Cement concrete pavement flatness optimization device, control system and detection method

Abstract

The application relates to a cement concrete pavement flatness optimization device, a control system and a detection method. The device part mainly comprises a template, an upper rib plate and a lower rib plate, the upper rib plate is vertically arranged at the top of the template, the lower rib plate is vertically arranged at the bottom of the template, and the upper rib plate and the lower rib plate are arranged on the same side of the template; the top of the template is further provided with a leveling convex block, the height of the leveling convex block is higher than the height of the upper rib plate, the side, away from the upper rib plate, of the leveling convex block is flush with the side, away from the upper rib plate, of the template, and the width of the leveling convex block decreases from bottom to top. The application realizes the optimization design of the template structure, the width of the leveling convex block decreases from bottom to top, the flatness control is changed from traditional surface contact into linear contact, the influence of the template deformation on the pavement flatness is effectively reduced, and a stable and accurate reference carrier is provided for subsequent detection and leveling.

Description

Technical Field

[0001] This application relates to the field of building construction technology, and in particular to a device, control system and detection method for optimizing the flatness of cement concrete pavement. Background Technology

[0002] Smoothness is a core quality indicator in airport concrete pavement construction, and its pass rate must strictly meet the technical requirement of no less than 90%. Pavement smoothness directly affects passenger comfort and pilot operational stability during aircraft takeoff and landing, and is a key factor in ensuring airport safety and long-term durability. However, current airport concrete pavement construction still faces some technical bottlenecks in smoothness control.

[0003] For example, in traditional concrete construction, formwork often uses a flat flange design and relies on tools such as tampers, rollers, and leveling rulers for leveling. Specifically, these tools move along the upper ribs of the formwork, achieving leveling of the concrete surface while keeping the upper ribs flat. However, this process has a significant drawback: when the upper ribs of the formwork deform due to load or temperature changes, the formwork cannot dynamically adapt to the deformation. This causes the leveling tools to move along a curved path, failing to maintain a level plane, resulting in a significant decrease in leveling accuracy and causing localized unevenness in the pavement surface.

[0004] Based on the above situation, how to solve the problem that the deformation of the upper rib plate of the formwork can easily affect the leveling accuracy during traditional concrete construction is a problem to be solved in this technical field. Summary of the Invention

[0005] In view of the above-mentioned defects or improvement needs of the existing technology, and in order to solve the problem that the deformation of the upper rib of the formwork is easy to affect the leveling accuracy during the traditional concrete construction process, this application provides a cement concrete pavement flatness optimization device, control system and detection method. Through the optimized design of the formwork structure, the width of the leveling protrusions is reduced from bottom to top, and the flatness control is changed from traditional surface contact to line contact, effectively reducing the impact of formwork deformation on pavement flatness.

[0006] The embodiments of this application adopt the following technical solutions: In a first aspect, this application provides a cement concrete pavement smoothness optimization device, including a template, an upper rib plate and a lower rib plate, wherein the upper rib plate is vertically arranged on the top of the template, the lower rib plate is vertically arranged on the bottom of the template, and the upper rib plate and the lower rib plate are arranged on the same side of the template. The top of the template is also provided with a leveling protrusion. The height of the leveling protrusion is higher than the height of the upper rib. The side of the leveling protrusion away from the upper rib is flush with the side of the template away from the upper rib. The width of the leveling protrusion decreases from bottom to top.

[0007] By adopting the above technical solution, the optimized design of the template structure was achieved. The width of the leveling protrusions decreases from bottom to top. With the support of the upper and lower ribs, the flatness control is changed from traditional surface contact to line contact, which effectively reduces the impact of template deformation on pavement flatness and provides a stable and accurate reference carrier for subsequent inspection and leveling.

[0008] In some embodiments, a female tongue and groove is provided in the middle of the template, and multiple stiffening plates are provided between the template, the upper rib and the lower rib. Multiple support members are provided on the side of the template facing away from the female tongue and groove.

[0009] By adopting the above technical solutions, the tongue and groove design is used to match the pouring requirements of cement concrete, the stiffening plate further improves the overall rigidity and deformation resistance of the formwork, and the support components ensure the stability of the formwork after installation. The synergistic effect of multiple structures ensures the flatness of the pavement construction from the basic level and reduces the flatness error caused by formwork displacement and deformation during construction.

[0010] Secondly, this application provides a cement concrete pavement smoothness control system, applied to the cement concrete pavement smoothness detection device described in the first aspect, including a smoothness detection and leveling device, wherein the smoothness detection and leveling device includes a moving unit and a detection unit and a leveling unit disposed on the moving unit; The moving unit is used to move horizontally on the leveling protrusion, so as to drive the detection unit and the leveling unit to move horizontally. The detection unit is used to detect the smoothness of the corresponding pavement surface; The leveling unit is used to level the corresponding pavement when the flatness is unqualified.

[0011] By adopting the above technical solution, the moving unit, detection unit and leveling unit are integrated, realizing the integrated operation of detection-judgment-leveling. There is no need to operate multiple devices separately or to manually detect and level, which greatly simplifies the construction process. At the same time, the linkage design of the detection unit and the leveling unit ensures that flatness problems can be detected and dealt with in a timely manner, improving construction efficiency and quality control.

[0012] In some embodiments, the moving unit includes a main panel, a first support plate, a second support plate, and a plurality of automatic walking wheels. The first support plate and the second support plate are vertically arranged below the main panel, and the plurality of automatic walking wheels are respectively arranged below the first support plate and the second support plate. The leveling protrusion is provided with a track for the automatic walking wheels to travel horizontally. The detection unit includes multiple infrared emission and reception modules evenly distributed on the first support plate; The leveling unit includes multiple telescopic components disposed on one side of the second support plate and a leveling scraper disposed at the output end of the telescopic components. Each telescopic component corresponds to one of the infrared transmitting and receiving modules. Multiple cement concrete replenishment modules are also disposed on the other side of the second support plate, each corresponding to one of the infrared transmitting and receiving modules. The leveling unit further includes a control module, which receives pavement smoothness feedback information from the detection unit. When a portion of the pavement is not smooth enough and protrudes compared to the surrounding area, the control module controls the telescopic components and the leveling scraper to level the corresponding pavement. When a portion of the pavement is not smooth enough and is recessed compared to the surrounding area, the control module replenishes cement concrete to the corresponding pavement before controlling the telescopic components and the leveling scraper to level the corresponding pavement.

[0013] By adopting the above technical solutions, the cooperation between the automatic walking wheels and the track ensures the stability and accuracy of the movement of the detection and leveling equipment. The one-to-one correspondence between the infrared transmitting and receiving module and the telescopic component and cement concrete supplement module enables precise positioning and targeted treatment of uneven areas, avoiding the blindness of traditional leveling and greatly improving the leveling accuracy and efficiency.

[0014] Thirdly, this application provides a method for detecting the smoothness of cement concrete pavement, applied to the cement concrete pavement smoothness control system described in the second aspect, comprising: S1. Reference calibration: The upper linear edge of the leveling protrusion is used as the absolute elevation reference; S2. Moving detection: Control the flatness detection and leveling device to run at a constant speed on the track, and synchronously collect the elevation data of the pavement surface through multiple infrared transmitting and receiving modules, and compare it with the absolute elevation benchmark to obtain the flatness deviation value of the pavement surface; S3. Area Classification: Compare the flatness deviation value with the preset deviation threshold. Areas exceeding the deviation threshold range are judged as unqualified areas. Based on the deviation direction, unqualified areas are divided into raised unqualified areas and sunken unqualified areas. S4. Categorized Leveling: For raised unqualified areas, the corresponding telescopic component is controlled to drive the leveling scraper down to the absolute elevation benchmark. By controlling the movement of the flatness detection and leveling device, the leveling scraper levels the raised unqualified areas and automatically retracts after leveling. For recessed unqualified areas, the corresponding cement concrete replenishment module is controlled to replenish concrete to the recessed unqualified areas. Then, the corresponding telescopic component is controlled to drive the leveling scraper down to the absolute elevation benchmark. By controlling the movement of the flatness detection and leveling device, the leveling scraper levels the recessed unqualified areas and automatically retracts after leveling.

[0015] By adopting the above technical solution, the upper edge of the leveling protrusion line is used as a unified absolute elevation benchmark, ensuring the consistency of the benchmark between detection and leveling. Elevation data is obtained in real time through moving detection and the deviation is compared. Then, leveling is carried out according to the direction of deviation, realizing differentiated and precise processing of protruding and concave areas, effectively improving the pass rate of pavement smoothness.

[0016] In some implementations, S3. Area classification further includes: dividing the edge load area of ​​high-frequency rolling of aircraft tires, reducing the deviation threshold range when the edge load area is judged as an unqualified area, and increasing the sampling frequency of the edge load area; The S4. Classification leveling also includes: for unqualified areas in the edge load zone, increasing the leveling pressure of the leveling scraper to 1.2-1.5 times the base pressure.

[0017] By adopting the above technical solution, a differentiated design with low deviation threshold, high sampling frequency and high leveling pressure is used for the edge load area of ​​the aircraft tire high-frequency rolling. This not only meets the higher requirements of the load area for flatness and compaction, but also avoids the cost waste caused by high standards throughout the entire area, and extends the service life and flatness stability of the pavement load area.

[0018] In some implementations, S3. Area classification further includes: dividing the pavement into several independent inspection areas, calculating the average deviation value of the corresponding independent inspection area based on all the flatness deviation values ​​obtained from each independent inspection area; if the average deviation value > 0 and exceeds the deviation threshold, the corresponding independent inspection area is determined to be an overall material excess area; if the average deviation value < 0 and the absolute value exceeds the deviation threshold, the corresponding independent inspection area is determined to be an overall material shortage area. The S4. Classification leveling also includes: for areas with abundant material, lowering the leveling scraper to the absolute elevation benchmark for leveling; for areas with insufficient material, calculating the volume of insufficient material in the area, controlling the cement concrete replenishment module to replenish the material quantitatively according to the volume of insufficient material, and then lowering the leveling scraper to the absolute elevation benchmark for leveling.

[0019] By adopting the above technical solution, the pavement is divided into independent detection areas and the average deviation value is calculated, which realizes the upgrade from single-point judgment to overall area judgment. It can accurately identify areas with excess or insufficient material. Combined with the quantitative replenishment design for insufficient material volume, it avoids the time waste and poor overall flatness caused by fragmented repairs, ensuring efficiency and overall pavement flatness.

[0020] In some implementations, when the cement concrete replenishment module is controlled to replenish in quantitative quantities according to the volume of missing material, replenishment is carried out in stages according to the number of substandard areas of depression within the overall missing material area.

[0021] By adopting the above technical solution, concrete is replenished in stages according to the number of substandard areas with depressions in the overall material shortage area. This avoids problems such as slurry accumulation and insufficient density caused by excessive material replenishment at one time, and ensures that the replenished concrete can be evenly distributed and fully bonded with the original concrete, thereby improving the flatness and structural stability of the replenished area.

[0022] In some embodiments, S4. Classification leveling further includes: controlling the leveling scraper to perform a secondary compaction operation on the leveled area; the secondary compaction operation includes: controlling the leveling scraper to move at a preset low speed at an absolute elevation reference, while activating the micro vibrator on the leveling scraper.

[0023] By adopting the above technical solution, a secondary compaction operation is added after leveling. The low-speed movement combined with the synergistic effect of the micro vibrator can effectively compact the loose aggregate on the leveled surface, eliminate micro-pores, improve the surface density of the pavement, and avoid problems such as sanding and sinking due to insufficient density during later use, thus ensuring the long-term stability of the pavement smoothness.

[0024] In some embodiments, the method for detecting the smoothness of cement concrete pavement further includes: S5. Re-inspection and verification: Control the flatness detection and leveling equipment to pass through the leveled area again, and re-execute S2. Movement detection and S3. Area classification in the leveled area. If there are no unqualified areas, record and save the leveling parameters for this time; if there are unqualified areas, re-execute S4. Classification leveling and S5. Re-inspection and verification.

[0025] By adopting the above technical solutions, the re-inspection and verification process forms a closed-loop control of detection-leveling-re-inspection, ensuring that unqualified areas can be thoroughly corrected and avoiding the omission of hidden dangers. At the same time, the leveling parameters are recorded and saved to provide data reference for subsequent pavement construction of similar types. This not only ensures the flatness quality of the current pavement, but also lays the foundation for improving the efficiency and quality of subsequent construction.

[0026] In summary, this application includes at least the following beneficial technical effects: 1. The optimized design of the template structure was achieved. The width of the leveling protrusions decreased from bottom to top. With the support of the upper and lower ribs, the flatness control was changed from traditional surface contact to line contact, which effectively reduced the impact of template deformation on pavement flatness and provided a stable and accurate reference carrier for subsequent inspection and leveling. 2. It integrates the moving unit, detection unit and leveling unit, realizing the integrated operation of detection-judgment-leveling. It eliminates the need to operate multiple devices separately and to perform manual detection and leveling, greatly simplifying the construction process. At the same time, the linkage design of the detection unit and the leveling unit ensures that flatness problems can be detected and dealt with in a timely manner, improving construction efficiency and quality control. 3. Using the upper edge of the leveling bump line as a unified absolute elevation benchmark ensures the consistency of the benchmark between inspection and leveling. Elevation data is obtained in real time through moving the inspection and the deviation is compared. Then, leveling is carried out according to the direction of the deviation, realizing differentiated and precise processing of the raised and recessed areas, effectively improving the pass rate of pavement smoothness. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly described below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of a cement concrete pavement smoothness optimization device and system provided in this application embodiment; Figure 2 This is a schematic diagram of the flatness detection and leveling device provided in the embodiments of this application; Figure 3 This is a schematic diagram of the arrangement of the detection unit and the leveling scraper provided in the embodiments of this application; Figure 4 A flowchart of a method for detecting the smoothness of cement concrete pavement provided in this application embodiment; Figure 5 This is a schematic diagram of the independent detection area division provided in the embodiments of this application.

[0029] In the diagram: 1. Template; 101. Tongue and groove joint; 2. Upper rib plate; 3. Lower rib plate; 4. Leveling protrusion; 401. Track; 5. Flatness detection and leveling equipment; 501. Detection unit; 502. Main panel; 503. First support plate; 504. Second support plate; 505. Automatic walking wheel; 506. Telescopic component; 507. Leveling scraper; 508. Cement concrete supplementary module; 6. Stiffening plate; 7. Support component. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. Furthermore, the technical features involved in the various embodiments described below can be combined with each other as long as they do not conflict with each other.

[0031] The present application will now be described in detail with reference to the accompanying drawings and embodiments. Example 1

[0032] Embodiment 1 of this application provides a cement concrete pavement smoothness optimization device. The purpose is to improve the smoothness control of the concrete by changing the control method from surface control to line control through improved template structure. (Reference) Figure 1 As shown, the cement concrete pavement smoothness optimization device includes a template 1, an upper rib plate 2, and a lower rib plate 3. The upper rib plate 2 is vertically arranged on the top of the template 1, and the lower rib plate 3 is vertically arranged on the bottom of the template 1. The upper rib plate 2 and the lower rib plate 3 are arranged on the same side of the template 1, and the side of the template 1 away from the upper rib plate 2 and the lower rib plate 3 faces the concrete pavement to be constructed. The top of the template 1 is also provided with a leveling protrusion 4. The height of the leveling protrusion 4 is higher than the height of the upper rib plate 2. The side of the leveling protrusion 4 away from the upper rib plate 2 is flush with the side of the template 1 away from the upper rib plate 2. The width of the leveling protrusion 4 decreases from bottom to top, thereby forming a line at the top of the leveling protrusion 4, changing the original surface contact between the upper rib plate 2 and the leveling tool to a line contact between the top of the leveling protrusion 4 and the leveling tool. Furthermore, a recessed joint 101 is provided in the middle of the template 1, and multiple stiffening plates 6 are provided between the template 1, the upper rib plate 2, and the lower rib plate 3. Multiple support members 7 are provided on the side of the template 1 facing away from the recessed joint 101. Based on the above configuration, each set of template 1, upper rib plate 2, lower rib plate 3, leveling protrusion 4, stiffening plate 6, and support member 7 forms a complete construction template. During construction, at least two sets of construction templates are selected for each section of pavement. Generally, if the pavement is long, multiple sets of construction templates are selected and the construction templates on each side are spliced ​​together to match the pavement length.

[0033] In some embodiments, the leveling protrusion 4 can be integrally formed with the template 1, and the leveling protrusion 4 can be formed by processing the upper part of the template 1; alternatively, the leveling protrusion 4 can also be integrally formed with the upper rib plate 2 and then welded to the template 1, or the leveling protrusion 4 can also be processed separately and then welded to the template 1; or the template 1, the upper rib plate 2, the lower rib plate 3, and the leveling protrusion 4 can also be integrally formed.

[0034] In some implementation methods, specific solutions are provided in conjunction with airport runway construction scenarios: Template 1: Made of cold-rolled steel plate with a thickness of 5-8mm (e.g., 6mm), stamped into a tongue-and-groove joint; each template 1 is 3m long and 50cm high, with a surface flatness error of ≤0.3mm, ensuring that unevenness in the pavement foundation will not occur due to surface irregularities during concrete pouring. When multiple template 1s are spliced, the joint between every two template 1s is sealed with sealing strips to prevent mortar from leaking out.

[0035] Upper rib 2 and lower rib 3: Both are made of thick angle steel of L80×80×(5-10)mm (e.g., L80×80×8mm). Upper rib 2 is welded to the top of template 1, and lower rib 3 is welded to the bottom of template 1. Both are perpendicular to the surface of template 1 and located on the same side of template 1 (the side away from the concrete pouring). The weld height is ≥6mm to ensure the connection strength with template 1.

[0036] Leveling bump 4: The straightness error of the top linear edge is ≤0.1mm, achieving line contact reference positioning.

[0037] Stiffening plate 6: Made of 8mm thick steel plate, it is evenly distributed between template 1, upper rib plate 2, and lower rib plate 3, with a spacing of 30cm between adjacent stiffening plates 6. The three edges of the stiffening plate 6 are fully welded to the surface of template 1, upper rib plate 2, and lower rib plate 3, respectively, to form a stable support structure and improve the overall deformation resistance of template 1, upper rib plate 2, and lower rib plate 3.

[0038] Support component 7: Evenly distributed on the side of template 1 facing away from the tongue and groove joint 101. Support component 7 adopts the form of triangular support component and is fixed by vertical steel rods. The vertical steel rods are inserted into the ground to a depth of ≥50cm. After insertion, they are fixed with cement mortar to ensure that the verticality error of template 1 is ≤0.2% after installation, so as to avoid the displacement of template 1 during construction.

[0039] During the actual installation, according to the pavement construction zoning plan, first, mark the template installation baseline on the ground to ensure that the installation position of template 1 is consistent with the pavement design boundary; then, erect a single template 1 along the baseline, calibrate the verticality of template 1 with a spirit level, and adjust the insertion depth of the support 7 to keep the template 1 surface vertical; then, splice adjacent templates 1: place the next template 1 close to the previous one, and use sealing strips to seal the joints. When splicing, ensure that all templates 1 are at the same height.

[0040] Device performance: When applied in the construction of an airport runway, the maximum deformation of formwork 1 under the lateral pressure of concrete was ≤0.5mm, which is far lower than the 2-3mm deformation of traditional formwork; the linear upper edge of the leveling protrusion 4 always remained flat, effectively avoiding the problem of uneven pavement foundation caused by deformation of traditional surface contact formwork. It solved the defect that when using tamping, rollers, and leveling rulers to adjust the flatness by relying solely on formwork, the flatness could not be accurately adjusted due to the deformation of the board surface. The pass rate of pavement foundation flatness was increased from 88% of the traditional process to 97%.

[0041] Furthermore, it should be noted that in traditional construction processes, the various leveling techniques are not strictly followed, or certain leveling steps are missing, which can easily lead to substandard pavement concrete flatness. Therefore, a strict construction method is provided: the six-step concrete paving and leveling method (which controls flatness through strict construction techniques and multiple steps). The first step is to use a 150-type excavator to place and level the concrete after it is unloaded from the transport truck into the silo: the concrete thickness should be about 10%-15% of the slab thickness, and the concrete should be placed evenly. Step 2: After the high-frequency vibrator has finished vibrating, the material is leveled manually with the help of a shovel: add material to low areas and reduce material to high areas. Step 3: Level the surface using a wooden vibratory rammer, and level the surface with the rammer at least twice; Step 4: Use a special steel roller to roll and knead the pulp back and forth. The roller should knead the pulp at least twice, and the pulp thickness should be 1.5~3.5mm. Step 5: When the concrete is in a plastic state, use an aluminum alloy leveling ruler with a length of not less than 5m to scrape it back and forth against the top of the leveling protrusion 4 to level it. Step 6: Four wooden trowels and two iron trowels are used for plastering. This plastering process can effectively press small stones and sand into the board surface, eliminating sand holes and various uneven marks left on the surface. During the above construction process, any areas found to be uneven can be supplemented or have their material reduced manually to meet the required flatness.

[0042] The above scheme optimizes the template structure design. The width of the leveling protrusion 4 decreases progressively from bottom to top. Combined with the support of the upper rib plate 2 and the lower rib plate 3, the flatness control is transformed from traditional surface contact to line contact, effectively reducing the impact of template deformation on pavement flatness and providing a stable and accurate reference for subsequent inspection and leveling. Furthermore, strict construction techniques, multi-step flatness control, standardized procedures, and coordinated processes effectively keep flatness within acceptable limits. Example 2

[0043] In traditional construction methods, after the concrete is poured and hardened, a 3m straightedge and feeler gauge are often used to check the flatness. This is a post-construction inspection, and if the concrete does not meet the requirements, it is impossible to make timely adjustments. The subsequent adjustments are difficult, time-consuming, and labor-intensive.

[0044] To address the aforementioned problems, based on the cement concrete pavement smoothness optimization device provided in Embodiment 1, Embodiment 2 provides a cement concrete pavement smoothness control system. The purpose is to perform pre-detection and early-stage adjustment of concrete smoothness, effectively ensuring the smoothness quality of the finished concrete product while saving time and effort. (Reference) Figure 1 As shown, this system adds a flatness detection and leveling device 5 to the existing cement concrete pavement flatness detection device. The flatness detection and leveling device 5 is mounted on two opposing sets of construction templates and can move along these templates to detect the flatness of the pavement below and provide adjustment instructions. Specifically, the flatness detection and leveling device 5 includes a moving unit and a detection unit 501 and a leveling unit mounted on the moving unit. The moving unit moves horizontally on the leveling protrusion 4 to drive the detection unit 501 and the leveling unit to move horizontally. The detection unit 501 detects the flatness of the corresponding pavement surface. The leveling unit levels the corresponding pavement surface when the flatness is unsatisfactory.

[0045] For details, please refer to Figure 1 , Figure 2 and Figure 3 As shown, the moving unit includes a main panel 502, a first support plate 503, a second support plate 504, and a plurality of automatic walking wheels 505. The first support plate 503 and the second support plate 504 are vertically arranged below the main panel 502, and the plurality of automatic walking wheels 505 are respectively arranged below the first support plate 503 and the second support plate 504. The leveling protrusion 4 is provided with a track 401 for the automatic walking wheels 505 to move horizontally. During operation, the automatic walking wheels 505 move on the track 401 to control the overall position of the flatness detection and leveling device 5, thereby performing pavement flatness detection through the detection unit 501, and performing leveling operation through the leveling unit when the detection fails.

[0046] The detection unit 501 includes multiple infrared emission and reception modules evenly distributed on the first support plate 503; the leveling unit includes multiple telescopic members 506 disposed on one side of the second support plate 504 and a leveling scraper 507 disposed at the output end of the telescopic members 506, each telescopic member 506 corresponding to one of the infrared emission and reception modules; multiple cement concrete replenishment modules 508 are also disposed on the other side of the second support plate 504, each cement concrete replenishment module 508 corresponding to one of the infrared emission and reception modules. Correspondingly, the leveling unit also includes a control module. This control module receives pavement smoothness feedback information from the detection unit 501. When a portion of the pavement is uneven and protrudes compared to its surroundings, the control module controls the telescopic component 506 and the leveling scraper 507 to level the corresponding pavement. When a portion of the pavement is uneven and recessed compared to its surroundings, the control module 508 replenishes the corresponding pavement with cement concrete, and then the control module 506 and the leveling scraper 507 level the corresponding pavement. Furthermore, there is a certain gap between each pair of adjacent leveling scrapers 507 to prevent interference, but this gap is extremely small, ensuring that virtually no areas are missed during pavement leveling.

[0047] In some embodiments, the main panel 502 can be made of 10mm thick aluminum alloy plate, with a length of 6m and a width of 80cm, ensuring sufficient rigidity to support the detection unit and leveling unit. The first support plate 503 and the second support plate 504 are both 8mm thick steel plates, vertically welded to the bottom of the main panel 502, spaced 50cm apart, with a support plate height of 30cm. Connection holes for installing automatic walking wheels 505 are reserved at the bottom. The automatic walking wheels 505 use polyurethane material for the wheel surface, with a diameter of 15cm, and are arranged in four sets, respectively installed below both ends of the first support plate 503 and the second support plate 504. The wheel width matches the width of the track 401 on the leveling protrusion 4, and the walking speed of the wheels can be adjusted within the range of 0.1-0.6m / s. The straightness error of the track 401 is ≤0.1mm / 3m, and the surface roughness Ra is ≤1.6μm, ensuring smooth movement of the automatic walking wheels 505. The infrared transmitting and receiving modules can be TOF-type laser ranging modules with a measurement accuracy of ±0.1mm and a measurement range of 0.1-5m. They are evenly distributed below the first support plate 503, with a spacing of 50cm between adjacent modules. The transmission direction of the modules is strictly vertically downward, perpendicular to the upper edge of the leveling protrusion 4. The telescopic component 506 can be an electric push rod with a stroke range of 0-50mm, a thrust of 500N, and a response speed of 10mm / s. It corresponds one-to-one with the infrared transmitting and receiving modules. The axis of the telescopic component 506 can be tilted downward or vertically downward. The side or top of the leveling scraper 507 is fixed to the output end of the telescopic component 506 to ensure that the bottom of the scraper remains horizontal when the telescopic component 506 moves. The cement concrete replenishment module 508 can be a miniature screw conveyor with a conveying capacity range of 0.001-0.01m³ / s. It corresponds one-to-one with the infrared transmitting and receiving modules and is installed on the side of the second support plate 504 away from the concrete. The discharge port diameter is 5cm, which can accurately replenish concrete to the recessed area. The control module can use a PLC controller (model S7-1200) with a built-in custom control program. It can receive the elevation data from the infrared transmitter and receiver module in real time, calculate the flatness deviation value, and output control commands according to the deviation type to control the movement of the telescopic component 506, the cement concrete supplement module 508, and the automatic walking wheel 505. The response delay is ≤100ms.

[0048] During installation and debugging, the automatic walking wheels 505 under the main panel 502, the first support plate 503, and the second support plate 504 are embedded into the tracks 401 of the leveling protrusions 4, ensuring that the walking wheels fit tightly against the tracks 401 without any jamming. Calibrate the infrared transmitting and receiving modules: Using the upper edge of the linear shape of the leveling protrusions 4 as the absolute elevation reference (e.g., H0=0m), measure the distance D0=0.5m from each module to the reference line, and enter the module installation elevation H1=H0+D0=0.5m into the control module to complete the zero-point calibration. Debug the telescopic components 506 and the leveling scraper 507: Control all telescopic components 506 to descend synchronously, so that the bottom of the leveling scraper 507 is lowered to the absolute elevation reference H0. Check that the levelness error of the scraper bottom is ≤0.2mm, ensuring that it fits the reference elevation during leveling. Debugging cement concrete replenishment module 508: Fill each module with C40 cement concrete (slump 120mm), issue a replenishment command through the control module, and verify the accuracy of the module's output volume, with an error of ≤±5%.

[0049] In the airport runway construction, the control system of this embodiment can realize integrated operation of detection, material replenishment and leveling: when the automatic walking wheel 505 moves at a constant speed along the track 401, the infrared transmitting and receiving module collects multiple sets of elevation data per second, and the control module analyzes the deviation in real time; after the detection is completed, for the raised area, after the automatic walking wheel 505 moves to the corresponding position, the telescopic component 506 drives the leveling scraper 507 to accurately level it; for the recessed area, after the automatic walking wheel 505 moves to the corresponding position, the cement concrete replenishment module 508 quantitatively replenishes the material and then levels it. The detection and leveling time for a single 6m wide runway is ≤40 minutes, and the leveling accuracy error is ≤0.5mm.

[0050] The above solution integrates the moving unit, detection unit 501, and leveling unit, achieving integrated operation of detection, judgment, and leveling. This eliminates the need for separate operation of multiple devices and manual inspection and leveling, significantly simplifying the construction process. Furthermore, the coordinated design of the detection and leveling units ensures that flatness issues are detected and addressed promptly, improving construction efficiency and quality control. In addition, the cooperation between the automatic walking wheels 505 and the track 401 ensures the stability and accuracy of the detection and leveling equipment's movement. The one-to-one correspondence between the infrared transmitting and receiving module, the telescopic component 506, and the cement concrete supplement module 508 enables precise positioning and targeted treatment of uneven areas, avoiding the blindness of traditional leveling and significantly improving leveling accuracy and efficiency. Example 3

[0051] Based on the cement concrete pavement smoothness control system provided in Embodiment 2, this Embodiment 3 provides a cement concrete pavement smoothness detection method.

[0052] refer to Figure 4 As shown, the method includes the following steps: S1. Reference calibration: The upper linear edge of the leveling protrusion 4 is used as the absolute elevation reference. For example, the upper linear edge of the leveling protrusion 4 is used as the zero point.

[0053] S2. Moving Detection: The smoothness detection and leveling device 5 is controlled to run at a constant speed on the track 401. Multiple infrared transmitting and receiving modules synchronously collect elevation data of the pavement surface and compare it with the absolute elevation benchmark to obtain the smoothness deviation value of the pavement surface. For example, the smoothness detection and leveling device 5 moves along the track 401 from beginning to end once. During this process, the infrared transmitting and receiving modules can measure the elevation data of a point at regular intervals, i.e., at regular intervals, obtaining the distance between that point and itself. Simultaneously, the distance between the infrared transmitting and receiving module itself and the absolute elevation benchmark is a known value, thus allowing the calculation of the difference between the corresponding point and the absolute elevation benchmark, i.e., the smoothness deviation value.

[0054] S3. Area Classification: The flatness deviation value is compared with a preset deviation threshold. Areas exceeding the deviation threshold are judged as unqualified areas. Based on the deviation direction, unqualified areas are further divided into protrusion-type unqualified areas and depression-type unqualified areas. For example, if the deviation threshold is set to be greater than 3mm as unqualified, if the flatness deviation value is greater than 3mm and is positive (the distance between the corresponding point and the infrared transmitting and receiving module is less than the distance between the absolute elevation datum and the infrared transmitting and receiving module), it is judged as a protrusion-type unqualified area. If the flatness deviation value is greater than 3mm and is negative (the distance between the corresponding point and the infrared transmitting and receiving module is greater than the distance between the absolute elevation datum and the infrared transmitting and receiving module), it is judged as a depression-type unqualified area.

[0055] S4. Categorized Leveling: For protruding unqualified areas, the corresponding telescopic component 506 is controlled to drive the leveling scraper 507 to descend to the absolute elevation reference. By controlling the movement of the flatness detection and leveling device 5, the leveling scraper 507 is used to level the protruding unqualified areas. After leveling, the leveling scraper 507 is automatically retracted. For recessed unqualified areas, the corresponding cement concrete replenishment module 508 is controlled to replenish concrete to the recessed unqualified areas. Then, the corresponding telescopic component 506 is controlled to drive the leveling scraper 507 to descend to the absolute elevation reference. By controlling the movement of the flatness detection and leveling device 5, the leveling scraper 507 is used to level the recessed unqualified areas. After leveling, the leveling scraper 507 is automatically retracted. It should be noted that when adding concrete using the cement concrete replenishment module 508, the cement concrete replenishment module 508 needs to be aligned with the point of the substandard area. Because the cement concrete replenishment module 508 and the infrared transmitting and receiving module are located on different sides, the overall position of the flatness detection and leveling device 5 during concrete replenishment is a distance greater than the position during measurement, that is, the distance between the cement concrete replenishment module 508 and the infrared transmitting and receiving module. In addition, when leveling with the leveling scraper 507, the flatness detection and leveling device 5 should be moved back and forth at least twice with the measurement point as the center to ensure the leveling effect.

[0056] S5. Re-inspection and verification: Control the flatness detection and leveling device 5 to pass through the leveled area again, and re-execute S2. movement detection and S3. area classification in the leveled area. If there are no unqualified areas, record the leveling parameters and save them; if there are unqualified areas, re-execute S4. classification leveling and S5. re-inspection and verification.

[0057] The above scheme uses the upper edge of the 4-line leveling block as a unified absolute elevation benchmark, ensuring the consistency of the benchmark between inspection and leveling. Elevation data is obtained in real time through moving the inspection and the deviation is compared. Then, leveling is carried out according to the direction of the deviation, realizing the differentiated and precise processing of the raised and recessed areas, effectively improving the pass rate of pavement smoothness.

[0058] Furthermore, the edges of airport pavements are areas frequently rolled over by aircraft tires, and long-term stress can easily lead to a decrease in smoothness. The surface density requirements for load areas are even higher; under ordinary leveling pressure, the surface is loose and prone to dents and sanding due to rolling. Therefore, the aforementioned uniform 3mm threshold cannot meet the durability requirements of the load areas. Based on this situation, in some embodiments, S3. Area classification further includes: dividing the edge load areas where aircraft tires frequently roll over them, reducing the deviation threshold range when judging unqualified areas in the edge load areas, and increasing the sampling frequency of the edge load areas; S4. Categorized leveling further includes: for unqualified areas in the edge load areas, increasing the leveling pressure of the leveling scraper 507 to 1.2-1.5 times the base pressure.

[0059] During implementation, the BIM load zoning map of the airport pavement can be imported to accurately identify load zones, achieving the effect of more stringent testing in areas of high stress. Specifically, the load zone threshold can be lowered (e.g., from ≤3mm to ≤2mm) and the sampling frequency can be increased to capture more subtle flatness deviations, avoiding situations where the surface appears acceptable but is actually not durable enough. In addition, the pressure of the leveling scraper can be increased (1.2-1.5 times) to enhance surface density and make the concrete in the load zone more resistant to rolling.

[0060] With the above solution, the flatness qualification rate of the edge load area can reach 100%, with a deviation of ≤0.3mm, which meets the requirements for take-off and landing of large passenger aircraft; the flatness life of the load area is extended by more than 30%, and the attenuation rate after 1 year of use is ≤1% (4%-5% for traditional processes); the frequency of later maintenance (such as grouting and grinding) is reduced, and the maintenance cost throughout the entire life cycle is reduced by 25%.

[0061] Furthermore, to improve efficiency and avoid the time-consuming drawback of sequentially leveling individual points, in some implementations, S3. Area classification further includes: dividing the pavement into several independent inspection areas; calculating the average deviation value of the corresponding independent inspection area based on all flatness deviation values ​​obtained from each independent inspection area; if the average deviation value > 0 and exceeds the deviation threshold, the corresponding independent inspection area is determined to be an area with overall excess material; if the average deviation value < 0 and the absolute value exceeds the deviation threshold, the corresponding independent inspection area is determined to be an area with overall shortage material. (Reference) Figure 5 Assumption Figure 5 Each dot represents a detection point, and the dashed lines A, B, C... connecting these dots represent the movement path of the infrared transmitting and receiving modules at the corresponding locations. Each path can be divided into multiple independent detection areas, for example... Figure 5Each box is labeled A1, A2, B1, B2, etc.; each independent detection area contains multiple detection points. The average deviation value of multiple detection points is calculated. For example, if the average deviation value of area A1 is 0.2mm, which is less than the deviation threshold of 0.3mm, then the area is considered qualified. If it is 0.35mm, then it is considered an area with excess material. If it is -0.35mm, then it is considered an area with insufficient material.

[0062] The S4. Classification leveling also includes: for areas with abundant material, lowering the leveling scraper 507 to the absolute elevation reference for leveling; for areas with insufficient material, calculating the volume of insufficient material in the area, controlling the cement concrete replenishment module 508 to replenish the material quantitatively according to the volume of insufficient material, and then lowering the leveling scraper 507 to the absolute elevation reference for leveling. In this step, the width of each area is basically the same as the width of the leveling scraper 507. For example, if area A1 is an area with abundant material, the equipment can be directly controlled to drive the leveling scraper 507 back and forth in area A1 for leveling; if area A1 is an area with insufficient material, when controlling the cement concrete replenishment module 508 to replenish the material quantitatively according to the volume of insufficient material, the replenishment is carried out in stages according to the number of substandard areas of depression in the area with insufficient material. For example, if there are two substandard areas of depression in area A1, the replenishment is carried out twice at the corresponding two points, and then the leveling operation is performed. In addition, when calculating the volume of missing material in the area, the arc fitting integral method is used to adapt to the arc changes in the actual concave state, ensuring that the amount of replenished material is accurately matched with the actual amount of missing material.

[0063] Furthermore, during the leveling process of the leveling scraper 507, the concrete surface is prone to micropores due to shear force, or the aggregate may not be fully compacted, resulting in insufficient surface density. Areas with insufficient density are prone to sanding and depressions later, affecting the flatness stability and pavement strength. Based on this situation, in some embodiments, S4. Classification leveling also includes: for the leveled area, controlling the leveling scraper 507 to perform a secondary compaction operation; the secondary compaction operation includes: at the absolute elevation reference, controlling the leveling scraper 507 to move at a preset low speed (for example, half the normal moving speed), while simultaneously activating the micro vibrator on the leveling scraper 507.

[0064] Specifically, after leveling, a secondary compaction step is added. The leveling scraper 507 maintains the reference elevation and moves at a low speed (0.1-0.2 m / s) to ensure sufficient compaction. At this low speed, the contact time between the leveling scraper 507 and the concrete surface is doubled, allowing the scraper's own weight (or applied pressure) to fully act on the surface, squeezing and closing tiny pores, and compacting loose aggregates to achieve compaction without changing the elevation. Additionally, the leveling scraper 507 can have a built-in micro-vibrator (200-300 Hz) or a micro-vibrator installed on it to compact the loose aggregates and eliminate tiny pores through vibration. After secondary compaction, a quick inspection can be performed using an infrared module to ensure that the surface smoothness does not rebound after the increased density, further guaranteeing the long-term stability of the pavement's smoothness.

[0065] It should be noted that in the scheme using a micro vibrator, a vibration damping structure needs to be set at the connection between the leveling scraper 507 and the telescopic component 506. For example, a thickened connecting seat is preset at the connection of the leveling scraper 507, and the output end of the telescopic component 506 is fixed to the connecting seat by double bolts and positioning pins. An annular rubber vibration damping pad is added between the output end of the telescopic component 506 and the scraper connecting seat. The inner ring of the vibration damping pad fits with the positioning pin, and the outer ring is pressed by double bolts to form a buffer layer. When residual vibration is transmitted to the connection part, the rubber vibration damping pad absorbs the vibration energy through its own elastic deformation, avoiding stress concentration caused by direct rigid contact between metals, and preventing the bolts from loosening slightly due to vibration, further enhancing the connection stability.

[0066] Through the above scheme, the surface porosity of the leveling area is reduced by 40%-50%, the density is significantly improved, and the pavement's resistance to wear and crushing is enhanced; the occurrence rate of sanding and sinking in the later stage is reduced from 8%-10% of the traditional process to less than 1%; the long-term stability of pavement flatness is improved, and it can still meet the design requirements after 2 years of use without additional repairs.

[0067] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A cement concrete pavement smoothness control system, characterized in that, Includes template (1), upper rib (2), lower rib (3) and flatness detection and leveling device (5). The upper rib (2) is vertically arranged on the top of the template (1), and the lower rib (3) is vertically arranged on the bottom of the template (1). The upper rib (2) and the lower rib (3) are arranged on the same side of the template (1). The template (1) is also provided with a leveling protrusion (4) at the top. The height of the leveling protrusion (4) is higher than the height of the upper rib (2). The side of the leveling protrusion (4) away from the upper rib (2) is flush with the side of the template (1) away from the upper rib (2). The width of the leveling protrusion (4) decreases from bottom to top, thereby forming a line at the top of the leveling protrusion (4). This changes the original surface contact between the upper rib (2) and the leveling tool to a line contact between the top of the leveling protrusion (4) and the leveling tool. The upper edge of the line of the leveling protrusion (4) is used as the absolute elevation reference. The template (1) is provided with a female tongue and groove (101) in the middle. Multiple stiffening plates (6) are provided between the template (1), the upper rib (2) and the lower rib (3). Multiple support members (7) are provided on the side of the template (1) facing away from the female tongue and groove (101). The flatness detection and leveling device (5) includes a moving unit and a detection unit (501) and a leveling unit disposed on the moving unit; The moving unit is used to move horizontally on the leveling protrusion (4) to drive the detection unit (501) and the leveling unit to move horizontally; the moving unit includes a main panel (502), a first support plate (503), a second support plate (504) and a plurality of automatic walking wheels (505), the first support plate (503) and the second support plate (504) are vertically arranged below the main panel (502), the plurality of automatic walking wheels (505) are respectively arranged below the first support plate (503) and the second support plate (504), and the leveling protrusion (4) is provided with a track (401) for the automatic walking wheels (505) to move horizontally. The detection unit (501) is used to detect the flatness of the corresponding pavement; the detection unit (501) includes multiple infrared emission and reception modules evenly distributed on the first support plate (503); The leveling unit is used to level the corresponding pavement surface when the flatness is unqualified; the leveling unit includes multiple telescopic components (506) disposed on one side of the second support plate (504) and a leveling scraper (507) disposed at the output end of the telescopic components (506), the telescopic components (506) corresponding one-to-one with the infrared transmitting and receiving modules; multiple cement concrete replenishment modules (508) are also disposed on the other side of the second support plate (504), the cement concrete replenishment modules (508) corresponding one-to-one with the infrared transmitting and receiving modules; the leveling The unit also includes a control module, which is used to receive pavement smoothness feedback information from the detection unit (501). When a part of the pavement is not smooth enough and is raised compared to the surrounding area, the control module controls the expansion joint (506) and the leveling scraper (507) to level the corresponding pavement. When a part of the pavement is not smooth enough and is sunken compared to the surrounding area, the control module (508) is used to supplement the corresponding pavement with cement concrete, and then the control module (506) and the leveling scraper (507) are used to level the corresponding pavement.

2. A method for detecting the smoothness of cement concrete pavement, using the cement concrete pavement smoothness control system described in claim 1, characterized in that, include: S1. Reference calibration: The upper linear edge of the leveling protrusion (4) is used as the absolute elevation reference; S2. Moving detection: Control the flatness detection and leveling device (5) to run at a constant speed on the track (401), and synchronously collect the elevation data of the pavement surface through multiple infrared transmitting and receiving modules, and compare it with the absolute elevation benchmark to obtain the flatness deviation value of the pavement surface; S3. Area Classification: Compare the flatness deviation value with the preset deviation threshold. Areas exceeding the deviation threshold range are judged as unqualified areas. Based on the deviation direction, unqualified areas are divided into raised unqualified areas and sunken unqualified areas. S4. Classified Leveling: For protruding unqualified areas, control the corresponding telescopic component (506) to drive the leveling scraper (507) down to the absolute elevation benchmark. By controlling the movement of the flatness detection and leveling device (5), the leveling scraper (507) is used to level the protruding unqualified areas. After leveling, the leveling scraper (507) is automatically retracted. For sunken unqualified areas, control the corresponding cement concrete replenishment module (508) to replenish concrete to the sunken unqualified areas. Then, control the corresponding telescopic component (506) to drive the leveling scraper (507) down to the absolute elevation benchmark. By controlling the movement of the flatness detection and leveling device (5), the leveling scraper (507) is used to level the sunken unqualified areas. After leveling, the leveling scraper (507) is automatically retracted.

3. The method for detecting the smoothness of cement concrete pavement according to claim 2, characterized in that, The S3. Area classification also includes: dividing the edge load area of ​​high-frequency rolling of aircraft tires, reducing the deviation threshold range when judging the edge load area as an unqualified area, and increasing the sampling frequency of the edge load area; The S4. Classification leveling also includes: for unqualified areas in the edge load zone, increasing the leveling pressure of the leveling scraper (507) to 1.2-1.5 times the base pressure.

4. The method for detecting the smoothness of cement concrete pavement according to claim 2, characterized in that, The S3. Area classification further includes: dividing the pavement into several independent inspection areas, calculating the average deviation value of the corresponding independent inspection area based on all the flatness deviation values ​​obtained from each independent inspection area; if the average deviation value > 0 and exceeds the deviation threshold, the corresponding independent inspection area is determined to be an overall material excess area; if the average deviation value < 0 and the absolute value exceeds the deviation threshold, the corresponding independent inspection area is determined to be an overall material shortage area. The S4. Classification leveling also includes: for areas with abundant material, the leveling scraper (507) is lowered to the absolute elevation benchmark for leveling; for areas with insufficient material, the volume of insufficient material in the area is calculated, the cement concrete replenishment module (508) is controlled to replenish the material quantitatively according to the volume of insufficient material, and then the leveling scraper (507) is lowered to the absolute elevation benchmark for leveling.

5. The method for detecting the smoothness of cement concrete pavement according to claim 4, characterized in that, When the cement concrete replenishment module (508) replenishes the material quantitatively according to the volume of the material shortage, it replenishes the material in batches according to the number of substandard areas with depressions in the overall material shortage area.

6. The method for detecting the smoothness of cement concrete pavement according to claim 2, characterized in that, The S4. Classification leveling also includes: for the leveled area, controlling the leveling scraper (507) to perform secondary compaction operation; the secondary compaction operation includes: at the absolute elevation benchmark, controlling the leveling scraper (507) to move at a preset low speed, and at the same time activating the micro vibrator on the leveling scraper (507).

7. The method for detecting the smoothness of cement concrete pavement according to claim 2, characterized in that, The method for detecting the smoothness of cement concrete pavement also includes: S5. Re-inspection and verification: Control the flatness detection and leveling equipment (5) to pass through the leveled area again, and re-execute the S2. movement detection and the S3. area classification in the leveled area. If there is no unqualified area, record the leveling parameters and save them. If there is an unqualified area, re-execute the S4. classification leveling and S5. Re-inspection and verification.

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