Method and device for designing modified polyurethane-cement concrete composite pavement and electronic equipment

Abstract

The present application relates to the technical field of road surface reconstruction, in particular to a modified polyurethane-cement concrete composite pavement design method, device and electronic equipment, the composite pavement design method comprising: establishing a three-dimensional finite element model according to the actual structure size of the composite pavement; embedding the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of the cement concrete and the cohesive force constitutive relation between the modified polyurethane and the cement concrete into the three-dimensional finite element model to obtain a corrected three-dimensional finite element model; inputting the high-frequency impact load spectrum of the composite pavement, the three-dimensional transient temperature field data and the material aging attenuation law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement. The method breaks through the simplification processing limitations of the material nonlinearity, interface bonding degradation and environment-load coupling effect in traditional design, and solves the problems of interface peeling and crack propagation of the composite structure in long-term service.

Description

Technical Field

[0001] This invention relates to the field of road reconstruction technology, specifically to a design method, apparatus, and electronic equipment for modified polyurethane-cement concrete composite pavement. Background Technology

[0002] Airport concrete pavements are subjected to the impact loads of aircraft takeoffs and landings, diurnal temperature variations, rain and snow erosion, and de-icing agent corrosion over long periods, making them prone to cracks, peeling, potholes, and other damage that directly threaten flight safety, necessitating timely repair. Traditional repair materials such as ordinary cement mortar and epoxy mortar have significant limitations: low bonding strength (only 0.3-0.8 MPa at the interface with the cement-based pavement, making them prone to peeling and detachment); high brittleness, unable to absorb impact energy, leading to secondary cracking even after repair; and long construction cycles, with curing requiring 24-72 hours and prolonged pavement closure, severely impacting airport operational efficiency. Ordinary asphalt pavements offer excellent flexibility, but soften easily at high temperatures and crack easily at low temperatures, lacking sufficient wear resistance and deformation resistance, making them unsuitable for the high-intensity load requirements of airports. In rainy environments, they are prone to large-scale shoving and delamination, and have a short service life, typically only 1-3 years, posing a significant safety risk to aircraft operations.

[0003] Polyurethane concrete, as a new type of high-performance repair material, has significant advantages over traditional repair materials: (1) Strong interfacial bonding strength, with a bonding strength of more than 3.0 MPa with cement concrete, forming a stable composite structure with outstanding anti-peeling and anti-impact capabilities; (2) Excellent flexibility, with an elongation at break of up to 40%, which can effectively absorb the impact load of aircraft take-off and landing and inhibit the initiation and expansion of cracks; (3) Good weather resistance and durability, with stable performance in the airport service temperature range of -20℃ to 60℃, strong resistance to freeze-thaw, anti-aging, and anti-chemical corrosion (resistance to fuel and de-icing agent erosion), and a service life of up to 30 years after repair; (4) High construction efficiency, which can be cured and formed in 2 hours at room temperature, enabling rapid opening of traffic and significantly reducing airport closure costs; (5) Wide adaptability, which can be flexibly adjusted according to the degree of pavement damage to meet the repair needs of different thicknesses and different load levels.

[0004] Due to these advantages, polyurethane concrete has gradually become the preferred material for repairing airport cement pavements. It can perform contour repairs on milled pavements without affecting the original pavement's design elevation, and avoids the significant increase in overall construction time and cost caused by overlays. However, existing specifications or standards mainly focus on theoretical calculations for asphalt and cement concrete overlays, lacking design methods for composite pavements formed after modified polyurethane repairs. Summary of the Invention

[0005] This invention provides a design method, apparatus, and electronic equipment for modified polyurethane-cement concrete composite pavement, in order to solve the problem of the lack of a design method for composite pavement formed after modified polyurethane repair.

[0006] In a first aspect, the present invention provides a design method for modified polyurethane-cement concrete composite pavement, comprising the following steps: establishing a three-dimensional finite element model based on the actual structural dimensions of the composite pavement; obtaining the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of the cement concrete, and the cohesive constitutive relation of the interface between the modified polyurethane and the cement concrete; embedding the temperature-dependent constitutive relation, the plastic damage model, and the cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain a modified three-dimensional finite element model; obtaining the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging attenuation law of the composite pavement; inputting the high-frequency impact load spectrum, the three-dimensional transient temperature field data, and the material aging attenuation law into the modified three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0007] The modified polyurethane-cement concrete composite pavement design method provided by this invention embeds the temperature-dependent constitutive model of modified polyurethane, the plastic damage model of cement concrete, and the constitutive relationship of interfacial cohesion into a three-dimensional finite element model. Furthermore, it incorporates high-frequency impact load spectrum, transient temperature field, and material aging laws for multi-field coupled simulation, achieving a refined simulation of the mechanical response of composite pavements under real service conditions. This method effectively overcomes the limitations of simplified treatment of material nonlinearity, interfacial adhesion degradation, and environment-load coupling effects in traditional designs, solving problems such as interfacial delamination and crack propagation that occur in composite structures during long-term service.

[0008] In some optional embodiments, obtaining the temperature-dependent constitutive relation of the modified polyurethane includes: obtaining the full stress-strain curve of the modified polyurethane at different temperatures; fitting the full stress-strain curve to obtain the relationship between the material's mechanical parameters and temperature, wherein the material's mechanical parameters include at least one of the following: elastic modulus, Poisson's ratio, tensile strength, and compressive strength; and substituting the relationship between the material's mechanical parameters and temperature into a preset constitutive model to obtain the temperature-dependent constitutive relation of the modified polyurethane.

[0009] This implementation method quantifies the influence of temperature on the mechanical parameters of modified polyurethane, constructs a constitutive model that truly reflects the thermo-mechanical coupling characteristics, and significantly improves the simulation accuracy of the pavement structure's mechanical response under complex temperature fields.

[0010] In some optional implementations, obtaining the plastic damage model of cement concrete includes: obtaining the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve of cement concrete; determining the tensile damage factor of the concrete plastic damage model based on the uniaxial tensile stress-strain curve; determining the compressive damage factor of the concrete plastic damage model based on the uniaxial compressive stress-strain curve; obtaining the strength reduction factor of cement concrete; reducing the peak strength of the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve using the strength reduction factor, and combining the tensile damage factor and the compressive damage factor to obtain the plastic damage model of cement concrete.

[0011] This implementation method constructs a plastic damage model for cement concrete based on the uniaxial tension-compression full curve and strength reduction coefficient. It effectively reflects the stiffness degradation and strength attenuation characteristics of the material during the stress process, and improves the accuracy and reliability of simulating the nonlinear mechanical behavior of concrete materials under complex stress states.

[0012] In some optional embodiments, obtaining the cohesive constitutive relationship of the interface between modified polyurethane and cement concrete includes: setting cohesive units at the interface between modified polyurethane and cement concrete; obtaining the initial cohesive constitutive parameters of the cohesive units, including interfacial bond strength and fracture energy; the interfacial bond strength including normal bond strength and tangential shear bond strength; obtaining experimental data on the change of interfacial bond strength with temperature and aging time; fitting a temperature-aging coupled decay function of the interfacial bond strength based on the experimental data; and combining the temperature-aging coupled decay function with the initial cohesive constitutive parameters to construct the cohesive constitutive relationship of the interface between modified polyurethane and cement concrete.

[0013] This implementation method introduces a temperature-aging coupled decay function to dynamically correct the interfacial bonding strength, and constructs a cohesive constitutive relationship that can reflect the environmental evolution characteristics. This solves the problem that traditional models are difficult to characterize the degradation of interfacial performance over time and temperature, and significantly improves the simulation and prediction accuracy of the interfacial bonding failure and debonding behavior of modified polyurethane and cement concrete under complex service environments.

[0014] In some optional implementations, before embedding the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain the modified three-dimensional finite element model, the method further includes: obtaining the load-displacement measured curve of the composite specimen flexural test; embedding the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane into the three-dimensional finite element model to obtain the test model; using the test model to perform flexural simulation calculation on the composite specimen to obtain the load-displacement simulation curve; calculating the relative error between the load-displacement simulation curve and the load-displacement measured curve, and determining whether the relative error is less than or equal to a preset threshold. If not, the iterative adjustment is stopped, and the current parameter is determined as the target parameter of the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane; if so, the parameters in the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane are iteratively adjusted according to the relative error.

[0015] This implementation method compares the measured curves and simulation curves of the composite specimen flexural strength test to iteratively verify and correct the temperature-dependent constitutive relationship and plastic damage model parameters of modified polyurethane, effectively eliminating the deviation between single material test and structural level response, and ensuring the accuracy and reliability of constitutive model parameters.

[0016] In some optional implementations, after inputting the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and decay law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement, the method further includes: obtaining preset performance indicators of the composite pavement, including flexural tensile strength, interfacial bond strength, and design deflection; determining whether the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection; when the simulation performance parameters do not meet at least one of the flexural tensile strength, interfacial bond strength, and design deflection, adjusting the actual structural dimensions of the composite pavement and returning to the step of establishing the three-dimensional finite element model until the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection; when the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection, using the current actual structural dimensions as the structural dimensions to be verified.

[0017] This implementation method constructs a performance-driven iterative optimization mechanism for composite pavement structure dimensions by comparing simulation performance parameters with preset performance indicators. It realizes dynamic adjustment and precise matching of structural design in complex service environments, effectively avoids the resource waste caused by traditional trial and error methods, and significantly improves the scientificity, reliability and engineering applicability of composite pavement design.

[0018] In some optional implementations, after using the current actual structural dimensions as the structural dimensions to be verified, the method further includes: calculating the equivalent elastic modulus and equivalent Poisson's ratio of the composite pavement based on the laminate theory according to the structural dimensions to be verified; calculating the theoretical maximum flexural tensile stress of the composite pavement based on the elastic substrate theoretical equation according to the equivalent elastic modulus and equivalent Poisson's ratio; obtaining the material design flexural tensile strength of the composite pavement; determining whether the theoretical maximum flexural tensile stress is less than or equal to the material design flexural tensile strength; when the theoretical maximum flexural tensile stress is greater than the material design flexural tensile strength, adjusting the actual structural dimensions of the composite pavement and returning to the step of establishing the three-dimensional finite element model; when the theoretical maximum flexural tensile stress is less than or equal to the material design flexural tensile strength, determining the structural dimensions to be verified as the final design dimensions of the composite pavement.

[0019] This implementation method introduces the theory of laminated plates and elastic substrates for theoretical analysis and verification, and constructs a dual verification mechanism of numerical simulation and mechanical theory. It effectively avoids the calculation deviation that may exist in a single simulation method, and ensures the dual reliability of the final design dimensions of the composite pavement at both the theoretical mechanical level and the numerical simulation level.

[0020] Secondly, the present invention also provides a design device for modified polyurethane-cement concrete composite pavement. The device includes a three-dimensional finite element model establishment module, a first acquisition module, a correction module, a second acquisition module, and a simulation module. The three-dimensional finite element model establishment module is used to establish a three-dimensional finite element model based on the actual structural dimensions of the composite pavement. The first acquisition module is used to acquire the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of the cement concrete, and the cohesive constitutive relation of the interface between the modified polyurethane and the cement concrete. The correction module is used to embed the temperature-dependent constitutive relation, the plastic damage model, and the cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain a corrected three-dimensional finite element model. The second acquisition module is used to acquire the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging attenuation law of the composite pavement. The simulation module is used to input the high-frequency impact load spectrum, the three-dimensional transient temperature field data, and the material aging attenuation law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0021] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the modified polyurethane-cement concrete composite pavement design method of the first aspect or any corresponding embodiment described above.

[0022] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the modified polyurethane-cement concrete composite pavement design method of the first aspect or any corresponding embodiment described above.

[0023] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the modified polyurethane-cement concrete composite pavement design method of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0024] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of an application scenario according to an embodiment of the present invention; Figure 2 This is a first flowchart of the design method for modified polyurethane-cement concrete composite pavement according to an embodiment of the present invention; Figure 3 This is a second flowchart of the design method for modified polyurethane-cement concrete composite pavement according to an embodiment of the present invention; Figure 4 This is a third flowchart of the design method for modified polyurethane-cement concrete composite pavement according to an embodiment of the present invention. Figure 5 This is a schematic diagram of the structural model of the modified polyurethane-cement concrete composite pavement according to an embodiment of the present invention; Figure 6 This is a flowchart illustrating an example of a modified polyurethane-cement concrete composite pavement design method according to an embodiment of the present invention; Figure 7 This is a structural block diagram of the modified polyurethane-cement concrete composite pavement design device according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0028] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0029] The existing design methods for composite pavements formed after modification polyurethane repair rely solely on calculations based on the superposition of material thickness and elastic modulus, neglecting the core material properties of modified polyurethane concrete and the synergistic mechanism between the two. Firstly, they ignore the strong interfacial bonding effect between polyurethane and cement-based materials (the interfacial bonding state directly determines the stress transfer efficiency of the composite structure; the stress mechanisms resulting from bonded, partially bonded, and isolated interfacial states differ significantly). Current standards recommend overlaying old cement concrete pavements with a cement overlay layer and an asphalt layer, with an interfacial bonding state of "isolated" or "partially bonded," which cannot be directly applied to the thickness design of modified polyurethane concrete. Secondly, the elastic modulus of polyurethane materials fluctuates by 30% to 50% with temperature changes, exhibiting significant nonlinear mechanical characteristics that need to be considered during the design phase.

[0030] According to an embodiment of the present invention, a design method for modified polyurethane-cement concrete composite pavement is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] This embodiment provides a design method for modified polyurethane-cement concrete composite pavement, which can be used in the aforementioned mobile terminals, such as mobile phones and tablets. Figure 2This is a first flowchart of the design method for modified polyurethane-cement concrete composite pavement according to an embodiment of the present invention, as shown below. Figure 2 As shown, the process includes the following steps: Step S201: Establish a three-dimensional finite element model based on the actual structural dimensions of the composite pavement.

[0032] Step S202: Obtain the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of cement concrete, and the cohesive constitutive relation of the interface between the modified polyurethane and cement concrete.

[0033] Step S203: Embed the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain the modified three-dimensional finite element model.

[0034] Step S204: Obtain the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and degradation law of the composite pavement.

[0035] Step S205: Input the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and decay law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0036] The modified polyurethane-cement concrete composite pavement design method provided in this embodiment embeds the temperature-dependent constitutive model of modified polyurethane, the plastic damage model of cement concrete, and the constitutive relationship of interfacial cohesion into a three-dimensional finite element model. Furthermore, it incorporates high-frequency impact load spectra, transient temperature fields, and material aging laws for multi-field coupled simulation, achieving a refined simulation of the mechanical response of the composite pavement under real service conditions. This method effectively overcomes the limitations of simplified treatment of material nonlinearity, interfacial adhesion degradation, and environment-load coupling effects in traditional designs, solving problems such as interfacial delamination and crack propagation that occur in composite structures during long-term service.

[0037] This embodiment provides a design method for modified polyurethane-cement concrete composite pavement, which can be used in the aforementioned mobile terminals, such as mobile phones and tablets. Figure 3 This is a second flowchart of the modified polyurethane-cement concrete composite pavement design method according to an embodiment of the present invention, as shown below. Figure 3 As shown, the process includes the following steps: Step S301: Establish a three-dimensional finite element model based on the actual structural dimensions of the composite pavement.

[0038] Specifically, such as Figure 4As shown, based on the ABAQUS finite element analysis software, a three-dimensional calculation model of load stress is established according to the actual pavement dimensions. It is simplified to a three-layer structure of modified polyurethane surface layer, old cement concrete surface layer, and base course. The old pavement base is regarded as Winkler elastic foundation, and the thicknesses are respectively: "modified polyurethane surface layer (h0) - old cement concrete surface layer (h1-h0) - base course (h2) - Winkler elastic foundation (h3)". The modified polyurethane surface layer and old cement concrete surface layer are simplified to a continuous double-layer plate with a planar dimension of 10m×10m. The extra width of the base course is 1.0m. The influence of boundary constraints is not considered, and the stress is determined by stress reduction method.

[0039] Step S302: Obtain the temperature-dependent constitutive relation of the modified polyurethane.

[0040] In some optional embodiments, obtaining the temperature-dependent constitutive relation of the modified polyurethane includes the following steps S3021 to S3023.

[0041] Step S3021: Obtain the full stress-strain curves of the modified polyurethane at different temperatures.

[0042] The stress-strain curves include uniaxial tensile stress-strain curves and uniaxial compressive stress-strain curves. For example, uniaxial tensile stress-strain curves and uniaxial compressive stress-strain curves of modified polyurethane at -20℃, 0℃, 20℃, 40℃, and 60℃ (the entire service temperature range of the airport) are obtained.

[0043] Step S3022: Fit the stress-strain curve to obtain the relationship between the material mechanical parameters and temperature. The material mechanical parameters include at least one of the following: elastic modulus, Poisson's ratio, tensile strength, and compressive strength.

[0044] For example, fitting the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve of modified polyurethane yields the correlation function between the elastic modulus and temperature:

[0045] in, The elastic modulus is ≥6000MPa at a reference temperature of 20℃ (from material design value), and α is the temperature influence coefficient.

[0046] Step S3023: Substitute the relationship between the material mechanical parameters and temperature into the preset constitutive model to obtain the temperature-dependent constitutive relation of the modified polyurethane.

[0047] For example, the relationship between the material's mechanical parameters and temperature is substituted into a pre-defined constitutive model through field variables to obtain the temperature-dependent constitutive relation of the modified polyurethane.

[0048] By utilizing the temperature-dependent constitutive relation of modified polyurethane, the mechanical parameters of modified polyurethane can be updated in real time with the nodal temperature, thus solving the core defect that traditional linear elastic models cannot characterize temperature nonlinearity.

[0049] Step S303: Obtain the plastic damage model of cement concrete.

[0050] In some alternative implementations, obtaining a plastic damage model of cement concrete includes the following steps a1 to a5.

[0051] Step a1: Obtain the complete uniaxial tensile stress-strain curve and the complete uniaxial compressive stress-strain curve of cement concrete.

[0052] Step a2: Determine the tensile damage factor of the concrete plastic damage model based on the uniaxial tensile stress-strain curve.

[0053] Step a3: Determine the compressive damage factor of the concrete plastic damage model based on the uniaxial compressive stress-strain curve.

[0054] Step a4: Obtain the strength reduction factor of cement concrete.

[0055] Step a5: Reduce the peak strength of the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve using the strength reduction factor, and combine the tensile damage factor and the compressive damage factor to obtain the plastic damage model of cement concrete.

[0056] For example, based on core sampling tests, the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve of cement concrete are obtained. Based on the uniaxial tensile stress-strain curve, the tensile damage factor dt of the ABAQUS built-in concrete plastic damage model is determined; based on the uniaxial compressive stress-strain curve, the compressive damage factor dc of the ABAQUS built-in concrete plastic damage model is determined. The tensile damage factor dt and the compressive damage factor dc characterize the stiffness degradation of concrete during tensile cracking and compressive crushing, respectively. At the same time, the strength reduction coefficient is determined based on the deterioration parameter detection results to accurately match the actual damage state of the old pavement. The peak strength of the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve is reduced using the strength reduction coefficient, and combined with the tensile damage factor and the compressive damage factor, the plastic damage model of cement concrete is obtained.

[0057] In one optional implementation, after obtaining the temperature-dependent constitutive relation of the modified polyurethane and the plastic damage model of cement concrete, the following steps are further included: obtaining the load-displacement measured curve of the composite specimen flexural test; embedding the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane into finite element software to obtain a test model; using the test model to perform flexural simulation calculation on the composite specimen to obtain the load-displacement simulation curve; calculating the relative error between the load-displacement simulation curve and the load-displacement measured curve; determining whether the relative error is less than or equal to a preset threshold; if not, stopping the iterative adjustment and determining the current parameter as the target parameter of the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane; if yes, iteratively adjusting the parameters in the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane according to the relative error.

[0058] For example, when the comparison between the load-displacement simulation curve and the measured load-displacement curve is ≤5%, the iterative adjustment of the parameters in the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane is stopped.

[0059] The composite specimens were fabricated using modified polyurethane and cement concrete according to the dimensions specified or recommended by standard specifications. Based on the comparative results, iterative adjustments to the parameters in the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane can accurately characterize the mechanical behavior of both materials, thus solving the problem of nonlinear adaptation of composite pavement materials.

[0060] Step S304: Obtain the cohesive constitutive relationship of the interface between the modified polyurethane and cement concrete.

[0061] In some optional embodiments, obtaining the cohesive constitutive relationship of the interface between the modified polyurethane and cement concrete includes steps S3041 to S304: Step S3041: Set cohesive units at the interface between modified polyurethane and cement concrete.

[0062] For example, a zero-thickness cohesive unit is inserted between a modified polyurethane surface layer and an old cement concrete surface layer.

[0063] Step S3042: Obtain the initial cohesive constitutive parameters of the cohesive unit. The initial cohesive constitutive parameters include the interfacial bond strength and fracture energy. The interfacial bond strength includes the normal bond strength and the tangential shear bond strength.

[0064] Step S3043: Obtain test data on the change of interfacial bond strength with temperature and aging time.

[0065] Step S3044: Obtain the temperature-aging coupled decay function of the interfacial bonding strength by fitting the experimental data.

[0066] For example, based on interfacial adhesion performance tests at different temperatures and aging times, a decay function for the interfacial adhesion strength is fitted:

[0067] in, T n,ref , T s,ref The interfacial bond strength at 20°C without aging. α T The coefficient representing the influence of interface temperature. k interface ( t ) represents the attenuation function of interfacial bond strength, which is obtained by experimental fitting.

[0068] Step S3045: Combine the temperature-aging coupled decay function with the initial cohesive constitutive parameters to construct the cohesive constitutive relationship of the interface between modified polyurethane and cement concrete.

[0069] The initial cohesive constitutive parameters define the mechanical behavior of the interface under the baseline state. By embedding the temperature-aging coupled decay function, the dynamic cohesive constitutive relationship is constructed, which can accurately simulate the stress transfer, damage evolution and debonding behavior of the interface throughout its entire life cycle, restore the dynamic decay law of interface performance with service time and ambient temperature, and avoid the stress concentration prediction deviation caused by the traditional assumption of constant bond strength.

[0070] Specifically: when the stress is below the bond strength, the interface is in an elastic state and the stress is fully transferred; when the stress reaches the bond strength, damage occurs at the interface and the stiffness degrades; when the damage reaches the critical value, the interface completely debonds.

[0071] By embedding the temperature-aging coupled attenuation function into the cohesive constitutive relation, the three-dimensional finite element model can adjust the interface bond strength parameters in real time when updating the temperature field and aging time step, realizing the full coupling of interface performance with temperature and aging, quantifying the impact of interface bond strength attenuation on the flexural stress distribution of composite pavement, and ensuring the long-term effectiveness of interface performance prediction within a 30-year service life.

[0072] Step S305: Embed the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain the modified three-dimensional finite element model.

[0073] Specifically, the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of modified polyurethane can be embedded into a three-dimensional finite element model through field variables.

[0074] Step S306: Obtain the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and degradation law of the composite pavement.

[0075] First, structural parameters, degradation parameters, environmental parameters, and load parameters are collected through non-destructive testing, on-site investigation, and data research. Based on the collected parameters, the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and degradation law of the composite pavement can be obtained.

[0076] For example, the structural parameters are as follows: The thickness of each structural layer (cement concrete surface layer and base layer) of the original pavement is tested using the core sampling method, which are h1 and h2 respectively; the compressive strength and flexural tensile strength (fb1) of the original cement concrete surface layer are tested using a rebound hammer combined with the core drilling correction method; the reaction modulus of the top surface of the subgrade, the base layer and the surface layer of the old pavement can be determined by inversion from the test results of the on-site falling weight deflectometer. Deterioration parameters: Ground-penetrating radar (GPR) was used for full-section scanning to detect voids and loosening between layers of the original pavement and quantify the proportion of voided area; a combination of UAV aerial photography and ground survey was used to identify damage types such as cracks, spalling, potholes, exposed aggregate, and corrosion on the original pavement; samples of the surface concrete of the original pavement were collected, and the chloride ion penetration depth and content were tested using a chloride ion content tester; a pH meter was used to test the pH value of the concrete surface to assess the degree of chemical corrosion caused by de-icing agents and fuel oil; Environmental parameters: retrieve continuous observation data from the airport meteorological station for the past 5 years, and compile statistics on annual average temperature, extreme maximum / minimum temperature, maximum diurnal temperature range, annual precipitation, and annual number of freezing days; investigate the annual usage, spraying frequency, and spraying area of ​​airport de-icing agents (such as ethylene glycol and potassium acetate); compile statistics on high-frequency areas of fuel dripping from the airport pavement, and quantify the proportion of fuel pollution area.

[0077] Load parameters: Statistically analyze the percentage of takeoffs and landings of mainstream aircraft types; obtain core parameters such as single wheel load (P), wheel pressure (σ), and tire contact area (A) for each aircraft type; based on the load spectrum model and combined with actual takeoff and landing data of the airport, construct a pavement load spectrum adapted to the airport, and clarify the number of load cycles (N), load application frequency (f), and impact coefficient (K); determine the concentrated area of ​​wheel tracks and quantify the percentage of wheel track coverage area by using a pavement friction coefficient tester combined with wheel track wear trace survey.

[0078] Specifically, based on the collected data on single-wheel load, wheel pressure, and ground contact area of ​​mainstream aircraft models at the airport, and combined with actual takeoffs and landings, the high-frequency impact load spectrum was determined. The loading frequency of the high-frequency impact load spectrum was 2~5Hz (matching the aircraft takeoff and landing impact frequency), and the number of cycles was 10. 6 This method simulates the high-frequency impact of aircraft takeoff and landing (equivalent to a 30-year service life), overcoming the limitations of traditional static load simplification.

[0079] Based on nearly five years of meteorological data collected from the airport, the diurnal temperature range and seasonal temperature changes were statistically analyzed to construct a three-dimensional transient temperature field. The three-dimensional transient temperature field was applied in the form of nodal temperature loads with a loading step of 1 hour to simulate a 24-hour temperature cycle. At the same time, the temperature field was coupled with the temperature-dependent constitutive relationship of modified polyurethane to achieve real-time coupling of "temperature change → material parameter update → mechanical response change".

[0080] Based on the aging test results of modified polyurethane, the decay coefficient of the material's elastic modulus and flexural tensile strength with service time, k(t) = E(t) / E0, was obtained by fitting, where E0 is the initial elastic modulus and E(t) is the elastic modulus after service time t. A UMAT user subroutine was written in FORTRAN to associate the aging decay coefficient with the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane. The material stiffness and strength parameters were updated in real time at each load and temperature step, achieving full coupling between aging decay and the load and temperature fields, simulating the evolution of mechanical properties over a 30-year service period.

[0081] Step S307: Input the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and decay law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0082] The modified polyurethane-cement concrete composite pavement design method provided in this embodiment has the following beneficial effects: 1. Composite pavement design significantly improves pavement performance balance: Based on the collection and analysis of basic parameters, the structural bearing capacity of the original pavement is determined. According to design requirements and standards, the mix design of modified polyurethane concrete is optimized. The excellent durability, wear resistance and high flexural strength of modified polyurethane are fully utilized to achieve composite stress of two different materials, modified polyurethane and cement concrete. The flexural bearing capacity of the composite pavement is increased by more than 30% compared with the existing design, the wear resistance is increased by 40%, the fatigue life is extended by 2 times, and excellent freeze-thaw resistance and corrosion resistance are maintained, fully meeting the core requirements of airport pavement. 2. The design method significantly improves the accuracy of mechanical prediction and the reliability of thickness design for composite pavement: Nonlinear constitutive relations and multi-factor coupled models accurately characterize material properties and the influence of service environment. The dual calculation method of "finite element initial calculation + elastic base plate theory verification" is adopted, combined with indoor model similarity test verification. The prediction error of maximum bending tensile stress of composite pavement is ≤5% and the thickness design deviation is ≤3%, avoiding insufficient safety reserve or cost waste caused by a single method. 3. Predictable long-term service performance: The integration of aging attenuation coefficient and aircraft wheel fatigue cycles enables the prediction of mechanical response of pavement over a 30-year service life, providing data support for long-term maintenance and solving the pain point of traditional design that "emphasizes short-term performance and neglects long-term attenuation". 4. Balanced computational efficiency: Through mesh optimization and reasonable setting of loading step size, the computation time of a single model is ≤24h while ensuring computational accuracy. This is 67% more efficient than the fully refined model (time ≥72h), meeting the timeliness requirements of engineering design. 5. Excellent engineering adaptability: The basic parameter collection is closely integrated with the actual project, the model input data is accurate, the structural parameters are optimized to meet the service requirements of the airport pavement, the on-site construction quality fluctuation coefficient is ≤3%, and the design performance has strong feasibility.

[0083] This embodiment provides a design method for modified polyurethane-cement concrete composite pavement, which can be used in the aforementioned mobile terminals, such as mobile phones and tablets. Figure 5 This is a third flowchart of the modified polyurethane-cement concrete composite pavement design method according to an embodiment of the present invention. Figure 6 This is a flowchart illustrating an example of a modified polyurethane-cement concrete composite pavement design method according to an embodiment of the present invention, as shown below. Figure 5 and Figure 6 As shown, the process includes the following steps: Step S501: Establish a three-dimensional finite element model based on the actual structural dimensions of the composite pavement.

[0084] Step S502: Obtain the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of cement concrete, and the cohesive constitutive relation of the interface between the modified polyurethane and cement concrete.

[0085] Step S503: Embed the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain the modified three-dimensional finite element model.

[0086] Step S504: Obtain the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and degradation law of the composite pavement.

[0087] Step S505: Input the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and decay law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0088] The simulation performance parameters include at least one of the following: the maximum flexural tensile stress at the bottom of the polyurethane concrete repair surface layer (including the modified polyurethane surface layer and the old cement concrete surface layer), the maximum flexural tensile stress at the bottom of the old cement concrete surface layer, the maximum deflection on the upper surface of the polyurethane concrete repair surface layer, and the interfacial shear stress between the polyurethane concrete surface layer and the old cement concrete surface layer.

[0089] Specifically, a combination of sequential coupling and full coupling is used to solve the stress field, strain field, and displacement field of the composite pavement under the coupled action of "load-temperature-aging"; the simulation performance parameters of the composite pavement are obtained based on the stress field, strain field, and displacement field.

[0090] Step S506: Obtain the preset performance indicators of the composite pavement.

[0091] Specifically, the preset performance indicators include flexural tensile strength, interfacial bond strength, and design deflection. The flexural tensile strength includes the design flexural tensile strength fp of the polyurethane concrete and the measured flexural tensile strength Fc of the old cement concrete surface layer; the interfacial bond strength is the design value of the interfacial shear stress between the polyurethane concrete surface layer and the old cement concrete surface layer, for example, the design value of the interfacial shear stress can be 3.0 MPa; the design deflection is the design value of the deflection of the upper surface of the polyurethane concrete repaired surface layer, for example, the design value of the deflection of the upper surface of the polyurethane concrete repaired surface layer can be 0.5 mm.

[0092] Step S507: Determine whether the simulation performance parameters simultaneously meet the flexural tensile strength index, interfacial bond strength index, and design deflection.

[0093] For example, when the maximum flexural tensile stress at the bottom of the polyurethane concrete repair layer is less than or equal to the design flexural tensile strength fp of the polyurethane concrete and the maximum flexural tensile stress at the bottom of the old cement concrete surface layer is less than or equal to the measured flexural tensile strength Fc of the old cement concrete surface layer, the simulation performance parameters are deemed to meet the flexural tensile strength index. When the maximum deflection on the upper surface of the polyurethane concrete repair layer is less than or equal to the design value of the deflection on the upper surface of the polyurethane concrete repair layer, the simulation performance parameters are deemed to meet the flexural tensile strength index. When the interfacial shear stress between the polyurethane concrete surface layer and the old cement concrete surface layer is less than or equal to the design value of the interfacial shear stress between the polyurethane concrete surface layer and the old cement concrete surface layer, the simulation performance parameters are deemed to meet the interfacial bond strength index.

[0094] Step S508: When the simulation performance parameters do not meet at least one of the flexural tensile strength index, interfacial bond strength index, and design deflection, adjust the actual structural dimensions of the composite pavement and return to the step of establishing the three-dimensional finite element model until the simulation performance parameters simultaneously meet the flexural tensile strength index, interfacial bond strength index, and design deflection.

[0095] For example, when the maximum flexural tensile stress at the bottom of the polyurethane concrete repair surface layer is greater than fp, the thickness of the repair layer should be gradually increased until the stress meets the requirements, with a recommended number of steps of 1 mm.

[0096] Step S509: When the simulation performance parameters simultaneously meet the flexural tensile strength index, interfacial bond strength index and design deflection, the current actual structural dimensions are taken as the structural dimensions to be verified.

[0097] Step S510: Based on the dimensions of the structure to be verified, calculate the equivalent elastic modulus and equivalent Poisson's ratio of the composite pavement based on the laminate theory. Based on the equivalent elastic modulus and equivalent Poisson's ratio, calculate the theoretical maximum bending tensile stress of the composite pavement based on the theoretical equation of the elastic substrate.

[0098] When obtaining the dimensions of the structure to be verified using a three-dimensional finite element model, the calculation results of the modified polyurethane repair thickness are verified and validated based on the elastic substrate theory. The Winkler elastic substrate theory is used, treating the composite pavement as a "modified polyurethane-cement concrete composite slab," with the foundation as an elastic support, and the foundation reaction force proportional to settlement; the composite slab is a thin plate, conforming to the small deflection theory; and the material is isotropic (based on the equivalent composite modulus). First, the dimensions h0 of the structure to be verified obtained using the three-dimensional finite element model are substituted into the model, and the equivalent elastic modulus Eeq of the composite pavement is calculated based on the laminate theory. Then, according to the elastic substrate theory equations, the maximum bending tensile stress of the pavement is verified to ensure it meets the requirements.

[0099] For example, the interfacial bonding coefficient β (β∈[0,1]) is defined as follows: β=1 indicates complete interfacial continuity, and β=0 indicates complete interfacial debonding. The value of β is determined by the interfacial damage state simulated by the cohesive unit and is positively correlated with the interfacial bonding strength. The formula for calculating the equivalent elastic modulus of the composite pavement containing the interfacial bonding coefficient is as follows:

[0100] in, E pu h0 represents the elastic modulus of the modified polyurethane, and h0 represents the thickness of the modified polyurethane surface layer. E c Let h1 be the elastic modulus of the old cement concrete and h1 be the total thickness of the surface layer. The above calculation formula incorporates the interfacial bonding state into the composite modulus calculation, thus solving the core defect of traditional formulas that ignore the influence of the interface.

[0101] Based on Winkler's theory of elastic substrates, the composite pavement is considered as a thin plate with an equivalent elastic modulus Eeq, and the governing equations are established as follows:

[0102] in, D For the flexural stiffness of composite pavement ( ), k The reaction modulus of the top surface of the roadbed (previous measured value). w For plate deflection, q ( x , y , t (This refers to the impact load from the aircraft.) ν eq It is the equivalent Poisson's ratio of the composite panel, and its corrected calculation formula considering interfacial adhesion is as follows:

[0103] in, ν pu The Poisson's ratio of the modified polyurethane material; ν c This is the Poisson's ratio of the old cement concrete.

[0104] Solving the equations yields the maximum flexural tensile stress and maximum deflection of the composite pavement. These values ​​are then compared with the results of finite element analysis, with a requirement that the deviation between the two be ≤3% to ensure consistency between the simulation and theoretical calculations.

[0105] Step S511: Obtain the material design tensile strength of the composite pavement.

[0106] Step S512: Determine whether the theoretical maximum bending tensile stress is less than or equal to the material's design bending tensile strength.

[0107] Step S513: When the theoretical maximum bending tensile stress is greater than the material's design bending tensile strength, adjust the actual structural dimensions of the composite pavement and return to step S501.

[0108] Step S514: When the theoretical maximum bending tensile stress is less than or equal to the material's design bending tensile strength, the structural dimensions to be verified are determined as the final design dimensions of the composite pavement.

[0109] In summary, the modified polyurethane-cement concrete composite pavement design method provided in this embodiment has the following beneficial effects: 1. Based on the performance requirements of different areas of airport pavement (runway / taxiway / and apron), a mapping model of "standard performance index - modified polyurethane proportioning parameters" is constructed in reverse through indoor orthogonal experiments. This model achieves precise matching of the durability, wear resistance, flexural strength and rapid curing properties of polyurethane concrete with the airport standard classification requirements, solving the problem of performance redundancy or non-compliance in traditional design, and ensuring that the performance of the composite pavement meets the standards and is economically optimal in all areas.

[0110] 2. A method for correlating the constitutive properties of modified polyurethane with its temperature dependence coefficient is proposed. Combined with the plastic damage model of cement concrete, this method enables accurate characterization of the mechanical behavior of the two materials and solves the problem of nonlinear adaptation of composite pavement materials. 3. An innovative finite element model coupling four factors—nonlinear constitutive model, high-frequency impact load, temperature field, and aging decay—is constructed. Multi-physics field co-simulation is achieved through the UMAT subroutine, breaking through the technical limitations of traditional models in terms of "linear simplification" and "multi-factor decoupling," and significantly improving the accuracy of mechanical response prediction. 4. By using the normal / shear bond strength parameters of the cohesive unit, the stress transfer process of the interface under flexural load is simulated to avoid local stress concentration caused by interface slippage. At the same time, in coupled loading, the influence of temperature change and aging decay on interface bond strength is considered, and the influence of interface bond strength on flexural stress distribution is quantified to ensure the long-term effectiveness of flexural bearing capacity prediction.

[0111] 5. Incorporate the interfacial bonding coefficient into the equivalent calculation of composite modulus and the thickness control equation. When the interfacial bonding strength does not reach the threshold, redesign by thickening the modified polyurethane layer or optimizing the interfacial process until both the flexural bearing capacity and the interfacial bonding strength meet the requirements, forming a double compliance closed loop of "strong interfacial bonding - flexural bearing capacity".

[0112] 6. A dual verification system for repair thickness is proposed, consisting of "finite element preliminary calculation + elastic substrate theory verification". Based on the theory of laminates, the equivalent formula of composite modulus is derived to ensure that the thickness design meets both mechanical requirements and economic efficiency, thus breaking through the accuracy limitations of a single design method. 7. Establish a systematic correlation mechanism between basic parameters and the modeling process, quantify four-dimensional basic parameters into model input data, realize deep adaptation between design scheme and engineering reality, and solve the core problem of the blindness of traditional model input parameters; 8. To meet the design requirements of a 30-year service life for composite pavement, the material ratio and structural parameters are dynamically optimized based on numerical simulation and theoretical calculation results. This reduces the total construction and maintenance costs while ensuring long-term service, achieving a balance between the refinement and economy in composite pavement design and addressing the pain points of traditional design that "emphasize short-term performance while neglecting long-term life" and lack full parameter coordination.

[0113] This embodiment also provides a modified polyurethane-cement concrete composite pavement design device, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0114] This embodiment provides a modified polyurethane-cement concrete composite pavement design device, such as... Figure 7 As shown, it includes: The 3D finite element model building module 701 is used to build a 3D finite element model based on the actual structural dimensions of the composite pavement.

[0115] The first acquisition module 702 is used to acquire the temperature-dependent constitutive relation of modified polyurethane, the plastic damage model of cement concrete, and the cohesive constitutive relation of the interface between modified polyurethane and cement concrete.

[0116] The correction module 703 is used to embed the temperature-dependent constitutive relation, plastic damage model and cohesive constitutive relation of modified polyurethane into the three-dimensional finite element model to obtain the corrected three-dimensional finite element model.

[0117] The second acquisition module 704 is used to acquire the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and degradation law of the composite pavement.

[0118] The simulation module 705 is used to input the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging and decay law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

[0119] In some optional embodiments, the first acquisition module 702 is specifically used to: acquire the full stress-strain curve of the modified polyurethane at different temperatures; fit the full stress-strain curve to obtain the relationship between the material mechanical parameters and temperature, wherein the material mechanical parameters include at least one of the following: elastic modulus, Poisson's ratio, tensile strength and compressive strength; and substitute the relationship between the material mechanical parameters and temperature into a preset constitutive model to obtain the temperature-dependent constitutive relation of the modified polyurethane.

[0120] In some optional implementations, the first acquisition module 702 is specifically used to: acquire the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve of cement concrete; determine the tensile damage factor of the concrete plastic damage model based on the uniaxial tensile stress-strain curve; determine the compressive damage factor of the concrete plastic damage model based on the uniaxial compressive stress-strain curve; acquire the strength reduction factor of cement concrete; reduce the peak strength of the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve using the strength reduction factor, and construct the plastic damage model of cement concrete by combining the tensile damage factor and the compressive damage factor.

[0121] In some optional embodiments, the first acquisition module 702 is specifically used for: setting cohesive units at the interface between modified polyurethane and cement concrete; acquiring the initial cohesive constitutive parameters of the cohesive units, the initial cohesive constitutive parameters including interfacial bond strength and fracture energy; the interfacial bond strength including normal bond strength and tangential shear bond strength; acquiring experimental data on the change of interfacial bond strength with temperature and aging time; fitting a temperature-aging coupled decay function of the interfacial bond strength based on the experimental data; and combining the temperature-aging coupled decay function with the initial cohesive constitutive parameters to construct the cohesive constitutive relationship of the interface between modified polyurethane and cement concrete.

[0122] In some optional embodiments, the modified polyurethane-cement concrete composite pavement design device also includes a parameter adjustment module. Before embedding the temperature-dependent constitutive relation, plastic damage model, and cohesive constitutive relation of the modified polyurethane into the three-dimensional finite element model to obtain the corrected three-dimensional finite element model, the parameter adjustment module is specifically used for: obtaining the load-displacement measured curve of the composite specimen flexural test; embedding the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane into the three-dimensional finite element model to obtain the test model; using the test model to perform flexural simulation calculation on the composite specimen to obtain the load-displacement simulation curve; calculating the relative error between the load-displacement simulation curve and the load-displacement measured curve; determining whether the relative error is less than or equal to a preset threshold; if not, stopping the iterative adjustment and determining the current parameter as the target parameter of the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane; if yes, iteratively adjusting the parameters in the temperature-dependent constitutive relation and plastic damage model of the modified polyurethane according to the relative error.

[0123] In some optional embodiments, the modified polyurethane-cement concrete composite pavement design device also includes a size adjustment module. After inputting the high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging attenuation law into the corrected three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement, the size adjustment module is also used to: obtain the preset performance indicators of the composite pavement, including flexural tensile strength, interfacial bond strength, and design deflection; determine whether the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection; when the simulation performance parameters do not meet at least one of the flexural tensile strength, interfacial bond strength, and design deflection, adjust the actual structural dimensions of the composite pavement and return to the step of establishing the three-dimensional finite element model until the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection; when the simulation performance parameters simultaneously meet the flexural tensile strength, interfacial bond strength, and design deflection, use the current actual structural dimensions as the structural dimensions to be verified.

[0124] In some optional embodiments, the modified polyurethane-cement concrete composite pavement design device also includes a verification module. After using the current actual structural dimensions as the structural dimensions to be verified, the verification module is specifically used to: calculate the equivalent elastic modulus and equivalent Poisson's ratio of the composite pavement based on laminate theory according to the structural dimensions to be verified; calculate the theoretical maximum flexural tensile stress of the composite pavement based on the elastic substrate theoretical equation according to the equivalent elastic modulus and equivalent Poisson's ratio; obtain the material design flexural tensile strength of the composite pavement; determine whether the theoretical maximum flexural tensile stress is less than or equal to the material design flexural tensile strength; when the theoretical maximum flexural tensile stress is greater than the material design flexural tensile strength, adjust the actual structural dimensions of the composite pavement and return to the step of establishing the three-dimensional finite element model; when the theoretical maximum flexural tensile stress is less than or equal to the material design flexural tensile strength, determine the structural dimensions to be verified as the final design dimensions of the composite pavement.

[0125] The modified polyurethane-cement concrete composite pavement design device provided in this embodiment of the invention can execute the modified polyurethane-cement concrete composite pavement design method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method. Further functional descriptions of the above modules and units are the same as in the corresponding embodiments described above, and will not be repeated here.

[0126] Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0127] The following is a detailed reference. Figure 8 This diagram illustrates a suitable structural schematic for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 801, which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) 802 or a program loaded from memory 808 into random access memory (RAM) 803. The RAM 803 also stores various programs and data required for the operation of the electronic device. The processor 801, ROM 802, and RAM 803 are interconnected via a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0128] Typically, the following devices can be connected to I / O interface 805: input devices 806 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 807 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 808 including, for example, magnetic tapes, hard disks, etc.; and communication devices 809. Communication device 809 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 8Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0129] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 809, or installed from a memory 808, or installed from a ROM 802. When the computer program is executed by the processor 801, it performs the functions defined in the modified polyurethane-cement concrete composite pavement design method of the embodiments of the present invention.

[0130] Figure 8 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0131] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the modified polyurethane-cement concrete composite pavement design method shown in the above embodiments is implemented.

[0132] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0133] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A design method for modified polyurethane-cement concrete composite pavement, characterized in that, The method includes: A three-dimensional finite element model was established based on the actual structural dimensions of the composite pavement. The temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model of the cement concrete, and the cohesive constitutive relation of the interface between the modified polyurethane and the cement concrete were obtained. The temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model, and the cohesive constitutive relation are embedded into the three-dimensional finite element model to obtain the modified three-dimensional finite element model. The high-frequency impact load spectrum, three-dimensional transient temperature field data, and material aging degradation law of the composite pavement were obtained. The high-frequency impact load spectrum, the three-dimensional transient temperature field data, and the material aging and decay law are input into the modified three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement.

2. The method according to claim 1, characterized in that, The temperature-dependent constitutive relation for obtaining the modified polyurethane includes: Obtain the full stress-strain curves of the modified polyurethane at different temperatures; The relationship between the material mechanical parameters and temperature is obtained by fitting the stress-strain curve. The material mechanical parameters include at least one of the following: elastic modulus, Poisson's ratio, tensile strength, and compressive strength. Substituting the relationship between the material's mechanical parameters and temperature into a preset constitutive model, the temperature-dependent constitutive relation of the modified polyurethane is obtained.

3. The method according to claim 1, characterized in that, The method for obtaining the plastic damage model of cement concrete includes: Obtain the complete uniaxial tensile stress-strain curve and the complete uniaxial compressive stress-strain curve of the cement concrete; Based on the uniaxial tensile stress-strain curve, the tensile damage factor of the concrete plastic damage model is determined. Based on the uniaxial compressive stress-strain curve, the compressive damage factor of the concrete plastic damage model is determined. Obtain the strength reduction factor of the cement concrete; The peak strengths of the uniaxial tensile stress-strain curve and the uniaxial compressive stress-strain curve are reduced using the strength reduction factor, and combined with the tensile damage factor and the compressive damage factor, to obtain the plastic damage model of the cement concrete.

4. The method according to claim 1, characterized in that, The method for obtaining the cohesive constitutive relationship of the interface between the modified polyurethane and the cement concrete includes: Cohesive units are provided at the interface between the modified polyurethane and the cement concrete. The initial cohesive constitutive parameters of the cohesive unit are obtained, including the interfacial bond strength and fracture energy; the interfacial bond strength includes the normal bond strength and the tangential shear bond strength. Obtain experimental data on the change of the interfacial bond strength with temperature and aging time; The temperature-aging coupled decay function of the interfacial bonding strength was obtained by fitting the experimental data. By combining the temperature-aging coupled decay function with the initial cohesive constitutive parameters, the cohesive constitutive relationship of the interface between the modified polyurethane and the cement concrete is constructed.

5. The method according to claim 1, characterized in that, Before embedding the temperature-dependent constitutive relation of the modified polyurethane, the plastic damage model, and the cohesive constitutive relation into the three-dimensional finite element model to obtain the modified three-dimensional finite element model, the method further includes: Obtain the measured load-displacement curves of the composite specimens in the flexural test; The temperature-dependent constitutive relation of the modified polyurethane and the plastic damage model are embedded into the three-dimensional finite element model to obtain the test model; The composite specimen was subjected to flexural simulation calculations using the test model to obtain load-displacement simulation curves. Calculate the relative error between the load-displacement simulation curve and the load-displacement measured curve; If the relative error is less than or equal to a preset threshold, the iterative adjustment is stopped and the current parameter is determined as the target parameter of the temperature-dependent constitutive relation of the modified polyurethane and the plastic damage model. If the relative error is true, the parameters in the temperature-dependent constitutive relation of the modified polyurethane and the plastic damage model are iteratively adjusted according to the relative error.

6. The method according to claim 1, characterized in that, After inputting the high-frequency impact load spectrum, the three-dimensional transient temperature field data, and the material aging and degradation law into the modified three-dimensional finite element model for simulation calculation to obtain the simulation performance parameters of the composite pavement, the method further includes: Obtain the preset performance indicators of the composite pavement, including the flexural tensile strength index, the interfacial bond strength index, and the design deflection. Determine whether the simulation performance parameters simultaneously satisfy the flexural tensile strength index, the interfacial bond strength index, and the design deflection. When the simulation performance parameters do not meet at least one of the flexural tensile strength index, the interfacial bond strength index, and the design deflection, the actual structural dimensions of the composite pavement are adjusted, and the process returns to the step of establishing the three-dimensional finite element model until the simulation performance parameters simultaneously meet the flexural tensile strength index, the interfacial bond strength index, and the design deflection. When the simulation performance parameters simultaneously meet the flexural tensile strength index, the interfacial bond strength index, and the design deflection, the current actual structural dimensions are used as the structural dimensions to be verified.

7. The method according to claim 6, characterized in that, After using the current actual structural dimensions as the structural dimensions to be reviewed, the following is also included: Based on the dimensions of the structure to be verified, the equivalent elastic modulus and equivalent Poisson's ratio of the composite pavement are calculated based on the laminate theory. Based on the equivalent elastic modulus and equivalent Poisson's ratio, the theoretical maximum flexural tensile stress of the composite pavement is calculated based on the elastic substrate theoretical equation. Obtain the material design tensile strength of the composite pavement; Determine whether the theoretical maximum bending tensile stress is less than or equal to the material's design bending tensile strength; When the theoretical maximum bending tensile stress exceeds the material's designed bending tensile strength, the actual structural dimensions of the composite pavement are adjusted, and the process returns to the step of establishing a three-dimensional finite element model. When the theoretical maximum flexural tensile stress is less than or equal to the material's design flexural tensile strength, the structural dimension to be verified is determined as the final design dimension of the composite pavement.

8. An electronic device, characterized in that, include: The system includes a memory and a processor, which are interconnected. The memory stores computer instructions, and the processor executes the computer instructions to perform the modified polyurethane-cement concrete composite pavement design method according to any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the modified polyurethane-cement concrete composite pavement design method according to any one of claims 1 to 7.

10. A computer program product, characterized in that, Includes computer instructions for causing a computer to execute the modified polyurethane-cement concrete composite pavement design method according to any one of claims 1 to 7.

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