交通运输工程学报

Cover and Contents of Vol.26, No.8, 2026

Cover Contents

2026, 26(8): .

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Dynamic load predictive model for aircraft taxiing excitation and landing impact

LING Jian-ming, WANG Zeng-yi, LIU Shi-fu, CEN Ye-bo

Abstract: More> To accurately predict the dynamic load effect of the aircraft on the airport runway, full-scale virtual prototype models of seven representative civil aircraft types were developed using ADAMS/Aircraft. Multi-state ground movement simulations of the aircraft were conducted, including the taxiing excitation under different taxiing speeds and runway roughness conditions during the takeoff stage, and the landing impact under different sink rates and pitch angles during the landing stage. Dynamic load coefficients under different conditions were calculated, and the influence rules of multiple factors were revealed. A predictive model for the dynamic load coefficient was established through mechanical derivation and regression analysis. The sum of the mean value and three times the standard deviation of the dynamic load coefficient of taxiing excitation was taken as the upper limit value, and the most unfavorable conditions of taxiing excitation and landing impact were analyzed. Research results indicate that the dynamic load coefficient of aircraft taxiing excitation follows a normal distribution. The mean value decreases with the increase of taxiing speed, and the standard deviation increases with the increase of runway roughness and taxiing speed. The fitting accuracies of the predictive models for the mean value and standard deviation of the dynamic load coefficient are higher than 0.997 and 0.948, respectively. Under the most unfavorable condition, the sensitive speed and the maximum dynamic load coefficient of the aircraft increase with the aggravation of the deterioration degree of runway roughness. Under the combined action of lift and runway unevenness, the maximum dynamic load during aircraft taxiing is greater than the static load. The peak value of the dynamic load coefficient of aircraft landing impact significantly increases with the increase of sink rate and slightly decreases with the increase of pitch angle. The fitting accuracy of the predictive model for the peak value of the dynamic load coefficient of landing impact is higher than 0.971. Because the maximum landing weight of the aircraft is less than the maximum takeoff weight, the maximum impact dynamic load during normal landing is less than the maximum dynamic load during takeoff taxiing. However, when the aircraft approaches the limit sink rate, the maximum impact dynamic load is higher than the maximum dynamic load of taxiing. Thus, it is necessary to consider them simultaneously when analyzing the most unfavorable condition. The established predictive model for aircraft dynamic loads can provide more reasonable load parameters for runway design and analysis.

2026, 26(8): 1-19. doi: 10.19818/j.cnki.1671-1637.2026.053

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Service life analysis of airport grooved asphalt pavements based on full-scale accelerated loading tests and finite element modeling

WANG Qiang, LU Shang-ze, ZHANG Run-feng, GAO Yi-xia, HUA Ying-han

Abstract: More> Compared with cement concrete pavements, asphalt pavement grooving has not been widely applied for airports in China. There is limited systematic research on inspection and evaluation methods as well as the long-term evolution law of service life. To address these issues, a comparative investigation was conducted on the deformation characteristics between rectangular and trapezoidal grooves in asphalt pavements based on full-scale accelerated loading tests. During testing, a high-precision data acquisition system combined with a scanning superposition algorithm was employed to effectively eliminate laser scanning blind zones, enabling continuous and reliable data on groove morphology evolution. Based on the experimental data analysis, a numerical model was developed, incorporating the viscoplastic constitutive relation of asphalt materials. A steady-state degradation equation of groove morphology with increasing load repetitions was proposed. Research results show that, under identical loading conditions, the service life of trapezoidal grooves is approximately 25% longer than that of rectangular grooves, demonstrating a significant advantage in deformation resistance. Additionally, during the initial loading stage, the initial groove deformation accounts for approximately one-third of the total deformation, highlighting the critical influence of early structural load-bearing on groove performance degradation. Furthermore, structural life predictions were obtained from airport pavement design software. By comparing with groove deformation data, it is found that the service life of asphalt grooves is significantly shorter than the structural life of the pavement. Therefore, groove performance becomes a key factor limiting overall pavement service performance. Accordingly, it is recommended to provide an appropriate additional groove depth allowance during construction and to enhance research on groove rehabilitation and maintenance technologies in order to extend the service life of asphalt pavement grooving. In this study, the mechanical response and service life differences between typical groove forms are revealed, providing a theoretical basis and engineering reference for the optimized design, construction control, and maintenance decision-making of asphalt pavement grooving.

2026, 26(8): 20-32. doi: 10.19818/j.cnki.1671-1637.2026.240

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Peridynamics-based analysis of damage initiation in airport rigid pavement under aircraft landing impact

LIU Shi-fu, ZHAO Jia-fu, HOU Tian-xin, LING Jian-ming

Abstract: More> In view of the damage initiation in airport rigid pavement induced by aircraft landing impact, a peridynamics (PD) model of airport rigid pavement that can simulate the spontaneous initiation and propagation of cracks in concrete slabs was developed based on the PD theory. By combining bond-based peridynamics with the energy equivalence thought of Hertz contact theory, a local tire-pavement impact contact model was established to characterize the nonlinear contact effect between the tire and the pavement. The developed model was validated through the Kalthoff-Winkler dynamic fracture test and the fracture model of an L-shaped concrete slab. Research results indicate that the simulated crack initiation angle (67.4°) and the fracture path are relatively consistent with classical experimental results, which verifies the applicability of the model to dynamic fracture and quasi-brittle fracture problems of concrete. Based on the model, the damage initiation laws of airport rigid pavement under different vertical sink velocities and slab thicknesses are further analyzed. At a relatively low vertical sink velocity (0.8 m·s^-1), the impact effect is mainly confined to the vicinity of the contact region; as the velocity increases, the tensile concentration at the slab bottom is significantly enhanced, and the high-stretch regions gradually expand and form potential microcrack nucleation zones; when the vertical sink velocity increases to 1.2 m·s^-1, the maximum bond breakage ratio reaches 9.6%. Increasing the slab thickness can improve the flexural stiffness of the pavement slab and reduce the proportion of high-stretch bonds at the slab bottom, thereby weakening the tensile concentration at the slab bottom under the impact effect. The PD model can effectively reflect the tendency of bottom cracks to propagate from the center to multiple directions under the impact effect. Although a single impact does not form a through crack, potential micro-damage zones have appeared at the slab bottom under a higher vertical velocity, which may further evolve into macroscopic cracks under repeated impact fatigue loads. The developed model does not require a preset crack path, and can provide references for damage identification, risk warning, and preventive maintenance decision-making in the touchdown zone of airport pavement.

2026, 26(8): 33-45. doi: 10.19818/j.cnki.1671-1637.2026.327

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Damage evolution and stress-relief mechanism for airport pavement structures under high-frequency impact load

HU Zhe, ZHAO Xiao-kang, WANG Zi-nuo, ZHANG Jiu-peng, WANG Shao-bo, PEI Jian-zhong

Abstract: More> To address the cumulative damage of rigid airport pavements induced by aircraft takeoff and landing, this study proposes the incorporation of a cement asphalt (CA) mortar stress-relief layer to enhance its impact resistance. Taking the B737-800 aircraft as an example, a three-dimensional finite element model of rigid airport pavement was established in ABAQUS. Combined with the concrete damage plasticity (CDP) model, random impact loading conditions were implemented using the Vexternaldb and Vdload subroutines. The effects of slab flexural strength and thickness, stress-relief layer thickness, aircraft vertical sinking velocity, and loading position on pavement damage were systematically analyzed. The damage evolution characteristics under repeated impacts, as well as the mitigation mechanism of the stress-relief layer were revealed. The results indicate that pavement damage is dominated by tensile failure under repeated impacts, while compressive damage is negligible. Increasing the flexural strength and slab thickness can delay initial damage to some extent, but is insufficient to effectively suppress damage accumulation induced by repeated impacts. The incorporation of CA mortar stress-relief layer can significantly mitigate early-stage damage progression, reducing viscous dissipation energy by more than 90%. Under hard landing conditions, increasing the thickness of the stress-relief layer from 2 cm to 6 cm reduces plastic dissipation energy by 95%. However, an excessively thin layer (1-2 cm) tends to undergo tensile failure prior to the slab. A thickness of 3-4 cm is recommended for the stress-relief layer based on comprehensive evaluation. This recommendation is derived under the current model parameters and ideal interfacial bonding conditions. The aircraft vertical sinking velocity has a significant influence on energy dissipation, while the inclusion of the stress-relief layer markedly reduces both the degree and rate of stiffness degradation of the pavement. The stress-relief layer is effective in suppressing damage accumulation, reducing energy dissipation, and delaying stiffness degradation, providing a theoretical basis and technical reference for the structural design of airport pavements with high impact resistance.

2026, 26(8): 46-60. doi: 10.19818/j.cnki.1671-1637.2026.402

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Cumulative plastic strain characteristics and prediction models og raded coarse-grained soil airport subgrade

LI Dong-xue, MENG Xiao-hui, ZHONG Jie, LI Cong

Abstract: More> To reveal the evolution law of cumulative plastic deformation of coarse-grained soil subgrade under the coupling effect of particle gradation, stress state, and moisture condition, and to solve the differential settlement problem of airport subgrade under long-term cyclic loading, fractal dimension was adopted as a single index to replace the traditional dual indices for characterizing the gradation of coarse-grained soil. The optimal gradation interval of coarse-grained soil was determined based on the Talbot fractal gradation equation, and four groups of typical gradations were selected to carry out repeated loading triaxial tests. The influences of gradation, cyclic dynamic loading, and dry-wet cycles on the cumulative plastic strain of compacted coarse-grained soil were systematically investigated. By comparing typical cumulative deformation prediction models, a basic model suitable for coarse-grained soil subgrade fillers was screened out, the statistical correlations between model fitting parameters and fractal dimension, cyclic stress ratio, and moisture state were analyzed, and a modified prediction model simultaneously considering the coupled effects of the three factors was proposed and its accuracy was verified. The results show that cyclic stress ratio has a significant control effect on the development of cumulative plastic strain, and controlling the ratio of deviator stress to confining pressure at a low level (less than 1.23) can effectively inhibit the development of cumulative plastic deformation. With the increase of fractal dimension, the cumulative plastic strain decreases first and then increases. When the coarse-grained soil reaches the maximum dry density (fractal dimension is 2.49), its cumulative plastic strain is the smallest. Dry-wet cycles significantly aggravate the plastic deformation of coarse-grained soil, and the soil deformation transits from the plastic shakedown stage to the plastic creep stage when the number of cycles is greater than 7. The modified prediction model established based on the Monismith model has a good prediction effect on the cumulative plastic strain of coarse-grained soil subgrade under different cyclic stress ratios, fractal dimensions, and humidity conditions. The research results can provide a theoretical basis and technical support for deformation control, gradation optimization, and long-term service safety evaluation of airport subgrade.

2026, 26(8): 61-72. doi: 10.19818/j.cnki.1671-1637.2026.241

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Dynamic response characteristics of tunnel-subgrade structure under high-speed rail and aircraft dynamic loads

LI Fei-long, JIANG Chang-shan, YANG Shan, MENG Xian-feng

Abstract: More> To investigate the dynamic response characteristics under coupled dynamic loads of aircraft and trains during the underpassing of a high-speed rail tunnel through an airport airfield, with the Chongqing-Kunming High-Speed Railway underpassing Kunming Changshui Airport as the background, a "tunnel, pavement, surrounding rock, and subgrade" three-dimensional refined finite element model was established using ABAQUS. Vibration loads from CRH380 trains were implemented using Abaqus's tabular function, while aircraft taxi loads of the A380-800 were modelled with a Fortran-based DLOAD user subroutine. The dynamic equations were solved based on the Newmark-β method. Response characteristics of structure and subgrade were systematically compared under three working conditions: aircraft taxiing, train vibration, and their coupling. By arranging monitoring points at different depths of the subgrade and characteristic locations of the tunnel lining, response laws such as peak dynamic displacement, vertical dynamic stress, dynamic acceleration, and lining internal forces were obtained. Research results indicate that under coupled dynamic loads, the vertical displacement of the subgrade above the tunnel crown presents an "inverted trough-shaped" distribution. The transient peak reaches 48.33 mm, and it decays approximately linearly with depth. The coupling effect significantly expands the dynamic influence range. Based on the criterion of dynamic stress being 10% of the self-weight stress, the influence depth increases to 31.53 m, which is 2.93 times that under the aircraft taxiing load. Based on the acceleration threshold of 0.1 m·s^-2, the influence depth of the surrounding rock at the tunnel bottom is 22.2 m, which is 1.28 times that under the train vibration load. The acceleration response of the subgrade exhibits spatial heterogeneity; the acceleration in the upper subgrade shows an approximate linear attenuation with an influence depth of less than 24.2 m, whereas that in the surrounding rock at the tunnel bottom exhibits an exponential attenuation. The lining displacement is primarily controlled by the train vibration, and the additional influence of the aircraft taxiing load is negligible. Under coupled conditions, the dynamic tensile stress at the arch foot is 530 kPa, which is far below the material strength. The minimum safety factor of the full lining cross-section reaches 720.62, indicating a sufficient safety reserve. A dual threshold control criterion of a peak acceleration of 0.1 m·s^-2 and a dynamic stress of 10% self-weight stress is proposed, and the established coupled analysis method provides a theoretical basis for the vibration safety assessment and design optimization of underpass projects beneath air-rail intermodal hubs.

2026, 26(8): 73-87. doi: 10.19818/j.cnki.1671-1637.2026.326

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Polyurethane concrete overlay and its applicability for airport pavement under heavy aircraft loading

XU Ling, ZHAO Zi-feng, LIU Shi-fu, WANG Shu-yi, XIAO Fei-peng, LAI Yuan-wen

Abstract: More> To effectively delay rutting in asphalt overlays of airport pavement and surface damage in repaired cement pavement, a study was carried out on airport pavement overlay technology based on polyurethane concrete and its applicability. Mechanical property tests at different curing temperatures were conducted to evaluate thermosetting characteristics and the potential for construction without suspending flight operations at different time stages. The pore distribution characteristics of polyurethane concrete composite specimens were quantitatively analyzed based on CT scanning. A 700 000-cycle full-scale accelerated loading test based on MLS66 was conducted in combination with fiber Bragg grating sensor deployment. Through rutting curve acquisition and surface and interlayer performance tests, the formation mechanism of rutting deformation and the interlayer failure mode of polyurethane concrete pavement were analyzed. Research results indicate that increasing the curing temperature significantly accelerates the curing rate of polyurethane binder and the formation efficiency of concrete strength. Polyurethane concrete has small-volume, high-density pore characteristics and better pore sphericity and compactness. After 700 000 wheel rolling cycles, the rigid skeleton and elastic binder system of polyurethane binder present unique W-shaped rutting deformation, and its high elasticity and high crosslinking density cause lateral load transfer and trigger a rebound effect. Compared with longitudinal strain, its transverse strain is more sensitive to wheel load, and the directly affected areas of the left and right wheel ruts reach 963 mm² and 771 mm², respectively. Its skid resistance and macrotexture are well retained, and its interfacial bonding strength is higher than the shear strength of cement concrete itself. Analysis of the rutting formation mechanism and dynamic mechanical response characteristics of polyurethane concrete pavement based on full-scale accelerated loading tests can provide technical support for airport pavement overlay and construction without suspending flight operations.

2026, 26(8): 88-101. doi: 10.19818/j.cnki.1671-1637.2026.238

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Mechanisms and performance of rejuvenated asphalt modified with wastt ire pyrolysis-derived carbon black clusters for airport pavement

TIAN Yu, QIN Yan-kai, ZHAO Hai-dong, WU Yu-chen, FU Zhi-yong, WANG Jun-zhe, HAN Zong-ru, LING Jian-ming

Abstract: More> To meet the deformation resistance requirements of airport pavement under high-temperature and heavy-load conditions and to promote the value-added use of solid by-products from waste tire pyrolysis, recycled carbon black clusters were prepared from waste tire rubber pyrolysis residues and used for secondary modification of rejuvenated asphalt. Base asphalt, short-term aged asphalt, and carbon-black-modified rejuvenated asphalt were set as test groups. Thermogravimetry and derivative thermogravimetry were used to obtain information on volatile matter, carbonaceous residue, and ash. Fourier transform infrared spectroscopy and transmission electron microscopy were used to analyze the surface functional groups, particle morphology, and aggregation structure of the recycled carbon black clusters. Dynamic shear rheometry and multiple stress creep recovery tests were used to evaluate the high-temperature load-bearing stability and rutting resistance of the modified rejuvenated asphalt. Research results indicate that the recycled carbon black clusters consist of a carbonaceous skeleton, a residual organic phase, and inorganic components and can form a skeletal network in the asphalt matrix through interfacial interactions and particle bridging. With increasing treatment intensity, the cluster structure becomes more homogeneous and compact, and the inorganic residue shows a filler-like reinforcing effect. Rheological tests show that at 45 ℃-64 ℃, the rejuvenated asphalt modified with clusters treated at 220 ℃ exhibits a higher modulus and a lower phase angle than most comparison groups, indicating simultaneous improvements in elastic response and deformation resistance. At stress levels of 0.1 and 3.2 kPa, its non-recoverable creep compliances are 3.04 and 3.28 kPa^-1, respectively, this asphalt recovery rates are 22.67% and 13.60%, respectively, indicating low stress sensitivity. These results suggest that the improved high-temperature performance is mainly associated with the constraint imposed by the structural network, which enables the material to remain stable under cyclic heavy-load conditions. The proposed structural modification strategy based on pyrolysis-derived solid residues can provide theoretical support and an application basis for improving the high-temperature stability of heavy-duty pavement.

2026, 26(8): 102-115. doi: 10.19818/j.cnki.1671-1637.2026.321

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Formulation design and performance evaluation of MMA-based anti-skid coating for airport pavements based on texture reconstruction

WANG Ming, LI Jia-yi, CHENG Huai-lei, ZHI Juan-yan, LIN Chang-an

Abstract: More> To achieve texture reconstruction, four types of MMA-based repair coatings for cement concrete pavements were designed by mainly using methyl methacrylate (MMA), two curing agents, and three high-quality aggregates including quartz sand, silicon carbide, and brown fused alumina. The coating consists of a double-layer structure: an interface layer and a functional layer. The mass ratio of the interface layer of MMA∶powdered benzoyl peroxide (BPO) is 25∶1, while that of the functional layer of MMA∶powdered BPO∶liquid curing agent∶aggregate is 100∶1∶3.3∶30. The performance of the MMA-based repair coatings was evaluated in terms of texture reconstruction state, interfacial bonding strength, and freeze-thaw durability. Research results indicate that in terms of texture reconstruction state, compared with the uncoated specimens (concrete roughened texture), the texture height, mean profile depth, and slope spectral density (characteristic wavelength=0.1 mm) of the MMA-coated specimens increase by 3, 7.5, and 23 times, respectively. After applying the MMA coating, the BPN of the concrete reference slab approximately doubles, and it has a good correlation with the mean profile depth (MPD) (R²=0.85), which verifies the consistency of skid resistance characterization results at different test scales. In terms of interfacial bonding strength, the pull-off strengths of the four MMA-based coatings at 3 and 24 h are concentrated in 3.47-4.46 and 3.70-4.76 MPa, respectively. This indicates that the MMA coatings not only have a fast curing speed but also exhibit excellent interfacial bonding performance with concrete, which is attributed to the physical interlocking behavior, chemical bonding interaction, and environmental adaptation mechanism of the interface interaction between MMA and concrete. In terms of freeze-thaw durability, after 150 freeze-thaw cycles, the uncoated specimens show extensive aggregate exposure; in contrast, after 300 freeze-thaw cycles, the coating peeling area of the MMA-based coating specimens is still less than 1%, and the concrete specimens maintain a sound apparent state, which demonstrates the good freeze-thaw protection performance of the coatings. Therefore, the designed MMA-based coatings possess abundant texture structures, excellent interfacial bonding performance, and good freeze-thaw protection capacity, providing new material reserves and reference ideas for the research on skid resistance repair and toughness improvement technologies of cement concrete pavements.

2026, 26(8): 116-128. doi: 10.19818/j.cnki.1671-1637.2026.237

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A prediction model for bonding strength of asphalt overlay on airport pavement based on texture feature data

XING Chen, HUI Bing, DU Xiao-yi, MA Xin-yan, WANG Hai-nian

Abstract: More> To accurately predict the bonding strength of "white-to-black" airport pavement interfaces and reveal the underlying mechanism linking interface texture to bonding performance, aged concrete slabs under 16 different treatment conditions were prepared. Three-dimensional laser scanning was used to extract geometric, spectral, and fractal indicators, establishing a multi-index texture characterization system covering geometric amplitude, distribution, and structural complexity. After placing asphalt mixture overlay to form "white-to-black" composite specimens, shear tests were conducted at three temperatures. A standardized shear strength dataset driven by multi-dimensional texture data was constructed. An ensemble machine-learning model combining a multilayer perceptron (MLP) and extreme gradient boosting (XGBoost) was developed, and an improved raccoon optimization algorithm (ICOA) was proposed for hyperparameter tuning. Finally, Shapley Additive Explanations (SHAP) was applied to quantify the contribution of each feature parameter to the predictions. The results show that when the milling depth is 6-10 mm, the shear strength can still maintain 0.65 MPa at 50 ℃. Compared with a milling depth of 4-6 mm, the strength increases by 67.9%-69.5%, indicating a significant improvement in high-temperature shear resistance for airport pavements. The ICOA-MLP-XGBoost model outperforms other models, with R² improved by 6.1%-10.9% and MAE reduced by 35.8%-46.9%. It achieved higher prediction accuracy and better generalization, with improved robustness for engineering use. SHAP analysis indicates that mean texture depth, spectral entropy, and fractal dimension are the dominant factors affecting shear strength. Given the shear-stress concentration under heavy loads with high tire pressure at low speed on airport pavements, an interface milling depth of 6.0-8.0 mm is recommended for interface treatment to achieve high SHAP contribution ranges for these three indicators. This study provides a highly accurate and interpretable data-driven method for predicting interface performance in "white-to-black" airport pavements, which can guide interface-treatment optimization and improve pavement durability.

2026, 26(8): 129-146. doi: 10.19818/j.cnki.1671-1637.2026.239

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Analysis on effect of interface treatment technology on interlayer shear performance of airport thin overlays

ZHAO Hai-dong, TIAN Yu, WANG Jun-zhe, DU Hao, ZHOU Meng-ran, HAN Zong-ru, LING Jian-ming

Abstract: More> To quantitatively analyze effect of five typical interface treatment technologies (chipping, grooving, SBR interface agent, SBR interface agent + chipping, and SBR interface agent + grooving) on interlayer shear performance of airport thin cement concrete overlays, interlayer constitutive parameters of different treatment technologies were calibrated based on laboratory shear tests, and a three-dimensional dynamic finite element model of aircraft-pavement considering interlayer bond-slip-friction behavior was constructed. Based on this model, a bond strength reserve coefficient and allowable slip coefficient taking interlayer slip as damage limit were proposed to quantitatively analyze interlayer shear mechanical behavior under single aircraft dynamic load. Results indicate that critical loading position of interlayer shear is mainly controlled by main landing gear wheel path and stably concentrates in slab edge region of wheel path entering/exiting slab under various parameter combinations; under adverse conditions such as high overlay modulus and strong dynamic load effect, interlayer of overlays without treatment and with only single treatment (grooving, chipping, and SBR interface agent) enters softening damage stage under single aircraft dynamic load, while interlayer of overlays with composite treatment still stays in cohesive bonding stage, indicating that composite treatment technology improves shear damage resistance capacity of interlayer of overlays by enhancing interlayer bond strength and effectively controlling interlayer slip. It is suggested that composite treatment technology combining SBR interface agent with chipping/grooving is preferentially adopted for airport thin cement concrete overlays, and wheel path region at slab edge is taken as key part for daily inspection and risk control.

2026, 26(8): 147-158. doi: 10.19818/j.cnki.1671-1637.2026.322

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Identifying method of rigid pavement support deterioration based on local CPSD-XGBoost fusion

ZHAO Hong-duo, PENG Ke-di, ZENG Meng-yuan, CHENG Ke, GAO Da-chen

Abstract: More> In response to insufficient robustness in traditional dynamic indicators and poor physical interpretability or over-fitting in purely data-driven models for identifying the deterioration of airport rigid pavement slab support, a data-physics fusion identification method was proposed. The correlation between cross power spectral density (CPSD) and the pavement support state was clarified through theoretical derivation. For distributed vibration sensing, local CPSD was proposed. A data-physics fusion method was developed by combining local CPSD with XGBoost to identify slabs with deteriorated support and subsequently locate the specific regions. Its effectiveness was validated by comparing the performance of the physical indicator method, the principal component analysis-support vector machine (PCA-SVM) data-driven method, and the proposed fusion method across two experimental scenarios. Analysis results show that local CPSD comprehensively reflects the influence of structural mode shapes, frequencies, and damping ratios on the pavement support state. Furthermore, the sensitivity of loading points to support anomalies is significantly higher than that of the CPSD calculation points. Regarding identification performance, the physical indicator method has the lowest average accuracy (83.35%) and recall (50%). Although the data-driven method achieves an accuracy of 90.75%, the actual data exhibit weak separability and feature redundancy (7-14 features). The data-physics fusion method performs the best, with the accuracy rising to 91.65%, the recall reaching 77.5%, and the feature dimension significantly reducing to 3-5. These features correspond to the sensitive frequency bands of the local CPSD for support states, providing strong physical interpretability. A method is provided to combine physical information with data features for identifying support deterioration in rigid pavements. While improving existing physical indicators, it also offers a possible path for applying artificial intelligence methods to identify anomalies in pavement structures.

2026, 26(8): 159-174. doi: 10.19818/j.cnki.1671-1637.2026.236

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Analysis of ACR-PCR to evaluate bearing capacity of airport cement concrete pavements using field-measured data

MA Lu-kuan, LI Jie, YUAN Jie, JIANG Chang-shan, SHI Chao, WANG Shun-jie

Abstract: More> To advance the understanding of the aircraft classification rating-pavement classification rating (ACR-PCR) method for evaluating the bearing capacity of airfield cement concrete pavements, this study establishes a comprehensive ACR-PCR evaluation database for such pavements at China's transport airports. This effort is grounded in the national pavement strength-report updating program and employs the civil aviation administration of China-pavement classification rating (CAAC-PCR) software, alongside standardized principles and procedures for parameter acquisition. A total of 190 runways commissioned over the past two decades are selected as the analytical sample, and the distribution characteristics of their structural parameters are statistically examined. On this basis, the sensitivity of PCR to structural parameters and its variation patterns are investigated in detail, while the influences of traffic volume and aircraft mix are also assessed. Furthermore, the distribution characteristics of PCR are statistically summarized, and a comparative analysis is conducted between the ACR-PCR and the aircraft classification number-pavement classification number (ACN-PCN) methods. The results indicate that slab thickness and flexural strength are the most sensitive parameters governing PCR, followed by base-layer parameters, whereas subgrade parameters exert a comparatively minor influence. PCR decreases with increasing traffic volume, with the rate of reduction gradually diminishing; its value is governed by both the aircraft with the largest ACR in the fleet mix and the maximum cumulative fatigue damage factor induced by the traffic mix. For rigid pavements at Chinese airports, as the airfield area class upgrades from 4C and 4D to 4E and 4F, the maximum PCR values remain generally comparable, while the minimum, median, and mean values show a consistent upward trend. Additionally, PCR on class B subgrade is slightly higher than that on class A subgrade. Compared with the ACN-PCN method, the ACR-PCR approach exhibits greater sensitivity to cumulative fatigue effects and yields more conservative evaluations, yet both methods demonstrate consistency in identifying aircraft requiring load restrictions.

2026, 26(8): 175-189. doi: 10.19818/j.cnki.1671-1637.2026.328

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Prediction model for performance decay of airport runways based on CNN-xLSTM-Attention

HE Yin-zhang, LI Yi-lin, ZHAO Xiao-kang, ZHANG Jiu-peng, LI Yan

Abstract: More> To accurately predict the performance decay trend of airport runways under complex working conditions, a combined CNN-xLSTM-Attention prediction model was established based on an improved deep learning architecture. A convolutional neural network was utilized to extract local features of multi-source input data such as environment, load, and structure, and an xLSTM model containing dual branches of sLSTM and mLSTM was introduced to enhance the capturing ability for temporal dependencies. On this basis, an Attention mechanism was combined to dynamically focus on key time steps and feature variables, and a Bayesian optimization algorithm was adopted to automatically search for key hyperparameters, thereby constructing a high-precision pavement condition index (PCI) decay prediction framework. Using measured time-series data from two runways in China, covering 6 types of key indicators such as service time, rainfall, and traffic load, the prediction accuracy and generalization ability of different models were calculated and analyzed, and SHAP and a generalized additive model were introduced to analyze the nonlinear influence mechanisms of key features. The research results indicate that compared to the traditional LSTM and single improved models, the CNN-xLSTM-Attention model has the optimal comprehensive performance, effectively solving the long-sequence gradient problem and the feature coupling challenge; the coefficient of determination (R²) of the test set reaches 0.923; the mean absolute percentage error (MAPE) is only 1.778%. The explanatory analysis reveals that service time (contribution rate of 44.8%) and annual average rainfall (contribution rate of 33.6%) are the primary factors dominating the decay of PCI; traffic load and temperature indicators show a significant threshold effect; increasing the surface course thickness has a significant inhibitory effect on delaying the decay. It is thus evident that the established pavement performance prediction model and its explanatory analysis method can accurately capture the temporal evolution patterns and key influence mechanisms of PCI, providing reliable data support for the phased scientific maintenance and operational decisions of airport runways.

2026, 26(8): 190-201. doi: 10.19818/j.cnki.1671-1637.2026.325

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Evaluation method for effect of subgrade weak zone distribution on mechanical performance of pavement based on BIM and intelligent compaction

DAI Xuan, WANG Cheng-zhi, CAI Jing, QIAO Yang, LIU Lei

Abstract: More> To quantify the spatial distribution characteristics of compactness and their effects on pavement mechanical performance, an airport intelligent compaction project was analyzed, an application framework for the information fusion between building information model (BIM) and intelligent compaction was established, and a compaction weakness composite index for evaluating the spatial distribution of subgrade compaction was proposed. Through California bearing ratio tests on subgrade soil, the relationship between the compaction meter value and the subgrade reaction modulus was analyzed. A three-dimensional finite element numerical analysis model was established to investigate the effect of the spatial distribution of compactness on the mechanical performance of airport pavement. Finally, an integrated analysis method for intelligent compaction and pavement structure mechanical performance based on the BIM model was developed. The results indicate that under the same area ratio of compaction weak zones, the adjacency index of weak zones can differ by 2.5 times; the compaction weakness composite index can reflect the comprehensive effect of compaction pass rate, compaction weakness degree, and spatial distribution of weak zones; the compaction weakness composite index increases with the increase of the area ratio of compaction weak zones, and the degree of dispersion also gradually increases. Furthermore, the subgrade reaction modulus exhibits a power exponential growth relationship with the compaction meter value. The maximum flexural-tensile stress of the pavement increases with the increase of the compaction weakness composite index, and this relationship can be described by a cubic polynomial. Through parametric BIM modeling, attribute information extension, visual programming, fusion of intelligent compaction data and BIM data, and integrated analysis of BIM and mechanical model, the dynamic analysis of pavement structure stress and service life during the operation period can be realized based on intelligent compaction data, pavement structure geometric data, and aircraft load data, thereby improving the subgrade compaction level. The research results provide a reference for expanding the value of intelligent compaction data and realizing the integrated analysis of intelligent construction and operation-maintenance of airport pavement engineering.

2026, 26(8): 202-216. doi: 10.19818/j.cnki.1671-1637.2026.323

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Interaction between aircraft tire and grooved pavement under snow slurry pollution

CAI Jing, ZHAO Fei, HUANG Yu-dai, LI Jian-ping, CHEN Hong-yan, SUN De-xin

Abstract: More> To enhance aircraft operational safety on grooved pavements with snow pollution, a finite element model for aircraft tire-grooved pavement with snow slurry pollution was established based on the smoothed particle hydrodynamics (SPH) method. The reliability of the model was validated using NASA full-scale snow slurry taxiing test data and ESDU theoretical formulas. The operation status of the Airbus A320 aircraft at different taxiing speeds, snow slurry thicknesses, and tire wear degrees was simulated. The influences of rectangular, trapezoidal, and V-shaped pavement grooves on tire forces and snow splashing characteristics were compared and analyzed. According to the analysis results, trapezoidal grooves have the best drainage capacity for pavement pollutants. Compared with rectangular and V-shaped grooves, the pavement support force provided by trapezoidal grooves increases by up to 8.36% and 10.92%, respectively, with the displacement resistance lower by up to 12.30% and 19.00%. The depth of pavement grooves significantly affects the critical dangerous speed of the aircraft. As the groove depth reduces from 6 mm to 0 mm, the critical dangerous speed decreases from 73 to 69 m·s^-1. The snow splash quantity by tires exhibits significant differences from large to small, with V-shaped grooves, rectangular grooves, and trapezoidal grooves showing distinct patterns, and trapezoidal grooves have a better suppression effect on tire snow splashing. The snow splash quantity in the dangerous area of the engine intake port drops by about 23% compared with V-shaped grooves. Tire groove depth significantly affects skid-resistant performance. When the groove depth wears to 3 mm (wear rate of 70%), the rolling friction force decreases by more than 30% compared with new tires. The snow splash quantity increases by 33.19%, necessitating the timely replacement of the tire. These findings provide a theoretical basis for airport pavement skid-resistant design and tire maintenance.

2026, 26(8): 217-230. doi: 10.19818/j.cnki.1671-1637.2026.190

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Characteristics of aircraft runway veer-off behavior due to coupled action of crosswind and uneven water accumulation on pavement

ZHANG Yao-hua, CHONG Xiao-lei, REN Yi-nan, ZHOU Ze-yuan

Abstract: More> A coupled dynamics model for aircraft runway veer-off under the combined action of crosswind and uneven water accumulation on pavement was established. The relationship among the aerodynamic moment induced by crosswind, the unbalanced drag moment induced by water accumulation, and the correcting moment of the nose wheel was analyzed. A co-simulation system based on the coupled Eulerian-Lagrangian (CEL) algorithm and Automatic Dynamic Analysis of Mechanical Systems (ADAMS) was constructed. The cross-scale transfer from local wheel-set hydroplaning force identification to full-aircraft landing-roll veer-off response simulation was achieved. The effects of water-depth difference, crosswind speed, and crosswind direction on the center-of-mass trajectory, lateral offset, and yaw angle of the aircraft were investigated. A safety criterion was proposed, in which a center-of-mass lateral offset of 18.7 m was taken as the veer-off threshold for an A320 aircraft on a 45 m wide runway. The results indicate that a water-depth difference of 10 mm causes a friction resistance difference of 16 kN at a touchdown speed of 240 km·h^-1. A water-depth difference of 6 mm causes a final lateral offset of 11.6 m. Wet pavement amplifies the veer-off effect of crosswind. Under the same crosswind conditions, the maximum yaw angle of the aircraft on a wet runway is about 2.8 times that on a dry runway. Under the combined action of crosswind and uneven water accumulation, the lateral offset of the aircraft increases significantly, and it may exceed the runway safety limit during the landing roll. Uneven water accumulation induces a yawing moment through the longitudinal resistance difference between the left and right main landing gears, and it is an important internal driving force for aircraft veer-off. Crosswind mainly changes the lateral motion state of the aircraft through aerodynamic side force and yawing moment, and it further amplifies the veer-off effect under wet pavement conditions. When the water-induced moment and the crosswind-induced moment have the same direction, the aircraft yaw attitude increases significantly. When the two forces act in the same direction, the trajectory deviation rate of the aircraft increases obviously. The results provide a theoretical basis and data support for runway water accumulation monitoring, crosswind operation limitation, and landing-roll veer-off risk assessment.

2026, 26(8): 231-242. doi: 10.19818/j.cnki.1671-1637.2026.324

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Resilience-oriented communication topology optimization for airport snow removal IoV networks

SUN Ke, QIAN Zhong-hao, YU Miao, XING Zhi-wei

Abstract: More> In response to the collaborative control failure and operational efficiency degradation caused by communication node failures in airport snow removal cluster operations, a resilience enhancement method was proposed based on the Internet of Vehicles (IoV) topology optimization and dynamic formation reconfiguration. First, the dynamic interaction characteristics of snow removal operations were analyzed. A mission process-oriented performance evaluation metric was defined. Based on this, a resilience assessment model was developed for the snow removal cluster operations. Second, to enhance the invulnerability of the communication network under damaged conditions, the node degree variance was introduced as a structural survivability index. On this basis, a mixed integer semi-definite programming model for IoV topology optimization was formulated. Convex relaxation techniques were applied to decompose this NP-hard problem into a degree matrix optimization problem based on integer quadratic programming and a graph feasible solution problem based on semi-definite programming, thus achieving efficient solutions under complex constraints. Furthermore, to address the issue of coverage gaps caused by node failures, a dynamic contractive reconfiguration strategy based on remapping was designed to achieve the timely closure of physical operational gaps through the rapid self-healing of the logical topology. Simulation results demonstrate that the proposed method significantly improves the system's fault tolerance. In a 6-node stochastic network experiment, the optimized topological structure maintains basic formation configuration functions even under an extreme condition of 50% node loss, with the operational resilience improved by 13.1% after optimization. Further Monte Carlo statistics and parameter sensitivity analysis indicate that the node degree variance can reflect the network connectivity retention ability in a statistical sense. The vehicle lateral spacing and minimum overlap width have a significant impact on the effective coverage width. The effectiveness of topology optimization design in enhancing the operational resilience of connected airport vehicles under harsh environmental conditions is validated.

2026, 26(8): 243-258. doi: 10.19818/j.cnki.1671-1637.2026.403

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2026, Volume 26, Issue 8

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