CN117739843A - Real-time acquisition method for global runway structure parameters based on point-line fusion layout - Google Patents
Real-time acquisition method for global runway structure parameters based on point-line fusion layout Download PDFInfo
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Abstract
The invention relates to a real-time acquisition method for global runway structure parameters based on point-line fusion layout, which comprises the following steps: acquiring track wheel trace distribution information; distributing a distributed strain optical fiber on each wheel trace band, wherein the distributed strain optical fiber is used for acquiring the wavelength change of light; burying a strain gauge in the track panel, wherein the strain gauge is used for obtaining dynamic strain data of single points of the monitoring point; obtaining longitudinal strain variation along the runway according to a wavelength variation and strain conversion calculation formula of light obtained by the distributed strain optical fiber, and deducing strain response values of each point bit lane surface of the runway; and finally, calculating strain modal parameters by adopting a Hilbert-Huang transformation algorithm according to the pavement strain response value, and obtaining the runway global structure parameters through a mapping model of the strain modal parameters and the structure parameters. The method provided by the invention adopts a point-line fusion mode to accurately acquire the runway surface elastic modulus of the runway structure parameter in real time, so that scientific and effective structural parameter information is provided for runway structure performance analysis.
Description
Technical Field
The invention relates to acquisition of runway structure parameters, in particular to a real-time acquisition method of global runway structure parameters based on point-line fusion layout.
Background
The runway is an important basic platform for supporting the running and taking off and landing of the aircraft, and with the upgrading of a new generation of large aircraft, the runway presents high-speed and heavy-load running characteristics, and the performance degradation and damage of the runway structure are aggravated. The runway structure parameters such as the runway panel elastic modulus E are used as key parameters for evaluating the runway structure performance, and how to accurately acquire the global runway structure parameters in real time without affecting the normal running of the airport runway has important significance for mastering the overall performance degradation trend of the runway structure and guaranteeing the running trend of the runway structure.
At present, an FWD field detection method is mainly adopted for the runway structure parameter acquisition method. The method has low detection frequency, typically 7 times in 10 years, and can not effectively and timely acquire the change condition of the runway structural parameters, so that the runway performance decay can not be reflected well. With the rise of emerging technologies such as sensors, big data and the like, intelligent runway technologies capable of monitoring structural performance on line become a current research hotspot. The intelligent runway multi-application point type monitoring technology can sense the high-frequency vibration data such as acceleration and strain of the monitoring points to invert the structural parameters, but cannot represent the structural performance of the runway universe. In order to obtain the vibration sensing data of the whole domain, a reinforcing mesh is arranged in a surface layer of a part of intelligent runway, vibration optical fibers are wound into optical fiber rings, and each optical fiber ring is fixed on the reinforcing mesh and other components by adopting binding belts or steel wire binding according to the designed arrangement position. However, due to the limitation of the optical fiber ring, the relation between the optical fiber wavelength variation and the physical response quantity (such as strain) of the real road surface structure cannot be well corresponded. In addition, although the InSar technology for global monitoring can accurately acquire the fluctuation and change condition of the surface elevation of the global track surface in real time, vibration data such as high-frequency displacement, acceleration and the like cannot be acquired to invert the track structure parameters.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a real-time acquisition method for the structural parameters of a global runway based on point-line fusion layout.
The technical scheme adopted for achieving the purpose of the invention is a method for acquiring the global runway structure parameters based on point-line fusion layout in real time, which comprises the following steps:
acquiring track wheel trace distribution information;
distributing a distributed strain optical fiber on each wheel trace band, wherein the distributed strain optical fiber is used for acquiring the wavelength change of light;
a strain gauge is buried in the track panel and is used for obtaining dynamic strain data epsilon of single points of the monitoring point i ；
Obtaining the longitudinal strain variation delta epsilon along the runway according to the wavelength variation and strain conversion calculation formula of the light obtained by the distributed strain optical fiber k ：
Δε k ＝AΔλ+BΔλ t
A is a strain coefficient, B is a temperature correction coefficient, deltalambda is a strain grating wavelength variation, deltalambda t For temperature compensation grating wavelength variation, k=1, 2,3 …, n, n is the number of discrete points along the length direction of the optical fiber;
again according to epsilon=epsilon i+ Δε k Deducing the strain response value of each bit lane surface of the runway;
and finally, calculating strain modal parameters by adopting a Hilbert-Huang transformation algorithm according to the pavement strain response value, and obtaining the runway global structure parameters through a mapping model of the strain modal parameters and the structure parameters.
In the above technical solution, the strain modal parameter-structural parameter mapping model is obtained by training the following method: combining the monitored strain mode data with runway structure parameter data stored in airport construction and maintenance stage detection to form a data set, and combining the data set with the data set of 7:3, dividing the ratio into a training set and a testing set, training a mapping model of strain modal parameters and structural parameters by using a convolutional neural network, and considering that the model training is successful when the testing accuracy meets the specified requirement.
In the above technical solution, obtaining track wheel trace distribution information includes: and (3) obtaining the statistical information of the transverse offset of the aircraft by arranging laser track instrument systems at two sides of the runway, and determining the track belt ranges of the nose wheel of the undercarriage and the two rear wheels of the main undercarriage.
Further, routing a distributed strain fiber in each trace band includes: digging a groove with the width of 50cm and the depth of 68cm in the base layer, and arranging optical fibers along the horizontal and longitudinal straight lines of the runway; and constructing fixed optical fibers at intervals of 5m by adopting T-shaped structures, and protecting by adopting a protection tube with the tube diameter of 5 cm.
Further, the measurement precision of the distributed strain optical fiber is less than or equal to 15 mu epsilon, and the measurement range is more than or equal to 25km.
In the above technical solution, embedding the strain gauge in the road panel includes: five types of characteristic sections with small traffic volume are arranged at take-off, landing, turning and filling and digging interfaces, and 1, 1 and 2 strain gauges are respectively embedded in each section at the positions of the board angle and the board edge of each road panel; drilling 6 holes with the diameter of 20mm and the depth of 120mm on the top surface of the base layer according to the size of the strain gauge reinforcing steel bar bracket, and inserting threaded reinforcing steel bars with the diameter of 16mm and the length of 130mm into the holes; the gaps between the steel bars and the holes are filled with cement mortar, and the steel bar support and the steel bars are bound and welded.
Further, the strain gauge is a dynamic strain gauge, the measuring range is + -1500 mu epsilon, and the resolution is 0.1 mu epsilon.
In the technical scheme, the dynamic strain gauge adopts the fiber bragg grating and the distributed strain fiber to be in the same groove and the same groove, and data are collected to the lamplight master station through the networking transmission optical cable; the strain gauge and the distributed strain optical fiber are optical fiber signals, and the single-core sensing signal is directly connected with the multi-core optical cable through the splice closure.
Compared with the traditional manual FWD detection technology and the traditional point-type and global monitoring technology, the method has the advantages of high frequency, wide sensing range and high precision, can save manpower, can acquire the runway structure parameters in real time under the condition that an airport is not in a stop state, and improves the efficiency of runway management and maintenance work; and the method is favorable for timely taking measures under the condition that the structural parameters are found to be suddenly changed, so that the safety of the runway structure is ensured. In particular, the invention has the following advantages:
1. and the real-time stable monitoring of the runway global vibration information is realized. Sensing runway structure vibration strain data by strain gauge point sensing and distributed optical fiber universe sensing; by adopting the layout scheme of point-line fusion, strain sensing data can be remotely and stably transmitted to the airport lamplight master station by using the optical cable, and the strain sensing data can be stored in the host by using the strain sensing data and the distributed optical fibers which are in the same groove.
2. The real-time accurate acquisition of the runway global structural parameters is realized. The absolute value of the runway structural parameter of the characteristic section is obtained by point type monitoring, the relative value of the runway global structural parameter change is obtained by global monitoring, the absolute value is used as a calibration value, the absolute value of the runway global structural parameter can be deduced in real time, and scientific and effective structural information can be provided for subsequent runway structural performance analysis.
Drawings
FIG. 1 is a flow chart of a method for acquiring parameters of a global runway structure in real time based on point-line fusion layout.
FIG. 2 is a statistical distribution of lateral offset of an aircraft in an embodiment.
FIG. 3 is a schematic diagram of strain gage and distributed optical fiber embedding in an embodiment.
FIG. 4 is a graph showing the comparison of the point-type monitored section structural parameters and the runway global structural parameters.
Detailed Description
The invention will now be described in further detail with reference to the drawings and to specific examples.
As shown in fig. 1, the method for acquiring the global runway structure parameters based on point-line fusion layout in real time comprises the following steps:
and acquiring track wheel trace distribution information and determining distributed optical fiber layout positions. By arranging laser track instrument systems on two sides of a runway, the statistical information of the transverse offset of the aircraft is obtained, as shown in figure 2, the average value of the transverse offset of the aircraft is 0.38m, the positions of the track bands are distributed between [ -6.8m and 6.9m ], and therefore the distributed optical fiber center line arrangement positions are respectively 0.4m,3.2m and-3.3 m away from the center line of the runway.
And (5) distributing the distributed strain optical fibers. The distributed strain optical fibers are distributed along the horizontal and longitudinal straight line of the runway, grooves with the width of 50cm and the depth of 68cm are excavated in the base layer, the optical fibers are fixed by adopting T-shaped members every 5m longitudinally, the optical fibers are prevented from being transversely deflected, the optical fibers are protected by adopting a protection tube with the pipe diameter of 5cm, and the grooves are backfilled after the strain optical fibers are buried.
And laying point-type monitoring strain gauges. The dynamic strain gauge has a measuring range of +/-1500 mu epsilon, a resolution of 0.1 mu epsilon, and is arranged on five types of characteristic sections of take-off, landing, turning, filling and digging juncture and small traffic, and 1, 1 and 2 strain gauges are respectively buried in each section at the positions of the panel, the panel angle and the panel edge. Drilling 6 holes with the diameter of 20mm and the depth of 120mm on the top surface of the base layer according to the size of the strain gauge reinforcing steel bar bracket, and inserting threaded reinforcing steel bars with the diameter of 16mm and the length of 130mm into the holes; the gaps between the steel bars and the holes are filled with cement mortar, and the steel bar support and the steel bars are bound and welded. The strain gage and distributed optical fiber embedded condition is shown in fig. 3.
The sensing system is networked. The dynamic strain gauge adopts the fiber bragg grating technology, and the strain gauge and the distributed strain grating are in the same groove and the same groove, and data are collected to the lamplight master station through the networking transmission optical cable.
And acquiring the global runway structure parameters. Dynamic strain data epsilon of single point of monitoring point position is obtained through strain gauge i I=1, 2,3 …, m. m is the number of monitoring points of the strain gauge.
The distributed strain optical fiber obtains the longitudinal strain variation delta epsilon along the runway through the wavelength variation of light and the strain conversion calculation formula k K=1, 2,3 …, n. n is the number of discrete points along the length of the fiber.
Δε k ＝AΔλ+BΔλ t
A is a strain coefficient, B is a temperature correction coefficient, deltalambda is a strain grating wavelength variation, deltalambda t The wavelength change of the grating is compensated for.
From this, the strain response value of each bit plane of the runway can be deduced according to the following steps:
ε＝ε i +Δε k
and the strain modal parameter is calculated by adopting a Hilbert-Huang transformation algorithm according to the structural strain response value of the track surface, and the global structural parameter (the track surface rebound modulus E) of the runway is obtained through a mapping model of the strain modal parameter-structural parameter as shown in figure 4.
The method for establishing the mapping model of the strain modal parameter and the structural parameter comprises the following steps: the strain mode data of the monitoring are combined with the data of the runway structure parameter (runway surface elastic modulus E) detected and stored in the airport construction and maintenance stage to form a data set, and the data set is represented by 7:3 is divided into a training set and a testing set, a mapping model of strain modal parameters-structural parameters is trained by using a convolutional neural network, and when the testing accuracy reaches 95%, model training is considered to be successful. Therefore, when the strain modal parameter of the runway global at a certain moment is calculated, the runway global structure parameter can be obtained according to the mapping model of the strain modal parameter-structure parameter.
The method of the invention is based on the point-line fusion: firstly, collecting and fusing point-type monitoring data and line-type monitoring data, and collecting the two data to a lamplight main station through a networking transmission optical cable to realize long-distance transmission and stable storage; and secondly, analyzing and fusing point-type monitoring data and line-type monitoring data, and deducing the strain value of each point of the runway by combining single-point strain data and the longitudinal variation of strain along the runway so as to analyze the overall modal parameters and the structural parameters of the runway structure.
Claims (8)
1. The method for acquiring the global runway structure parameters based on the point-line fusion layout is characterized by comprising the following steps of:
acquiring track wheel trace distribution information;
distributing a distributed strain optical fiber on each wheel trace band, wherein the distributed strain optical fiber is used for acquiring the wavelength change of light;
a strain gauge is buried in the track panel and is used for obtaining dynamic strain data epsilon of single points of the monitoring point i ；
Obtaining the longitudinal strain variation delta epsilon along the runway according to the wavelength variation and strain conversion calculation formula of the light obtained by the distributed strain optical fiber k ：
Δε k ＝AΔλ+BΔλt
A is a strain coefficient, B is a temperature correction coefficient, Δλ is a strain grating wavelength variation, Δλt is a temperature compensation grating wavelength variation, k=1, 2,3 …, n, n is the number of discrete points along the length direction of the optical fiber;
again according to epsilon=epsilon i+ Δε k Deducing the strain response value of each bit lane surface of the runway;
and finally, calculating strain modal parameters by adopting a Hilbert-Huang transformation algorithm according to the pavement strain response value, and obtaining the runway global structure parameters through a mapping model of the strain modal parameters and the structure parameters.
2. The method for acquiring the global runway structure parameter based on the point-line fusion layout according to claim 1, wherein the mapping model of the strain modal parameter and the structural parameter is obtained by training by the following method: combining the monitored strain mode data with runway structure parameter data stored in airport construction and maintenance stage detection to form a data set, and combining the data set with the data set of 7:3, dividing the ratio into a training set and a testing set, training a mapping model of strain modal parameters and structural parameters by using a convolutional neural network, and considering that the model training is successful when the testing accuracy meets the specified requirement.
3. The method for acquiring the parameters of the global runway structure based on the point-line fusion layout according to claim 1, wherein the step of acquiring the runway track distribution information comprises the steps of: and (3) obtaining the statistical information of the transverse offset of the aircraft by arranging laser track instrument systems at two sides of the runway, and determining the track belt ranges of the nose wheel of the undercarriage and the two rear wheels of the main undercarriage.
4. A method for real-time acquisition of global runway structure parameters based on point-line fusion layout according to claim 3 wherein laying a distributed strain fiber on each wheel trace band comprises: digging a groove with the width of 50cm and the depth of 68cm in the base layer, and arranging optical fibers along the horizontal and longitudinal straight lines of the runway; the optical fibers are fixed by adopting T-shaped components at intervals of 5m, and are protected by adopting a protection tube with the tube diameter of 5 cm.
5. The method for acquiring the global runway structure parameters based on point-line fusion layout in real time according to claim 4, wherein the method comprises the following steps: the measurement precision of the distributed strain optical fiber is less than or equal to 15 mu epsilon, and the measurement range is more than or equal to 25km.
6. The method for acquiring global runway structure parameters in real time based on point-line fusion layout according to claim 1, wherein embedding strain gauges in the runway panels comprises: five types of characteristic sections with small traffic volume are arranged at take-off, landing, turning and filling and digging interfaces, and 1, 1 and 2 strain gauges are respectively embedded in each section at the positions of the board angle and the board edge of each road panel; drilling 6 holes with the diameter of 20mm and the depth of 120mm on the top surface of the base layer according to the size of the strain gauge reinforcing steel bar bracket, and inserting threaded reinforcing steel bars with the diameter of 16mm and the length of 130mm into the holes; the gaps between the steel bars and the holes are filled with cement mortar, and the steel bar support and the steel bars are bound and welded.
7. The method for acquiring the global runway structure parameters based on point-line fusion layout in real time according to claim 6, wherein the method comprises the following steps: the strain gauge is a dynamic strain gauge, the measuring range is +/-1500 mu epsilon, and the resolution is 0.1 mu epsilon.
8. The method for acquiring the global runway structure parameter based on the point-line fusion layout in real time according to any one of claims 1 to 7, wherein the method comprises the following steps: the dynamic strain gauge adopts a fiber bragg grating and a distributed strain fiber to be in the same groove and the same groove, and data are collected to a lamplight master station through a networking transmission optical cable; the strain gauge and the distributed strain optical fiber are optical fiber signals, and the single-core sensing signal is directly connected with the multi-core optical cable through the splice closure.
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