Airport runway pavement settlement monitoring method, device, equipment and medium

Abstract

The invention relates to the field of airport runway detection, in particular to an airport runway pavement settlement monitoring method, device and equipment and a medium. The method comprises the following steps: acquiring the airport runway of the current airport, performing region division on the airport runway, and allocating a corresponding detection point to each region, so that parallel detection can be realized, the overall detection time can be greatly shortened, and the monitoring efficiency can be improved. Furthermore, each detection point is provided with a special detection device, so that the settlement condition of the point can be accurately measured. Furthermore, each detection point is provided with a special detection device, so that the settlement condition of the point can be accurately measured. By integrating the data of a plurality of detection points, the settlement degree of the whole runway can be evaluated more accurately, and the possibility of false report and missing report is reduced. In addition, the region division is also beneficial to identifying a specific region with relatively serious settlement, and accurate guidance is provided for subsequent maintenance and repair.

Description

Technical Field

[0001] The present application relates to the field of airport runway detection, and in particular to an airport runway pavement settlement monitoring method, device, equipment and medium. Background Art

[0002] Airport runways are key areas designed for taxiing, takeoff and landing. After long-term use and withstanding the test of various complex weather conditions, the runway surface may have a series of incomplete conditions, including but not limited to damage, dents, cracks and the particularly critical phenomenon of runway settlement. If these conditions are not handled in a timely manner, they will pose a serious threat to the safety of aircraft takeoff and landing, and directly affect the lives of passengers and crew members.

[0003] In the prior art, airport runway settlement monitoring mainly relies on conventional measurement methods, that is, airport staff use leveling to periodically monitor runway settlement at annual or monthly intervals. However, this method is highly dependent on manual operation, resulting in low efficiency in detecting runway pavement settlement. Summary of the invention

[0004] In order to improve the efficiency of detecting pavement settlement of an airport runway, the present application provides a method, device, equipment and medium for monitoring pavement settlement of an airport runway.

[0005] In the first aspect, the present application provides a method for monitoring the pavement subsidence of an airport runway, which adopts the following technical solution: A method for monitoring the pavement settlement of an airport runway, comprising: Get the airport runway corresponding to the current airport; Dividing the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions; Determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway; The detection result sent by each detection device is received, and based on the detection result of each detection point, the pavement settlement degree of the airport runway is determined.

[0006] By adopting the above technical solution, the airport runway of the current airport is obtained, and the airport runway is divided into regions. Each region is assigned a corresponding detection point, which can realize parallel detection, thereby greatly shortening the overall detection time and improving the monitoring efficiency. Furthermore, each detection point is equipped with a special detection device that can accurately measure the settlement of the point. By integrating the data of multiple detection points, the settlement degree of the entire runway can be more accurately evaluated, reducing the possibility of false alarms and missed reports. In addition, regional division can also help identify specific areas with more serious settlement, providing precise guidance for subsequent maintenance and repair. At the same time, regional division and the setting of detection points enable resources (such as manpower, equipment, time, etc.) to be allocated more reasonably. For areas with higher settlement risks, more detection points and more advanced detection devices can be deployed to ensure safety; for areas with lower settlement risks, the detection frequency and resource allocation can be appropriately reduced to avoid waste of resources.

[0007] In a possible implementation, the airport corresponding to the current airport is divided into regions to obtain a plurality of runway regions, including: Obtain the key runways and common runways corresponding to the current airport, wherein the key runways are runways on which aircraft are traveling in the current cycle, and the common runways are runways in the airport other than the key runways; According to the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and according to the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions; Based on the multiple key runway areas and the multiple common runway areas, multiple runway areas corresponding to the current airport are obtained.

[0008] By adopting the above technical solution, by distinguishing between key runways and ordinary runways, priority can be given to those runways (i.e. key runways) where aircraft are actually traveling in the current cycle. Since key runways will be used in the near future, more detailed regional division of key runways and increased monitoring efforts can more effectively identify potential safety hazards and ensure the safety of aircraft takeoff and landing. For ordinary runways that are not in use temporarily, although regular monitoring is still required, the monitoring frequency and resource allocation can be appropriately reduced. Through regional division, monitoring plans can be arranged more reasonably, avoiding wasting resources in unnecessary areas and improving overall monitoring efficiency.

[0009] In a possible implementation, according to a first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and according to a second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions, including: Acquire each functional area on the airport runway, and generate a first division criterion based on each functional area; Acquire specification parameters corresponding to the airport runway, and generate a second division criterion based on the specification parameters; Based on the first division criterion, the key runway is divided into a plurality of areas to obtain a plurality of key runway areas, and based on the second division criterion, the common runway is divided into a plurality of areas to obtain a plurality of common runway areas.

[0010] By adopting the above technical solution, the first division criterion was formulated by obtaining information on various functional areas on the airport runway, such as the take-off area, landing area, taxiing area, apron, etc. This criterion enables monitoring work to focus on the key functional areas of the runway, which usually carry higher safety risks and more important operational functions. Therefore, the division based on functional areas can significantly improve the accuracy and pertinence of monitoring and ensure the effective use of monitoring resources. Furthermore, the second division criterion was formulated by obtaining the specification parameters of the airport runway, such as runway length, width, material type, etc. The division based on specification parameters helps to reasonably allocate monitoring resources according to the actual situation of the runway, ensuring that each area receives proper attention and maintenance.

[0011] In a possible implementation, obtaining a detection range corresponding to the detection device; Determining the detection confidence level corresponding to each of the key runway areas and each of the common runway areas; Based on the detection range corresponding to the detection device and the detection confidence levels corresponding to each of the key runway areas and each of the common runway areas, the detection points corresponding to each of the key runway areas and each of the common runway areas are determined to obtain the detection points corresponding to each runway area.

[0012] By adopting the above technical solution and obtaining the detection range corresponding to the detection device, it can be ensured that the detection resources are effectively allocated to the areas actually needed, avoiding waste of resources and unnecessary detection blind spots. The detection confidence levels are determined for key runway areas and ordinary runway areas respectively. This means that the detection device will pay more attention to areas that may require more precise monitoring (such as the starting area, the finish area, etc.), thereby providing more reliable and accurate detection data in these areas. Based on the detection range and confidence level, the detection points of each runway area can be accurately determined, which not only improves the detection efficiency, but also ensures the accuracy of the detection results.

[0013] In a possible implementation manner, determining the detection confidence level corresponding to each of the key runway areas and each of the common runway areas includes: Acquire the regional function corresponding to each of the key runway areas and the first historical settlement data corresponding to the key runway, and acquire the importance level corresponding to each regional function, wherein the first historical settlement data includes the historical settlement level corresponding to each key runway area in a target historical period, wherein the target historical period is a period before the current period, and the importance level is used to characterize the influence of the regional function on the aircraft during the aircraft's travel; Determining the detection confidence level of each of the key runway areas based on the importance level corresponding to the regional function of each of the key runway areas and the first historical settlement data; Acquire second historical settlement data corresponding to the common runway, and acquire a settlement degree threshold value corresponding to the common runway, wherein the second historical settlement data includes a historical settlement degree corresponding to each common runway area within a target historical period; Based on the second historical settlement data and the settlement degree threshold, a detection confidence level corresponding to each of the ordinary runway areas is determined.

[0014] By adopting the above technical solution, the regional functions of key runway areas and their corresponding importance are taken into consideration. Since different functional areas (such as take-off runways, landing runways, taxiway runways, etc.) have different impacts on aircraft operation, setting the detection confidence level according to the functional importance can ensure more detailed and frequent detection of key areas, thereby improving the pertinence of detection. By obtaining historical settlement data within the target historical period, the settlement trend and stability of each runway area can be understood. For areas with a high degree of settlement, increasing the detection confidence level can timely discover potential safety hazards and prevent safety accidents caused by runway settlement.

[0015] In a possible implementation, the detection result includes a regional settlement degree, and determining the pavement settlement degree of the airport runway based on the detection result of each detection point includes: Determine whether the settlement degree of the area corresponding to each detection point is less than the preset settlement degree; If the regional settlement degree corresponding to each detection point is less than the preset settlement degree, then the average value of the regional settlement degrees corresponding to each detection point is calculated as the pavement settlement degree of the airport runway; If there is a detection point whose corresponding regional settlement degree is not less than the preset settlement degree, the detection point whose regional settlement degree is not less than the preset settlement degree will be determined as the target detection point, and the regional settlement degree corresponding to the target detection point will be used as the pavement settlement degree of the airport runway.

[0016] By adopting the above technical solution, the regional settlement degree of each detection point is checked to ensure a comprehensive understanding of the overall settlement condition of the runway. By setting the preset settlement degree as the judgment standard, it is possible to distinguish between detection points with normal settlement and detection points with possible settlement risks. When the regional settlement degree of all detection points is less than the preset settlement degree, the method of calculating the average value is used to determine the pavement settlement degree of the airport runway, which can comprehensively consider the data of all detection points and more accurately reflect the overall settlement condition of the runway, avoiding the interference of individual abnormal data on the results.

[0017] In a possible implementation, when there is a target detection point, the method further includes: Obtaining the target airport runway corresponding to the target detection point; Determine whether there is an aircraft travel plan for the target airport runway in the current cycle; If an aircraft travel plan exists for the target airport runway in the current cycle, the start time of the aircraft travel plan is obtained, and an emergency maintenance plan is generated based on the start time.

[0018] By adopting the above technical solution, by checking whether there is an aircraft travel plan on the target airport runway in the current cycle, it can be ensured that the maintenance work will not conflict with the established flight plan. This avoids flight delays or cancellations due to maintenance and ensures smooth and efficient air transportation. Once the target detection point is found and it is confirmed that there is an aircraft travel plan on the target airport runway in the current cycle, the solution will generate an emergency maintenance plan based on the start time of the aircraft travel plan, so as to eliminate safety hazards in a timely manner and prevent problems such as runway subsidence from affecting flight safety.

[0019] In the second aspect, the present application provides an airport runway pavement settlement monitoring device, which adopts the following technical solution: An airport runway pavement settlement monitoring device comprises: The acquisition module is used to obtain the airport runway corresponding to the current airport; A division module, used for dividing the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions; A control module, used to determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway; The determination module is used to receive the detection results sent by each of the detection devices, and determine the pavement settlement degree of the airport runway based on the detection results of each detection point.

[0020] In a third aspect, the present application provides an electronic device, which adopts the following technical solution: An electronic device, comprising: at least one processor; Memory; At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute the airport runway pavement settlement monitoring method described in the first aspect above.

[0021] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution: A computer-readable storage medium includes: a computer program that can be loaded by a processor and execute the airport runway pavement settlement monitoring method described in the first aspect.

[0022] In summary, this application includes the following beneficial technical effects: By obtaining the airport runway of the current airport, dividing the airport runway into regions, and assigning corresponding detection points to each region, parallel detection can be achieved, which can greatly shorten the overall detection time and improve monitoring efficiency. Furthermore, each detection point is equipped with a special detection device that can accurately measure the settlement of the point. By integrating the data of multiple detection points, the settlement degree of the entire runway can be more accurately assessed, reducing the possibility of false alarms and missed alarms. In addition, regional division can also help identify specific areas with more serious settlement, providing precise guidance for subsequent maintenance and repair. At the same time, regional division and the setting of detection points enable resources (such as manpower, equipment, time, etc.) to be allocated more reasonably. For areas with higher settlement risks, more detection points and more advanced detection devices can be deployed to ensure safety; for areas with lower settlement risks, the detection frequency and resource allocation can be appropriately reduced to avoid waste of resources. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the connection and interaction between an electronic device and a detection device on an airport runway provided by an embodiment of the present application; Figure 2 It is a flow chart of a method for monitoring the pavement subsidence of an airport runway provided in an embodiment of the present application; Figure 3 It is a block diagram of an airport runway pavement settlement monitoring device provided in an embodiment of the present application; Figure 4 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] The following is combined with Figure 1 -Attached Figure 4 This application is described in further detail.

[0025] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0026] In order to facilitate understanding of the technical solution proposed in this application, several elements introduced in the description of this application are first introduced here. It should be understood that the following introduction is only for the convenience of understanding these elements, so as to understand the content of the embodiments of this application, and does not necessarily cover all possible situations.

[0027] An airport runway is a key area designed specifically for aircraft taxiing, takeoff and landing. There are usually at least two runways in an airport for aircraft taxiing.

[0028] After long-term use and withstanding the test of various complex weather conditions, the runway pavement may have a series of incomplete conditions, including but not limited to damage, dents, cracks and the particularly critical runway settlement phenomenon. If these conditions are not handled in a timely manner, they will pose a serious threat to the safety of aircraft takeoff and landing, and will directly affect the life safety of passengers and crew members. In the prior art, airport runway settlement monitoring mainly relies on conventional measurement methods, that is, airport staff use leveling to periodically monitor the runway settlement at annual or monthly time intervals. However, this method is highly dependent on manual operation, resulting in low efficiency in detecting airport runway pavement settlement.

[0029] See also Figure 1 There are multiple runways at the airport, and multiple detection devices are installed on each runway. The detection devices are used to detect the settlement degree of the runways. The sum of the detection ranges corresponding to the detection devices can cover the runways included in the entire airport. The electronic equipment is connected to each detection device on the runway, and the electronic equipment can obtain the settlement degree of each detection device.

[0030] The present application embodiment provides a method for monitoring the pavement subsidence of an airport runway, such as Figure 2As shown, the method provided in the embodiment of the present application is executed by an electronic device, which can be a server or a terminal device, wherein the server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, which is not limited in the embodiment of the present application. The method includes steps S201 to S204, wherein: Step S201, obtaining the airport runway corresponding to the current airport.

[0031] Each airport runway corresponds to a runway number, each airport runway corresponds to a starting position and an end position, and the runway map and runway number of the airport runway are stored in a pre-set airport database. The current airport can be any airport to be detected. For ease of description, the current airport in the following embodiments of the present application is the same airport.

[0032] Specifically, the runway numbers corresponding to all the airport runways in the current airport are obtained, and all the airport runways in the current airport are obtained based on the runway numbers.

[0033] Step S202: Divide the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions.

[0034] In order to facilitate the detection of the settlement degree of the airport runway, the airport runway can be divided into multiple areas, and the settlement corresponding to each area can be detected to obtain the settlement of all airport runways in the current airport. Specifically, the runway map of the current airport can be obtained from the airport database, and the length and width corresponding to each airport runway can be obtained based on the runway map. After obtaining the length and width of each airport runway in the current airport, each airport runway can be divided into multiple areas with a preset length and a preset width according to a preset length and a preset width, thereby obtaining multiple runway areas. Among them, the preset length and preset width can be data set in advance, or can be data entered manually, and the embodiments of the present application are not limited to this.

[0035] Step S203: determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway.

[0036] Among them, a runway area corresponds to at least one detection point, each detection point corresponds to a detection device, and each detection device corresponds to a detection range. Specifically, the location of each detection device and the location of each detection device are recorded in the airport database.

[0037] Specifically, after obtaining the runway area corresponding to each runway area, the process of determining the detection point in each runway area can be as follows: obtaining each detection device in the runway area from the airport database, and obtaining the detection range corresponding to each detection device from the airport data, based on the detection range corresponding to each detection device and the runway area, selecting a target detection device that can cover the runway area from the detection device, and using the position corresponding to each target detection device as the detection point corresponding to the runway area. The target detection device can be one detection device or multiple detection devices.

[0038] Furthermore, after the detection point corresponding to each runway area is determined, the detection device corresponding to each detection point can be controlled to detect the runway area to complete the detection of the airport runway.

[0039] Step S204: receiving the detection results sent by each detection device, and determining the degree of pavement settlement of the airport runway based on the detection results of each detection point.

[0040] Among them, the detection results may include the degree of regional subsidence.

[0041] After controlling the detection device corresponding to each detection point to detect the runway area, the detection result sent by each detection device is received, and the settlement degree threshold of each area is obtained, and the settlement degree of each area is compared with the corresponding regional settlement degree threshold. If the settlement degree of each area is less than the corresponding regional settlement degree threshold, the average of the regional settlement degrees is calculated as the pavement settlement degree of the airport runway; if there is a regional settlement degree that is not less than the corresponding regional settlement degree threshold, the runway area that is not less than the corresponding regional settlement degree threshold is determined as an abnormal runway area, and the regional settlement degree corresponding to the abnormal runway area is determined as the pavement settlement degree of the airport runway.

[0042] The embodiment of the present application provides a method for monitoring the pavement settlement of an airport runway. By acquiring the airport runway of the current airport and dividing the airport runway into regions, and assigning corresponding detection points to each region, parallel detection can be achieved, thereby greatly shortening the overall detection time and improving the monitoring efficiency. Further, each detection point is equipped with a special detection device that can accurately measure the settlement of the point. By integrating the data of multiple detection points, the settlement degree of the entire runway can be more accurately assessed, reducing the possibility of false alarms and missed reports. In addition, regional division also helps to identify specific areas with more serious settlement, providing precise guidance for subsequent maintenance and repair. At the same time, regional division and the setting of detection points enable resources (such as manpower, equipment, time, etc.) to be allocated more reasonably. For areas with higher settlement risks, more detection points and more advanced detection devices can be deployed to ensure safety; while for areas with lower settlement risks, the detection frequency and resource allocation can be appropriately reduced to avoid waste of resources.

[0043] In a possible implementation of the embodiment of the present application, in the above step S202, the airport corresponding to the current airport is divided into regions to obtain multiple runway regions, including: Get the key runways and common runways corresponding to the current airport. Key runways are runways where aircraft are traveling in the current cycle, and common runways are runways other than key runways in the airport. According to the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and according to the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions; Based on the multiple key runway areas and the multiple common runway areas, multiple runway areas corresponding to the current airport are obtained.

[0044] The first division criterion and the second division criterion may be set in advance, and this is not limited in the embodiment of the present application.

[0045] Specifically, through the pre-set airport database and data query SQL, the current airport operation plan and flight schedule are collected, and the airport runways with aircraft in the current cycle (such as a week, a day or a specific time period) are determined as key runways. Since these airport runways are actually used in the current cycle, if there are problems with these runways, it may affect the operation of subsequent aircraft, and these airport runways may be used more frequently and may be more prone to settlement or other damage. Further, all runways in the airport except the key runways are regarded as ordinary runways.

[0046] After the key runway is obtained, the first division criterion is to divide it according to the key position, the first length and the first width. Specifically, the key positions on the runway can be identified, such as the start area of ​​the runway and the bend, and each key position can be divided into a key runway area, and then according to the length and width of the key runway, the key runway after the key position is taken out is divided into a number of areas with a length of the first length and a width of the first width equal to each other, so as to obtain multiple key runway areas. More specifically, the runway map of the airport is obtained from the airport database, and the runway map is marked with the runway number corresponding to each runway, and the runway number of the airport runway where the aircraft is traveling in the current cycle is obtained, that is, the runway number of the key runway is obtained. The runway usually has a clear edge, and an edge detection algorithm (such as Sobel operator, Canny edge detection, etc.) can be used to identify the edge information of the key runway in the image, and on the basis of edge detection, the straight line segment in the image is further extracted. Then the extracted short line segments are connected according to certain rules (such as angle, endpoint distance, grayscale mean on both sides of the line segment, etc.) to form long line segments to extract separate key runways. Further, the key runway is input into the trained deep network model, and the deep network model outputs a labeled key runway map, which is labeled with key positions. Each area labeled with a key position is taken as a first key runway area, and then the remaining key runway parts except the first runway area are divided into multiple key runway areas according to the first length and the first width using image segmentation technology, such as threshold segmentation, region-based segmentation or edge-based segmentation. Among them, the deep network model is trained with a large number of runway samples and runway map samples with key position annotations.

[0047] After obtaining the ordinary runway, the second division criterion is to divide according to the second length and the second width. Since the ordinary runway is used less frequently, it can be divided into several larger areas according to the length and width of the runway. Specifically, the runway number of the airport runway where no aircraft is traveling in the current cycle is obtained, that is, the runway number of the ordinary runway is obtained, and an edge detection algorithm (such as Sobel operator, Canny edge detection, etc.) is used to identify the edge information of the ordinary runway in the image, and based on the edge information of the identified ordinary runway, a separate ordinary runway is extracted to obtain a separate ordinary runway, and then each ordinary runway is divided into several areas with a length of the second length and a width of the second width by using image segmentation technology to obtain multiple ordinary runway areas. Among them, the first length is less than the second length, and the first width is less than the second width.

[0048] Furthermore, the divided key runway areas and common runway areas are integrated to form multiple runway areas corresponding to the current airport.

[0049] A possible implementation of the embodiment of the present application, in the above embodiment, according to the first division criterion, the key runway is divided into multiple areas to obtain multiple key runway areas, and according to the second division criterion, the ordinary runway is divided into multiple areas to obtain multiple ordinary runway areas, including: Acquire various functional areas on the airport runway, and generate a first division criterion based on the various functional areas; Obtaining specification parameters corresponding to the airport runway, and generating a second division criterion based on the specification parameters; Based on the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and based on the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions.

[0050] Among them, the functional area may include the runway itself (including the take-off section, landing section, and taxi section), the stopways at both ends of the runway, the runway safety zone (runway safety end), the connecting roads between runways, and the aprons and taxiways around the runway. Since some functional areas and some key locations are usually more prone to settlement, it is possible to identify the various functional areas on the airport runway and the key locations on the airport runway. Among them, the key locations may include the runway ends and curves.

[0051] Formulate the first division criterion: Formulate the first division criterion based on the characteristics of the functional areas and the risk of settlement. Specifically, obtain an airport runway map containing functional area standards and key position markings from the airport database, and take each functional area on the key runway as a key runway area, and take each key position as a key runway area. The remaining key runway positions after removing the functional areas and key positions are divided according to preset specifications to obtain the first division criterion. The preset specifications may be the first width and the first length.

[0052] The second division criterion is formulated: the specification parameters of the airport runway are obtained from the airport database, including the length, width and thickness of the runway. And based on the specification parameters, the second division criterion is formulated. Specifically, the length, width and thickness of each airport runway are generally recorded in the airport database, so the length, width and thickness of each airport runway can be obtained from the airport database. Since the settlement conditions corresponding to different thicknesses may be different, one thickness corresponds to one division specification. For example, when the thickness is 30 cm, the division specification corresponding to the thickness is 40 cm in length and 30 cm in width. Based on the division specification corresponding to the thickness of the airport runway, the second division criterion is obtained.

[0053] Furthermore, according to the first division criterion, the key runway is divided into a plurality of areas, and according to the second division criterion, the common runway is divided into a plurality of areas.

[0054] A possible implementation of the embodiment of the present application, in the above embodiment, determining the detection point corresponding to each runway area includes: Obtaining a detection range corresponding to the detection device; Determine the detection confidence level corresponding to each key runway area and each ordinary runway area; Based on the detection range corresponding to the detection device and the detection confidence levels corresponding to each key runway area and each ordinary runway area, the detection points corresponding to each key runway area and each ordinary runway area are determined to obtain the detection points corresponding to each runway area.

[0055] Among them, one detection device corresponds to a detection range, and the detection range can be circular, square or irregular in shape. The detection range corresponding to each detection device can cover the entire airport runway, and the detection ranges corresponding to each detection device may overlap.

[0056] Specifically, the detection range corresponding to the detection device is obtained, and the settlement risk of each key runway area can be evaluated based on factors such as the frequency of use of the key runway area. Specifically, the first historical use frequency corresponding to each key runway is obtained, and based on the first historical use frequency and the first weight corresponding to the key runway, the detection confidence level corresponding to each key runway area is calculated. More specifically, based on the detection confidence level corresponding to the key runway area = first historical use frequency / number of uses corresponding to the airport runway and * (1 + first weight), the detection confidence level corresponding to each key runway area is calculated. Among them, the first weight is set in advance.

[0057] For ordinary runway areas, factors such as frequency of use are also considered to evaluate the subsidence risk of each ordinary runway area. Similarly, the second historical frequency of use corresponding to each ordinary runway is obtained, and based on the second historical frequency of use and the second weight corresponding to the ordinary runway, the detection confidence level corresponding to each ordinary runway area is calculated. More specifically, based on the detection confidence level corresponding to the ordinary runway area = second historical frequency of use / number of times the airport runway is used and * (1 + second weight), the detection confidence level corresponding to each key runway area is calculated. Among them, the second weight is set in advance, and the second weight is less than the first weight.

[0058] Furthermore, after obtaining the detection confidence level corresponding to each runway area, the area corresponding to each runway area can be obtained, and based on runway detection area = detection confidence level * area corresponding to the runway area, the runway detection area corresponding to each runway area can be obtained, and according to the detection range of the detection device and the runway detection area corresponding to each runway area, a detection device that can cover the runway detection area is selected from the detection devices corresponding to each runway area as the detection point corresponding to each runway area.

[0059] A possible implementation of the embodiment of the present application, in the above embodiment, determining the detection confidence level corresponding to each key runway area and each common runway area includes: Obtaining the regional function corresponding to each key runway area and the first historical settlement data corresponding to the key runway, and obtaining the importance level corresponding to each regional function, wherein the first historical settlement data includes the historical settlement level corresponding to each key runway area in a target historical period, wherein the target historical period is a period before the current period, and the importance level is used to characterize the influence of the regional function on the aircraft during the aircraft's travel process; Determining the detection confidence level of each key runway area based on the importance level corresponding to the regional function of each key runway area and the first historical settlement data; Acquire second historical settlement data corresponding to the common runway, and acquire a settlement degree threshold value corresponding to the common runway, wherein the second historical settlement data includes a historical settlement degree corresponding to each common runway area within a target historical period; Based on the second historical settlement data and the settlement degree threshold, a detection confidence level corresponding to each common runway area is determined.

[0060] Specifically, the regional function description of each key runway area is obtained, such as take-off runway, landing runway, taxiway, etc., and an importance value is assigned to each regional function according to the degree of influence of these functions on the aircraft driving process. The importance value can be qualitative (such as high, medium, low) or quantitative (such as a score of 1-10).

[0061] Furthermore, historical settlement data of each key runway area during the target historical period (i.e., the previous period) including key indicators such as the average settlement degree, maximum settlement degree, and settlement rate of each area are collected. The historical settlement data of each key runway area is combined with the importance of its regional function. For example, if the settlement degree of an area is very high and its regional function is critical to aircraft safety (such as a take-off runway), the detection confidence level of the area should be increased accordingly. Specifically, a weight system is set up to convert historical settlement data and importance values ​​into quantitative indicators of detection confidence, and a detection confidence level is determined for each key runway area.

[0062] Similarly, obtain the historical settlement data of key indicators such as average settlement degree, maximum settlement degree, settlement rate, etc. for each common runway area in the target historical period, and determine a settlement degree threshold, which can be set according to the actual situation of the airport and the settlement monitoring standard. For example, a maximum allowable settlement degree can be set as the threshold.

[0063] Furthermore, the historical settlement data of each common runway area is compared with the settlement threshold. If the settlement of an area is close to or exceeds the threshold, it indicates that there is a high risk of settlement in the area, and its detection confidence level should be increased accordingly. A simple comparison rule is set, such as areas with settlement levels exceeding the threshold are assigned a higher detection confidence level, while areas that do not exceed the threshold are assigned different detection confidence levels according to the relative size of the settlement level, and a detection confidence level is determined for each common runway area.

[0064] In a possible implementation of the embodiment of the present application, in the above step S204, the detection result may include the regional settlement degree, and based on the detection result of each detection point, the pavement settlement degree of the airport runway is determined, including: Determine whether the settlement degree of the area corresponding to each detection point is less than the preset settlement degree; If the regional settlement degree corresponding to each detection point is less than the preset settlement degree, the average settlement degree of the region corresponding to each detection point is calculated as the pavement settlement degree of the airport runway; If there is a detection point whose corresponding regional settlement degree is not less than the preset settlement degree, the detection point whose regional settlement degree is not less than the preset settlement degree will be determined as the target detection point, and the regional settlement degree corresponding to the target detection point will be used as the pavement settlement degree of the airport runway.

[0065] Among them, the preset settlement degree is a set value, which can be determined based on the design requirements of the airport runway, historical settlement data, geological conditions and safety requirements for aircraft operations, and the embodiments of the present application are not limited to this.

[0066] Specifically, the regional settlement data of each detection point can be compared with the preset settlement degree for subsequent analysis. Check whether the regional settlement degree of all detection points is less than the preset settlement degree. If the settlement degree of all detection points is lower than the preset value, it indicates that the overall settlement of the airport runway is within a safe range. When the settlement degree of all detection points is lower than the preset value, the average settlement degree of all detection points is calculated, and the average value can be used as the overall pavement settlement degree of the airport runway.

[0067] If there are detection points whose settlement degree is not less than the preset settlement degree, these points are regarded as target detection points. Target detection points indicate that the settlement of these areas may exceed the safety range. Further, when there are target detection points, the value with the highest settlement degree among the target detection points is taken as the pavement settlement degree of the airport runway.

[0068] In a possible implementation manner of the embodiment of the present application, in the above embodiment, when there is a target detection point, the method further includes: Get the target airport runway corresponding to the target detection point; Determine whether there is an aircraft flight plan for the target airport runway in the current cycle; If there is an aircraft travel plan for the target airport runway in the current cycle, the start time of the aircraft travel plan is obtained, and an emergency maintenance plan is generated based on the start time.

[0069] Based on the previous settlement detection results, determine which detection points have reached or exceeded the preset settlement threshold, and these points are marked as target detection points. Use a geographic information system (GIS) or airport layout map to match the location of the target detection points with the layout of the airport runway. Determine the airport runway corresponding to each target detection point, and these runways are the target airport runways that need attention.

[0070] You can access the airport's flight management system or dispatch center to query the aircraft movement plan for the target airport runway in the current cycle. The aircraft movement plan should include information such as the aircraft's take-off and landing time, flight number, and aircraft model.

[0071] Furthermore, it is checked whether there is an aircraft travel plan for the target airport runway in the current cycle. If there is an aircraft travel plan, the details of the plan are further analyzed, including the take-off and landing time of the aircraft. According to the start time of the aircraft travel plan, the time period when no aircraft uses the target airport runway is determined, and these time periods are the maintenance windows. The maintenance window should be long enough to allow maintenance personnel to perform necessary inspections and repairs.

[0072] If no aircraft movement plan exists, a general maintenance plan is generated.

[0073] The above embodiment introduces a method for monitoring the pavement settlement of an airport runway from the perspective of a method flow, and the following embodiment introduces a device for monitoring the pavement settlement of an airport runway from the perspective of a virtual module or a virtual unit. For details, please refer to the following embodiment.

[0074] See also Figure 3 The airport runway pavement settlement monitoring device 30 may specifically include: a front-end data acquisition module 301, a first analysis module 302, a back-end data acquisition module 303 and a second analysis module 304. Specifically: An airport runway pavement settlement monitoring device 30 comprises: An acquisition module 301 is used to acquire the airport runway corresponding to the current airport; A division module 302 is used to divide the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions; The control module 303 is used to determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway; The determination module 304 is used to receive the detection results sent by each detection device, and determine the pavement settlement degree of the airport runway based on the detection results of each detection point.

[0075] In a possible implementation of the embodiment of the present application, when the division module 302 divides the airport corresponding to the current airport into regions to obtain multiple runway regions, it can be specifically used to: Get the key runways and common runways corresponding to the current airport. Key runways are runways where aircraft are traveling in the current cycle, and common runways are runways other than key runways in the airport. According to the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and according to the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions; Based on the multiple key runway areas and the multiple common runway areas, multiple runway areas corresponding to the current airport are obtained.

[0076] In a possible implementation of the embodiment of the present application, when the division module 302 divides the key runway into multiple areas according to the first division criterion to obtain multiple key runway areas, and divides the common runway into multiple areas according to the second division criterion to obtain multiple common runway areas, it can be specifically used to: Acquire various functional areas on the airport runway, and generate a first division criterion based on the various functional areas; Obtaining specification parameters corresponding to the airport runway, and generating a second division criterion based on the specification parameters; Based on the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and based on the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions.

[0077] In a possible implementation of the embodiment of the present application, when the division module 302 determines the detection point corresponding to each runway area, it can be specifically used to: Obtaining a detection range corresponding to the detection device; Determine the detection confidence level corresponding to each key runway area and each ordinary runway area; Based on the detection range corresponding to the detection device and the detection confidence levels corresponding to each key runway area and each ordinary runway area, the detection points corresponding to each key runway area and each ordinary runway area are determined to obtain the detection points corresponding to each runway area.

[0078] In a possible implementation of the embodiment of the present application, when the division module 302 determines the detection confidence level corresponding to each key runway area and each common runway area, it can be specifically used to: Obtaining the regional function corresponding to each key runway area and the first historical settlement data corresponding to the key runway, and obtaining the importance level corresponding to each regional function, wherein the first historical settlement data includes the historical settlement level corresponding to each key runway area in a target historical period, wherein the target historical period is a period before the current period, and the importance level is used to characterize the influence of the regional function on the aircraft during the aircraft's travel process; Determining the detection confidence level of each key runway area based on the importance level corresponding to the regional function of each key runway area and the first historical settlement data; Acquire second historical settlement data corresponding to the common runway, and acquire a settlement degree threshold value corresponding to the common runway, wherein the second historical settlement data includes a historical settlement degree corresponding to each common runway area within a target historical period; Based on the second historical settlement data and the settlement degree threshold, a detection confidence level corresponding to each common runway area is determined.

[0079] In a possible implementation of the embodiment of the present application, the detection result includes the regional settlement degree. When the determination module 304 determines the pavement settlement degree of the airport runway based on the detection result of each detection point, it can be specifically used to: Determine whether the settlement degree of the area corresponding to each detection point is less than the preset settlement degree; If the regional settlement degree corresponding to each detection point is less than the preset settlement degree, the average settlement degree of the region corresponding to each detection point is calculated as the pavement settlement degree of the airport runway; If there is a detection point whose corresponding regional settlement degree is not less than the preset settlement degree, the detection point whose regional settlement degree is not less than the preset settlement degree will be determined as the target detection point, and the regional settlement degree corresponding to the target detection point will be used as the pavement settlement degree of the airport runway.

[0080] In a possible implementation of the embodiment of the present application, the airport runway pavement settlement monitoring device 30 may further include: The runway acquisition module is used to obtain the target airport runway corresponding to the target detection point; A plan determination module is used to determine whether there is an aircraft travel plan for the target airport runway in the current cycle; The generation module is used to obtain the start time of the aircraft travel plan if there is an aircraft travel plan for the target airport runway in the current cycle, and generate an emergency maintenance plan based on the start time.

[0081] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0082] See also Figure 4 , the embodiment of the present application also introduces an electronic device from the perspective of a physical device, such as Figure 4 As shown, Figure 4 The electronic device 40 shown includes: a processor 401 and a memory 403. The processor 401 and the memory 403 are connected, such as through a bus 402. Optionally, the electronic device 40 may also include a transceiver 404. It should be noted that in actual applications, the transceiver 404 is not limited to one, and the structure of the electronic device 40 does not constitute a limitation on the embodiments of the present application.

[0083] Processor 401 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. It may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. Processor 401 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0084] The bus 402 may include a path to transmit information between the above components. The bus 402 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 402 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0085] The memory 403 may be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disk storage (including compressed optical disk, laser disk, optical disk, digital versatile disk, Blu-ray disk, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0086] The memory 403 is used to store the application code for executing the solution of the present application, and the execution is controlled by the processor 401. The processor 401 is used to execute the application code stored in the memory 403 to implement the contents shown in the above method embodiment.

[0087] The electronic devices include but are not limited to: mobile phones, laptop computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc., and can also be servers, etc. Figure 4 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0088] An embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer-readable storage medium is run on a computer, the computer can execute the corresponding content in the aforementioned method embodiment.

[0089] It should be understood that, although the steps in the flowchart of the accompanying drawings are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0090] The above are only some implementation methods of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for monitoring the pavement settlement of an airport runway, characterized in that: include: Get the airport runway corresponding to the current airport; Dividing the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions; Determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway; The detection result sent by each detection device is received, and based on the detection result of each detection point, the pavement settlement degree of the airport runway is determined.

2. The airport runway pavement settlement monitoring method according to claim 1, characterized in that: The airport corresponding to the current airport is divided into regions to obtain a plurality of runway regions, including: Obtain the key runways and common runways corresponding to the current airport, wherein the key runways are runways on which aircraft are traveling in the current cycle, and the common runways are runways in the airport other than the key runways; According to the first division criterion, the key runway is divided into a plurality of regions to obtain a plurality of key runway regions, and according to the second division criterion, the common runway is divided into a plurality of regions to obtain a plurality of common runway regions; Based on the multiple key runway areas and the multiple common runway areas, multiple runway areas corresponding to the current airport are obtained.

3. The method for monitoring the subsidence of an airport runway according to claim 2, characterized in that: The key runway is divided into a plurality of regions according to the first division criterion to obtain a plurality of key runway regions, and the common runway is divided into a plurality of regions according to the second division criterion to obtain a plurality of common runway regions, including: Acquire each functional area on the airport runway, and generate a first division criterion based on each functional area; Acquire specification parameters corresponding to the airport runway, and generate a second division criterion based on the specification parameters; Based on the first division criterion, the key runway is divided into a plurality of areas to obtain a plurality of key runway areas, and based on the second division criterion, the common runway is divided into a plurality of areas to obtain a plurality of common runway areas.

4. The method for monitoring airport runway pavement subsidence according to claim 2 or 3, characterized in that: Determining the detection point corresponding to each runway area includes: Obtaining a detection range corresponding to the detection device; Determining the detection confidence level corresponding to each of the key runway areas and each of the common runway areas; Based on the detection range corresponding to the detection device and the detection confidence levels corresponding to each of the key runway areas and each of the common runway areas, the detection points corresponding to each of the key runway areas and each of the common runway areas are determined to obtain the detection points corresponding to each runway area.

5. The method for monitoring the subsidence of an airport runway according to claim 4, characterized in that: The determining of the detection confidence level corresponding to each of the key runway areas and each of the common runway areas includes: Acquire the regional function corresponding to each of the key runway areas and the first historical settlement data corresponding to the key runway, and acquire the importance level corresponding to each regional function, wherein the first historical settlement data includes the historical settlement level corresponding to each key runway area in a target historical period, wherein the target historical period is a period before the current period, and the importance level is used to characterize the influence of the regional function on the aircraft during the aircraft's travel; Determining the detection confidence level of each of the key runway areas based on the importance level corresponding to the regional function of each of the key runway areas and the first historical settlement data; Acquire second historical settlement data corresponding to the common runway, and acquire a settlement degree threshold value corresponding to the common runway, wherein the second historical settlement data includes a historical settlement degree corresponding to each common runway area within a target historical period; Based on the second historical settlement data and the settlement degree threshold, a detection confidence level corresponding to each of the ordinary runway areas is determined.

6. The method for monitoring airport runway pavement subsidence according to claim 1, characterized in that: The detection result includes a regional settlement degree, and the determination of the pavement settlement degree of the airport runway based on the detection result of each detection point includes: Determine whether the settlement degree of the area corresponding to each detection point is less than the preset settlement degree; If the regional settlement degree corresponding to each detection point is less than the preset settlement degree, then the average value of the regional settlement degrees corresponding to each detection point is calculated as the pavement settlement degree of the airport runway; If there is a detection point whose corresponding regional settlement degree is not less than the preset settlement degree, the detection point whose regional settlement degree is not less than the preset settlement degree will be determined as the target detection point, and the regional settlement degree corresponding to the target detection point will be used as the pavement settlement degree of the airport runway.

7. The method for monitoring the subsidence of an airport runway according to claim 6, characterized in that: When there is a target detection point, the method further includes: Obtaining the target airport runway corresponding to the target detection point; Determine whether there is an aircraft travel plan for the target airport runway in the current cycle; If an aircraft travel plan exists for the target airport runway in the current cycle, the start time of the aircraft travel plan is obtained, and an emergency maintenance plan is generated based on the start time.

8. An airport runway pavement settlement monitoring device, characterized in that: include: The acquisition module is used to obtain the airport runway corresponding to the current airport; A division module, used for dividing the airport runway corresponding to the current airport into regions to obtain a plurality of runway regions; A control module, used to determine the detection point corresponding to each runway area, and control the detection device corresponding to each detection point to detect the airport runway; The determination module is used to receive the detection results sent by each of the detection devices, and determine the pavement settlement degree of the airport runway based on the detection results of each detection point.

9. An electronic device, characterized in that: The electronic device includes: at least one processor; Memory; At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute the airport runway pavement settlement monitoring method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed in a computer, the computer is caused to execute the airport runway pavement settlement monitoring method according to any one of claims 1 to 7.

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