A global runway overrun safety assessment method based on InSAR

Abstract

The application discloses a global runway taxiing safety evaluation method based on InSAR, comprising the following steps: S1, acquiring near real-time, full-coverage and high-precision runway surface three-dimensional elevation data based on InSAR measurement technology; S2, in the case of real three-dimensional unevenness, the fine simulation of the take-off and landing taxiing of a typical aircraft can be carried out, and the safety of the aircraft taxiing is improved; S3, the runway airworthiness safety is evaluated through the vibration response of the aircraft, and the accurate evaluation of the global runway taxiing safety is realized. The runway surface deformation is measured by adopting the InSAR technology, the traditional method cannot provide comprehensive and real-time runway data information is avoided, near real-time, high-precision and full-range runway three-dimensional elevation information can be acquired, and the global runway airworthiness safety evaluation is realized.

Description

Technical Field

[0001] This invention relates to the field of airport runway engineering, and in particular to a method for full-area runway taxiing safety assessment based on InSAR. Background Technology

[0002] 60% of civil aviation safety accidents occur in the flight area, with nearly half of these being runway overruns or deviations. These accidents are closely related to the airworthiness of the runway surface. Uneven and undulating runway surfaces exacerbate aircraft taxiing vibrations and turbulence, increasing the difficulty for pilots to control the aircraft, reducing the aircraft's adhesion normal stress, and increasing braking distance. More than half of my country's airports were built 20 years ago, and currently, smoothness is mainly evaluated using single-line measurements every 5 years. This lacks timeliness and comprehensiveness, making it difficult to ensure the safety of flight area operations at all times. Therefore, existing technologies need to be improved. Summary of the Invention

[0003] The purpose of this invention is to provide a global runway taxiing safety assessment method based on InSAR to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a method for comprehensive runway taxiing safety assessment based on InSAR, comprising:

[0005] S1. Acquire near-real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface based on InSAR measurement technology;

[0006] S2. Under real three-dimensional uneven conditions, detailed simulation of takeoff and landing run of typical aircraft models can be carried out, which improves the safety of aircraft runway.

[0007] S3. Assess runway airworthiness safety through aircraft vibration response to achieve accurate assessment of runway taxiing safety across the entire area.

[0008] Step S1 specifically includes the following steps:

[0009] S1.1 Obtain the runway pavement design file, i.e., the initial pavement three-dimensional elevation data, as a "stock" file;

[0010] S1.2. Since InSAR measurements are affected by the atmosphere, noise, etc., it is necessary to use the PS-InSAR phase model to eliminate other phases caused by surface deformation and obtain the surface deformation phase.

[0011] S1.3. The settlement and elevation values ​​of the runway surface are determined by interferometry of multiple SAR images. Given the positions of the master and slave images, the geodetic height of the master image satellite, the spatial baseline, and the side viewpoint, the displacement Δr of the target point on the runway surface along the radar line of sight can be determined. This displacement vector is then decomposed into the elevation change Δd and the horizontal displacement. The formulas for calculating displacement Δr and elevation change Δd are as follows:

[0012]

[0013] Δd=Δr*sinβ

[0014] In the formula, λ is the radar wavelength, and Δφ def β represents the surface deformation phase, and β is the angle between the radar line of sight and the horizontal direction of the runway surface.

[0015] S1.4 Given the elevation change of the target point, i.e., the "increment", the elevation value of the target point after the change is obtained based on the initial elevation using the "existing value + increment" method. The specific calculation formula is as follows:

[0016] D=d0+Δd

[0017] In the formula, d0 is the initial elevation value, and Δd is the elevation change value.

[0018] Step S2 specifically includes the following steps:

[0019] S2.1. Input the surface data file in the ADAMS software with the extension .rdf, and input the InSAR measured longitudinal profile elevation data of the pavement into the pavement model by editing the file to create the corresponding .rcf file;

[0020] S2.2 Select a representative aircraft type for the airport and create a geometric model of the aircraft fuselage, landing gear, and tires in the 3D modeling software CATIA.

[0021] S2.3. Assemble the entire aircraft in the ADAMS / Aircraft module and set simulation parameters such as speed, motion attitude, and duration for simulation.

[0022] S2.4 After the simulation is complete, view the vibration response quantities such as dynamic load coefficient, cockpit acceleration, and center of gravity acceleration in the result set pane.

[0023] Step S3 specifically includes the following steps:

[0024] S3.1. Four simulated vibration response quantities, namely the vertical acceleration of the center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear, are taken as the four major factors for runway airworthiness safety evaluation.

[0025] S3.2 The safety evaluation index is set as SI, which is calculated based on four factors with certain weights. The calculation formula is as follows:

[0026]

[0027] In the formula, CGA0, PSA0, MGL0, and NGL0 represent the vertical acceleration of the aircraft's center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear during the takeoff and landing process; CGA0, PSA0, and MGL0 represent the vertical acceleration of the aircraft's center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear during the takeoff and l MGL r NGL represents the simulation results under the worst-case scenario; These are the weighting coefficients;

[0028] S3.3 Based on the safety evaluation indicators, the airworthiness safety of airport runways is divided into four levels: excellent, good, medium, and poor.

[0029] In step S1, based on InSAR technology, near real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface can be obtained, making data acquisition more convenient and realizing full-range, high-precision, and near real-time deformation monitoring of the runway surface.

[0030] In step S2, under the condition of real-time three-dimensional unevenness, a detailed simulation of take-off and landing run of typical aircraft can be carried out, which ensures the operational safety of the flight area, greatly improves the safety of aircraft run, and also reduces the difficulty for pilots to operate the aircraft.

[0031] In step S3, the airworthiness safety of the runway is assessed by the aircraft vibration response index, so as to achieve a comprehensive and accurate assessment of the runway pavement taxiing safety and provide a reference for airport control personnel, pilots and others.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] The InSAR-based full-domain runway taxiing safety assessment method provided by this invention uses InSAR technology to measure runway surface deformation, avoiding the inability of traditional methods to provide comprehensive and real-time pavement data information. Instead, it can obtain near real-time, high-precision, and all-round three-dimensional elevation information of the pavement, realizing all-time airworthiness safety assessment of the runway. Attached Figure Description

[0034] Figure 1 This invention describes the InSAR monitoring of deformation of airport runways.

[0035] Figure 2 This is the assembly process of the complete set of virtual prototype models in this invention;

[0036] Figure 3 This is the simulation result display window in this invention;

[0037] Figure 4 The result is the vertical acceleration at the centroid of the simulated vibration response in this invention.

[0038] Figure 5 This invention visualizes the longitudinal changes of airworthiness assessment indicators along the runway. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0040] It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and embodiments.

[0041] This embodiment provides a method for comprehensive runway taxiing safety assessment based on InSAR, including:

[0042] S1. Acquire near-real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface based on InSAR measurement technology;

[0043] S2. Under real three-dimensional uneven conditions, detailed simulation of takeoff and landing run of typical aircraft models can be carried out, which improves the safety of aircraft runway.

[0044] S3. Assess runway airworthiness safety through aircraft vibration response to achieve accurate assessment of runway taxiing safety across the entire area.

[0045] Step S1 specifically includes the following steps:

[0046] S1.1 Obtain the runway pavement design file, i.e., the initial pavement three-dimensional elevation data, as a "stock" file;

[0047] S1.2. Since InSAR measurements are affected by the atmosphere, noise, etc., it is necessary to use the PS-InSAR phase model to eliminate other phases caused by surface deformation and obtain the surface deformation phase.

[0048] S1.3. The settlement and elevation values ​​of the runway surface are determined by interferometry of multiple SAR images. Given the positions of the master and slave images, the geodetic height of the master image satellite, the spatial baseline, and the side viewpoint, the displacement Δr of the target point on the runway surface along the radar line of sight can be determined. This displacement vector is then decomposed into the elevation change Δd and the horizontal displacement. The formulas for calculating displacement Δr and elevation change Δd are as follows:

[0049]

[0050] Δd=Δr*sinβ

[0051] In the formula, λ is the radar wavelength, and Δφ def β represents the surface deformation phase, and β is the angle between the radar line of sight and the horizontal direction of the runway surface.

[0052] S1.4, The known elevation change of the target point is the "increment", such as... Figure 1 As shown, the elevation value of the target point after the change is obtained using the "existing data + incremental data" method based on the initial elevation. The specific calculation formula is as follows:

[0053] D=d0+Δd

[0054] In the formula, d0 is the initial elevation value, and Δd is the elevation change value.

[0055] In addition, based on InSAR technology, near real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface can be obtained, making data acquisition more convenient and enabling full-range, high-precision, and near real-time deformation monitoring of the runway surface.

[0056] It should also be noted that, in step 1), corner reflectors are deployed according to the site survey and actual needs before measurement to improve measurement accuracy; the calculation principle and steps of the PS-InSAR algorithm are as follows:

[0057] (1) Using multiple single-view SAR images covering the study area, select one image as the main image and register the remaining images with the main image.

[0058] (2) Select the PS point based on the stability of the echo amplitude and phase in the time series.

[0059] (3) By interferometry and terrain removal, differential interferometric phase based on permanent scattering targets is obtained.

[0060] (4) The differential interference phase of the adjacent permanent scattering targets is differentially differentiated again.

[0061] (5) Based on the different characteristics of each phase component, deformation and terrain residual information are estimated by constructing a deformation phase model and using spatiotemporal filtering.

[0062] Step S2 specifically includes the following steps:

[0063] S2.1. Input the surface data file in the ADAMS software with the extension .rdf, and input the InSAR measured longitudinal profile elevation data of the pavement into the pavement model by editing the file to create the corresponding .rcf file;

[0064] S2.2 Select a representative aircraft type for the airport and create a geometric model of the aircraft fuselage, landing gear, and tires in the 3D modeling software CATIA.

[0065] S2.3. Assemble the entire aircraft in the ADAMS / Aircraft module to create a virtual prototype full-aircraft model. This assembly process is as follows: Figure 2 As shown, simulation parameters such as speed, motion posture, and duration are set for simulation.

[0066] S2.4 After the simulation is complete, view the vibration response quantities such as dynamic load coefficient, cockpit acceleration, and center of gravity acceleration in the result set pane.

[0067] In addition, under realistic near-real-time three-dimensional uneven conditions, detailed simulations of takeoff and landing runways for typical aircraft models can be carried out, ensuring the operational safety of the flight area, greatly improving the safety of aircraft runways, and reducing the difficulty for pilots to operate the aircraft.

[0068] The aircraft mass parameters are selected according to the aircraft design manual published by the aircraft company, while the moment of inertia needs to be approximated proportionally based on the data. Taking the B737-800 as an example, the vibration response can be viewed in the result set window, such as... Figure 3 As shown; the variation of aircraft roll vibration response, taking the vertical acceleration at the center of gravity as an example, is as follows: Figure 4 As shown in Table 1, the values ​​for the aircraft's mass and moment of inertia are as follows:

[0069] Table 1 - Aircraft Model Parameter Values

[0070]

[0071] In this embodiment, CATIA software is used to achieve 1:1 three-dimensional modeling of the fuselage, avoiding the drawback that the ADAMS platform cannot support solid modeling operations.

[0072] Step S3 specifically includes the following steps:

[0073] S3.1. Four simulated vibration response quantities, namely the vertical acceleration of the center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear, are taken as the four major factors for runway airworthiness safety evaluation.

[0074] S3.2, The safety evaluation index is set as SI, such as Figure 5 As shown, the runway airworthiness safety evaluation index is calculated based on four factors with certain weights, assigned weights of 0.15, 0.35, 0.2, 0.2, and 0.1 respectively. The calculation formula is as follows:

[0075]

[0076] In the formula, CGA0, PSA0, MGL0, and NGL0 represent the vertical acceleration of the aircraft's center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear during the takeoff and landing process; CGA0, PSA0, and MGL0 represent the vertical acceleration of the aircraft's center of gravity, the vertical acceleration of the cockpit, the dynamic load factor of the main landing gear, and the dynamic load factor of the nose landing gear during the takeoff and l MGL r NGL represents the simulation results under the worst-case scenario; These are the weighting coefficients;

[0077] S3.3. Based on safety evaluation indicators, airport runway airworthiness safety is divided into four levels: excellent, good, average, and poor, thereby achieving near-real-time accurate assessment of runway airworthiness. Runway airworthiness safety is assessed through aircraft vibration response indicators, achieving a comprehensive and accurate assessment of the entire runway surface taxiing safety, providing a reference basis for airport control personnel and pilots.

[0078] In this embodiment, the evaluation model weight settings in step S3 consider that the dynamic load coefficient and vertical acceleration have similar levels of response to runway airworthiness, and that cockpit and fuselage vibrations are equally important, so their weights are assigned the same. Since the main landing gear has a larger mass than the nose landing gear, its weight coefficient is set higher. The standards for evaluating runway airworthiness based on the SI index are shown in Table 2.

[0079] Table 2 - Runway Airworthiness Evaluation Standards

[0080] Evaluation criteria excellent good middle Difference SI <0.6 0.6-0.73 0.73-1.0 >1.0

[0081] The InSAR-based full-domain runway taxiing safety assessment method provided in this application uses InSAR technology to measure runway surface deformation, avoiding the inability of traditional methods to provide comprehensive and real-time pavement data. Instead, it obtains near real-time, high-precision, and comprehensive three-dimensional pavement elevation information, enabling all-weather runway airworthiness safety assessment. The runway airworthiness safety assessment model used in this application is accurate and convenient, with the following characteristics: it imports real runway surface elevation data files, evaluates based on the vibration response of the full-aircraft dynamics model, closely matches the actual runway conditions, and classifies airworthiness safety levels according to calculated values ​​for scientific judgment and control of aircraft takeoffs and landings.

Claims

1. A method for comprehensive runway taxiing safety assessment based on InSAR, characterized in that, include: S1. Acquire near-real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface based on InSAR measurement technology; S2. If the three-dimensional elevation data of the runway surface shows that the actual three-dimensional surface is uneven, then conduct a detailed simulation of the take-off and landing run of typical aircraft models to obtain the simulated vibration response. S3. Based on simulated vibration response, the airworthiness safety of the runway is assessed through the aircraft vibration response, so as to achieve accurate assessment of the safety of the runway taxiing across the entire area. Step S3 specifically includes the following steps: S3.

1. Four simulated vibration response quantities are taken as the four major factors for runway airworthiness safety evaluation. The simulated vibration response quantities include vertical acceleration of the center of gravity, vertical acceleration of the cockpit, dynamic load factor of the main landing gear, and dynamic load factor of the nose landing gear. S3.2 The safety evaluation index is set as SI, which is calculated based on four factors according to preset weights. The calculation formula is as follows: In the formula, , , , The values ​​are: vertical acceleration of the aircraft's center of gravity, vertical acceleration of the cockpit, dynamic load factor of the main landing gear, and dynamic load factor of the nose landing gear during the takeoff and landing process. CGA , PSA , , NGL represents the simulation results under the worst-case scenario; These are the weighting coefficients; S3.3 Based on the safety evaluation indicators, the airworthiness safety of airport runways is divided into four levels: excellent, good, medium, and poor. The process of pre-setting the weights of the four factors includes: Considering that the dynamic load factor and vertical acceleration have similar levels of response to pavement airworthiness, and that cockpit and fuselage vibrations are equally important, the weights of the aircraft's center of gravity vertical acceleration and the cockpit vertical acceleration are allocated in the same way. Considering that the mass of the main landing gear is greater than that of the nose landing gear, the weighting factor of the dynamic load factor of the main landing gear is set to be greater than that of the dynamic load factor of the nose landing gear.

2. The InSAR-based full-domain runway taxiing safety assessment method according to claim 1, characterized in that, Step S1 specifically includes the following steps: S1.1 Obtain the runway pavement design file, i.e., the initial pavement three-dimensional elevation data, as a "stock" file; S1.

2. By solving the phase model using PS-InSAR, other phases caused by surface deformation are eliminated to obtain the surface deformation phase; S1.

3. The elevation value of the runway surface is calculated by interferometry of multiple SAR images. The calculation process for the elevation of the airport runway surface includes: The positions of the master and slave images, the geodetic height of the master image satellite, the spatial baseline, and the side view are obtained. The displacement Δr of the target point on the runway surface in the radar line-of-sight direction is calculated, and the displacement vector is decomposed into the elevation change value Δd and the horizontal displacement. The formulas for calculating the displacement Δr and the elevation change value Δd are as follows: Δd=Δr*sinβ In the formula, λ is the radar wavelength. β represents the surface deformation phase, and β is the angle between the radar line of sight and the horizontal direction of the runway surface. Based on the elevation change of the target point, the changed elevation of the target point is calculated according to the initial elevation. The specific calculation formula is as follows: In the formula, Δd represents the initial elevation value, and Δd represents the elevation change value.

3. The InSAR-based method for comprehensive runway taxiing safety assessment according to claim 1, characterized in that, Step S2 specifically includes the following steps: S2.

1. Input the surface data file in the ADAMS software with the extension .rdf, and input the InSAR measured longitudinal profile elevation data of the pavement into the pavement model by editing the file to create the corresponding .rcf file; S2.2 Select a representative aircraft type for the airport and create a geometric model of the aircraft fuselage, landing gear, and tires in the 3D modeling software CATIA. S2.

3. Assemble the entire aircraft in the ADAMS / Aircraft module and set simulation parameters including speed, motion attitude and duration for simulation; S2.4 After the simulation is completed, view the vibration response quantities, including the dynamic load factor, cockpit acceleration, and center of gravity acceleration, in the resultsset pane.

4. The InSAR-based full-domain runway taxiing safety assessment method according to claim 2, characterized in that, In step S1, based on InSAR technology, near real-time, full-coverage, and high-precision three-dimensional elevation data of the runway surface can be obtained, making data acquisition more convenient and realizing full-range, high-precision, and near real-time deformation monitoring of the runway surface.

5. The InSAR-based full-domain runway taxiing safety assessment method according to claim 3, characterized in that, In step S2, under the condition of real-time three-dimensional unevenness, a detailed simulation of take-off and landing run of typical aircraft can be carried out, which ensures the operational safety of the flight area, greatly improves the safety of aircraft run, and also reduces the difficulty for pilots to operate the aircraft.

6. The InSAR-based full-domain runway taxiing safety assessment method according to claim 1, characterized in that, In step S3, the airworthiness safety of the runway is assessed by the aircraft vibration response index, so as to achieve a comprehensive and accurate assessment of the runway surface taxiing safety and provide a reference for airport control personnel and pilots.

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