such as the recommended strength, workability, and durability requirements of fast-setting, early-strength cement or resin-based materials based on the construction environment (normal temperature or sub-zero temperature); and supporting equipment configuration recommendations, such as a list of tools for cutting, crushing, mixing, vibrating, and leveling required to implement the measure. This plan ensures seamless integration between assessment decisions and on-site construction.

[0026] To overcome the shortcomings of low efficiency in on-site survey information processing and easy omission of key parameters by manual identification, it is proposed that the damage types be selected from cracks, pits, joint breakage, corner spalling, subsidence, and misalignment. The geometric parameters of the damage include the diameter of the damaged area, the length of the long side of the damaged area, the depth of the damage, and the slope of the damaged sidewall; The condition of reinforcing bars includes exposed reinforcing bars, reinforcing bar displacement, and reinforcing bar fracture; The condition of the base layer includes loose base layer, waterlogged base layer, and mud-pumped base layer; The status of the adjacent panel refers to whether the damage has affected the adjacent panel.

[0027] In this embodiment, the defined damage types are a systematic summary of common damage patterns of cement concrete pavements based on industry standards. Cracks can be categorized into longitudinal, transverse, and diagonal cracks based on their direction; potholes refer to pits formed after partial detachment of pavement material; joint breakage specifically refers to the fragmentation of concrete along both sides of the pavement joint; corner spalling refers to the detachment of the surface concrete at the corners of the pavement slab; and settlement and misalignment are vertical deformation damage, referring respectively to the overall subsidence of the pavement slab and the height difference between adjacent slabs.

[0028] In this embodiment, the damage geometry parameters are key dimensional indicators set to achieve a quantitative assessment of the degree of damage. The diameter of the damaged area is suitable for potholes that are approximately circular, while its long side dimension is suitable for irregular damage. The damage depth refers to the vertical distance from the pavement surface to the bottom of the pothole, which is an important basis for determining whether the damage involves deep structures. The slope of the damaged sidewall refers to the inclination angle of the pothole edge; an excessively steep slope will affect the filling and bonding effect of the repair material.

[0029] In this embodiment, the condition of the reinforcing steel bars is directly related to the structural integrity assessment of the pavement slab. Exposed reinforcing steel bars refer to the steel bars being directly exposed to the environment due to the spalling of the concrete cover; steel bar displacement refers to the steel bars deviating from their original design position due to external forces; and steel bar fracture refers to the complete loss of continuity of the steel bars. The occurrence of these conditions usually indicates that the damage has penetrated into the structural layers, requiring structural repair measures.

[0030] In this embodiment, the condition of the base layer reflects the health of the pavement support system. Loose base layer refers to the base layer material losing its density and integrity due to water damage or fatigue; waterlogged base layer refers to water remaining inside the base layer; pumping base layer refers to the phenomenon where mud-like material from the base layer is squeezed out from the seams or edges of the slabs under the combined action of water and aircraft wheel loads. The deterioration of the base layer condition is a significant cause of structural defects such as misalignment and cracking in pavement panels and must be considered in repair plans.

[0031] In this embodiment, the condition of adjacent panels is used to assess the risk of damage spreading. If the current damage has caused cracks, breakage, or displacement in adjacent panels, it indicates that the scope of the damage may be expanding. When developing a repair plan, it is necessary to consider taking coordinated reinforcement or preventative measures for adjacent panels to prevent the damage from continuing to develop after repair.

[0032] To ensure that the assessment logic strictly aligns with industry standards and to improve the scientific rigor and consistency of damage level determination, a multi-level quantitative assessment model is proposed, whose assessment logic includes: When a crack extends through the entire thickness of the slab, or when the depth of the damage reaches the steel mesh or the dowel bar, it is assessed as a level of damage requiring full-thickness repair. When the cumulative impact of structural damage to the pavement panel exceeds half of the area of ​​the pavement panel, it is assessed as a damage level that requires the replacement of the entire panel. When the damage is characterized by peeling, flaking, or exposed aggregate on the pavement surface, it is assessed as a damage level requiring thin-layer repair.

[0033] In this embodiment, the core evaluation logic of the multi-level quantitative assessment model lies in mapping specific damage characteristics to standardized repair measure levels. Specifically, when it is determined that the crack has penetrated the entire thickness of the pavement slab, or when detection confirms that the depth of the damage has reached the pre-set steel mesh layer within the slab, or has reached the embedment depth of the dowel bars, the assessment model will output the corresponding damage level requiring full-thickness repair. Full-thickness repair refers to the removal and replacement of the damaged area across the entire slab thickness, and is suitable for repairing damage that has severely affected the overall structural bearing capacity of the slab.

[0034] When calculations or measurements confirm that structural damage to a single slab caused by cracks, breakage, or other defects has accumulated to more than half of the slab's surface area, the assessment model will output a damage level requiring complete slab replacement. Complete slab replacement refers to removing the entire damaged slab and replacing it with a new one. This is suitable for severe structural damage where local repairs are insufficient to restore the slab's function or are not economically feasible.

[0035] When the damage is identified as primarily manifested as peeling, flaking, or exposed aggregate on the pavement surface, and the damage is classified as moderate or severe with a large affected area, the assessment model will output the corresponding damage level requiring thin-layer repair. Thin-layer repair involves laying a thin layer of new functional material on the existing pavement surface to restore surface functions such as pavement smoothness and skid resistance, and to prevent damage from foreign objects. The repair thickness generally does not exceed 40 mm.

[0036] like Figure 2 As shown, in order to make the output repair plan directly executable and to ensure the precise matching of construction technology and material properties, a structured repair plan is proposed, which includes a process parameter module and a material property module. The process parameter module specifies the specific construction requirements for the repair measures. The construction requirements include the method for determining the repair scope, the method for pavement removal, the method for interface treatment, the method for concrete pouring, the method for concrete vibration, and the method for surface leveling. The material performance module specifies the technical indicators that repair materials must meet, including workability, mechanical properties, durability, and interfacial bond strength.

[0037] In this embodiment, the structured repair scheme includes a process parameter module designed to provide detailed and standardized construction operation guidelines for the selected repair measures. Specifically, the repair scope determination method specifies how to determine the areas to be removed and repaired based on the defect boundaries; for example, for partial-thickness rectangular repairs, the repair boundary must extend at least 100 mm beyond the affected area. The pavement removal method specifies the specific methods for removing damaged concrete, such as a combination of sawing and crushing, requiring that crushing work proceed from the center outwards to protect the surrounding intact structure. The interface treatment method clarifies the preparation requirements for the interface between new and old concrete, such as roughening, cleaning, and keeping the existing pavement surface moist but without standing water. The concrete pouring and vibration methods specify the conveying, spreading, and compaction processes of the repair materials to ensure the repair is uniform and defect-free. The surface leveling method specifies the final surface treatment of the repaired area to ensure its flatness meets airport operational requirements.

[0038] In this embodiment, the material performance module aims to match repair materials with corresponding technical properties to the repair measures. Workability indicators, such as flowability or workable time, ensure the material has suitable workability during construction. Mechanical properties, including early (e.g., 3 hours) and long-term (e.g., 28 days) compressive and flexural strength, are crucial to ensuring the repair can withstand aircraft loads. Durability indicators, such as freeze-thaw resistance or abrasion resistance, ensure the stability of the repair's performance under long-term environmental conditions. Interfacial bond strength is a core parameter for evaluating the bond strength between the repair material and the original pavement concrete, directly affecting the long-term durability and integrity of the repair interface; it is typically required to be no less than the flexural strength of the original pavement concrete itself. By quantifying these performance indicators, this module ensures that the selected materials reliably support the established repair process and meet the functional and lifespan requirements of the final repair.

[0039] To ensure the structural stability and repair quality of partial thickness repairs, key process control parameters are identified, and the following process parameters for partial thickness repairs are proposed: The repair thickness is 100mm to half the thickness of the plate; The shorter side of the rectangular patch is 300mm, and the aspect ratio of the rectangular patch is 3:1. The repair boundary extends 100mm outward from the affected area.

[0040] In this embodiment, the specific process parameters set for partial thickness repairs are key control points to ensure the effectiveness and reliable implementation of the repair measures. The repair thickness is limited to not less than 100 mm and not more than half the thickness of the pavement slab. The lower limit of 100 mm is designed to ensure that the repair body has sufficient structural thickness to distribute loads and resist local stresses; the upper limit of not more than half the slab thickness is to avoid interfering with any steel mesh or dowel bars that may exist within the slab, and to ensure that the repair body still falls within the scope of partial repair.

[0041] The shorter side of the rectangular patch is set to be no less than 300 mm. This size requirement aims to prevent edge damage and insufficient load-bearing capacity caused by excessively small patch sizes. Simultaneously, the aspect ratio of the rectangular patch should not exceed 3:1. This restriction is to avoid excessively long and narrow patch shapes, thereby reducing excessive shrinkage stress or weak points caused by irregular shapes along the longer side, and helping to improve the overall integrity of the repair area.

[0042] The repair boundary must extend 100 mm outward from the identified area affected by the defect. This extension is designed to ensure that all damaged or weakened concrete is completely removed, allowing the repair to be built on a solid and intact base layer. This avoids leaving potential defects near the repair interface, thereby effectively ensuring the long-term bonding quality of the new and old materials and the overall durability of the repaired area.

[0043] To meet the requirements of rapid navigation restoration and long-term durability during emergency repairs, the key performance indicators of fast-hardening and early-strength repair materials are quantified. The technical indicators for fast-hardening and early-strength repair mortars within the material performance module are proposed as follows: The flowability is 140 mm, and the working time is 20 minutes; The flexural strength after 3 hours is 4.0 MPa, and the compressive strength after 3 hours is 30 MPa. The flexural strength after 28 days is 9.0 MPa, and the compressive strength after 28 days is 55 MPa. The interfacial bond strength shall not be lower than the flexural strength of the original pavement concrete.

[0044] In this embodiment, the quantitative specifications for the technical indicators of fast-hardening, early-strength repair mortar aim to precisely match the dual requirements of emergency repairs and routine maintenance of airport pavements for material performance. The workability indicator of a flowability of not less than 140 mm ensures that the material has sufficient fluidity during construction to fully fill the repair area and form a dense substance. The requirement of a workable time of not less than 20 minutes provides the necessary time window for on-site mixing, transportation, and pouring of the material, ensuring construction feasibility.

[0045] The early strength indicators of a flexural strength of not less than 4.0 MPa after 3 hours and a compressive strength of not less than 30 MPa after 3 hours are core thresholds set to meet the typical requirement of quickly restoring air traffic after emergency repairs. Meeting these indicators means that the repaired structure can reach the minimum structural strength required to withstand aircraft loads within hours of construction, thereby significantly shortening the pavement closure time.

[0046] The long-term strength indicators of 28-day flexural strength not less than 9.0 MPa and 28-day compressive strength not less than 55 MPa ensure that the repaired body has a load-bearing capacity and fatigue resistance that matches or is better than the original pavement concrete during long-term service, thus guaranteeing the long-term effectiveness of the repair.

[0047] The requirement that the interfacial bond strength be no less than the flexural strength of the original pavement concrete is crucial for the successful application of this type of repair material. It quantifies the minimum standard for the bond strength between the repair material and the old concrete substrate, ensuring that the repair interface does not peel or detach under load and temperature and humidity changes, thereby achieving synergistic stress distribution and long-term durability between the repair and the original pavement.

[0048] To provide high-performance, high-bond-strength material options for emergency repairs or special damage repairs, and to clarify their key performance thresholds, the technical indicators for organic resin-based repair materials in the material performance module are proposed as follows: The operable time is 20 minutes; The flexural strength after 3 hours is 18.0 MPa, and the compressive strength after 3 hours is 35 MPa. The flexural strength at 28 days is 25.0 MPa, and the compressive strength at 28 days is 90 MPa. Organic resin-based repair materials are epoxy resin materials or polyurethane materials.

[0049] In this embodiment, the explicit specification of technical indicators for organic resin-based repair materials aims to provide high-performance material options and acceptance standards for special working conditions such as emergency repairs, severe damage, or repair scenarios with special strength requirements. The requirement of a minimum workability of 20 minutes sets a unified on-site workability benchmark for these typically fast-responding materials, ensuring sufficient time for mixing and pouring.

[0050] The early strength indicators, namely a flexural strength of not less than 18.0 MPa after 3 hours and a compressive strength of not less than 35 MPa after 3 hours, set extremely high thresholds for early performance. Meeting these indicators means that the material can form extremely high load-bearing capacity and resistance to deformation in a very short time, making it suitable for extreme emergency repair situations where traffic needs to be opened within a very short working window, or for repairing special parts subjected to high stress concentration.

[0051] The long-term strength indicators of 28-day flexural strength not less than 25.0 MPa and 28-day compressive strength not less than 90 MPa stipulate that the final strength of such materials should be much higher than that of ordinary cement-based materials, ensuring that the repair body has superior mechanical properties and dimensional stability in long-term use, and is suitable for key areas with extremely high requirements for long-term durability.

[0052] The definition of organic resin-based repair materials as either epoxy resin or polyurethane clarifies the chemical system scope of these high-performance materials. Epoxy resins are known for their high strength, strong adhesion, and excellent chemical resistance; polyurethanes, on the other hand, are known for their high elasticity, excellent impact resistance, and crack resistance. Both are suitable choices for achieving high-strength and high-durability repairs under specific and demanding conditions.

[0053] like Figure 2 As shown, to enable the generated repair scheme to dynamically adapt to complex construction environments, especially to ensure the feasibility of construction and material performance under negative temperature conditions, the following steps are also proposed: Receive on-site construction environment parameters, including ambient temperature; When the ambient temperature is below 0℃, the preferred repair solution is a repair solution using fast-hardening, early-strength inorganic cementitious materials or organic polymer materials. Rapid-hardening, early-strength inorganic cementitious materials are phosphate cement or modified silicate early-strength cement.

[0054] In this embodiment, the added step of receiving and responding to on-site construction environmental parameters aims to enable the repair solution generation process to have environmental adaptability. This step, by receiving on-site environmental parameters, including ambient temperature, as decision input, allows the system to adjust the solution output according to real-time operating conditions, thereby improving the applicability and reliability of the solution.

[0055] Specifically, when the system determines that the received ambient temperature parameter is below zero degrees Celsius, it will activate the built-in environment adaptation rule. This rule will prioritize the solution matching process, selecting repair solutions based on specific types of cementitious materials. This is an optimization strategy designed to address the technical challenges of slow hydration reaction, severely hindered strength development, and even potential frost damage in ordinary cement-based materials under sub-zero temperatures.

[0056] The rules specify rapid-hardening, early-strength inorganic cementitious materials as either phosphate cement or modified silicate early-strength cement. Both types of materials maintain a relatively fast reaction rate and early strength development characteristics even at low temperatures. Phosphate cement hardens rapidly through acid-base neutralization, while modified silicate early-strength cement achieves low-temperature early strength by incorporating special mineral components. Prioritizing the use of these materials effectively ensures that, even in sub-zero temperatures, the repaired structure achieves sufficient early strength within the required timeframe, meeting the basic requirements for rapid traffic reopening or preventing frost damage. Simultaneously, the rules also prioritize organic polymer materials (such as epoxy resin and polyurethane) because their curing process is relatively less affected by low temperatures and they provide excellent early strength. This dynamic adaptation mechanism significantly enhances the robustness of the entire method under complex climatic conditions.

[0057] like Figure 2 As shown, to transform abstract technical solutions into concrete and actionable construction guidelines and ensure that the site has the necessary operational capabilities, the proposed structured repair solution also includes an equipment configuration suggestion module. This module generates an equipment list based on the repair measures, and the equipment list includes the following equipment types: Cutting equipment; Crushing equipment or pickaxe; Vacuum cleaning equipment or high-pressure blower equipment; Mixing equipment; Vibrating equipment; Level the equipment.

[0058] In this embodiment, the equipment configuration suggestion module added to the structured repair scheme aims to transform repair measures from technical instructions into a resource list that can directly drive on-site construction organization. This is a key component in ensuring the complete executability of the scheme. The module's operating logic is based on the matched core repair measures, automatically associating and generating a list of a series of critical equipment types necessary for executing those measures.

[0059] The generated equipment list systematically covers the main mechanized equipment required for the entire construction chain, from old pavement removal and work surface preparation to new repair molding and surface treatment. Specifically, cutting equipment is used to precisely cut the boundaries of the repair area to create a clean repair interface and minimize disturbance to the surrounding intact pavement. Crushing equipment or picks are used to efficiently remove damaged concrete, with picks suitable for demolishing large or full-thickness slabs. Vacuuming or high-pressure blowers are used to thoroughly remove dust, debris, and moisture from potholes before pouring the repair material, providing a clean, dry base for good interface bonding. Mixing equipment is used to thoroughly mix the components of the repair material on-site to ensure material properties. Vibrating equipment is used to compact the poured repair material, removing internal air bubbles to ensure its final strength and durability. Smoothing equipment is used to finely finish the repair surface to achieve the specified flatness and texture requirements.

[0060] By providing this standardized equipment list, the module effectively guides construction teams in making targeted equipment preparations and scheduling, avoiding construction interruptions, inadequate process execution, or quality risks caused by missing or incompatible equipment, thereby ensuring that the repair plan can be implemented efficiently and with high quality.

[0061] To enhance the universality and application value of this method, enabling it to cover the main scenarios and various complex working conditions of airport pavement maintenance, this paper proposes emergency repairs, routine maintenance, and preventive maintenance methods suitable for civil airport cement concrete pavements. It is adaptable to various construction environments, including negative temperature, high temperature, and high humidity, and is compatible with the repair needs of different pavement areas such as runways, taxiways, and aprons.

[0062] In this embodiment, the clear definition of the method's scope of application aims to clarify its broad engineering applicability and technical inclusiveness. The method is designed for all types of maintenance operations on concrete pavements within the operational area of ​​civil airports, specifically covering three core scenarios: emergency repairs, routine maintenance, and preventative maintenance. Emergency repairs address situations requiring rapid restoration of air traffic due to sudden and severe damage; routine maintenance handles conventional damage; and preventative maintenance involves proactive protective measures implemented before any significant functional failure occurs. This comprehensive design ensures that the method can serve the full lifecycle management needs of airport pavements, from emergency to routine operations, and from repair to prevention.

[0063] This embodiment further demonstrates that the method is capable of handling a variety of complex environmental conditions. Through its built-in environmental parameter response and solution adaptation logic (such as the aforementioned response to ambient temperature), the generated repair solutions can adapt to various harsh construction environments, including negative temperatures (such as below zero degrees Celsius), high temperatures, and high humidity. This ensures that technically feasible and reliable construction solutions and material selections can be recommended under different climatic and seasonal conditions.

[0064] Furthermore, this method is compatible with pavement areas within the airport's flight zone that have different functions and operational requirements, including runways where aircraft operate at high speeds, taxiways connecting runways and aprons, and aprons for aircraft parking. Although different areas have varying requirements for the timeliness of repair operations, material properties, and final pavement characteristics, the method, through its configurable evaluation logic, material library, and process library, can generate differentiated repair solutions that meet the specific operational safety standards of these different areas. This broad applicability fundamentally enhances the method's technical universality and practical application value.

[0065] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of this invention and its equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for generating repair plans based on airport pavement damage level assessment, characterized in that, include: Collect on-site damage data for airport pavements; The damage data is input into a multi-level quantitative assessment model, and the assessment model outputs a comprehensive damage level on the panel based on the damage data. Based on the overall damage level, the system automatically matches and outputs the corresponding structured repair plan from the repair plan library; The damage data includes the damage type of the pavement slab, the damage geometry parameters, the condition of the reinforcing steel, the condition of the base layer, the condition of the adjacent slab, and the percentage of damaged area. The repair solution library contains a variety of repair measures, including partial thickness repair, full thickness repair, whole slab replacement, thin layer repair, crack filling, pavement grouting, slab arching repair, and slab grinding.

2. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, Damage types are selected from cracks, pits, broken joints, peeling of board corners, subsidence, and misalignment; The geometric parameters of the damage include the diameter of the damaged area, the length of the long side of the damaged area, the depth of the damage, and the slope of the damaged sidewall; The condition of reinforcing bars includes exposed reinforcing bars, reinforcing bar displacement, and reinforcing bar fracture; The condition of the base layer includes loose base layer, waterlogged base layer, and mud-pumped base layer; The status of the adjacent panel refers to whether the damage has affected the adjacent panel.

3. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, The evaluation logic of the multi-level quantitative evaluation model includes: When a crack extends through the entire thickness of the slab, or when the depth of the damage reaches the steel mesh or the dowel bar, it is assessed as a level of damage requiring full-thickness repair. When the cumulative impact of structural damage to the pavement panel exceeds half of the area of ​​the pavement panel, it is assessed as a damage level that requires the replacement of the entire panel. When the damage is characterized by peeling, flaking, or exposed aggregate on the pavement surface, it is assessed as a damage level requiring thin-layer repair.

4. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, The structured repair solution includes a process parameter module and a material performance module; The process parameter module specifies the specific construction requirements for the repair measures. The construction requirements include the method for determining the repair scope, the method for pavement removal, the method for interface treatment, the method for concrete pouring, the method for concrete vibration, and the method for surface leveling. The material performance module specifies the technical indicators that repair materials must meet, including workability, mechanical properties, durability, and interfacial bond strength.

5. The method for generating repair plans based on airport pavement damage level assessment according to claim 4, characterized in that, The process parameters for partial thickness repair include: The repair thickness is 100mm to half the thickness of the plate; The shorter side of the rectangular patch is 300mm, and the aspect ratio of the rectangular patch is 3:

1. The repair boundary extends 100mm outward from the affected area.

6. The method for generating repair plans based on airport pavement damage level assessment according to claim 4, characterized in that, In the materials performance module, the technical specifications for fast-hardening, early-strength repair mortar include: The flowability is 140 mm, and the working time is 20 minutes; The flexural strength after 3 hours is 4.0 MPa, and the compressive strength after 3 hours is 30 MPa. The flexural strength at 28 days is 9.0 MPa, and the compressive strength at 28 days is 55 MPa. The interfacial bond strength shall not be lower than the flexural strength of the original pavement concrete.

7. The method for generating repair plans based on airport pavement damage level assessment according to claim 4, characterized in that, In the materials performance module, the technical specifications for organic resin repair materials include: The operable time is 20 minutes; The flexural strength after 3 hours is 18.0 MPa, and the compressive strength after 3 hours is 35 MPa. The flexural strength at 28 days is 25.0 MPa, and the compressive strength at 28 days is 90 MPa. Organic resin-based repair materials are epoxy resin materials or polyurethane materials.

8. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, It also includes the following steps: Receive on-site construction environment parameters, including ambient temperature; When the ambient temperature is below 0℃, the preferred repair solution is a repair solution using fast-hardening, early-strength inorganic cementitious materials or organic polymer materials. Rapid-hardening, early-strength inorganic cementitious materials are phosphate cement or modified silicate early-strength cement.

9. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, The structured remediation solution also includes an equipment configuration recommendation module. This module generates an equipment list based on the remediation measures. The equipment list includes the following equipment types: Cutting equipment; Crushing equipment or pickaxe; Vacuum cleaning equipment or high-pressure blower equipment; Mixing equipment; Vibrating equipment; Level the equipment.

10. The method for generating repair plans based on airport pavement damage level assessment according to claim 1, characterized in that, It is suitable for emergency repairs, routine maintenance, and preventative maintenance of cement concrete pavements in civil airports. It is adaptable to various construction environments, including negative temperature, high temperature, and high humidity, and is compatible with the repair needs of different pavement areas such as runways, taxiways, and aprons.

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