An airport clearance protection zone low, slow and small aircraft risk assessment method and system

Abstract

The application discloses an airport clearance protection zone low, slow and small aircraft risk assessment method and system, belongs to the technical field of risk assessment of an airport clearance protection zone, and comprises the following steps: acquiring and analyzing airport clearance protection zone data, aircraft data, low, slow and small aircraft data and external environment data; establishing a static comprehensive risk assessment coordinate system; comparing the low, slow and small aircraft data with the static comprehensive risk assessment coordinate system to obtain a static comprehensive risk; on the basis of the static comprehensive risk result, a plurality of dynamic risk correction results are obtained, and a final low, slow and small aircraft risk assessment result is further obtained; and according to the low, slow and small aircraft data and the airport clearance protection zone data, a risk upgrade and downgrade trend result is obtained. The application realizes the functions of continuously assessing the risk of low, slow and small aircraft and warning the risk upgrade and downgrade, and has important significance for risk assessment and management of an airport clearance protection zone.

Description

Technical Field

[0001] This invention belongs to the field of risk assessment technology for airport airspace protection zones, specifically relating to a method and system for risk assessment of low, slow and small aircraft in airport airspace protection zones. Background Technology

[0002] In recent years, violations of regulations by low-altitude, slow-moving, and small aircraft within airport airspace protection zones have become increasingly common, seriously threatening passenger safety and airport property security. Currently, the industry lacks a satisfactory solution to this problem; instead, it delineates airport airspace protection zones (typically rectangular areas approximately 40km long and 20km wide) centered on the airport runway to restrict or prohibit various low-altitude, slow-moving, and small aircraft from entering these zones.

[0003] However, airspace protection zones lack detection capabilities and cannot conduct risk assessments. They are completely ineffective against unauthorized flights by low-speed, small aircraft and cannot provide risk warnings for airport airspace risk management personnel. In reality, the threat posed by low-speed, small aircraft to airspace protection zones includes not only distance but also important factors such as aircraft speed, size, and altitude. Therefore, the industry urgently needs a comprehensive airport risk assessment method and related systems and equipment. Summary of the Invention

[0004] This invention provides a method and system for risk assessment of low-speed, small aircraft in airport airspace protection zones. It mainly addresses existing problems faced by airports, such as risk classification management of airport airspace protection zones, real-time risk assessment of low-speed, small aircraft, and risk escalation / de-escalation early warning. It realizes the function of continuous risk assessment and risk escalation / de-escalation early warning for low-speed, small aircraft, which is of great significance for risk assessment and management of airport airspace protection zones.

[0005] The present invention employs the following technical solutions to achieve its objective:

[0006] A method for risk assessment of low-altitude, slow-moving, and small aircraft within an airport airspace protection zone includes the following steps:

[0007] S1. Obtain and parse the airport airspace protection zone data set, aircraft data set, low-speed and small aircraft data set, and external environment data set;

[0008] S2. Based on the airport airspace protection zone data set, establish a static comprehensive risk assessment coordinate system;

[0009] S3. Based on the dataset of low-speed and small aircraft, compare it with the coordinate system of static comprehensive risk assessment to obtain the static comprehensive risk.

[0010] S4. Based on the static comprehensive risk, multiple dynamic risk correction results are calculated according to the data sets of low-speed and small aircraft, external environment, airport airspace protection zones, and aircraft data sets.

[0011] S5. Compare multiple dynamic risk correction results to obtain the final risk assessment result for low-speed, small aircraft;

[0012] S6. Based on the dataset of low-speed and small aircraft and the dataset of airport airspace protection zones, the risk escalation and de-escalation trend results are calculated.

[0013] Furthermore, the airport airspace protection zone data set includes: runway centerline position, runway centerpoint coordinates, airspace protection zone boundary distance, outer horizontal plane radius distance, inner horizontal plane radius distance, approach surface boundary distance, and takeoff / climb surface boundary distance; the aircraft data set includes: aircraft position, aircraft speed, and aircraft altitude; the low-speed, small aircraft data set includes: aircraft position, aircraft speed, aircraft altitude, and aircraft characteristic dimensions; the external environment data set includes: visibility distance and day / night status data.

[0014] Furthermore, in S2, the method for establishing the static comprehensive risk assessment coordinate system is as follows: a position coordinate system is established with the runway midpoint position coordinate as the origin coordinate and the runway centerline position as the X-axis; outside the airspace protection zone boundary line is a level 5 green slight risk zone; the area enclosed by the airspace protection zone boundary line, the outer horizontal plane boundary line, and the extended line of the tangent parallel to the runway centerline on the inner horizontal plane is a level 4 blue medium-low risk zone; the area enclosed by the outer horizontal plane boundary line and the tangent parallel to the runway centerline on the inner horizontal plane is a level 3 yellow medium risk zone; the area enclosed by the inner horizontal plane boundary line, the tangent parallel to the runway centerline on the inner horizontal plane, the outer horizontal plane boundary line, the approach plane boundary line, and the takeoff climb plane boundary line is a level 2 orange major risk zone; and the area within the takeoff climb plane boundary line, the approach plane boundary line, and the inner horizontal plane boundary line is a level 1 red extremely high risk zone.

[0015] Furthermore, in S3, based on the aircraft position in the low-speed and small aircraft data set, the position data is converted into coordinate values ​​corresponding to the static comprehensive risk assessment coordinate system. The risk zone level value where the coordinate value is located is the risk level corresponding to the static comprehensive risk of the aircraft.

[0016] Furthermore, in S4, the multiple dynamic risk correction results are risk levels determined by comparing and correcting the static comprehensive risk with each calculated risk value. The calculated risk values ​​include: the route distance risk value obtained by comparing with the airport airspace protection zone data set, the aircraft distance risk value obtained by comparing with the aircraft data set, the aircraft flight speed, altitude, and characteristic size risk values ​​obtained from the low, slow, and small aircraft data set, and the visibility and day / night risk values ​​obtained from the external environment data set.

[0017] Furthermore, in S5, the dynamic risk correction result with the lowest risk level is the final risk assessment result.

[0018] Furthermore, in S6, based on the aircraft positions in the low, slow, and small aircraft dataset, the position data is converted into coordinate values ​​corresponding to the static integrated risk assessment coordinate system. Based on the distance from the runway midpoint and the perpendicular distance from the runway centerline, the risk escalation / degradation trend is derived.

[0019] A risk assessment system for low-altitude, slow-moving, and small aircraft within an airport airspace protection zone is characterized by comprising a data acquisition and analysis module, a static comprehensive risk assessment module, a dynamic risk correction module, and a risk escalation / de-escalation trend early warning module. The data acquisition and analysis module receives data collected by external hardware devices and analyzes it to obtain airport airspace protection zone data, aircraft data sets, low-altitude, slow-moving, and small aircraft data sets, and external environment data sets. The static comprehensive risk assessment module establishes a static comprehensive risk assessment coordinate system and uses the low-altitude, slow-moving, and small aircraft data sets to assess the static comprehensive risk posed by low-altitude, slow-moving, and small aircraft entering different areas of the airport airspace protection zone. The dynamic risk correction module calculates the dynamic risk correction result for low-altitude, slow-moving, and small aircraft using the aircraft data sets, low-altitude, slow-moving, and small aircraft data sets, and external environment data sets. It then optimizes and corrects the static comprehensive risk based on the dynamic risk correction result to arrive at the final risk assessment result for low-altitude, slow-moving, and small aircraft. The risk escalation / de-escalation trend early warning module continuously monitors and predicts the changing trend of the final risk assessment result using the low-altitude, slow-moving, and small aircraft data sets and the airport airspace protection zone data sets.

[0020] In summary, due to the adoption of this technical solution, the beneficial effects of this invention are as follows:

[0021] 1. This invention collects data on aircraft, airports, and low-speed, small aircraft in real time using a data acquisition and analysis module. It calculates the static comprehensive risk of low-speed, small aircraft using a static risk assessment method, and continuously corrects the comprehensive risk level of low-speed, small aircraft during their continuous operation using a dynamic risk correction method, thus obtaining the final risk level. This enables continuous assessment and early warning of the risk of low-speed, small aircraft, and can also provide real-time early warning of the risk escalation trend of low-speed, small aircraft, which is of great significance for risk management in airport airspace protection zones.

[0022] 2. In practical applications, dynamic factors such as the distance between low-speed and small aircraft and the airway, the distance between low-speed and small aircraft and the aircraft, the flight speed of low-speed and small aircraft, the flight altitude of low-speed and small aircraft, the characteristic dimensions of low-speed and small aircraft, visibility, and day and night factors can also affect the degree of threat posed by low-speed and small aircraft to the airspace protection zone. Therefore, this invention uses static comprehensive risk as a fallback strategy and uses dynamic risk factors to correct the static comprehensive risk, so that the final risk result more accurately expresses the risk level of low-speed and small aircraft.

[0023] 3. Taking into account various risk factors such as spatial distance, speed, size, flight altitude, visibility and time, a real-time risk classification assessment is conducted on low-altitude, slow-moving, and small aircraft within the airport's airspace protection zone. The risk assessment results can provide a reference for airport staff to conduct risk management.

[0024] 4. After adopting the risk assessment method for low, slow and small aircraft, the system of the present invention can obtain an accurate risk classification result for the low, slow and small aircraft. The system can be connected to the corresponding low, slow and small aircraft countermeasure system. The countermeasure system can perform different follow-up operations according to different risk classification results, so that the airport airspace protection zone has an integrated approach to dealing with low, slow and small aircraft, including detection, risk analysis and countermeasure.

[0025] 5. This method can simultaneously assess and warn of the risk levels of multiple low, slow, and small aircraft targets and display the risk results. This facilitates the management personnel and countermeasures system in airport airspace protection zones to formulate corresponding countermeasure sequences and implement countermeasures based on different risk levels when dealing with multiple targets.

[0026] 6. Based on the risk assessment results, this invention also calculates the risk escalation and de-escalation trends of low, slow, and small aircraft, thereby further realizing a precise risk early warning function and providing further helpful assistance to risk management personnel in their work and decision-making. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the evaluation method steps of the present invention;

[0028] Figure 2 This is a schematic diagram of the system structure principle of the present invention;

[0029] Figure 3 This is a schematic diagram of the coordinate system for static comprehensive risk assessment.

[0030] Figure 4 A schematic diagram illustrating the specific content of the dynamic risk correction method;

[0031] Figure 5 Schematic diagram for judging risk escalation / degradation trends;

[0032] Figure 6 A schematic diagram illustrating the distance calculation for judging the trend of risk escalation and de-escalation. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, not all, embodiments of the present invention. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0034] Example 1

[0035] like Figure 1 As shown, a risk assessment method for low-altitude, slow-moving, and small aircraft within an airport airspace protection zone includes the following steps:

[0036] S1. Obtain and parse the airport airspace protection zone data set, aircraft data set, low-speed and small aircraft data set, and external environment data set;

[0037] S2. Based on the airport airspace protection zone data set, establish a static comprehensive risk assessment coordinate system;

[0038] S3. Based on the dataset of low-speed and small aircraft, compare it with the coordinate system of static comprehensive risk assessment to obtain the static comprehensive risk.

[0039] S4. Based on the static comprehensive risk, multiple dynamic risk correction results are calculated according to the data sets of low-speed and small aircraft, external environment, airport airspace protection zones, and aircraft data sets.

[0040] S5. Compare multiple dynamic risk correction results to obtain the final risk assessment result for low-speed, small aircraft;

[0041] S6. Based on the dataset of low-speed and small aircraft and the dataset of airport airspace protection zones, the risk escalation and de-escalation trend results are calculated.

[0042] The following is a summary of all the parsed data obtained in S1:

[0043] Airport airspace protection zone data set: runway centerline position, runway center point coordinates, airspace protection zone boundary distance, outer horizontal plane radius distance, inner horizontal plane radius distance, approach surface boundary distance, and takeoff climb surface boundary distance;

[0044] Aircraft data set: aircraft position, aircraft speed, and aircraft altitude;

[0045] Data set of low-speed, small aircraft: aircraft position, aircraft speed, aircraft altitude, and aircraft characteristic dimensions;

[0046] External environment data set: visibility distance and day / night status data.

[0047] In this method, the static comprehensive risk, the dynamic risk correction result, and the final risk assessment result are all classified as: Level 1 Red Extreme Risk, Level 2 Orange Major Risk, Level 3 Yellow Medium Risk, Level 4 Blue Low to Medium Risk, and Level 5 Green Slight Risk.

[0048] like Figure 3 As shown, the method for establishing the static comprehensive risk assessment coordinate system for the airport in this embodiment is as follows: A position coordinate system is established with the runway midpoint coordinates as the origin and the runway centerline as the X-axis; the length of the airspace protection zone is the same as the runway direction, forming a rectangular area with a length of 40km and a width of 20km, with the runway midpoint at the center; the outer horizontal plane is a circular area with a radius of 7km centered on the runway midpoint; the inner horizontal plane is a circular area with a radius of 3km centered on the runway midpoint; the approach surface and takeoff climb surface are trapezoidal areas located at both ends of the runway along the runway centerline; the specific risk zone division method is as follows:

[0049] The area outside the boundary of the airspace protection zone is a Level 5 green zone with slight risk.

[0050] The area enclosed by the boundary line of the airspace protection zone, the outer horizontal boundary line, and the extended line of the tangent parallel to the runway centerline on the inner horizontal plane is a Level 4 blue low-to-medium risk zone.

[0051] The area enclosed by the outer horizontal boundary line and the tangent line on the inner horizontal plane parallel to the runway centerline is a Level 3 yellow medium-risk area.

[0052] The area enclosed by the inner horizontal plane boundary line, the tangent line on the inner horizontal plane parallel to the runway centerline, the outer horizontal plane boundary line, the approach plane boundary line, and the takeoff climb plane boundary line is a Level 2 orange major risk zone.

[0053] The area within the takeoff climb surface boundary line, the approach surface boundary line, and the inner horizontal surface boundary line is a Level 1 red extremely high risk zone.

[0054] Based on the aircraft location in the low-speed small aircraft data set, the location data is converted into coordinate values ​​corresponding to the static comprehensive risk assessment coordinate system. The risk zone where the coordinate value is located is the static comprehensive risk of the aircraft, and this static comprehensive risk is denoted as R0.

[0055] Static comprehensive risks only stem from the "positional relationship between low-speed and small aircraft and the airspace protection zone." However, in practical applications, dynamic factors such as the distance between low-speed and small aircraft and the airway, the distance between low-speed and small aircraft and the aircraft, the flight speed of low-speed and small aircraft, the flight altitude of low-speed and small aircraft, the characteristic dimensions of low-speed and small aircraft, visibility, and day and night factors also affect the degree of threat posed by low-speed and small aircraft to the airspace protection zone.

[0056] Therefore, after using static comprehensive risk R0 as a fallback strategy, dynamic risk factors are then used to modify static comprehensive risk R0, so that the final risk result more accurately reflects the risk level of low, slow and small aircraft.

[0057] like Figure 1 and Figure 4 As shown, in S4, multiple dynamic risk correction results are risk levels determined by comparing and correcting the static comprehensive risk with each calculated risk value. Each calculated risk value includes: the route distance risk value obtained by comparing with the airport airspace protection zone data set, the aircraft distance risk value obtained by comparing with the aircraft data set, the aircraft flight speed, altitude, and characteristic size risk values ​​obtained from the low, slow, and small aircraft data set, and the visibility and day / night risk values ​​obtained from the external environment data set.

[0058] The specific calculation methods for each risk level are as follows:

[0059] According to Table 1, the route distance risk value of low, slow, and small aircraft is obtained by measuring the distance between the low, slow, and small aircraft and the route, that is, the minimum distance between the low, slow, and small aircraft and the boundary lines of the approach surface, the takeoff climb surface, and the inner horizontal plane. The route distance risk value of low, slow, and small aircraft is the result of the smaller value of the horizontal distance risk level and the vertical distance risk level.

[0060] Table 1. Calculation of Risk Level for Flight Distance of Low, Slow, and Small Aircraft

[0061]

[0062] The static comprehensive risk R0 is corrected by adjusting the risk value of the distance between low-speed, small aircraft and the route. The correction method is as follows: when the risk level of the distance between low-speed, small aircraft and the route is 1, the risk correction result R1 = 1; when the risk level of the distance between low-speed, small aircraft and the route is 2, if the static comprehensive risk R0 = 1, then the risk correction result R1 = 1, and if the static comprehensive risk R0 ≠ 1, then the risk correction result R1 = 2; when the risk level of the distance between low-speed, small aircraft and the route is 3, if the static comprehensive risk R0 = 1, then the risk correction result R1 = 1, and if the static comprehensive risk R0 ≠ 1, then the risk correction result R1 = R0 - 1; when the risk level of the distance between low-speed, small aircraft and the route is 4, the risk correction result R1 = R0.

[0063] According to Table 2, the aircraft distance risk value of low-speed small aircraft is calculated based on the distance between the low-speed small aircraft and the aircraft. The aircraft distance risk value of low-speed small aircraft is the result of the smaller value between the horizontal distance risk level and the vertical distance risk level.

[0064] Table 2. Calculation of Distance Risk Level for Low-Speed ​​and Small Aircraft

[0065]

[0066] The static comprehensive risk R0 is corrected by adjusting the distance risk value between low-speed, small aircraft and the aircraft. The correction method is as follows: when the risk level of the distance between the low-speed, small aircraft and the aircraft is 1, the risk correction result R2 = 1; when the risk level of the distance between the low-speed, small aircraft and the aircraft is 2, if the static comprehensive risk R0 = 1, then the risk correction result R1 = R0, and if the static comprehensive risk R0 ≠ 1, then the risk correction result R2 = 2; when the risk level of the distance between the low-speed, small aircraft and the aircraft is 3, if the static comprehensive risk R0 = 1, then the risk correction result R1 = R0, and if the static comprehensive risk R0 ≠ 1, then the risk correction result R2 = R0 - 1; when the risk level of the distance between the low-speed, small aircraft and the aircraft is 4, the risk correction result R2 = R0.

[0067] Based on Table 3, the risk value of low-speed small aircraft flight speed is calculated.

[0068] Table 3. Calculation Table for Risk Level of Flight Speed ​​of Low, Slow, and Small Aircraft

[0069]

[0070] The static comprehensive risk R0 is corrected by adjusting the risk value of low-speed, small aircraft flight speed. The correction method is as follows: when the risk level of low-speed, small aircraft flight speed = 1, if R0 = 5, then the risk correction result R1 = 2, and if R0 < 5, then the risk correction result R3 = 1; when the risk level of low-speed, small aircraft flight speed = 2, if R0 = 5, then the risk correction result R3 = 3; if R0 = 4, then the risk correction result R3 = 2, and if R0 < 4, then the risk correction result R3 = 1; when the risk level of low-speed, small aircraft flight speed = 3, the risk correction result R3 = R0.

[0071] Based on Table 4, the flight altitude risk value of low-speed small aircraft is calculated using the flight altitude of low-speed small aircraft.

[0072] Table 4. Calculation Table for Risk Level of Low, Slow, and Small Aircraft Flight Altitude

[0073]

[0074]

[0075] The static comprehensive risk R0 is corrected by adjusting the flight altitude risk value of low-speed small aircraft. The correction method is as follows: when the static comprehensive risk R0 = 5, if the flight altitude risk level of low-speed small aircraft = 1, then the risk correction result R4 = R0 - 1; if the flight altitude risk level of low-speed small aircraft ≠ 1, then the risk correction result R4 = R0. When the static comprehensive risk R0 = 4, if the flight altitude risk level of low-speed small aircraft = 1, then the risk correction result R4 = R0 - 2; if the flight altitude risk level of low-speed small aircraft is level 2, then the risk correction result R4 = R0 - 1; if the flight altitude risk level of low-speed small aircraft is level 3, 4, or 5, then the risk correction result R4 = R0. When the static comprehensive risk R0 = 3, if the risk level of low-speed small aircraft flight altitude = 1, then the risk correction result R4 = R0 - 2; if the risk level of low-speed small aircraft flight altitude is level 2, then the risk correction result R4 = R0 - 1; if the risk level of low-speed small aircraft flight altitude is level 3, 4, or 5, then the risk correction result R4 = R0. When the static comprehensive risk R0 = 2, if the risk level of low-speed small aircraft flight altitude = 5, then the risk correction result R4 = R0; if the risk level of low-speed small aircraft flight altitude ≠ 5, then the risk correction result R4 = R0 - 1. When the static comprehensive risk R0 = 1, the risk correction result R4 for low-speed small aircraft is R0.

[0076] Based on Table 5, the risk value of the characteristic dimensions of low, slow, and small aircraft is calculated using the characteristic dimensions of low, slow, and small aircraft.

[0077] Table 5. Calculation Table for Risk Level of Characteristic Dimensions of Low, Slow, and Small Aircraft

[0078]

[0079] The static composite risk R0 is corrected using the characteristic size risk value of low-speed, small aircraft. The correction method is as follows: When the static composite risk R0 ∈ {4, 5}, if the characteristic size risk level of low-speed, small aircraft = 1, then the risk correction result R5 = R0 - 3; if the characteristic size risk level of low-speed, small aircraft = 2, then the risk correction result R5 = R0 - 2; if the characteristic size risk level of low-speed, small aircraft = 3, then the risk correction result R5 = R0. When the static composite risk R0 = 3, if the characteristic size risk level of low-speed, small aircraft ∈ {1, 2}, then the risk correction result R5 = R0 - 2; if the characteristic size risk level of low-speed, small aircraft = 3, then the risk correction result R5 = R0. When the static composite risk R0 = 2, if the characteristic size risk level of low-speed, small aircraft ∈ {1, 2}, then the risk correction result R5 = R0 - 1; if the characteristic size risk level of low-speed, small aircraft = 3, then the risk correction result R5 = R0.

[0080] Based on Table 6, the visibility risk value is calculated using external environment-visibility distance data.

[0081] Table 6 Calculation Table for External Environment - Visibility Risk Level

[0082]

[0083] The static comprehensive risk R0 is corrected using the external environment-visibility risk value. The correction method is as follows: when the static comprehensive risk R0∈{2,3,4,5}, if the visibility risk level = 2, then the risk correction result R6 = R0; if the visibility risk level = 1, then the risk correction result R6 = R0-1. When the static comprehensive risk R0 = 1, then the risk correction result R6 = R0.

[0084] According to Table 7, the day and night risk values ​​are calculated using external environment-day and night data. The day and night judgment criteria are set according to the different day and night time divisions of the airport location.

[0085] Table 7 Calculation Table of External Environment - Day and Night Risk Levels

[0086]

[0087] The static comprehensive risk R0 is corrected using the external environment-day / night risk value. The correction method is as follows: when the static comprehensive risk R0∈{2,3,4,5}, if the visibility risk level = 2, then the risk correction result R7 = R0; if the visibility risk level = 1, then the risk correction result R7 = R0-1. When the static comprehensive risk R0 = 1, then the risk correction result R7 = R0.

[0088] After completing the calculations for the seven risk correction results mentioned above, the final risk assessment result R is the risk correction result with the smallest corresponding risk level number among the risk correction results R1 to R7.

[0089] Because the final risk assessment result R∈{1,2,3,4,5} for low-speed, small aircraft obtained by the above method is a discrete jump value, not continuously changing, it cannot express the trend of risk change, which is detrimental to airport airspace risk early warning management. Therefore, if Figure 5 and Figure 6 As shown, the specific method for calculating the risk escalation and de-escalation trend results is as follows: based on the location data of low, slow, and small aircraft and the airport airspace protection zone data set, the distance dis1 between the low, slow, and small aircraft and the runway center point and the vertical distance dis2 between the runway centerline are calculated.

[0090] Record the time when the low-speed small aircraft was first detected as t0, the distance between the low-speed small aircraft and the runway center point as dis10, and the perpendicular distance between the low-speed small aircraft and the runway centerline as dis20.

[0091] If the low-speed, small aircraft is detected again at the current time t1, and the risk level R remains unchanged between t0 and t1, and the distance between the low-speed, small aircraft and the runway centerline is dis11, and its perpendicular distance to the runway centerline is dis21, then the risk escalation / degradation trend (Trend(T)) is:

[0092]

[0093] Trend=1 indicates risk escalation, and Trend=-1 indicates risk downgrade.

[0094] If a low-altitude, slow, small aircraft is detected again at time t1, and the final risk assessment result R within the time interval t0 to t1 is within t... α The time has changed. At the current time, the distance between the low-speed, small aircraft and the runway centerline is dis11, and its perpendicular distance to the runway centerline is dis21. α The distance between the low-speed, small aircraft and the runway center point is dis1. α The perpendicular distance from the centerline of the runway is dis2 α The risk escalation / degradation trend (Trend(T)) is then:

[0095]

[0096] Trend=1 indicates risk escalation, and Trend=-1 indicates risk downgrade.

[0097] After completing the risk calculation for low, slow, and small aircraft, the final output results are: the final risk assessment result R for low, slow, and small aircraft, and the risk escalation / degradation trend result T for low, slow, and small aircraft.

[0098] Example 2

[0099] Based on Example 1, such as Figure 2 As shown, a risk assessment system for low-altitude, slow-moving, and small aircraft in an airport airspace protection zone includes a data acquisition and analysis module, a static comprehensive risk assessment module, a dynamic risk correction module, and a risk escalation / de-escalation trend early warning module.

[0100] The data acquisition and parsing module is responsible for receiving data collected by external hardware devices and parsing it to obtain airport airspace protection zone data, aircraft data sets, low-speed and small aircraft data sets, and external environment data sets.

[0101] The static comprehensive risk assessment module is used to establish a static comprehensive risk assessment coordinate system and to assess the static comprehensive risks brought about when low-speed and small aircraft enter different areas of the airport's airspace protection zone using a dataset of low-speed and small aircraft data.

[0102] The dynamic risk correction module is used to calculate the dynamic correction risk of low-speed and small aircraft using aircraft data sets, low-speed and small aircraft data sets, and external environment data sets. The static comprehensive risk is optimized and corrected through dynamic risk correction to obtain the final risk assessment result of low-speed and small aircraft.

[0103] The risk escalation / de-escalation trend early warning module is used to continuously monitor and predict the changing trends of the final risk assessment results by using a dataset of low-speed, small aircraft and an airport airspace protection zone dataset.

[0104] Each module of the system includes the method for risk assessment of low, slow and small aircraft in airport airspace protection zones as described in Example 1. Ultimately, it can obtain the final risk assessment result R and the risk escalation / degradation trend result T of low, slow and small aircraft. These two results are displayed and transmitted to the relevant management or countermeasure systems, enabling airport airspace protection zones to have an efficient system that integrates detection, risk analysis, and countermeasures to deal with low, slow and small aircraft.

Claims

1. A method for assessing the risk of low and slow small aircraft in an airport protected area, characterized in that, The method comprises the following steps: S1, obtaining and analyzing airport clearance protection zone data set, aircraft data set, low, slow and small aircraft data set and external environment data set; S2, establishing a static comprehensive risk assessment coordinate system according to the airport clearance protection zone data set; S3, comparing the low, slow and small aircraft data set with the static comprehensive risk assessment coordinate system to obtain a static comprehensive risk; S4, on the basis of the static comprehensive risk, calculating and comparing multiple dynamic risk correction results according to the low, slow and small aircraft data set, the external environment data set, the airport clearance protection zone data set and the aircraft data set; S5, comparing the multiple dynamic risk correction results to obtain a final risk assessment result of the low, slow and small aircraft; S6, calculating a risk upgrade trend result according to the low, slow and small aircraft data set and the airport clearance protection zone data set; In S6, according to the aircraft position in the low, slow and small aircraft data set, the position data is converted into coordinate values corresponding to the static comprehensive risk assessment coordinate system, and according to the coordinate distance from the runway midpoint position and the vertical distance from the runway centerline position, the risk upgrade trend result is obtained; The risk upgrade trend result obtained according to the coordinate distance from the runway midpoint position and the vertical distance from the runway centerline position comprises: The time of first detection of the low, slow, small aircraft is determined to be The time of second detection of the low, slow, small aircraft is determined to be ; If To If the final risk assessment result in the time period does not change, the risk promotion and demotion trend result is calculated by the following expression: If to the final risk assessment result in to the time has changed, the risk upgrade / downgrade trend result is calculated by the following expression: wherein, denotes the risk upgrade / downgrade trend result, denotes the risk upgrade / downgrade trend result is a risk downgrade, denotes the risk upgrade / downgrade trend result is a risk upgrade, denotes the low, slow and small aircraft distance from the runway center point at the time, denotes the low, slow and small aircraft distance from the runway center point at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time.

2. The airport clearance protection zone low, slow and small aircraft risk assessment method according to claim 1, characterized in that: The airport clearance protection zone data set comprises: runway centerline position, runway midpoint position coordinate, clearance protection zone boundary distance, outer horizontal plane radius distance, inner horizontal plane radius distance, approach surface boundary distance and take-off climb surface boundary distance; the aircraft data set comprises: aircraft position, aircraft flight speed and aircraft flight height; the low, slow and small aircraft data set comprises: aircraft position, aircraft flight speed, aircraft flight height and aircraft characteristic size; and the external environment data set comprises: visibility distance and day-night state data.

3. The method of risk assessment of low and slow small aircraft for an airport obstacle protection area according to claim 2, characterized in that, According to the airport clearance protection zone data set, the establishment method of the static comprehensive risk assessment coordinate system is: taking the runway midpoint position coordinate as the origin coordinate and the runway centerline position as the X-axis to establish a position coordinate system; the area outside the clearance protection zone boundary line is a 5-level green low risk area, the area surrounded by the clearance protection zone boundary line, the outer horizontal plane boundary line and the tangent line parallel to the runway centerline on the inner horizontal plane is a 4-level blue medium-low risk area, the area surrounded by the outer horizontal plane boundary line and the tangent line parallel to the runway centerline on the inner horizontal plane is a 3-level yellow medium risk area, the area surrounded by the inner horizontal plane boundary line, the tangent line parallel to the runway centerline on the inner horizontal plane, the outer horizontal plane boundary line and the approach surface boundary line and the take-off climb surface boundary line is a 2-level orange major risk area, and the area inside the take-off climb surface boundary line, the approach surface boundary line and the inner horizontal plane boundary line is a 1-level red super major risk area.

4. The airport clearance protection zone low, slow and small aircraft risk assessment method according to claim 1, characterized in that: In S3, according to the aircraft position in the low, slow and small aircraft data set, the position data is converted into coordinate values corresponding to the static comprehensive risk assessment coordinate system, and the risk zone level value where the coordinate values are located is the risk level corresponding to the static comprehensive risk of the aircraft.

5. The airport clearance protection zone low, slow and small aircraft risk assessment method according to claim 1, characterized in that: In S4, the multiple dynamic risk correction results are risk levels determined after the static comprehensive risk is compared and corrected with each calculation risk value, and the calculation risk values include: the en route distance risk value compared with the airport clearance protection zone data set, the aircraft distance risk value compared with the aircraft data set, the aircraft flight speed, height and characteristic size risk value according to the low, slow and small aircraft data set, and the visibility and day and night risk value according to the external environment data set.

6. The airport clearance protection zone low, slow and small aircraft risk assessment method according to claim 1, characterized in that: In S5, the dynamic risk correction result with the minimum risk level number is the final risk assessment result.

7. An airport clearance protection zone low, slow and small aircraft risk assessment system, characterized in that: It comprises a data acquisition and analysis module, a static comprehensive risk assessment module, a dynamic risk correction module and a risk upgrade and downgrade trend early warning module. The data acquisition and analysis module is used to receive and analyze the data collected by external hardware devices to obtain the airport clearance protection zone data, the aircraft data set, the low, slow and small aircraft data set and the external environment data set. The static comprehensive risk assessment module is used to establish a static comprehensive risk assessment coordinate system and evaluate the static comprehensive risk brought by the low, slow and small aircraft when it enters different regions of the airport clearance protection zone through the low, slow and small aircraft data set. The dynamic risk correction module is used to calculate the dynamic risk correction result of the low, slow and small aircraft through the aircraft data set, the low, slow and small aircraft data set and the external environment data set, optimize and correct the static comprehensive risk through the dynamic risk correction result, and obtain the final risk assessment result of the low, slow and small aircraft. The risk upgrade and downgrade trend early warning module is used to continuously monitor and predict the change trend of the final risk assessment result through the low, slow and small aircraft data set and the airport clearance protection zone data set. The continuous monitoring and prediction of the change trend of the final risk assessment result through the low, slow and small aircraft data set and the airport clearance protection zone data set comprises: According to the aircraft position in the low, slow and small aircraft data set, the position data is converted into coordinate values corresponding to the static comprehensive risk assessment coordinate system, and the risk zone level value where the coordinate values are located is the risk level corresponding to the static comprehensive risk of the aircraft. The risk upgrade and downgrade trend result is obtained according to the distance from the runway midpoint position coordinate and the vertical distance from the runway centerline position. The time of first detection of the low and slow small aircraft is determined to be The time of second detection of the low and slow small aircraft is determined to be ; If To If the final risk assessment result in the time period does not change, the risk promotion and demotion trend result is calculated by the following expression: If to the final risk assessment result in to the time has changed, the risk upgrade / downgrade trend result is calculated by the following expression: wherein, denotes that the risk upgrade / downgrade trend result is a risk downgrade, denotes that the risk upgrade / downgrade trend result is a risk downgrade, denotes that the risk upgrade / downgrade trend result is a risk upgrade, denotes the low, slow and small aircraft distance from the runway center point at the time, denotes the low, slow and small aircraft distance from the runway center point at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time, denotes the low, slow and small aircraft perpendicular distance from the runway centerline at the time.

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