CN103245448A - Nondestructive testing method for bearing capacity of airport pavement in airplane taxiing state - Google Patents
Nondestructive testing method for bearing capacity of airport pavement in airplane taxiing state Download PDFInfo
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Abstract
A nondestructive testing method for a bearing capacity of an airport pavement in an airplane taxiing state comprises stages as follows: acquiring and analyzing a vibration acceleration signal of the edge of the pavement in the airplane taxiing state; inverting the pavement bearing capacity on the basis of the dynamic displacement and the vibration base frequency in the airplane taxiing state; determining the pavement bearing capacity according to the mutual iteration and joint inversion of the dynamic displacement and the vibration base frequency in the airplane taxiing state; and establishing a computational analysis software system of the pavement bearing capacity (PCN) in the airplane taxiing state. According to the nondestructive testing method, by means of acceleration sensors distributed on the edge of the airport pavement, loads of a real airplane act on the pavement, vibration acceleration on the edge of the pavement is tested, so that the evaluation of the pavement bearing capacity is realized through the vibration base frequency obtained through frequency analysis of the dynamic displacement and the acceleration which are obtained through secondary integration of the acceleration, the real-time monitoring of the mechanical property of the pavement becomes reality, the strength of the whole lower part of a soil foundation can be reflected, and the problems that the pavement is damaged, and flight suspension testing and analog loading are required in a conventional testing method are avoided.
Description
Technical field
The invention belongs to runway bearing capacity detection technique field, Civil Aviation Airport, particularly relate to airfield runway bearing capacity lossless detection method under a kind of aircraft taxi state.
Background technology
The airfield runway of good mechanical performance is the basic guarantee of aircraft safety landing or operation.According to International Civil Aviation Organization's regulation, airfield runway bearing capacity (PCN) is that each member state airport must be to the important parameter of landing aircraft circular.International Civil Aviation Organization's regulation airfield runway must carry out once comprehensively safety assessment in per 4 years, and China civil aviation authority regulation airfield runway must carry out once comprehensively safety assessment in per 5 years.For busy airport, because that road face mechanical property changes is very fast, will carry out one time the runway safety assessment in 2～3 years sometimes.In the runway safety assessment, the runway bearing capacity is most important evaluation index.At present, mainly adopting the deflection test method of dropping hammer aspect the assessment of runway bearing capacity both at home and abroad, the shortcoming of this method is to carry out actual test at the scene after necessarily requiring airplane flight to finish, and can destroy face, but, because the airplane flight of busy airport is around the clock, the gap though suspend evening in some airports, but often run into situations such as airliner delay and runway can not be closed on time, this brings very big difficulty to the scene deflection test that drops hammer.In addition, the deflection test method of dropping hammer is just come simulated aircraft single-wheel load with the drop impact load, it is compared with aircraft total load (TL) effect, regardless of different kinds of do not have comparability on the dynamic response degree of depth that still in runway, produces, so there is very big problem in reliability of testing result.Therefore, how scientificlly and effectively to carry out the runway test, for the aircraft safety landing provides scientific basis, become the technical barrier that runway control department needs to be resolved hurrily.
Summary of the invention
In order to address the above problem, the object of the present invention is to provide that a kind of accuracy of detection height, testing cost are low, airfield runway bearing capacity lossless detection method under the aircraft taxi state that need not to interrupt the normal operation of runway.
In order to achieve the above object, airfield runway bearing capacity lossless detection method comprises the following step that carries out in order under the aircraft taxi state provided by the invention:
1) the S1 stage of runway edge vibration acceleration data under the collection aircraft taxi state;
2) obtain vertical S2 stage of moving displacement and fundamental vibration frequency of runway edge under the effect of aircraft dynamic load according to above-mentioned vibration acceleration data;
3) set up the initial finite element model of runway according to the airfield runway design data, and calculate the S3 stage of the theoretical vertical moving displacement in runway edge and fundamental vibration frequency;
4) by the vertical S4 stage of moving displacement, each structural sheet intensity of actual measurement fundamental vibration frequency difference inverting runway of actual measurement;
5) based on the vertical S5 stage of moving displacement, actual measurement vibration frequency joint inversion runway bearing capacity of actual measurement;
6) establishment runway bearing capacity calculation analysis software, the S6 stage of setting up the Analysis of Bearing Capacity system.
The initial finite element model of runway in the described step 3) is respectively based on elastic layer system theory and the theoretical foundation of Winkler ground, wherein all set up entity based on each structural sheet of initial finite element model of elastic layer system theory, characterize intensity with each layer elastic modulus, be used for calculating the theoretical vertical moving displacement of runway; Based on the initial finite element model of Winkler ground only surface layer set up entity, all the other structural sheet equivalences are one deck, K characterizes bulk strength with Ji Ding reaction modulus, is used for calculating the theoretical fundamental vibration frequency of runway.
In the described step 4) by the vertical moving displacement of actual measurement, actual measurement fundamental vibration frequency respectively the method for inverting runway structural sheet intensity be:
A) with the theoretical vertical moving displacement or fundamental vibration frequency and the step 2 that calculate in the step 3)) in vertically moving displacement or fundamental vibration frequency match of actual measurement, control the match situation with relative error;
B) if match is better, show that the structural sheet intensity index of initial finite element model is the actual value of runway structural sheet intensity; If match is undesirable, then adjust each structural sheet elastic modulus in the Elastic Layered System finite element model, adjust Ji Ding reaction modulus and surface layer elastic modulus in the Winkler ground finite element model, when vertical moving displacement or fundamental vibration frequency calculated value and measured value are good fit under certain modulus combination, namely determine the actual value of runway structural sheet intensity.
Method based on the vertical moving displacement of actual measurement, actual measurement vibration frequency joint inversion runway bearing capacity in the described step 5) is:
A) be the homogeneous structural layer with basic unit, bed course, soil matrix equivalence, with basic top elastic modulus E
0Characterize bulk strength, set up the runway finite element model based on Elastic Half-Space Foundation;
B) with step 2) in the actual measurement fundamental vibration frequency be standard, to revising based on the finite element model of Winkler ground in the step 3), in the makeover process, only adjust Ji Ding reaction modulus K, when the relative error ξ of theoretical fundamental vibration frequency and measured value less than 1% the time, then determine Ji Ding reaction modulus K and surface layer elastic modulus E
1
C) based on the displacement equivalence principle, set up Ji Ding reaction modulus K and basic top elastic modulus E
0The transformational relation model, realize Ji Ding reaction modulus K and basic top elastic modulus E
0Conversion;
D) with basic top elastic modulus E
0, the surface layer elastic modulus E
1Assignment is calculated the vertically moving displacement of its test section in the Elastic Half-Space Foundation finite element model, if vertically moving displacement is good with the vertical moving displacement match of actual measurement in the test section, then determines runway structural sheet intensity level, and then can assess the runway bearing capacity; If match is undesirable, adjust the surface layer elastic modulus E
1, approaching when vertical moving displacement calculated value and the measured value of test section measuring point, and the quadratic sum of the difference of calculated value and measured value hour, then determines the surface layer elastic modulus E
1
E) the surface layer elastic modulus E after will adjusting
1Assignment is in Winkler ground finite element model, calculate fundamental vibration frequency, whether check relative error ξ meets the demands, if meet the requirements, then determine the runway bearing capacity value, if do not meet, adjust Ji Ding reaction modulus K again, repeating step b)～d), until vertically moving displacement of test section, fundamental vibration frequency measured value and theoretical value all during better match, iteration is finished, and determines runway structural sheet intensity actual value thus, and then calculates the runway bearing capacity value according to this.
Airfield runway bearing capacity lossless detection method is by means of being laid in the airfield runway edge and not influencing the acceleration transducer of the normal sliding position of aircraft under the aircraft taxi state provided by the invention; with true Aircraft Loads in the road face; realize evaluation to the runway bearing capacity by the vibration acceleration at test runway edge; not only can reflect soil matrix bottom integral intensity; avoided traditional detection method to destroy road face, the problems such as test, simulation loading of suspending; and accuracy of detection height, speed are fast, with low cost, have broad application prospects.
Description of drawings
Fig. 1 is S1 stage acceleration information gatherer process synoptic diagram in the airfield runway bearing capacity lossless detection method under the aircraft taxi state provided by the invention.
Fig. 2 is airfield runway bearing capacity lossless detection method process flow diagram under the aircraft taxi state provided by the invention.
Fig. 3 be under the aircraft taxi state provided by the invention in the airfield runway bearing capacity lossless detection method S4 stage based on the vertical moving displacement inverting runway bearing capacity process synoptic diagram of actual measurement.
Fig. 4 be under the aircraft taxi state provided by the invention in the airfield runway bearing capacity lossless detection method S4 stage based on actual measurement fundamental vibration frequency inverting runway bearing capacity process synoptic diagram.
Fig. 5 be under the aircraft taxi state provided by the invention in the airfield runway bearing capacity lossless detection method S5 stage unite iterative inversion runway bearing capacity process synoptic diagram.
Fig. 6, Fig. 7 are respectively two vibration acceleration signal synoptic diagram that acceleration transducer collects in the example of airfield runway bearing capacity lossless detection method under the aircraft taxi state provided by the invention.
Fig. 8, Fig. 9 are respectively the vertical moving displacement curve figure that the vibration acceleration integration obtains in the example of airfield runway bearing capacity lossless detection method under the aircraft taxi state provided by the invention.
Figure 10, Figure 11 are respectively the fundamental vibration frequency curve map that vibration acceleration obtains through spectrum analysis in the example of airfield runway bearing capacity lossless detection method under the aircraft taxi state provided by the invention.
Embodiment
Below in conjunction with the drawings and specific embodiments airfield runway bearing capacity lossless detection method under the aircraft taxi state provided by the invention is elaborated.
As shown in Figure 1, the pick-up unit that airfield runway bearing capacity lossless detection method adopts under the aircraft taxi state provided by the invention comprises a plurality of acceleration transducers 2, node 3, base station 4 and main control terminal 5; Wherein a plurality of acceleration transducers 2 are fixed on the edge surface of runway 1, and are connected on the node 3 that is fixed on runway 1 perimeter by lead; Node 3 links to each other with base station 4 with wireless mode, and base station 4 joins with wireless mode and main control terminal 5.
Described a plurality of acceleration transducer 2 laterally is arranged at least one lateral edges of runway 1 in many survey line modes arranged side by side along runway 1.
As shown in Figure 2, runway bearing capacity lossless detection method comprises the following step that carries out in order under the aircraft taxi state provided by the invention:
1) the S1 stage of runway edge vibration acceleration data under the collection aircraft taxi state;
When the cannot-harm-detection device of arranging as shown in Figure 1; can utilize glue special degree of will speed up sensor 2 to be pasted on the edge surface of runway 1; and the outside installs protective device additional, because these acceleration transducers 2 are positioned at the edge surface of runway 1, therefore can not impact the aircraft safety landing.When aircraft taxi to the test section and after exciting the vibration of runway 1, acceleration transducer 2 just can collect the vibration acceleration data at runway 1 edge, obtains the vibration acceleration information that soil matrix influences degree of depth inner track 1 edge thus, is transferred to node 3 then.Node 3 is sent to base station 4 with the vibration acceleration data that collect in unlimited mode, and base station 4 sends main control terminal 5 to wireless mode again.The radio wave frequency of this data transmission is greater than 2.4GHz, and the aerial navigation frequency of the normal operation of aircraft is 925～930MHz, and tower frequency is 118～138MHz, differs tens times, therefore the safe landing that above-mentioned wireless collection equipment can countermeasure aircraft.The arousal effect of aircraft is slightly variant because of the difference of sliding speed, takeoff speed.
2) obtain vertical S2 stage of moving displacement and fundamental vibration frequency of runway edge under the effect of aircraft dynamic load according to above-mentioned vibration acceleration data;
With the S1 phase acquisition to the vibration acceleration data carry out quadratic integral and obtain the vertically moving displacement of runway 1 edge, be referred to as the vertical moving displacement of actual measurement; Utilize Fast Fourier Transform (FFT) (FFT) that above-mentioned vibration acceleration data are converted to frequency domain by time domain, thereby determine runway actual measurement fundamental vibration frequency.
3) set up the initial finite element model of runway according to the airfield runway design data, and calculate the S3 stage of the theoretical vertical moving displacement in runway edge and fundamental vibration frequency;
Runway is made up of surface layer, basic unit, bed course and soil matrix usually.According to provide in the runway design data its on information such as each Laminate construction thickness, elastic modulus, set up the initial finite element model of runway based on elastic layer system theory and Winkler ground theory, and calculate the theoretical vertical moving displacement in runway edge and fundamental vibration frequency respectively with these two kinds of models.Two kinds of finite element models are all set up according to physical size, width, thickness are runway developed width and thickness, on the landing airdrome length direction, the length of Elastic Layered System finite element model is the zone length of aircraft when being still in the runway position and can ignoring to Influence of Displacement, the length of Winkler ground finite element model for repeatedly calculate determine the model fundamental vibration frequency is influenced size when small.
Calculate in the aircraft taxi process real-time acting force to runway 1 according to the relation of aircraft dynamic load coefficient and international roughness index IRI, sliding speed then, aircraft dynamic load coefficient model as the formula (1):
Wherein: K '---aircraft dynamic load coefficient;
c
0---coefficient, c
0=10
-3m
-0.5s
0.5
v
0---the instantaneous velocity when aircraft is liftoff, m/s
The sliding speed of v---aircraft, m/s;
The aircraft dynamic load is acted on finite element model, calculate the vertically moving displacement of runway edge.Because it mainly is according to design data that model is set up, model analysis result of calculation and actual conditions often have deviation.For the runway that has put into effect, because the runway structure is acted on by the aircraft load repeatedly and the influence of the factors such as alternating action of ambient temperature and humidity, therefore the result causes the intensity of airfield runway structural sheet to reduce, the time of day that the finite element model of setting up according to design data generally can not reflect structure.
4) by the vertical S4 stage of moving displacement, each structural sheet intensity of actual measurement fundamental vibration frequency difference inverting runway of actual measurement;
A) finite element model of setting up owing to the S3 stage often can not react the time of day of runway structure, in order to obtain to represent the finite element model of runway real conditions, then utilize the vertical moving displacement of S2 stage gained actual measurement, actual measurement fundamental vibration frequency that initial finite element model is revised respectively, implementation procedure is shown in Fig. 3,4.Based on the finite element model of elastic layer system theory, adjust finite element model structural sheet modulus E
i, determine each structural sheet intensity of runway according to criterion of least squares; Based on the finite element model of Winkler ground, adjust Ji Ding reaction modulus K and surface layer elastic modulus E
1, when the relative error ξ of fundamental vibration frequency less than 1% the time, namely determine the actual value of strength of runways.
B) by FEM (finite element) calculation, determine the vertically mathematical relation of moving displacement, fundamental vibration frequency and runway structural sheet intensity of runway edge, be beneficial to the quick realization of fit procedure.Finite element model hypothesis runway based on elasticity stratiform theoretical system is formed E by from top to bottom surface layer, basic unit, bed course, soil matrix
1, E
2, E
3, E
4Represent the elastic modulus of above-mentioned four structural sheets respectively.Result of study shows: test section vertically moving displacement is subjected to the soil matrix elastic modulus E
4Influence the most remarkable, the test section is moving displacement peak value and soil matrix elastic modulus E vertically
4Be the negative exponent relation:
The surface layer elastic modulus E
1Take second place, the test section is moving displacement peak value and surface layer elastic modulus E vertically
1Be logarithmic relationship:
S＝-6.9025Ln(E
1)+43.628 (3)
The elastic modulus E of basic unit, bed course
2, E
3When changing in the reasonable scope, test section vertically moving change in displacement is small.Therefore, when measured value and calculated value there are differences, adjust the soil matrix elastic modulus E earlier
4, adjust the surface layer elastic modulus E again
1, with basic unit, bed course elastic modulus E
2, E
3Index when finely tuning as vertical moving displacement.
Based on the finite element model of Winkler ground theory, the applicant has analyzed Ji Ding reaction modulus K, surface layer elastic modulus E
1Relation with fundamental vibration frequency.Fundamental vibration frequency is the logarithmic parabola increase with the increase of Ji Ding reaction modulus K, with the surface layer elastic modulus E
1Increase and therefore linear the increase in fit procedure, react Ji Ding to modulus K as main adjustment parameter, surface layer elastic modulus E
1Control parameter during as fine setting.
5) based on the vertical S5 stage of moving displacement, actual measurement vibration frequency joint inversion runway bearing capacity of actual measurement;
When incomplete same by the runway bearing capacity that the vertical moving displacement of actual measurement, the inverting of actual measurement fundamental vibration frequency are determined in the stage at S4, when namely there is some difference, then determine the runway bearing capacity based on two mutual iteration of actual measurement parametric joint inverting, as shown in Figure 5, method is as follows:
A) be the homogeneous structural layer with structural sheet equivalences such as basic unit, bed course, soil matrixs, with basic top elastic modulus E
0Characterize bulk strength, set up the runway finite element model based on Elastic Half-Space Foundation;
B) with step 2) in the actual measurement fundamental vibration frequency be standard, to revising based on the finite element model of Winkler ground in the step 3), in the makeover process, only adjust Ji Ding reaction modulus K, when the relative error ξ of theoretical fundamental vibration frequency and measured value less than 1% the time, then determine Ji Ding reaction modulus K and surface layer elastic modulus E
1
C) based on the displacement equivalence principle, set up Ji Ding reaction modulus K and basic top elastic modulus E
0The transformational relation model, realize Ji Ding reaction modulus K and basic top elastic modulus E
0Conversion; Ji Ding reaction modulus K and basic top elastic modulus E
0Transformational relation and surface thickness h, surface layer elastic modulus E
1Relevant, according to a large amount of calculating, the conversion formula that match draws is as follows:
D) with basic top elastic modulus E
0, the surface layer elastic modulus E
1Assignment is calculated the vertically moving displacement of its test section in the Elastic Half-Space Foundation finite element model, if vertically moving displacement is good with the vertical moving displacement match of actual measurement in the test section, then determines runway structural sheet intensity level, and then can assess the runway bearing capacity; If match is undesirable, adjust the surface layer elastic modulus E
1, approaching when vertical moving displacement calculated value and the measured value of test section measuring point, and the quadratic sum of the difference of calculated value and measured value hour, then determines the surface layer elastic modulus E
1
E) the surface layer elastic modulus E after will adjusting
1Assignment is in Winkler ground finite element model, calculate fundamental vibration frequency, whether check relative error ξ meets the demands, if meet the requirements, then determine the runway bearing capacity value, if do not meet, adjust Ji Ding reaction modulus K again, repeating step b)～d), until vertically moving displacement of test section, fundamental vibration frequency measured value and theoretical value all during better match, iteration is finished, and determines runway structural sheet intensity actual value thus, and then can calculate the runway bearing capacity value according to this.
6) establishment runway bearing capacity calculation analysis software, the S6 stage of setting up the Analysis of Bearing Capacity system;
Carry out a large amount of FEM (finite element) calculation based on two kinds of models, analyze the runway edge vertically the relation of moving displacement and each structural sheet elastic modulus, thickness and fundamental vibration frequency and Ji Ding react the relation of modulus, surface layer elastic modulus, surface thickness, set up mathematical model.The part mathematical model is as follows:
The test section is moving displacement peak value S and surface thickness h vertically
1Linear, related coefficient is 0.9931:
S＝-81.045(h
1)+46.219 (5)
Vertical moving displacement peak value S and soil matrix elastic modulus E
4, the surface layer elastic modulus E
1Mathematical relation respectively suc as formula shown in (2), (3), when the surface layer elastic modulus was 36000Mpa, 37000Mpa, 38000MPa, the test section is moving displacement and surface thickness h, soil matrix elastic modulus E vertically
4Between relational expression be followed successively by:
With reference to step 1)～5) described method and the relevant mathematical model that FEM (finite element) calculation draws, work out the bearing capacity calculation analysis software, set up the Analysis of Bearing Capacity system, as shown in Figure 6.In subsequent detection, as long as determine the vertical moving displacement of actual measurement, actual measurement fundamental vibration frequency and runway initial parameter, just can use the Analysis of Bearing Capacity system to determine the bearing capacity of runway.
Be that example is described in detail technical scheme provided by the invention with a certain engineering below:
Project profile: the airport, Yunnan now has long 2350 meters, wide 45 a meters runway, but civil aviaton's mainstream models such as landing Boeing-737 series and Air Passenger A320 series.Runway cover is the cement concrete of thickness 34cm, and basic unit is the cement stabilized macadam of thickness 33cm, and circular PCN is 56, and road surface evenness index IRI value is 2.2.
Survey line is arranged: aircraft is suspended the stage, and the position of being takeed on 2m by distance runway road begins to arrange acceleration transducer 2 to runway centerline that acceleration transducer 2 sticks on runway 1 surface by glue special.This test is laterally laid 5 surveys line altogether along runway 1, and interval of survey line is 30m.Arrange 4 acceleration transducers 2 on the every survey line, be respectively lm, 2m, 2m by runway 1 center line to the spacing of runway 1 edge direction acceleration transducer 2.
Data acquisition: aircraft taxi is gathered vibration accelerations by acceleration transducer 2 when runway 1, and the vibration acceleration signal that two acceleration transducers 2 collect on certain survey line is shown in Fig. 6,7.
Data are handled: the data of above-mentioned two acceleration transducers 2 carried out quadratic integral handle, and the vertical moving displacement that produces when obtaining aircraft through this acceleration transducer position, the result is shown in Fig. 8,9.Article 5, vertically moving displacement is as shown in table 1 for the actual measurement on the survey line, and acceleration signal spectrum analysis result is shown in Figure 10,11, and the actual measurement fundamental vibration frequency is 17.77Hz.
The aircraft load: aircraft type is B737, and main landing gear is single shaft two-wheel group.The load-carrying of being obtained aircraft by airport prestowage department is 58202kg, and the speed of taking off is 85m/s.The aircraft taxi speed of actual measurement is 62m/s, and the aircraft dynamic load coefficient that is calculated by formula (1) is 0.543, and dynamic load is 316.04kN.The lift of aircraft is 312.78kN, so the acting force that aircraft acts on the unlimited light chute surface is 257.60kN, and coefficient of impact is 1.227.
The vertical moving displacement of table 1 acceleration transducer actual measurement
Aircraft will mainly produce the power aspect 3 in the process of sliding, i.e. vertical inertial force and equivalent static displacement that airplane ascensional force, road face out-of-flatness causes.Here definition: the displacement that the vertical inertial force that moving relatively displacement causes for the runway out-of-flatness produces; The equivalent static displacement is equivalent to the displacement that aircraft taxi produces in unlimited smooth runway for the load that aircraft dead load deducts behind the lift causes; Total displacement is relative displacement and equivalent static displacement sum.
The relatively vertically moving displacement of runway will be can obtained by the vibration acceleration signal quadratic integral of collection in worksite, the equivalent static displacement can be converted to according to relatively vertically moving displacement, as shown in table 2, and with these data and the match of finite element model result of calculation.
The equivalent static offset table of table 2 runway
As shown in table 3 in conjunction with the structural sheet modulus that actual measurement runway fundamental vibration frequency (17.77Hz) simulates to survey moving displacement.By table 3 as seen, analyzing the runway Ji Ding reaction modulus K that obtains is 60MN/m
3, the surface layer elastic modulus E
1Be 35000MPa, the cement concrete flexural tensile strength is 4.5MPa, and runway PCN is 54.
Each structural sheet modulus table of table 3 runway
Claims (5)
1. airfield runway bearing capacity lossless detection method under the aircraft taxi state, it is characterized in that: at the airfield runway of different brackets, described lossless detection method comprises the following step that carries out in order:
1) the S1 stage of runway edge vibration acceleration data under the collection aircraft taxi state;
2) obtain vertical S2 stage of moving displacement and fundamental vibration frequency of runway edge under the effect of aircraft dynamic load according to above-mentioned vibration acceleration data;
3) set up the initial finite element model of runway according to the airfield runway design data, and calculate the S3 stage of the theoretical vertical moving displacement in runway edge and fundamental vibration frequency;
4) by the vertical S4 stage of moving displacement, each structural sheet intensity of actual measurement fundamental vibration frequency difference inverting runway of actual measurement;
5) based on the vertical S5 stage of moving displacement, actual measurement vibration frequency joint inversion runway bearing capacity of actual measurement;
6) establishment runway bearing capacity calculation analysis software, the S6 stage of setting up the Analysis of Bearing Capacity system.
2. lossless detection method according to claim 1 is characterized in that: described step 2) the runway edge vertically moving displacement be with the S1 phase acquisition to the vibration acceleration data carry out quadratic integral and obtain; Fundamental vibration frequency be utilize Fast Fourier Transform (FFT) with the S1 phase acquisition to the vibration acceleration data be converted to frequency domain by time domain and obtain.
3. lossless detection method according to claim 1, it is characterized in that: the initial finite element model of the runway in the described step 3) is respectively based on elastic layer system theory and the theoretical foundation of Winkler ground, wherein all set up entity based on each structural sheet of initial finite element model of elastic layer system theory, characterize intensity with each layer elastic modulus, be used for calculating the theoretical vertical moving displacement of runway; Based on the initial finite element model of Winkler ground only surface layer set up entity, all the other structural sheet equivalences are one deck, K characterizes bulk strength with Ji Ding reaction modulus, is used for calculating the theoretical fundamental vibration frequency of runway.
4. lossless detection method according to claim 1 is characterized in that: in the described step 4) by the vertical moving displacement of actual measurement, actual measurement fundamental vibration frequency respectively the method for inverting runway structural sheet intensity be:
A) with the theoretical vertical moving displacement or fundamental vibration frequency and the step 2 that calculate in the step 3)) in vertically moving displacement or fundamental vibration frequency match of actual measurement, control the match situation with relative error;
B) if match is better, show that the structural sheet intensity index of initial finite element model is the actual value of runway structural sheet intensity; If match is undesirable, then adjust each structural sheet elastic modulus in the Elastic Layered System finite element model, adjust Ji Ding reaction modulus and surface layer elastic modulus in the Winkler ground finite element model, when vertical moving displacement or fundamental vibration frequency calculated value and measured value are good fit under certain modulus combination, namely determine the actual value of runway structural sheet intensity.
5. lossless detection method according to claim 1 is characterized in that: the method based on the vertical moving displacement of actual measurement, actual measurement vibration frequency joint inversion runway bearing capacity in the described step 5) is:
A) be the homogeneous structural layer with basic unit, bed course, soil matrix equivalence, with basic top elastic modulus E
0Characterize bulk strength, set up the runway finite element model based on Elastic Half-Space Foundation;
B) with step 2) in the actual measurement fundamental vibration frequency be standard, to revising based on the finite element model of Winkler ground in the step 3), in the makeover process, only adjust Ji Ding reaction modulus K, when the relative error ξ of theoretical fundamental vibration frequency and measured value less than 1% the time, then determine Ji Ding reaction modulus K and surface layer elastic modulus E
1
C) based on the displacement equivalence principle, set up Ji Ding reaction modulus K and basic top elastic modulus E
0The transformational relation model, realize Ji Ding reaction modulus K and basic top elastic modulus E
0Conversion;
D) with basic top elastic modulus E
0, the surface layer elastic modulus E
1Assignment is calculated the vertically moving displacement of its test section in the Elastic Half-Space Foundation finite element model, if vertically moving displacement is good with the vertical moving displacement match of actual measurement in the test section, then determines runway structural sheet intensity level, and then can assess the runway bearing capacity; If match is undesirable, adjust the surface layer elastic modulus E
1, approaching when vertical moving displacement calculated value and the measured value of test section measuring point, and the quadratic sum of the difference of calculated value and measured value hour, then determines the surface layer elastic modulus E
1
E) the surface layer elastic modulus E after will adjusting
1Assignment is in Winkler ground finite element model, calculate fundamental vibration frequency, whether check relative error ξ meets the demands, if meet the requirements, then determine the runway bearing capacity value, if do not meet, adjust Ji Ding reaction modulus K again, repeating step b)～d), until vertically moving displacement of test section, fundamental vibration frequency measured value and theoretical value all during better match, iteration is finished, and determines runway structural sheet intensity actual value thus, and then calculates the runway bearing capacity value according to this.
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| CN117272733A (en) * | 2023-09-21 | 2023-12-22 | 同济大学 | Runway structure performance real-time evaluation method based on modal parameters |
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