An aircraft approach and landing safety monitoring and warning device and its application

Abstract

The present invention provides an approach and landing safety monitoring and warning device for an aircraft and its application, belonging to the field of aircraft safety. The device includes: a data receiving module, an aircraft motion prediction module, a decision-making module, and an acoustic and optical warning module that are connected in sequence; the data receiving module is used to receive the on-board signal emitted by the aircraft and send the received on-board signal to the aircraft motion prediction module; the aircraft motion prediction module is used to obtain the position of the landing point corresponding to the aircraft when it lands at this airport according to the on-board signal, and send the position of the landing point to the decision-making module; the decision-making module is used to obtain the predicted value of the landing risk of the aircraft according to the position of the landing point, and start the acoustic and optical warning module according to the predicted value of the landing risk; the acoustic and optical warning module is used to send acoustic and optical signals. By using the present invention, the landing risk of an approaching and landing aircraft can be monitored and warned in real time, assisting the controller's work and improving safety.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft safety, and particularly relates to an aircraft approach and landing safety monitoring and warning device and its application. Background Art

[0002] At present, during the aircraft approach and landing phase, that is, from the start of descent to landing, the relevant situations are mainly judged by flight control procedures and pilots, such as whether a normal landing can be made, whether the landing runway is correct, whether the landing point is normal, whether it will deviate from the runway, etc. When it is ensured that there is no risk, the pilot will control the aircraft to approach and land. In addition to the pilot's judgment, the air traffic controller in the airport tower will also monitor the aircraft and communicate with the pilot in real time. When the controller discovers an approach and landing risk, a voice prompt will be given to the pilot. In this process, it mainly relies on the experience and subjective judgment of the pilot and the controller, and no other device or system participates in the auxiliary decision-making.

[0003] At present, this way of subjective judgment by personnel and voice communication may lead to incorrect judgments in some special situations, such as at night, when the visibility is low due to weather reasons, or when the pilot or controller is fatigued, resulting in flight unsafe events. From the existing data, it shows that such unsafe events have occurred many times in civil aviation transportation, causing very serious safety risks or accidents. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems existing in the above-mentioned prior art, and provide an aircraft approach and landing safety monitoring and warning device and its application, which can monitor and warn the landing risk of the approaching and landing aircraft in real time, assist the work of the controller, improve safety, and do not need to transform the existing aircraft and control facilities, with low cost and high reliability.

[0005] The present invention is achieved by the following technical solutions:

[0006] In the first aspect of the present invention, an aircraft approach and landing safety monitoring and warning device is provided, and the device includes: a data receiving module, an aircraft motion prediction module, a decision-making module, and an acoustic-optic warning module that are connected in sequence;

[0007] The data receiving module is used to receive the airborne signal emitted by the aircraft and send the received airborne signal to the aircraft motion prediction module;

[0008] The aircraft motion prediction module is used to obtain the position of the landing point corresponding to the aircraft when it lands at this airport according to the airborne signal, and send the position of the landing point to the decision-making module;

[0009] The decision-making module is configured to obtain an estimated value of the landing risk of the aircraft based on the position of the landing point, and activate the acoustic-optic warning module according to the estimated value of the landing risk;

[0010] The acoustic-optic warning module is configured to send acoustic-optic signals.

[0011] A further improvement of the present invention lies in:

[0012] The data receiving module includes a single antenna and a server connected thereto;

[0013] Alternatively, the data receiving module includes a plurality of antennas, a plurality of sub-servers, and a main server; the antennas are in one-to-one correspondence with and connected to the sub-servers; each sub-server is respectively connected to the main server.

[0014] A further improvement of the present invention lies in:

[0015] The decision-making module obtains an estimated value of the landing risk of the aircraft according to the position of the landing point sent by the aircraft motion prediction module; if the estimated value of the landing risk is normal, no alarm is given, and if the estimated value of the landing risk is abnormal, a warning instruction is sent to the acoustic-optic warning module.

[0016] A further improvement of the present invention lies in:

[0017] The acoustic-optic warning module is deployed on the airport tower;

[0018] After receiving the warning instruction sent by the decision-making module, the acoustic-optic warning module sends an acoustic-optic signal.

[0019] In a second aspect of the present invention, a method for an aircraft approach landing monitoring and warning device is provided. The method is implemented by using the above device, and the method includes:

[0020] Step S1: Obtain the airborne signals of all aircraft on the airport and screen out the aircraft ready to land on this runway;

[0021] Step S2: Obtain the position of the landing point according to the position and speed of the aircraft ready to land on this runway;

[0022] Step S3: Obtain an estimated value of the landing risk of the aircraft according to the position of the landing point;

[0023] Step S4: Judge whether the estimated value of the landing risk of the aircraft is abnormal. If it is, give a warning; if not, do not give a warning.

[0024] A further improvement of the present invention lies in that the operation of obtaining the airborne signals of all aircraft on the airport in step S1 includes:

[0025] For large airports, multiple antennas are used to receive the on-board signals of all aircraft, and multiple sub-servers and a main server are used to process the data received by the antennas, as follows:

[0026] (1) Use a multicast IP address, and all servers join this group;

[0027] (2) Establish a hash value queue in each server;

[0028] (3) After the antenna receives the on-board signal sent by the aircraft, it sends the signal to the corresponding sub-server. The sub-server processes the on-board signal to obtain the processed on-board signal and updates its own hash value queue;

[0029] (4) The sub-server sends the processed on-board signal to the main server, and the main server updates its own hash value queue.

[0030] A further improvement of the present invention lies in that: the operation of the sub-server in step (3) to process the on-board signal to obtain the processed on-board signal includes:

[0031] (a) The sub-server generates a hash value according to each received on-board signal and searches in its own hash value queue;

[0032] (b) If the hash value already exists in its own hash value queue, the hash value is discarded; if the hash value does not exist in its own hash value queue, it is detected whether another sub-server has processed this on-board signal. If so, the hash value is directly saved to its own hash value queue. If not, the on-board signal is processed to obtain the processed on-board signal.

[0033] A further improvement of the present invention lies in that: the operation of detecting whether another sub-server has processed this on-board signal in step (b) includes:

[0034] (b1) Send the hash value to the multicast address;

[0035] (b2) After other servers receive the hash value, they judge whether the hash value already exists in their own hash value queues. If so, they do not respond; if not, they return an unprocessed data confirmation signal to the multicast address and insert the hash value into their own hash value queues;

[0036] (b3) The server that sends the hash value judges whether the number of received confirmation signals exceeds the signal threshold. If so, it is determined that no other sub-servers have processed this on-board signal. If not, it is determined that other sub-servers have processed this on-board signal.

[0037] A further improvement of the present invention lies in that: the operation of screening out the aircraft preparing to land on this runway in step S1 includes:

[0038] First, project the position data in the on-board signal of the received aircraft onto the horizontal plane where the airport runway is located to obtain the horizontal projection points of each aircraft;

[0039] Secondly, calculate the vertical distance from the horizontal projection point of each aircraft to the runway center line, that is, the vertical distance;

[0040] Finally, select the aircraft corresponding to the horizontal projection point with the smallest vertical distance as the aircraft preparing to land on this runway.

[0041] A further improvement of the present invention lies in that: the operation of step S3 includes:

[0042] Calculate the landing risk prediction value R by using the following formula:

[0043]

[0044] Wherein, L is the distance of the landing point relative to the near end of the touchdown zone, positive within the touchdown zone and negative outside the touchdown zone;

[0045] W is the deviation distance of the landing point relative to the runway center line, always positive;

[0046] W0 is half of the touchdown zone width;

[0047] L1 is the length of the aircraft fuselage, and L2 is the length of the touchdown zone minus the length of the aircraft fuselage;

[0048] α and β are risk coefficients, with values between 0 and 1;

[0049] Then set a risk threshold. When the calculated value of R is greater than or equal to the risk threshold, the risk prediction value is abnormal. When R is less than the risk threshold, the risk prediction value is normal.

[0050] Compared with the prior art, the beneficial effects of the present invention are:

[0051] 1. Using the present invention, the landing risk of the approaching and landing aircraft can be monitored and warned in real time, assisting the controller's work and improving safety;

[0052] 2. There is no need to transform the existing aircraft and control facilities, with low cost and high reliability. Description of the Drawings

[0053] Figure 1 Schematic diagram of the composition structure of the aircraft approach and landing safety monitoring and warning device of the present invention;

[0054] Figure 2Schematic diagram of aircraft position data projected onto the horizontal plane where the airport runway is located;

[0055] Figure 3 Schematic diagram of calculating the landing point of an aircraft according to the geometric relationship between two points before and after;

[0056] Figure 4 Schematic diagram of the aircraft landing safety area;

[0057] Figure 5 Flow chart of the method of the present invention;

[0058] Figure 6 Schematic diagram of the structure of the distributed receiving and processing system adopted by the data receiving module of the present invention. Specific implementation manner

[0059] The present invention will be further described in detail below with reference to the accompanying drawings:

[0060] As Figure 1 shown, the aircraft approach and landing safety monitoring and warning device provided by the present invention includes: a data receiving module, an aircraft motion prediction module, a decision module, and an acoustic and optical warning module, which are connected in sequence. Each module is as follows:

[0061] 1. The data receiving module is used to receive the airborne signals emitted by all aircraft near this module and send the received airborne signals to the aircraft motion prediction module. The airborne signals received by the data receiving module include: information such as aircraft identification, position, altitude, speed, etc. These airborne signals are existing ADS-B signals or ACARS signals that an aircraft can emit, etc.

[0062] Specifically, there are various airborne devices on the aircraft that can transmit the current position, altitude, speed, etc. of the aircraft, such as an ADS-B Out module, an ACARS communication module, etc. The data sent by ADS-B Out is plain text data, and as long as there is an ADS-B receiving module, these data can be received and parsed. ACARS data needs to be received and parsed according to the protocol agreed upon by both communication parties, and the position, altitude, speed, etc. of the sending aircraft can be agreed upon. The data receiving module can use existing modules that can receive these airborne signals, generally including an antenna and a server.

[0063] For small airports, generally a single antenna can meet the data receiving requirements, there will be no problem of missing data, and the data volume is not large. Using a single server to process the data received by the antenna, various information of the aircraft can be obtained.

[0064] For large airports, due to the large number of takeoffs and landings, the data volume will be very large. Moreover, due to reasons such as the receiving capacity and azimuth limitations of antennas, data omission problems may occur. To solve the problems of data omission and large data volume, the data receiving module in the present invention preferably adopts a distributed receiving and processing system, such as Figure 6 shown. The distributed receiving and processing system includes multiple antennas and servers, specifically as follows:

[0065] First, to avoid data omission problems that may be caused by the capacity and azimuth of a single antenna, antennas can be installed in different directions. On the one hand, it can cover the signals emitted by aircraft in all azimuths to prevent signal omission. On the other hand, it can effectively reduce the data reception volume of a single antenna to prevent data saturation. The antenna installation method can be to install antennas facing different directions at the same installation point, or to install antennas facing different directions at different installation points, as long as it can ensure full coverage of the airport airspace.

[0066] Second, the data received by the antennas is sent to the server for processing. A high-performance server with extremely strong processing capabilities can be used to process the data received by all antennas, or the data received by different antennas can be distributed to different sub-servers for processing, and then the processing results of each sub-processor are summarized to a main server, that is, Figure 6 the sub-server and the main server in

[0067] 2. The aircraft motion prediction module obtains the position of the landing point corresponding to the aircraft when it lands at this airport according to the signal sent by the data receiving module and the position and elevation data of this airport (the position and elevation data of the airport are public data and can be retrieved from relevant airport materials and input as known conditions into the aircraft motion prediction module when the system is implemented), and sends the position of the landing point to the decision-making module. The aircraft motion prediction module can use various existing algorithms to calculate the position of the landing point corresponding to the aircraft when it lands at this airport.

[0068] 3. The decision-making module gives a predicted value of the landing risk of the aircraft according to the position of the landing point sent by the aircraft motion prediction module, in combination with parameters such as the length, width, and center line position of the airport runway and the performance of the aircraft. If the predicted value of the landing risk is normal (for example, a threshold can be set in advance. If it is less than the threshold, it is normal; otherwise, it is abnormal), no alarm is given. If the predicted value of the landing risk is abnormal, a signal is sent to the acoustic-optical warning module; the decision-making module can use various existing algorithms to calculate the predicted value of the landing risk of the aircraft.

[0069] 4. After receiving the signal sent by the acoustic-optic warning module, the acoustic-optic warning module sends an acoustic-optic signal to prompt the controller about the aircraft with landing risks. Then the controller rechecks it and communicates with the pilot to further reduce the risks. The acoustic-optic warning module is deployed on the airport tower.

[0070] The acoustic-optic warning module can adopt various existing acoustic-optic alarm devices, which can emit acoustic-optic signals after receiving signals, and will not be elaborated here.

[0071] As Figure 5 shown, the present invention also provides a method for an aircraft approach and landing monitoring and warning device. The method is implemented by using the above device. For each runway at the airport, the following processing is performed. Specifically, the method includes:

[0072] Step S1: Obtain the on-board signals of all aircraft at the airport. The on-board signals may be ADS-B, ACARS or other signals including aircraft identification, position, speed and altitude.

[0073] Since the received on-board signals may include signals of many aircraft, at this time, step S2 can be entered to calculate the positions of the landing points of all aircraft. However, in order to reduce the calculation amount of step S2, preferably, in step S1 of the method of the present invention, in combination with the position and altitude of the runway of this airport, the aircraft ready to land on this runway are screened out.

[0074] The operation of obtaining the on-board signals of all aircraft at the airport includes:

[0075] For small airports, generally a single antenna is used to receive the on-board signals of all aircraft, because one antenna can meet the data reception requirements, there will be no problem of missing data, and the data volume is not large. By using a single server to process the data received by the antenna, various information such as the position and altitude of the aircraft can be obtained.

[0076] For large airports, the data volume received by the data reception module is extremely large, and the general processing method cannot meet the requirements, and there may be a situation of data loss. Preferably, the present invention uses distributed computing. By customizing the MPI interface, not only can the maximum available bandwidth be achieved and the integrity of the data be detected, but also when multiple network devices are used by nodes, the data loss of the network devices can be dynamically processed.

[0077] For large airports, multiple antennas are used for data reception, and at the same time, multiple servers are used to process the data received by the antennas. In this way, the information of the same flight may be received by multiple antennas, and this situation needs to be considered during processing. For such problems, the present invention adopts the method of distributed computing and processes it according to the following steps:

[0078] 1) Use a multicast IP address, such as 233.0.0.0, and all servers join this group. The destination address of the multicast packet uses a Class D IP address, and the Class D address cannot appear in the source IP address field of the IP packet. During the unicast data transmission process, the path of a data packet transmission is routed from the source address to the destination address and transmitted using the IP network. However, in the IP multicast loop, the destination address of the data packet is not one but a group, forming a group address. All information receivers join a group, and once joined, the data flowing to the group address immediately starts to be transmitted to the receivers, and all members in the group can receive the data packet. The members in the multicast group are dynamic, and the host can join and leave the multicast group at any time.

[0079] 2) Establish a hash value queue in all servers;

[0080] 3) After the antenna receives the airborne signal sent by the aircraft, it sends it to the corresponding sub-server, and the sub-server processes the airborne signal to obtain the processed airborne signal.

[0081] The working process of the sub-server is as follows:

[0082] a) The sub-server generates a hash value based on each received airborne signal and searches in its own hash value queue;

[0083] b) If the hash value already exists in its own hash value queue, then discard the hash value, that is, do not insert the hash value into its own hash value queue; if the hash value does not exist in its own hash value queue, then detect whether other sub-servers have processed this airborne signal. If so, directly save the hash value to the hash value queue of this server. If not, process the airborne signal to obtain the processed airborne signal, and at the same time save the hash value to the hash value queue of this server, that is, update its own hash value queue;

[0084] The detection method is as follows:

[0085] Send the hash value to the multicast address, and all servers in the multicast network receive the hash value;

[0086] After other servers receive the hash value, they compare the hash value with the hash value queue they saved. If the hash value already exists in their own hash value queue, they do not respond; if not, they return a confirmation signal of unprocessed this data to the multicast address and insert this hash value into their own hash value queue;

[0087] Since multiple antennas may receive an unprocessed piece of data simultaneously and all will send the data and wait for the confirmation message according to the above steps, the present invention adopts a competition method. That is, if the number of confirmation signals received by the server that sends the hash value exceeds the signal threshold, the server obtains the processing right of this airborne signal and can parse this airborne signal to obtain the processed airborne signal, including information such as aircraft identification, position, speed, and altitude, for the next calculation. Otherwise, it means that this airborne signal has been processed by other servers, and this server directly saves the hash value into the hash value queue of this server. The signal threshold can adopt the value obtained by subtracting one from the total number of sub-servers and then dividing by two. That is, the server that sends the hash value counts the number of received confirmation signals and determines whether the number of confirmation signals is greater than the signal threshold. If it is, it obtains the processing right of this airborne signal. If not, it directly saves the hash value into the hash value queue of this server.

[0088] 4) The sub-server sends the processed airborne signal to the main server for use when screening the aircraft landing at this airport later. At the same time, the main server saves the hash value into its own hash value queue, that is, updates its own hash value queue.

[0089] Through the above system and processing method, the problem of data omission or saturation caused by a large amount of data in a large airport can be solved, and all existing airborne signals of the receiving airport can be received. The advantages of such processing are that it can not only make the antenna reach the maximum available bandwidth, but also detect the integrity of the data, and can also dynamically solve the problem of data loss of the device when using multiple network devices.

[0090] The operation of screening out the aircraft preparing to land on this runway includes:

[0091] First, project the position data in the airborne signal of the received aircraft onto the horizontal plane where the airport runway is located to obtain the horizontal projection points of each aircraft, as shown by each black dot in Figure 2 There are 6 horizontal projection points of aircraft in Figure 2 ;

[0092] Secondly, calculate the vertical distance from the horizontal projection point of each aircraft to the center line of the runway, that is, the vertical distance, as shown by each dotted line in Figure 2 ;

[0093] Finally, since only one aircraft can land on each runway each time and there are program requirements for the aircraft to align with the runway before landing, the aircraft corresponding to the horizontal projection point with the smallest vertical distance is selected as the aircraft preparing to land on this runway, and thus the aircraft preparing to land on this runway is screened out.

[0094] Step S2: Calculate the position of the landing point (i.e., the touchdown point) based on the current position and speed of the aircraft preparing to land on this runway.

[0095] After obtaining the position and speed of the aircraft, the landing point of the aircraft can be calculated according to the geometric relationship between two points, as Figure 3 shown. However, due to the interval in the received data, the landing points calculated from different points are different, resulting in serious jumps in the landing point position. Therefore, in the present invention, a data fitting algorithm (such as the least squares method) is used to fit multiple recently received points, so that the jump range of the calculated landing point will be much smaller and the accuracy of the predicted landing point will be the most accurate.

[0096] Specifically, when the aircraft approaches for landing, it will fly according to a pre-set flight procedure. By using the historical flight trajectory of the aircraft and the current position, various existing algorithms can be used to fit the future flight trajectory, and then the intersection point between the airport and this flight trajectory can be calculated to obtain the position of the landing point, as Figure 3 shown. The flight trajectory of the aircraft is fitted based on N positions of the aircraft, and the intersection point between the flight trajectory and the runway is the position of the predicted landing point.

[0097] Step S3: Obtain the predicted value of the landing risk of the aircraft based on the position of the landing point:

[0098] If the aircraft is to land safely, its landing point must be within the touchdown zone, as Figure 4 shown. There is a touchdown zone in the airport, and the specific area is defined in Article 8.2.6 of the Technical Standard for Civil Airport Flight Areas. For a specific airport, this area is public data and can be calculated according to the Technical Standard for Civil Airport Flight Areas or obtained from the airport data released by the airport. The touchdown zone is related to the safety of aircraft landing. When the predicted landing point is within the touchdown zone, it is considered that the aircraft has no landing risk. When the predicted landing point is outside the touchdown zone, it is considered that the aircraft has a landing risk.

[0099] Specifically, the predicted value of the landing risk can be obtained by determining whether the position of the landing point is within the touchdown zone, and the determination method can be implemented by using various existing methods and will not be elaborated here. For example, if the landing point is within the touchdown zone, its risk prediction value is 0, that is, the risk prediction value is normal, otherwise the risk prediction value is 1, that is, the risk prediction value is abnormal.

[0100] Preferably, in the method of the present invention, the predicted value of the landing risk R is calculated by using the following formula:

[0101]

[0102] Wherein, as Figure 4As shown in the figure, L is the distance of the landing point relative to the proximal end of the touchdown zone, which is positive within the touchdown zone and negative outside the touchdown zone; W is the deviation distance of the landing point relative to the runway centerline, which is always positive (that is, regardless of whether the landing point is on the left or right side of the runway centerline, W is a positive number); W0 is half of the touchdown zone width; L1 + L2 is the length of the touchdown zone, and L1 is generally taken as the length of the aircraft fuselage; α and β are risk coefficients, with values ranging from 0 to 1. Since the runway length is much larger than the width, generally α is smaller and β is larger. For example, α = 0.4 and β = 0.6;

[0103] Then, a risk threshold is set, for example, 0.5. When the calculated value of R is greater than or equal to the risk threshold, the risk prediction value is abnormal. When R is less than the risk threshold, the risk prediction value is normal.

[0104] Step S4: Determine whether the predicted landing risk value of the aircraft is abnormal. If it is, give an early warning.

[0105] The above method for predicting the landing risk of an aircraft can be implemented through various programming languages and run on a PC, laptop, mobile phone, or other carriers capable of executing programs. If a landing risk is detected, a warning instruction is sent, and through corresponding wired or wireless communication means (including but not limited to USB, Bluetooth, Ethernet, 4G / 5G, etc.), the warning instruction is forwarded to the acoustic-optic warning module (including but not limited to various existing warning devices such as speakers and signal lights), driving the acoustic-optic devices to work, achieving the effect of warning air traffic controllers. After receiving this information, the air traffic controller promptly notifies the pilot to adjust the aircraft's state and reduce the landing risk.

[0106] The present invention uses on-board signals (including but not limited to ADS-B and ACARS) to predict the landing point of an aircraft and uses the landing point to judge the landing risk, realizing the use of on-board information to assist in decision-making, real-time monitoring of the landing risk of an aircraft, and early warning.

[0107] Finally, it should be noted that the above technical solution is only one implementation mode of the present invention. For those skilled in the art, based on the disclosed application methods and principles of the present invention, various types of improvements or deformations can be easily made, not limited to the methods described in the above specific implementation modes of the present invention. Therefore, the above-described mode is only preferred and does not have a restrictive meaning.

Claims

1. An approach and landing safety monitoring and warning method for an aircraft, characterized in that: The method is implemented by using an aircraft approach and landing safety monitoring and warning device, which includes: a data receiving module, an aircraft motion prediction module, a decision-making module, and an acoustic and optical warning module that are connected in sequence; The data receiving module is used to receive the on-board signals transmitted by the aircraft and send the received on-board signals to the aircraft motion prediction module; The aircraft motion prediction module is used to obtain the position of the landing point corresponding to the aircraft when it lands at this airport based on the on-board signals, and send the position of the landing point to the decision-making module; The decision-making module is used to obtain the predicted landing risk value of the aircraft based on the position of the landing point, and activate the acoustic and optical warning module according to the predicted landing risk value; The acoustic and optical warning module is used to send acoustic and optical signals; The method includes: Step S1: Obtain the on-board signals of all aircraft at the airport and screen out the aircraft preparing to land on this runway; Step S2: Obtain the position of the landing point based on the position and speed of the aircraft preparing to land on this runway; Step S3: Obtain the predicted landing risk value of the aircraft based on the position of the landing point; Step S4: Determine whether the predicted landing risk value of the aircraft is abnormal. If it is, give a warning; if not, do not give a warning; The operation of obtaining the on-board signals of all aircraft at the airport in step S1 includes: Using multiple antennas to receive the on-board signals of all aircraft, and using multiple sub-servers and a main server to process the data received by the antennas, specifically as follows: (1) Use a multicast IP address, and all servers join this group; (2) Establish a hash value queue in each server; (3) After the antenna receives the on-board signal sent by the aircraft, send it to the corresponding sub-server. The sub-server processes the on-board signal to obtain the processed on-board signal and updates its own hash value queue; (4) The sub-server sends the processed on-board signal to the main server, and the main server updates its own hash value queue; The operation of screening out the aircraft preparing to land on this runway in step S1 includes: First, project the position data in the on-board signals of the received aircraft onto the horizontal plane where the airport runway is located to obtain the horizontal projection points of each aircraft; Second, calculate the vertical distance from the horizontal projection point of each aircraft to the runway center line, that is, the vertical distance; Finally, select the aircraft corresponding to the horizontal projection point with the smallest vertical distance as the aircraft preparing to land on this runway; The operation of step S3 includes: Use the following formula to calculate the predicted landing risk value R: where L is the distance of the landing point relative to the near end of the touchdown zone, which is positive inside the touchdown zone and negative outside the touchdown zone; W is the deviation distance of the landing point relative to the runway center line, which is always positive; W0 is half of the touchdown zone width; L1 is the length of the aircraft fuselage, and L2 is the length of the touchdown zone minus the length of the aircraft fuselage; α and β are risk coefficients, and their values are between 0 and 1; The operation of determining whether the predicted landing risk value of the aircraft is abnormal in step S4 includes: setting a risk threshold. When the calculated value of R is greater than or equal to the risk threshold, the predicted risk value is abnormal; when R is less than the risk threshold, the predicted risk value is normal.

2. The aircraft approach and landing safety monitoring and warning method according to claim 1, characterized in that: The decision-making module obtains the predicted landing risk value of the aircraft according to the position of the landing point sent by the aircraft motion prediction module. If the predicted landing risk value is normal, no alarm is given; if the predicted landing risk value is abnormal, a warning instruction is sent to the acoustic-optic warning module.

3. The aircraft approach and landing safety monitoring and warning method according to claim 2, characterized in that: The acoustic-optic warning module is deployed on the airport tower. After receiving the warning instruction sent by the decision-making module, the acoustic-optic warning module sends an acoustic-optic signal.

4. The aircraft approach and landing safety monitoring and warning method according to claim 1, characterized in that: The operation of the sub-server in step (3) to process the airborne signal to obtain the processed airborne signal includes: (a) The sub-server generates a hash value according to each received airborne signal and searches in its own hash value queue. (b) If the hash value already exists in its own hash value queue, the hash value is discarded; if the hash value does not exist in its own hash value queue, it is detected whether another sub-server has processed the airborne signal. If so, the hash value is directly saved to its own hash value queue; if not, the airborne signal is processed to obtain the processed airborne signal.

5. The aircraft approach and landing safety monitoring and warning method according to claim 4, characterized in that: The operation of detecting whether another sub-server has processed the airborne signal in step (b) includes: (b1) Sending the hash value to the multicast address. (b2) After receiving the hash value, other servers determine whether the hash value already exists in their own hash value queues. If so, no response is made; if not, an acknowledgment signal indicating that this data has not been processed is returned to the multicast address, and the hash value is inserted into their own hash value queues. (b3) The server that sends the hash value determines whether the number of received acknowledgment signals exceeds the signal threshold. If so, it is determined that no other sub-server has processed the airborne signal; if not, it is determined that another sub-server has processed the airborne signal.

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