Aircraft landing auxiliary system based on navigation aid lamp

Abstract

The invention discloses an aircraft landing auxiliary system based on a navigation aid lamp, relates to the technical field of aviation, and constructs an auxiliary system independent of a traditional instrument landing system (ILS) by deploying a sensor array to actively sense obstacles and combining aircraft position deviation delta G, thereby solving the problem of strong dependence on ground facilities and improving the aircraft landing accuracy. And the all-weather operation capability and the field adaptability of the aircraft are obviously improved. Meanwhile, the original data fusion and arbitration module of the system effectively solves the risk of'arbitration failure 'of multi-sensor data conflict by dynamically distributing the credibility weight omega, and ensures the high credibility of output information. The mechanism ensures absolute accuracy of a series of subsequent decision-making instructions such as a light flicker frequency index Sjpli generated based on the threat coefficient Wxxsi, a brightness control index Ldkzi and a final guidance alarm index Yjzsi, so that the fatal risk of wrong guidance is eradicated, clear and reliable visual warning is provided for pilots, and the system is suitable for popularization and application. And the security and robustness of the system are greatly enhanced.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, specifically to an aircraft landing assistance system based on navigation lights. Background Technology

[0002] Aircraft landing is one of the most complex and risky phases of the entire flight process, and is crucial to flight safety. Currently, aircraft landing mainly relies on the Instrument Landing System (ILS), visual approach, and pilot's piloting skills. These traditional methods can ensure safety in good weather, but in adverse weather conditions such as low visibility and strong crosswinds, the workload and psychological pressure on pilots increase dramatically, making it difficult to accurately judge the aircraft's attitude and position relative to the runway, which can easily lead to unsafe incidents such as runway deviation, excessive landing weight, or go-around.

[0003] However, in practical applications, the advanced landing assistance systems available on the market, especially the Instrument Landing System (ILS), heavily rely on precise radio navigation signals transmitted from the ground. This means that the system can only be used on runways with the corresponding ground equipment installed and maintained. Once the ground equipment malfunctions, is subject to signal interference, or is not deployed at the airport, the entire airborne assistance system becomes useless, greatly limiting the aircraft's all-weather operating range and applicability at remote airports.

[0004] To reduce reliance on ground-based infrastructure, next-generation systems are increasingly integrating information from airborne autonomous sensors, such as GPS, inertial navigation (INS), radar altimeters, and visual recognition systems. However, this complex fusion design introduces a more subtle risk: when data from different sensors contradict each other significantly (for example, GPS altitude and radar altitude may deviate due to signal anomalies), the system's fusion algorithm may fail to make the correct "arbitration."

[0005] This "arbitration failure" can cause the system to output incorrect or contradictory guidance instructions. During the critical phase of landing, such incorrect instructions are more dangerous than no instructions at all, as they can mislead the pilot into making wrong judgments, leading to serious consequences. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an aircraft landing assistance system based on navigation lights, which solves the technical problems in the background art.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution: an aircraft landing assistance system based on navigation lights, including a runway calibration module, an obstacle perception module, a data fusion and arbitration module, a risk assessment and lighting strategy generation module, and a lighting control and alarm module; The runway calibration module is used to pre-build a three-dimensional digital model of the airport runway and deploy multiple sets of intelligent navigation lights along both sides of the runway to establish a runway coordinate system. The obstacle perception module is used to monitor obstacle data in the runway and approach area in real time through multiple sensors deployed around the runway perimeter, and to obtain dynamic flight parameters of the landing aircraft. The data fusion and arbitration module is used to standardize obstacle data from different sensors and resolve conflicts and contradictions between data through a set arbitration algorithm to generate unified and highly reliable obstacle status information. The risk assessment and lighting strategy generation module is used to calculate the threat coefficient Wxxs related to the obstacle based on the high-confidence obstacle state information and aircraft dynamic flight parameters, and to generate the corresponding light flicker frequency index Sjpl and light brightness control index Ldkz based on the threat coefficient Wxxs. The lighting control and alarm module is used to preset the alarm threshold Y, compare the threat coefficient Wxxs with the alarm threshold Y, and execute the corresponding lighting strategy according to the comparison result, driving the intelligent navigation lights to flash at a specific frequency and brightness to provide pilots with intuitive risk warnings and position guidance.

[0008] Preferably, the runway calibration module includes a calibration unit and a deployment unit; The calibration unit is used to construct a three-dimensional digital twin runway model containing information such as the runway centerline, landing area, and slope using satellite mapping and laser scanning technology; The deployment unit is used to virtually deploy and guide the physical installation of intelligent navigation lights and integrated sensor arrays at key locations on both sides of the runway model. The sensor arrays include lidar, millimeter-wave radar, and optical imaging sensors.

[0009] Preferably, the obstacle sensing module includes a first sensing unit and a second sensing unit; The first sensing unit is used to collect the coordinate position, size and moving speed information of obstacles in the runway area in real time through the sensor array. The coordinate position is (Xo, Yo, Zo). The second sensing unit is used to acquire the real-time altitude, speed, heading, and position deviation ΔG from the ideal glide path of the approaching aircraft via ADS-B or airborne data link; the dynamic data information in the system database includes obstacle data information and aircraft dynamic flight parameters.

[0010] Preferably, the data fusion and arbitration module includes a signal standardization unit and a fusion arbitration unit; The signal standardization unit is used to unify heterogeneous data from different sensors into the same spatiotemporal coordinate system and perform format conversion and noise filtering.

[0011] Preferably, the fusion arbitration unit is used to dynamically assign a data confidence weight ω to each sensor data source, adjust it in real time according to environmental factors and the sensor's own state, resolve data conflicts through a weighted fusion algorithm, and output unique, high-confidence obstacle state information.

[0012] Preferably, the risk assessment and lighting strategy generation module includes a threat level assessment unit, a lighting frequency generation unit, and a lighting brightness generation unit; The threat level assessment unit is used to calculate the threat coefficient Wxxs of the corresponding obstacle based on obstacle status information and aircraft dynamic flight parameters, using the threat coefficient Wxxs of the i-th obstacle as an example. i For example, the specific steps are as follows: First, based on the height of the obstacle, its lateral distance from the runway centerline, and the deviation of the aircraft from the ideal glide path, the obstacle assistance coefficient Wxxs is calculated. i .

[0013] Preferably, the light frequency generation unit is used to generate a corresponding light flicker frequency index Sjpl based on the threat coefficient Wxxs, using the light flicker frequency index Sjpl corresponding to the i-th obstacle. i For example, the specific steps are as follows: Based on the reference scintillation frequency and frequency gain coefficient, combined with the calculated obstacle assist coefficient Wxxs i The flashing frequency of the light was calculated. Preset threshold C and threat coefficient Wxxs of the i-th obstacle i For comparison, if the threat coefficient Wxxs of the i-th obstacle... i If the threshold C is exceeded, the system will issue a preliminary alarm to the air traffic control center.

[0014] Preferably, the light brightness generation unit is used to comprehensively consider the threat coefficient Wxxs and the environmental visibility to generate a corresponding light brightness control index Ldkz, with the light brightness control index Ldkz corresponding to the i-th obstacle. i For example, the specific steps are as follows: Combining the baseline brightness, brightness gain coefficient, ambient visibility factor, and obstacle assist coefficient Wxxs i The light brightness control index Ldkz was calculated. i .

[0015] Preferably, the risk assessment and lighting strategy generation module further includes a comprehensive strategy unit, used to combine the light flicker frequency index Sjpl and the light brightness control index Ldkz to form the final guidance alarm index Yjzs, using the guidance alarm index Yjzs of the i-th obstacle. i For example, the specific steps are as follows: The light flicker frequency Sipl is adjusted using pre-set weight correction coefficients δ and ε. i Lighting brightness control index Ldkz i The final guided alarm index Yjzs is calculated by performing weighted combination. i It is used to assist in guiding aircraft landing.

[0016] Preferably, the lighting control and alarm module includes a strategy analysis unit and an instruction execution unit; The strategy analysis unit is used to preset the first-level alarm threshold Yhigh and the second-level alarm threshold Ylow respectively, and the first-level alarm threshold Yhigh is greater than the second-level alarm threshold Ylow; and compares the guidance alarm index Yjzs of the i-th obstacle with it to generate the corresponding alarm level; The instruction execution unit is used to take corresponding management measures according to the alarm level. The specific details are as follows: If Yjzs i >Yhigh, determined to be high risk, drives the corresponding area navigation lights to flash at the highest frequency and brightness, and sends a level one alarm to the cockpit and control tower; If Ylow <Yjzs i ≤Yhigh, judged as moderate risk, drive the navigation lights to flash at a moderate frequency and brightness to provide a warning; If Yjzs i If the value is ≤Ylow, it is considered safe, and the navigation lights will remain constantly lit or flash at a low frequency during monitoring.

[0017] This invention provides an aircraft landing assistance system based on navigation lights. It has the following beneficial effects: (1) This aircraft landing assistance system based on navigation lights constructs a landing assistance system independent of the traditional instrument landing system (ILS) by deploying sensor arrays containing lidar, millimeter-wave radar and optical imaging sensors on both sides of the runway. This system does not rely on external radio navigation signals, but actively senses the real-time coordinates (Xo, Yo, Zo), size and speed of obstacles in the runway area, and calculates the specific threat coefficient Wxxs by combining the dynamic flight parameters of the approaching aircraft, such as the position deviation ΔG. i And further generate the light flicker frequency index Sjpl i Lighting brightness control index Ldkz iUltimately, the system provides guidance to pilots through visual signals from intelligent navigation lights. This fundamentally solves the problem of the existing system's strong dependence on specific ground facilities, greatly expands the system's applicability, and enables it to provide reliable safety guarantees at airports with rudimentary equipment or no navigation facilities, significantly improving the aircraft's all-weather operational capability and site adaptability. (2) To address the inherent risk of "arbitration failure" in multi-sensor fusion systems, this invention sets up a dedicated data fusion and arbitration module for the aircraft landing assistance system based on navigation lights. The core of this module is that the fusion arbitration unit can dynamically assign a data credibility weight ω to each sensor data source. This weight is adjusted based on real-time environmental factors and the sensor's own state. Through a weighted fusion algorithm, the system can effectively resolve conflicts and contradictions between different sensor data, ensuring that the final generated obstacle state information is unified and highly reliable. This mechanism guarantees the subsequent landing assistance based on the threat coefficient Wxxs. i Light flicker frequency index Sjpl i Lighting brightness control index Ldkz i And the final guidance and warning index Yjzs i The accuracy and reliability of all decisions and lighting control commands ensure that the system avoids the fatal risk of outputting incorrect guidance commands due to data conflicts, and ensures that the information provided to the pilot during the critical landing phase is clear and unambiguous, greatly enhancing the system's safety and robustness. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the system framework structure of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Example 1 Please see Figure 1 The present invention provides an aircraft landing assistance system based on navigation lights, including a runway calibration module, an obstacle perception module, a data fusion and arbitration module, a risk assessment and lighting strategy generation module, and a lighting control and alarm module; The runway calibration module is used to pre-build a three-dimensional digital model of the airport runway and deploy multiple sets of intelligent navigation lights along both sides of the runway to establish a runway coordinate system. The obstacle perception module is used to monitor obstacle data in the runway and approach area in real time through multiple sensors deployed around the runway perimeter, and to obtain dynamic flight parameters of the landing aircraft. The data fusion and arbitration module is used to standardize obstacle data from different sensors and resolve conflicts and contradictions between data through a set arbitration algorithm to generate unified and highly reliable obstacle status information. The risk assessment and lighting strategy generation module is used to calculate the threat coefficient Wxxs related to the obstacle based on the high-confidence obstacle state information and aircraft dynamic flight parameters, and to generate the corresponding light flicker frequency index Sjpl and light brightness control index Ldkz based on the threat coefficient Wxxs. The lighting control and alarm module is used to preset the alarm threshold Y, compare the threat coefficient Wxxs with the alarm threshold Y, and execute the corresponding lighting strategy according to the comparison result, driving the intelligent navigation lights to flash at a specific frequency and brightness to provide pilots with intuitive risk warnings and position guidance.

[0021] In this embodiment, significant beneficial effects are achieved through the collaborative work of various modules: the runway calibration module provides the entire system with a high-precision three-dimensional digital model and a unified runway coordinate system, which constitutes the accurate spatial reference for all subsequent perception and control operations; the obstacle perception module realizes real-time, all-weather data acquisition of the runway environment and aircraft dynamics, providing the most immediate and comprehensive raw information input for system decision-making. The data fusion and arbitration module effectively solves the problem of multi-sensor data conflict through its unique arbitration algorithm, ensuring that the output obstacle status information is consistent and highly reliable, fundamentally avoiding the risk of "arbitration failure". The risk assessment and lighting strategy generation module transforms the highly reliable status information into quantitative risk indicators. Specifically, it calculates the specific threat coefficient Wxxs and generates refined light flicker frequency index Sjpl and light brightness control index Ldkz based on it, realizing an intelligent upgrade from situational awareness to strategy generation. Ultimately, the lighting control and alarm module compares the threat coefficient Wxxs with the preset alarm threshold Y to achieve closed-loop automatic control from risk assessment to physical alarm. It can drive the intelligent navigation lights to flash at a precise frequency and brightness, providing pilots with intuitive, clear and graded risk warnings and position guidance, greatly improving the safety and reliability of the landing process.

[0022] Example 2 The runway calibration module includes a calibration unit and a deployment unit; The calibration unit is used to construct a three-dimensional digital twin runway model containing information such as the runway centerline, landing area, and slope using satellite mapping and laser scanning technology; The deployment unit is used to virtually deploy and guide the physical installation of intelligent navigation lights and integrated sensor arrays at key locations on both sides of the runway model. The sensor arrays include lidar, millimeter-wave radar, and optical imaging sensors.

[0023] The obstacle sensing module includes a first sensing unit and a second sensing unit; The first sensing unit is used to collect the coordinate position, size and moving speed information of obstacles in the runway area in real time through the sensor array. The coordinate position is (Xo, Yo, Zo). The second sensing unit is used to acquire the real-time altitude, speed, heading, and position deviation ΔG from the ideal glide path of the approaching aircraft via ADS-B or airborne data link; the dynamic data information in the system database includes obstacle data information and aircraft dynamic flight parameters.

[0024] Furthermore, the runway calibration module and the obstacle perception module work together to lay a solid data foundation for the entire system and achieve accurate situational awareness. Its core significance lies in the perfect combination of static environmental benchmarks and dynamic risk factors. Specifically, the runway calibration module establishes a high-precision, unchanging physical world reference system by constructing a three-dimensional digital twin runway model containing information such as the runway centerline, landing area, and slope. This serves as the absolute benchmark for all subsequent spatial location calculations and risk assessments. Based on this, the obstacle coordinates (Xo, Yo, Zo) collected by the first sensing unit of the obstacle perception module are the core of determining whether a threat exists. Its size parameters directly determine the severity level of the collision risk, while the movement speed information enables the system to predict the dynamic evolution trend of the threat. The position deviation ΔG parameter between the aircraft and the ideal glide path acquired by the second sensing unit deeply correlates isolated obstacle data with the aircraft's actual approach state. This means that the system no longer assesses the static risk of the obstacle, but rather the dynamic and real-time risk probability of the aircraft colliding with the obstacle under the current flight path. This gives subsequent threat assessment and lighting control strategies extremely high situational awareness and decision-making accuracy, achieving an intelligent leap from "the existence of an obstacle" to "this obstacle poses a threat to the current aircraft".

[0025] The data fusion and arbitration module includes a signal standardization unit and a fusion arbitration unit; The signal standardization unit is used to unify heterogeneous data from different sensors into the same spatiotemporal coordinate system and perform format conversion and noise filtering.

[0026] The fusion arbitration unit is used to dynamically assign a data confidence weight ω to each sensor data source, adjust it in real time according to environmental factors and the sensor's own state, resolve data conflicts through a weighted fusion algorithm, and output unique, high-confidence obstacle state information.

[0027] The risk assessment and lighting strategy generation module includes a threat level assessment unit, a lighting frequency generation unit, and a lighting brightness generation unit. The threat level assessment unit is used to calculate the threat coefficient Wxxs of the corresponding obstacle based on obstacle status information and aircraft dynamic flight parameters, using the threat coefficient Wxxs of the i-th obstacle as an example. i For example, the specific steps are as follows: First, based on the height of the obstacle, its lateral distance from the runway centerline, and the deviation of the aircraft from the ideal glide path, the obstacle assistance coefficient Wxxs is calculated. i .

[0028] Furthermore, the specific formula is as follows: ;

[0029] In the formula, Zo i Let Yc represent the height of the i-th obstacle. i Let ΔG represent the lateral distance between the i-th obstacle and the runway centerline, ΔG represent the deviation of the aircraft from the ideal glide path, and α and β represent risk weighting coefficients.

[0030] The light frequency generation unit is used to generate a corresponding light flicker frequency index Sjpl based on the threat coefficient Wxxs, using the light flicker frequency index Sjpl corresponding to the i-th obstacle. i For example, the specific steps are as follows: Based on the reference scintillation frequency and frequency gain coefficient, combined with the calculated obstacle assist coefficient Wxxs i The flashing frequency of the light was calculated. Preset threshold C and threat coefficient Wxxs of the i-th obstacle i For comparison, if the threat coefficient Wxxs of the i-th obstacle... i If the threshold C is exceeded, the system will issue a preliminary alarm to the air traffic control center.

[0031] Furthermore, the specific formula is as follows: ;

[0032] In the formula, Fbase is the base flicker frequency, and k is the frequency growth coefficient; The light brightness generation unit is used to comprehensively consider the threat coefficient Wxxs and environmental visibility to generate a corresponding light brightness control index Ldkz, with the light brightness control index Ldkz corresponding to the i-th obstacle. i For example, the specific steps are as follows: Combining the baseline brightness, brightness gain coefficient, ambient visibility factor, and obstacle assist coefficient Wxxs i The light brightness control index Ldkz was calculated. i .

[0033] Furthermore, the specific formula is as follows: ;

[0034] In the formula, Lbase is the base luminance. Vf is the brightness enhancement factor, and Vf is the environmental visibility correction factor obtained from real-time meteorological data.

[0035] The risk assessment and lighting strategy generation module also includes a comprehensive strategy unit, used to combine the light flicker frequency index Sjpl and the light brightness control index Ldkz to form the final guidance alarm index Yjzs, which is the guidance alarm index Yjzs for the i-th obstacle. i For example, the specific steps are as follows: The light flicker frequency Sipl is adjusted using pre-set weight correction coefficients δ and ε. i Lighting brightness control index Ldkz i The final guided alarm index Yjzs is calculated by performing weighted combination. i It is used to assist in guiding aircraft landing.

[0036] Furthermore, the specific formula is as follows: ;

[0037] In the formula, and All of these are strategy weight coefficients.

[0038] The lighting control and alarm module includes a strategy analysis unit and an instruction execution unit; The strategy analysis unit is used to preset the first-level alarm threshold Yhigh and the second-level alarm threshold Ylow respectively, and the first-level alarm threshold Yhigh is greater than the second-level alarm threshold Ylow; and compares the guidance alarm index Yjzs of the i-th obstacle with it to generate the corresponding alarm level; The instruction execution unit is used to take corresponding management measures according to the alarm level. The specific details are as follows: If Yjzs i>Yhigh, it is determined as a high risk, driving the navigation lights in the corresponding area to flash at the highest frequency and brightness, and sending a first-level alarm to the cockpit and the tower; If Ylow < Yjzs i ≤Yhigh, it is determined as a medium risk, driving the navigation lights to flash at a medium frequency and brightness to provide a warning; If Yjzs i ≤Ylow, it is determined as safe, and the navigation lights remain constantly on or in a low-frequency flashing monitoring state.

[0039] Furthermore, the data fusion and arbitration module fundamentally solves the data conflict problem by dynamically assigning credibility weights ω to each sensor source, providing an absolutely reliable data foundation for all subsequent calculations; Subsequently, the risk assessment and lighting strategy generation module, as the "brain" of the system, through the threat coefficient Wxxs i weights (α and β) and quantifies the height Zoi of the obstacle, the lateral distance Yci, and the glide path deviation ΔG of the aircraft to accurately evaluate the contextual risk; Then, the system converts this risk value into two intuitive visual languages: the lighting flashing frequency index Sjpl i maps the risk level to the rapidity of flashing through the base frequency Fbase and the growth coefficient k, and triggers a preliminary alarm through the degree threshold C, while the lighting brightness control index Ldkz i combines the base brightness Lbase, the enhancement coefficient γ, and the environmental visibility correction factor Vf to ensure that the warning signal has sufficient penetration and visibility in any weather; Finally, the comprehensive strategy unit combines the two through the weight coefficient and fuses them into a unique guidance alarm index Yjzs i , and the lighting control and alarm module uses the preset first-level alarm threshold Yhigh and second-level alarm threshold Ylow to judge it, thereby driving the navigation lights to execute an accurate hierarchical response from the safe monitoring state (Yjzsi ≤ Ylow), medium-risk warning (Ylow < Yjzsi ≤ Yhigh) to high-risk flashing and synchronous alarm (Yjzsi > Yhigh), achieving a full-automatic, highly reliable, and strongly adaptable intelligent landing safety guarantee.

[0040] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft landing assistance system based on navigation lights, characterized in that: It includes a runway calibration module, an obstacle perception module, a data fusion and arbitration module, a risk assessment and lighting strategy generation module, and a lighting control and alarm module; The runway calibration module is used to pre-build a three-dimensional digital model of the airport runway and deploy multiple sets of intelligent navigation lights along both sides of the runway to establish a runway coordinate system. The obstacle perception module is used to monitor obstacle data in the runway and approach area in real time through multiple sensors deployed around the runway perimeter, and to obtain dynamic flight parameters of the landing aircraft. The data fusion and arbitration module is used to standardize obstacle data from different sensors and resolve conflicts and contradictions between data through a set arbitration algorithm to generate unified and highly reliable obstacle status information. The risk assessment and lighting strategy generation module is used to calculate the threat coefficient Wxxs related to the obstacle based on the high-confidence obstacle state information and aircraft dynamic flight parameters, and to generate the corresponding light flicker frequency index Sjpl and light brightness control index Ldkz based on the threat coefficient Wxxs. The lighting control and alarm module is used to preset the alarm threshold Y, compare the threat coefficient Wxxs with the alarm threshold Y, and execute the corresponding lighting strategy according to the comparison result, driving the intelligent navigation lights to flash at a specific frequency and brightness to provide pilots with intuitive risk warnings and position guidance.

2. The aircraft landing assistance system based on navigation lights according to claim 1, characterized in that: The runway calibration module includes a calibration unit and a deployment unit; The calibration unit is used to construct a three-dimensional digital twin runway model containing information such as the runway centerline, landing area, and slope using satellite mapping and laser scanning technology; The deployment unit is used to virtually deploy and guide the physical installation of intelligent navigation lights and integrated sensor arrays at key locations on both sides of the runway model. The sensor arrays include lidar, millimeter-wave radar, and optical imaging sensors.

3. The aircraft landing assistance system based on navigation lights according to claim 2, characterized in that: The obstacle sensing module includes a first sensing unit and a second sensing unit; The first sensing unit is used to collect the coordinate position, size and moving speed information of obstacles in the runway area in real time through the sensor array. The coordinate position is (Xo, Yo, Zo). The second sensing unit is used to acquire the real-time altitude, speed, heading, and position deviation ΔG from the ideal glide path of the approaching aircraft via ADS-B or airborne data link; the dynamic data information in the system database includes obstacle data information and aircraft dynamic flight parameters.

4. The aircraft landing assistance system based on navigation lights according to claim 3, characterized in that: The data fusion and arbitration module includes a signal standardization unit and a fusion arbitration unit; The signal standardization unit is used to unify heterogeneous data from different sensors into the same spatiotemporal coordinate system and perform format conversion and noise filtering.

5. The aircraft landing assistance system based on navigation lights according to claim 4, characterized in that: The fusion arbitration unit is used to dynamically assign a data confidence weight ω to each sensor data source, adjust it in real time according to environmental factors and the sensor's own state, resolve data conflicts through a weighted fusion algorithm, and output unique, high-confidence obstacle state information.

6. The aircraft landing assistance system based on navigation lights according to claim 5, characterized in that: The risk assessment and lighting strategy generation module includes a threat level assessment unit, a lighting frequency generation unit, and a lighting brightness generation unit. The threat level assessment unit is used to calculate the threat coefficient Wxxs of the corresponding obstacle based on obstacle status information and aircraft dynamic flight parameters, using the threat coefficient Wxxs of the i-th obstacle as an example. i For example, the specific steps are as follows: First, based on the height of the obstacle, its lateral distance from the runway centerline, and the deviation of the aircraft from the ideal glide path, the obstacle assistance coefficient Wxxs is calculated. i .

7. The aircraft landing assistance system based on navigation lights according to claim 6, characterized in that: The light frequency generation unit is used to generate a corresponding light flicker frequency index Sjpl based on the threat coefficient Wxxs, using the light flicker frequency index Sjpl corresponding to the i-th obstacle. i For example, the specific steps are as follows: Based on the reference scintillation frequency and frequency gain coefficient, combined with the calculated obstacle assist coefficient Wxxs i The flashing frequency of the light was calculated. Preset threshold C and threat coefficient Wxxs of the i-th obstacle i For comparison, if the threat coefficient Wxxs of the i-th obstacle... i If the threshold C is exceeded, the system will issue a preliminary alarm to the air traffic control center.

8. The aircraft landing assistance system based on navigation lights according to claim 1, characterized in that: The light brightness generation unit is used to comprehensively consider the threat coefficient Wxxs and environmental visibility to generate a corresponding light brightness control index Ldkz, with the light brightness control index Ldkz corresponding to the i-th obstacle. i For example, the specific steps are as follows: Combining the baseline brightness, brightness gain coefficient, ambient visibility factor, and obstacle assist coefficient Wxxs i The light brightness control index Ldkz was calculated. i .

9. The aircraft landing assistance system based on navigation lights according to claim 1, characterized in that: The risk assessment and lighting strategy generation module also includes a comprehensive strategy unit, used to combine the light flicker frequency index Sjpl and the light brightness control index Ldkz to form the final guidance alarm index Yjzs, which is the guidance alarm index Yjzs for the i-th obstacle. i For example, the specific steps are as follows: The light flicker frequency Sipl is adjusted using pre-set weight correction coefficients δ and ε. i Lighting brightness control index Ldkz i The final guided alarm index Yjzs is calculated by performing weighted combination. i It is used to assist in guiding aircraft landing.

10. The aircraft landing assistance system based on navigation lights according to claim 1, characterized in that: The lighting control and alarm module includes a strategy analysis unit and an instruction execution unit; The strategy analysis unit is used to preset the first-level alarm threshold Yhigh and the second-level alarm threshold Ylow respectively, and the first-level alarm threshold Yhigh is greater than the second-level alarm threshold Ylow; and compares the guidance alarm index Yjzs of the i-th obstacle with it to generate the corresponding alarm level; The instruction execution unit is used to take corresponding management measures according to the alarm level. The specific details are as follows: If Yjzs i >Yhigh, determined to be high risk, drives the corresponding area navigation lights to flash at the highest frequency and brightness, and sends a level one alarm to the cockpit and control tower; If Ylow <Yjzs i ≤Yhigh, judged as moderate risk, drive the navigation lights to flash at a moderate frequency and brightness to provide a warning; If Yjzs i If the value is ≤Ylow, it is considered safe, and the navigation lights will remain constantly lit or flash at a low frequency during monitoring.

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